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USE OF A/THR
A/THR is recommended for all approaches as it provides accurate speed control. If planning to use manual thrust, A/THR should be disconnected by 1000 ft on the final approach.
The use of A/THR does not absolve the pilot from his responsibility to monitor its performance. If A/THR operation is not satisfactory, use manual thrust.
FCU ALTITUDE SETTING
When established on final approach, set the missed approach altitude on the FCU. This can be done at any time after G/S or FINAL APP mode engages. For a selected non-precision approach using FPA, the missed approach altitude must only be set when the aircraft is below the missed approach altitude and no further level segment is required. This will prevent an unwanted ALT capture on final approach.
Do not set the MDA or DH on the FCU. Setting the MDA or DH on the FCU would result in an unwanted ALT* when approaching MDA or DH, resulting in the approach becoming destabilised at a critical stage.
AP DISCONNECTION
When disconnecting the AP for a manual landing, avoid the temptation to make unnecessary inputs on the sidestick.

ADVERSE.WEATHER
If severe windshear or downburst conditions are expected, consider either delaying the approach or diverting to another airport. Assess conditions for a safe.landing by.interpreting:
. The.weather.radar.picture and.PWS.alerts. . ATIS/actual.wind.velocity. . Local.terrain.characteristics. . ATC/pilot.reports.
Choose the most favourable runway in conjunction with the most appropriate approach navaid (e.g. ILS or GPS) and consider using FLAPS 3 for landing. Should windshear be encountered, FLAPS 3 will allow better aircraft performace during the escape manoevre. However, with the decrease in drag associated with flaps 3, speed control during the approach will require close attention to avoid excessive speed on landing. This may also be exacerbated by using an increased.VAPP..If.the.approach.is.continued.however,.consider.the.following:
.  Increasing VAPP displayed on the PERF APP page up to a maximum of
VLS.+.15.kt..This.is.particularly.important.in.downburst.conditions. . Managed.speed.should.be.used.as.it.provides.“GS.mini”.function. . Engaging.the.AP.for.a.more.accurately.flown.approach.
The PWS is described in detail in FCOM 1.34. Additionally, the FMGEC reactive windshear warning system may be triggered in the event of windshear being experienced by the aircraft. The reactive windshear warning system is described in.detail.in.FCOM.1.22.
On receipt of a reactive “WINDSHEAR” warning, apply the checklist actions from memory. The PF calls “Windshear Go”, implying that no configuration change will.occur.until.clear.of.the.shear..The.following.points.should.be.stressed:
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If the AP is engaged, it should remain engaged. It will disengage if and when á.prot.is.reached.

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The configuration should not be changed until positively out of the shear as.the.operation.of.the.landing.gear.doors.incurs.additional.drag.

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Follow the SRS, even if this requires the use of full back stick. As the speed begins to recover, the pilot can reduce back stick while still following SRS.orders.until.well.clear.of.the.shear.

. The.PNF.should.call.IAS,.RA,.V/S.and.significant.related.trends. . When.clear.of.the.shear,.report.the.encounter.to.ATC.
On receipt of a predicitive “WINDSHEAR AHEAD” warning, apply the checklist actions from memory. Select TOGA and follow the SRS. The PF calls “Go-Around Flaps ___”, reducing the flap setting by one. Continue the go-around and clean up as normal unless windshear is encountered or a “WINDSHEAR” warning.occurs.
6.30.8

A330/A340 Holding And Approach REV 1 (6 JUN 05)
FCTM Instrument Approaches
The checklist actions for predictive “WINDSHEAR AHEAD” warning on approach allow that in the event “a positive verification is made that no hazard exists, the warning may be considered cautionary”. This note to treat the predictive warning as cautionary is included only as an acknowledgement of the PWS system limitations. PWS technology relies on Doppler analysis of water particle movement, and the geographical situation associated with particular wind conditions may generate false warnings where no hazards exist. It should only be treated as cautionary on careful analysis and where an early positive verification can be made that no hazard exists.
　
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