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This minimum energy level is the energy the aircraft will have at landing with the expected tower wind; it is materialized by the ground speed of the aircraft at that time which is called GS mini:
GS mini = VAPP - Tower head wind component
In order to achieve that goal, the aircraft ground speed should never drop below GS mini in the approach, while the winds are changing. Thus the aircraft IAS must vary while flying down,
in order to cope with the gusts or wind changes. In order to make this possible for the pilot or for the A/THR, the FMGS continuously computes an IAS target speed, which ensures that
the aircraft ground speed is at least equal to GS mini; the FMGS uses the instantaneous wind component experienced by the aircraft:
IAS Target Speed = GS mini + Current headwind component
This target speed is limited by VFE-5 in case of very strong gusts, by VAPP in case of tailwind
or if instantaneous wind is lower than the tower wind; below 400 ft, the effect of the current wind variations is smoothly decreased so as to avoid too high speeds in the flare (1/3 of current wind variations taken into account).
 
NORMAL OPERATIONS
APPROACH GENERAL
 

 
 
USE OF A/THR
The pilot should use the A/THR for approaches as it provides accurate speed control. The pilot will keep the hand on the thrust levers so as to be prepared to react if needed.
During final approach, the managed target speed moves along the speed scale as a function of wind variation. The pilot should ideally check the reasonableness of the target speed by referring to GS on the top left on ND. If the A/THR performance is unsatisfactory, the pilot should disconnect it and control the thrust manually.
If the pilot is going to perform the landing using manual thrust, the A/THR should be disconnected by 1 000 ft on the final approach.
 
NORMAL OPERATIONS
APPROACH GENERAL
 
GO-AROUND ALTITUDE SETTING
When established on final approach, the go-around altitude must be set on FCU. This can be done at any time when G/S or FINAL mode engages. However, on a selected Non Precision Approach, i.e. when either FPA or V/S is used, the missed approach altitude must only be set when the current aircraft altitude is below the missed approach altitude, in order to avoid unwanted ALT*.
2 TRAJECTORY STABILIZATION
The first prerequisite for safe final approach and landing is to stabilize the aircraft on the final approach flight path laterally and longitudinally, in landing configuration, at VAPP speed, i.e:
? Only small corrections are necessary to rectify minor deviations from stabilized conditions
? The thrust is stabilized, usually above idle, to maintain the target approach speed along the desired final approach path
Airbus policy requires that stabilized conditions be reached at 1 000 ft above airfield elevation in IMC and 500 ft above airfield elevation in VMC.
　
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本文鏈接地址：A330/A340 機組訓練手冊 FCTM Flight Crew Training Manual 1(66)