Airbus A330/A340. Flight Crew Training Manual (2007)

FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

APPROACH GENERAL

02.100

JAN 09/07

HIGHLIGHTS

(1)

Additional recommendation, in case

of strong or gusty crosswind

(2)

NPA taken into account in the call-out table

(3)

Table removed from 02.150 - PRECISION APPROACH to 02.100 -

APPROACH GENERAL. This information is applicable to any kind of
approach.

(4)

Additional information

(5)

Additional recommendation regarding the AP disconnection.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

ILS APPROACH

02.110

JAN 09/07

PREFACE

MSN 0002-0860

This chapter deals with some characteristics of the ILS approach.
Recommendations mentioned in APPROACH GENERAL chapter apply.

For CATI ILS, the crew will insert DA/DH values into MDA (or MDH if QFE
function is available) field on MCDU PERF APPR page, since these values are
baro referenced.

For CATII or CATIII ILS, the crew will insert DH into DH field on MCDU PERF
APPR page, since this value is a radio altitude referenced.

INITIAL APPROACH

MSN 0002-0860

NAVIGATION ACCURACY

When GPS PRIMARY is available, no NAV ACCURACY monitoring is required.
When GPS PRIMARY is lost the crew will check on MCDU PROG page that the
required navigation accuracy is appropriate. If NAV ACCURACY DOWNGRAD is
displayed, the crew will use raw data for navigation accuracy check. The
navigation accuracy determines which AP modes the crew should use and the
type of display to be shown on the ND.

NAVIGATION ACCURACY

PNF

AP/FD mode

GPS PRIMARY

NAV ACCUR HIGH

NAV ACCUR LOW and NAV

ACCURACY check

≤

1 NM

ARC or ROSE NAV with navaid

raw data

NAV

GPS PRIMARY LOST and

NAV ACCUR LOW and NAV

ACCURACY check >1 NM
GPS PRIMARY LOST and

Aircraft flying within

unreliable radio navaid area

ROSE ILS

ARC or ROSE

NAV or ROSE

ILS with navaid

raw data

HDG or TRK

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

ILS APPROACH

02.110

JAN 09/07

FLYING REFERENCE

The crew will select HDG V/S on the FCU i.e. "bird" off.

APPROACH PHASE ACTIVATION

For a standard ILS, the crew should plan a decelerated approach. However, if
the G/S angle is greater than 3.5

or if forecast tail wind at landing exceeds 10

kt (if permitted by AFM), a stabilized approach is recommended.

If FAF is at or below 2000 ft AGL and if deceleration is carried out using
selected speed, the crew should plan a deceleration in order to be able to select
conf 2 one dot below the G/S.

MISCELLANEOUS

The LS PB is to be checked pressed in the first stage of the approach. The
crew will check that:

LOC and GS scales and deviations are displayed on PFD

IDENT is properly displayed on the PFD. If no or wrong ident displayed, the

crew will check the audio ident.

INTERMEDIATE APPROACH

MSN 0002-0860

INTERCEPTION OF FINAL APPROACH

When cleared for the ILS, the APPR pb should be pressed. This arms the
approach mode and LOC and GS are displayed in blue on the FMA. At this
stage the second AP, if available, should be selected.

If the ATC clears for a LOC capture only, the crew will press LOC P/B on the
FCU.

If the ATC clears for approach at a significant distance, e.g. 30 NM, the crew
should be aware that the G/S may be perturbed and CAT 1 will be displayed on
FMA till a valid Radio Altimeter signal is received.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

ILS APPROACH

02.110

JAN 09/07

FINAL APPROACH

MSN 0002-0860

GLIDE SLOPE INTERCEPTION FROM ABOVE

The following procedure should only be applied when established on the localizer.
There are a number of factors which might lead to a glide slope interception
from above. In such a case, the crew must react without delay to ensure the
aircraft is configured for landing before 1000 ft AAL. In order to get the best rate
of descent when cleared by ATC and below the limiting speeds, the crew should
lower the landing gear and select Conf 2. Speedbrakes may also be used, noting
the considerations detailed in the sub-section "Deceleration and configuration
change" earlier in this chapter. The recommended target speed for this procedure
is VFE 2

5kts. When cleared to intercept the glide slope, the crew should:

Press the APPR PB on FCU and confirm G/S is armed.

Select the FCU altitude above aircraft altitude to avoid unwanted ALT*.

Select V/S 1500 FPM initially. V/S in excess of 2000 FPM will result in the

speed increasing towards VFE

A/C HIGH ABOVE G/S - RECOMMENDED G/S CAPTURE TECHNIQUE

FCU alt
selected
above
A/C altitude

G/S INTCPT

SPEED G/S*

SPEED V/S − 1500
GS

FCU alt
selected
to Go Around
altitude

FOF 02110 03828 0001

It is vital to use V/S rather than OP DES to ensure that the A/THR is in speed
mode rather than IDLE mode. The rate of descent will be carefully monitored to
avoid exceeding VFE . When approaching the G/S, G/S* will engage. The crew
will monitor the capture with raw data (pitch and G/S deviation). The missed
approach altitude will be set on the FCU and speed reduced so as to be
configured for landing by 1000 ft.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

ILS APPROACH

02.110

JAN 09/07

In such a situation, taking into account the ground obstacles and if ATC permits,
it may be appropriate to carry out a 360

turn before resuming the approach.

Close to the ground, avoid important down corrections. Give priority to attitude
and sink rate. (See TAILSTRIKE AVOIDANCE in LANDING section).

MISCELLANEOUS

In case of double receiver failure, the red LOC/GS flags are displayed, ILS
scales are removed, the AP trips off and the FDs revert to HDG/VS mode.

In case of the ILS ground transmitter failure, the AP/FD with LOC/GS modes will
remain ON. This is because such a failure is commonly transient. In such a
case, ILS scales and FD bars are flashing. If R/A height is below 200 ft, the red
AUTOLAND warning is triggered. If this failure lasts more than several seconds
or in case of AUTOLAND red warning, the crew will interrupt the approach.

ILS RAW DATA

MSN 0002-0860

INITIAL APPROACH

FLYING REFERENCE

The "bird" is to be used as the flying reference.

APPROACH PHASE ACTIVATION

The approach technique is the stabilized approach.

INTERMEDIATE APPROACH

The TRK index will be set to the ILS course and, once established on the LOC,
the tail of the bird should be coincident with the TRK index. This method allows
accurate LOC tracking taking into account the drift.

Should the LOC deviate, the pilot will fly the bird in the direction of the LOC
index, and when re-established on the LOC, set the tail of the bird on the TRK
index again. If there is further LOC deviation, a slight IRS drift should be
suspected. The bird is computed out of IRS data. Thus, it may be affected by

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

ILS APPROACH

02.110

JAN 09/07

IRS data drift amongst other TRK. A typical TRK error at the end of the flight is
1

to 2

. The ILS course pointer and the TRK diamond are also displayed on

PFD compass.

FINAL APPROACH

When 1/2 dot below the G/S, the pilot should initiate the interception of the G/S
by smoothly flying the FPV down to the glide path angle. The bird almost sitting
on the -5

pitch scale on PFD, provides a -3

flight path angle. Should the G/S

deviate, the pilot will make small corrections in the direction of the deviation and
when re-established on the G/S, reset the bird to the G/S angle.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

NON PRECISION APPROACH

02.120

JAN 09/07

PREFACE

MSN 0002-0860

This chapter deals with some characteristics of the Non Precision Approach
(NPA). Recommendations mentioned in APPROACH GENERAL chapter apply.
NPA are defined as:

VOR approach

NDB approach

LOC, LOC-BC approach

R-NAV approach.

APPROACH STRATEGY

MSN 0002-0860

The overall strategy of NPA completion is to fly it "ILS alike" with the same
mental image or representation and similar procedure. Instead of being referred
to an ILS beam, the AP/FD guidance modes and associated monitoring data are
referred to the FMS F-PLN consolidated by raw data. LOC only approach is the
exception where LOC mode and localizer scale are to be used. This explains
why the crew must ensure that the FMS data is correct, e.g. FMS accuracy,
F-PLN (lateral and vertical) and proper leg sequencing.

The use of AP is recommended for all non-precision approaches as it reduces
crew workload and facilitates monitoring the procedure and flight path.

LIMITATIONS

MSN 0002-0860

Lateral and vertical managed guidance (FINAL APP) can be used provided the
following conditions are met:

The approach is defined in the navigation database

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

NON PRECISION APPROACH

02.120

JAN 09/07

The approach has been crosschecked by the crew with the published procedure

The approach is approved by the operator for use of FINAL APP mode

The final approach is not modified by the crew.

INITIAL APPROACH

MSN 0002-0860

NAVIGATION ACCURACY

The navigation accuracy check is most essential since it determines

The AP/FD guidance mode to be used

The ND display mode to be used

Which raw data which are to be used.

NAVIGATION

ACCURACY

Approach

guidance

PNF

AP/FD

mode

GPS PRIMARY

NAV ACCUR HIGH

NAV ACCUR LOW and

NAV ACCURACY checK

≤

1NM

Managed*** ARC or ROSE NAV* with

navaid raw data

NAV-FPA or

APP-

NAV/FINAL***

GPS PRIMARY LOST

and NAV ACCUR LOW

and NAV ACCURACY

check > 1NM

GPS PRIMARY LOST

and aircraft flying within

unreliable radio navaid

area

Selected

ROSE

VOR**

ARC or

ROSE NAV

or ROSE

VOR** with

navaid raw

data

TRK-FPA

(*) For VOR approach, one pilot may select ROSE VOR

(**) For LOC approach, select ROSE ILS

(***) The managed vertical guidance can be used provided the approach coding
in the navigation database has been validated.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

NON PRECISION APPROACH

02.120

JAN 09/07

Should a NAV ACCY DNGRADED or a GPS PRIMARY LOST message is
displayed during a managed non-precision approach, the crew should proceed as
follow:

Message

VOR, ADF, VOR/DME

approach

GPS approach

GPS PRIMRAY LOST

Interrupt the approach

NAV ACCY DNGRADED

Cross-check the

navigation accuracy:

If positive, continue

managed approach

If negative, revert to

selected approach with

raw data.

FLYING REFERENCE

The "bird" is to be used as the flying reference

APPROACH PHASE ACTIVATION

The stabilized approach technique is recommended. The crew will set VAPP as a
speed constraint at FAF in order to get a meaningful deceleration pseudo
waypoint.

INTERMEDIATE APPROACH

MSN 0002-0860

INTERCEPTION OF FINAL APPROACH COURSE

It is essential to have a correct F-PLN in order to ensure proper final approach
guidance. Indeed the NAV and APPR NAV modes are always guiding the aircraft
along the F-PLN active leg and the managed vertical mode ensures VDEV =0,
VDEV, being computed along the remaining F-PLN to destination. Hence, the
crew will monitor the proper sequencing of the F-PLN, more specifically if HDG
mode is selected, by checking that the TO WPT, on upper right hand corner of
ND, is the most probable one and meaningful.

F-PLN SEQUENCING IN APPROACH

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

NON PRECISION APPROACH

02.120

JAN 09/07

FAF

Radar vectors: pilot has not cleared A, B.
A is still TO WPT − Hence no proper guidance
available nor predictions.

FAF

Radar vectors: pilot has monitored the TO WPT and cleared
successively A and B when no longer probable. Hence VDEV
is meaningful and APPR NAV or NAV may be armed.

FOF 02120 03836 0001

If ATC gives radar vectors for final approach course interception, the crew will use
DIR TO FAF with RADIAL INBND facility. This creates an ILS alike beam which
will be intercepted by NAV and APPR NAV modes. Additionally, the VDEV is
realistic, XTK is related to the beam and the ND gives a comprehensive display.

F-PLN SEQUENCING IN APPROACH

INTCPT

XTK

RADIAL 270

FAF

RWY 09

YOYO/VDEV function of dist

FOF 02120 03840 0001

When cleared for final approach course interception, the pilot will either:

Press APPR P/B on FCU if managed approach. On the FMA, APP NAV

becomes active and FINAL becomes armed. The VDEV or "brick" scale
becomes active and represents the vertical deviation, which may include a level
segment. The VDEV/brick scale will only be displayed if LS pb is not pressed.
If the LS pb is pressed by mistake, the V/DEV will flash in amber on the PFD
or

Select adequate TRK on FCU, if selected approach, in order to establish final

course tracking with reference to raw data. When established on the final
course, the selected track will compensate for drift.

The final approach course interception will be monitored through applicable raw
data.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

NON PRECISION APPROACH

02.120

JAN 09/07

FINAL APPROACH

MSN 0002-0860

It is essential that the crew does not modify the final approach in the MCDU
FPLN page.

The final approach will be flown either:

Managed or

Selected

MANAGED

For a managed approach, FINAL APP becomes active and the FM manages
both lateral and vertical guidance. The crew will monitor the final approach using:

Start of descent blue symbol on ND

FMA on PFD

VDEV, XTK, F-PLN on ND with GPS PRIMARY

VDEV, XTK, F-PLN confirmed by needles, distance/altitude

If FINAL APPR does not engage at start of descent, the crew will select FPA
convergent to the final path so as to fly with VDEV=0. Once VDEV=0, the crew
may try to re-engage APPR.

In some NPAs, the final approach flies an "idle descent" segment from one
altitude constraint to another, followed by a level segment. This is materialized by
a magenta level off symbol on ND followed by a blue start of descent.

FINAL APPROACH TRAJECTORY WITH IDLE DESCENT SEGMENT

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

NON PRECISION APPROACH

02.120

JAN 09/07

ALT 1

ALT 2

FOF 02120 03841 0001

SELECTED

For a selected approach, the Final Path Angle (FPA) should be preset on the FCU
1 NM prior to the FAF at the latest. A smooth interception of the final approach
path can be achieved by pulling the FPA selector 0.2 NM prior to the FAF.

If GPS is PRIMARY, the crew will monitor VDEV, XTK and F-PLN. Additionally,
for VOR or ADF approaches, the crew will monitor raw data.

REACHING THE MINIMA

MSN 0002-0860

When approaching MDA, the pilot flying should expand the instrument scan to
include outside visual cues.

Reaching MDA,

"MINIMUM" is either monitored or called by the crew. The

current altitude value becomes amber

If the required conditions are not met by MDA, a missed approach must be

initiated.

If the required visual conditions are met to continue the approach, the AP

must be disconnected, the FDs selected off, Bird ON and continue for visual
approach.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

NON PRECISION APPROACH

02.120

JAN 09/07

MSN 0002-0860

LOC ONLY APPROACH

LOC ONLY approaches may be flown using the LOC signal for lateral navigation
and FPA for vertical guidance. General recommendations mentioned above still
apply. i.e. stabilized approach technique, use of the bird. Some additional
recommendations need to be highlighted.

INITAIL APPROACH

The crew will select LS P/B on the EIS control panel.

INTERMEDIATE APPROACH

The crew will press LOC P/B on the FCU when cleared to intercept. He will
monitor the LOC armed mode and then LOC capture.

FINAL APPROACH

Approaching FAF, the crew will select FPA. When established on the final path,
the crew will monitor:

Lateral displacement with LOC deviation

Vertical displacement with DME and ALT, "yoyo", time

LOC BACK COURSE APPROACH

MSN 0002-0860

LOC-BC approaches may be flown using the Bird with reference to the LOC-BC
signal for lateral guidance and FPA for vertical guidance. General
recommendations mentioned above still apply i.e. stabilized approach technique
and use of the bird. Some additional recommendations need to be highlighted.

GENERAL

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NORMAL OPERATIONS

NON PRECISION APPROACH

02.120

JAN 09/07

The LOC-BC approach consists in using the LOC signal of the opposite runway
for lateral approach management.

If the LOC-BC approach is stored in the FMS data base, it will be inserted into
the F-PLN. The ILS frequency and associated back course are automatically
tuned and displayed on the MCDU RAD NAV page. The CRS digit will be
preceded by a "B".

If LOC-BC is not stored in the FMS data base, the crew will enter the ILS
frequency and the final approach CRS the aircraft will actually fly preceded by a
"B" in MCDU RAD NAV page. B/C in magenta will be displayed both on PFD
and ND. This provides a proper directional deviation on PFD and a proper
directional guidance from the FG.

LOC-BC APPROACH

PFD

ND IN
ROSE ILS MODE

B/C in

MAGENTA

B/C in

MAGENTA

GS 165 TAS 150

095/20

ILS2 109.30

CRS 255°

ABC

B/C

1400

140

120

B/C

15.7 NM

104.30

ADC

1009

QNH

FOF 02120 03842 0001

LOC (BACK CRS)

255° 109.9 TLS

(Front CRS 075)

(ILS front CRS 075)

255

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

NON PRECISION APPROACH

02.120

JAN 09/07

INITIAL APPROACH

The crew will select L/S P/B on the EIS control panel.

INTERMEDIATE APPROACH

The crew will press LOC P/B on the FCU to arm LOC and will monitor LOC
capture.

FINAL APPROACH

Approaching the FAF, the crew will select the FPA corresponding to the final
approach path, LOC deviation (proper directional guidance), DME/ALT, time, yoyo.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CIRCLING APPROACH

02.130

JAN 09/07

PREFACE

MSN 0002-0860

The circling approach is flown when the tower wind is such that the landing
runway is different from the runway fitted with an instrument approach, which is
used for the descent and approach in order to get visual of the airfield.

APPROACH PREPARATION

MSN 0002-0860

The approach preparation follows the same schema as described in
APPROACH PREPARATION

section in CRUISE chapter. However, some

characteristics need to be highlighted:

FPLN

Lateral: STAR, instrument approach procedure.

Vertical: Insert F speed as constraint at FAF since the approach will be flown
flaps 3, landing gear down and F speed (stabilized approach); Check altitude
constraints.

RAD NAV

Manually tune the VOR/DME of destination airfield as required.

PROG

Insert VOR/DME of destination airfield in the BRG/DIST field as required.

Check NAV ACCY if required by comparing BRG/DIST data to raw data.

PERF

PERF APPR: Descent winds, destination airfield weather, minima and landing
flap selection (wind shear anticipated or in case of failure).

PERF GO AROUND: Check thrust reduction and acceleration altitude.

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Airbus A330/A340. Flight Crew Training Manual (2007) - page 12