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

FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CIRCLING APPROACH

02.130

JAN 09/07

FUEL PRED

Check estimated landing weight and extra fuel.

SEC FPLN

When planning for a circling approach, the landing runway will be inserted into
the SEC F-PLN. The crew will update the SEC F-PLN as follows:

SEC F-PLN then COPY ACTIVE

Lateral revision on destination and insert landing runway

Keep the F-PLN discontinuity

FINAL INSTRUMENT APPROACH

MSN 0002-0860

The crew will fly a stabilized approach at F speed, configuration 3 and landing
gear down.

CIRCLING APPROACH

MSN 0002-0860

R (1)

When reaching circling minima and with sufficient visual reference for circling:

Push the FCU ALT P/B.

Select TRK/FPA

Select a TRK of 45

away from the final approach course (or as required by

the published procedure

When wings level, start the chrono

Once established downwind, activate the SEC F-PLN to take credit of the "GS

mini" protection in final approach when managed speed is used. Additionally,

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CIRCLING APPROACH

02.130

JAN 09/07

the landing runway will be shown on the ND and the 10 NM range should be
selected to assist in positioning onto final approach

By the end of the downwind leg, disconnect the AP, select both FDs off and

keep the A/THR

When leaving the circling altitude, select the landing configuration

Once fully configured, complete the Landing Checklist.

Once the SEC F-PLN is activated, the go-around procedure in the MCDU will be
that for the landing runway rather than the one associated with the instrument
approach just carried out.

Therefore, if visual references were lost during the

circling approach, the go-around would have to be flown using selected
guidance, following the pre-briefed missed approach procedure.

For circling approach with one engine inoperative, refer to FCTM 03.020.

LOW VISIBILITY CIRCLING APPROACH

RUNWAY IN SIGHT

LEVEL OFF
PROCEED TO DOWN WIND LEG
45° FOR 30 SEC
MAINTAIN VISUAL CONTACT WITH RUNWAY

START TIME

DISENGAGE AP
FDS OFF

RWY TRK

ABEAM THRESHOLD

MINIMUM CIRCLING

APPROACH ALTITUDE

30SEC.

45°

TURNING

BASE

20SEC.

FOR 500FT

END OF TURN

400FT.MINI.

STABILIZED

FLAPS FULL

V APP

INITIAL CONFIG:
−FLAPS 3
−L/G DOWN
−SPLRS ARMED

FOF 02130 03845 0001

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

VISUAL APPROACH

02.140

JAN 09/07

INITIAL APPROACH

MSN 0002-0860

The crew must keep in mind that the pattern is flown visually. However, the XTK
is a good cue of the aircraft lateral position versus the runway centreline. This is
obtained when pressing DIR TO CF RADIAL IN.

The crew will aim to get the following configuration on commencement of the
downwind leg:

Both AP and FDs will be selected off

BIRD ON

A/THR confirmed active in speed mode, i.e. SPEED on the FMA

Managed speed will be used to enable the "GS mini" function

The downwind track will be selected on the FCU to assist in downwind tracking

The down wind track altitude will be set on FCU.

INTERMEDIATE/FINAL APPROACH

MSN 0002-0860

Assuming a 1500 ft AAL circuit, the base turn should be commenced 45
seconds after passing abeam the downwind threshold (+/- 1 second/kt of
head/tailwind). The final turn onto the runway centreline will be commenced with
20

angle of bank. Initially the rate of descent should be 400 fpm, increasing to

700 fpm when established on the correct descent path.

The pilot will aim to be configured for landing at VAPP by 500 ft AAL, at the
latest. If not stabilised, a go-around must be carried out.

R (1)

VISUAL APPROACH

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

VISUAL APPROACH

02.140

JAN 09/07

ABM

RUNWAY

FLAPS 1

START TIME

ABM

THRESHOLD

FLAPS 2

TURNING

BASE

L/G DOWN

SPLRS ARMED

WHEN FLAPS 2

WIND

GO AROUND

SET GA THRUST

ROTATE TO SRS

RETRACT FLAPS ONE STEP

POSITIVE CLIMB

L/G UP

TOUCH DOWN

REVERSE

BRAKES

REV IDLE

VISUAL APPROACH

NOTE :

WHEN L/G DOWN

FLAPS 3

CHECK VFE THEN

FLAPS FULL

A/C STABILIZED

WITH FLAPS FULL

AT TARGET SPEED

500 FT

SELECT GO AROUND ALTITUDE

PERF KEY : PRESSED

ACTIVATE APPROACH PHASE

CHECK SPD MANAGED

SPD

GREEN DOT

OR BELOW

THIS PATTERN ASSUMES THE USE OF

MINIMUM GROUND SPEED (MANAGED).

IF NOT SELECT SPEEDS MANUALLY

ACCORDING TO FLAPS CONFIGURATION :

S AFTER FLAPS 1 SELECTION

F AFTER FLAPS 2 SELECTION

VAPP AFTER FLAPS FULL SELECTION

45 SEC 1 SEC/1KT OF

1500FT

FOF 02140 00001 0001

R (2)

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

VISUAL APPROACH

02.140

JAN 09/07

ARPT

NDB

VOR.D

WPT

CSTR

ILS

ADF

VOR

OFF

ADF

VOR

OFF

in.Hg

hPa

PULL

STD

160

320

ILS

VOR

NAV

ARC

PLAN

ENG

ROSE

211

TAS

118

9.52

11.1

310

CI15R

ILS APP

FBO

LFBO

1SR

D145E

2.5

2.9L

IN−GND

1rn.

FOF 02140 03846 0001

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

PRECISION APPROACH

02.150

JAN 09/07

GENERAL

MSN 0002-0860

CAT II and CAT III approaches are flown to very low DH (or without DH) with
very low RVR. The guidance of the aircraft on the ILS beam and the guidance
of the aircraft speed must be consistently of high performance and accurate so
that an automatic landing and roll out can be performed in good conditions and,
the acquisition of visual cues is achieved the aircraft properly stabilized. Hence,

The automatic landing is required in CAT III operations including roll out in

CAT IIIB.

The automatic landing is the preferred landing technique in CATII conditions

Any failures of the automated systems shall not significantly affect the aircraft

automatic landing system performance

The crew procedures and task sharing allow to rapidly detect any anomaly

and thus lead to the right decision

DEFINITION

MSN 0002-0860

DECISION HEIGHT

The Decision Height (DH) is the wheel height above the runway elevation by
which a go around must be initiated unless adequate visual reference has been
established and the aircraft position and the approach path have been assessed
as satisfactory to continue the automatic approach and landing in safety. The DH
is based on RA.

ALERT HEIGHT

The Alert Height (AH) is the height above the runway, based on the
characteristics of the aeroplane and its fail-operational automatic landing system,
above which a CAT III approach would be discontinued and a missed approach
initiated if a failure occurred in one of the redundant part of the automatic
landing system, or in the relevant ground equipment.

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NORMAL OPERATIONS

PRECISION APPROACH

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In others AH definition, it is generally stated that if a failure affecting the
fail-operational criteria occurs below the AH, it would be ignored and the
approach continued (except if AUTOLAND warning is triggered). The AH concept
is relevant when CAT3 DUAL is displayed on FMA.

For the A330 and A340, the AH =200 ft.

CAT 3 SINGLE

CAT 3 SINGLE is announced when the airborne systems are fail passive which
means that a single failure will lead to the AP disconnection without any
significant out of trim condition or deviation of the flight path or attitude. Manual
flight is then required. This minimum DH is 50ft.

CAT 3 DUAL

CAT 3 DUAL is announced when the airborne systems are fail-operational. In
case of a single failure, the AP will continue to guide the aircraft on the flight
path and the automatic landing system will operate as a fail-passive system. In
the event of a failure below the AH, the approach, flare and landing can be
completed by the remaining part of the automatic system. In that case, no
capability degradation is indicated. Such a redundancy allows CAT III operations
with or without DH.

CAT II OR CAT III APPROACHES

ICAO

FAA

JAA

100ft

≤

DH<200ft

100ft

≤

DH<200ft

100ft

≤

DH<200ft

CAT II

RVR

≥

350 m

RVR

≥

1200ft

350m

≤

RVR<800mt

1200ft

≤

RVR<2400f

RVR>

≥

300m

RVR

≥

1000 ft

No DH or DH<

100ft

No DH or DH<100ft

DH<100 ft

CAT

IIIA

RVR

≥

200 m

RVR

≥

700ft

RVR

≥

200 m

RVR

≥

700ft

RVR

≥

200 m

RVR

≥

700ft

No DH or DH<50

No DH or DH<50 ft

No DH or DH<50

CAT

IIIB

RVR

50m

≤

RVR<200m

150ft

≤

RVR<700ft

50m

≤

RVR<200m

150ft

≤

RVR<700ft

75m

≤

RVR<200m

250ft

≤

RVR<700ft

(1) DH

≥

50 ft if fail passive

FLIGHT PREPARATION

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

PRECISION APPROACH

02.150

JAN 09/07

MSN 0002-0860

In addition to the normal flight preparation, the following preparation must be
performed when CAT II or CAT III approach is planned:

Ensure that destination airport meets CATII or CATIII requirements

Check aircraft required equipment for CAT II or CAT III in QRH

Check that crew qualification is current

Consider extra fuel for possible approach delay

Consider weather at alternate

APPROACH PREPARATION

MSN 0002-0860

LIMITATIONS

The crew will check that tower wind remains within the limit for CAT II or CAT

III approaches (See limitations chapter in FCOM3)

The autoland maximum altitude must be observed.

AIRCRAFT CAPABILITY

The failures that may affect the aircraft’s CAT 2/3 capability are listed in the
QRH. Most of these failures are monitored by the FMGS and the landing
capability will be displayed on the FMA once the APPR pb is pressed, i.e. CAT
2, CAT 3 SINGLE, CAT 3 DUAL. However, there are a number of failures which
affect the aircraft’s landing capability which are not monitored by the FMGS and,
consequently, not reflected on the FMA. It is very important, therefore, that the
crew refer to the QRH to establish the actual landing capability if some
equipment are listed inoperative.

AIRPORT FACILITIES

The airport authorities are responsible for establishing and maintaining the
equipment required for CAT II/III approach and landing. The airport authorities will

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activate the LVP procedures as the need arises based on RVR. The airport
authorities will activate the LVP procedures as the need arises based on RVR.
Prior performing a CAT II/III approach, the crew must ensure that LVP
procedures are in force.

CREW QUALIFICATION

The captain must ensure that both crew members are qualified and that their
qualification is current for the planned approach.

SEATING POSITION

The crew must realise the importance of eye position during low visibility
approaches and landing. A too low seat position may greatly reduce the visual
segment. When the eye reference position is lower than intended, the visual
segment is further reduced by the cut-off angle of the glareshield or nose. As a
rule of thumb, an incorrect seating position which reduces the cut-off angle by
1

reduces the visual segment by approximately 10m (30 ft).

USE OF LANDING LIGHTS

The use of landing lights at night in low visibility can be detrimental to the
acquisition of visual reference. Reflected lights from water droplets or snow may
actually reduce visibility. The landing lights would, therefore, not normally be used
in CAT II/III weather conditions.

APPROACH STRATEGY

Irrespective of the actual weather conditions, the crew should plan the approach
using the best approach capability. This would normally be CAT 3 DUAL with
autoland, depending upon aircraft status. The crew should then assess the
weather with respect to possible downgrade capability.

CATIII

Conditions

CATI

CATII

WITH

NO DH

Flying

technique

Hand flying or

AP/FD, A/THR

AP/FD,

A/THR

down to DH

AP/FD/ATHR and

Autoland

Minima &

weather

DA (DH) Baro re

fVisibility

DH with RA

RVR

Autoland

Possible with

precautions

Recom-

mended

Mandatory

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

PRECISION APPROACH

02.150

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GO AROUND STRATEGY

The crew must be ready mentally for go-around at any stage of the approach.
Should a failure occur above 1000 ft RA, all ECAM actions (and DH amendment
if required) should be completed before reaching 1000 ft RA, otherwise a
go-around should be initiated. This ensures proper task sharing for the remainder
of the approach. Any alert generated below 1000 ft should lead to a go-around.

APPROACH BRIEFING

Before commencing a CAT II/III approach a number of factors must be considered
by the crew. In addition to the standard approach briefing, the following points
should be emphasised during an approach briefing for a low visibility approach:

Aircraft capability

Airport facilities

Crew qualification

Weather minima

Task sharing

Call-outs

Go-around strategy

APPROACH PROCEDURE

MSN 0002-0860

R (1) (2)

TASK SHARING

The workload is distributed in such a way that the PF primary tasks are
supervising and decision making and the PNF primary task is monitoring the
operation of the automatic system.

The PF supervises the approach (trajectory, attitude, speed) and takes
appropriate decision in case of failure and at DH. Since the approach is flown
with AP/FD/A-THR, the PF must be continuously ready to take-over:

If any AP hard over is experienced

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If a major failure occurs.

If any doubt arises

The PF announces "LAND", when displayed on FMA.

The PNF is head down throughout the approach and landing. The PNF monitors:

The FMA and calls mode change as required (except "LAND")

The Auto call out

The aircraft trajectory or attitude exceedance

Any failures

The PNF should be go-around minded.

SOME SYSTEM PARTICULARS

Below 700 ft RA, data coming from the FMS are frozen e.g. ILS tune inhibit.

Below 400 ft RA, the FCU is frozen.

At 350 ft, LAND must be displayed on FMA. This ensures correct final

approach guidance.

Below 200 ft, the AUTOLAND red light illuminates if

-- Both APs trip off
-- Excessive beam deviation is sensed
-- Localizer or glide slope transmitter or receiver fails
-- A RA discrepancy of at least 15 feet is sensed.

Flare comes at or below 40ft

THR IDLE comes at or below 30ft

RETARD auto call out comes at 10ft for autoland as an order. (Instead of 20

ft for manual landing as an indication)

VISUAL REFERENCE

Approaching the DH, the PF starts to look for visual references, progressively
increasing external scanning. It should be stressed that the DH is the lower limit
of the decision zone. The captain should come to this zone prepared for a
go-around but with no pre-established judgement.

Required conditions to continue

With DH

In CATII operations, the conditions required at DH to continue the approach
are that the visual references should be adequate to monitor the continued
approach and landing and that the flight path should be acceptable. If both

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PRECISION APPROACH

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these conditions are not satisfied, it is mandatory to initiate a go-around. A 3
lights segment and a lateral light element is the minimum visual cue for JAR
OPS.
In CATIII operations, the condition required at DH is that there should be
visual references which confirm that the aircraft is over the touch down zone.
Go-around is mandatory if the visual references do not confirm this. A 3 lights
segment is required by JAR OPS for fail passive system and 1 centerline light
segment for fail operational system.

Without DH

The decision to continue does not depend on visual references, even though
a minimum RVR is specified. The decision depends only on the operational
status of the aircraft and ground equipment. If a failure occurs prior to
reaching the AH, a go-around will be initiated. A go-around must nevertheless
be performed if AUTOLAND warning is triggered below AH. However, it is
good airmanship for the PF to acquire visual cues during flare and to monitor
the roll out.

Loss of visual reference

With DH before touch down

If decision to continue has been made by DH and the visual references
subsequently become insufficient a go-around must be initiated.
A late go-around may result in ground contact.

If touch down occurs after

TOGA is engaged, the AP remains engaged in that mode and A/THR remains
in TOGA. The ground spoilers and auto-brake are inhibited.

With DH or without DH after touch down

If visual references are lost after touch down, a go-around should not be
attempted. The roll-out should be continued with AP in ROLL OUT mode
down to taxi speed.

FLARE/LANDING/ROLL OUT

During the flare, decrab and roll-out, the PF will watch outside to assess that the
autoland is properly carried out, considering the available visual references.

For CATII approaches, autoland is recommended. If manual landing is preferred,
the PF will take-over at 80 ft at the latest. This ensures a smooth transition for
the manual landing.

Pull to reverse IDLE at main landing gear touchdown (not before).

When REV

is indicated in green on ECAM, MAX reverse may be applied. The use of
auto-brake is recommended as it ensures a symmetrical brake pressure
application. However, the crew should be aware of possible dissymmetry in case
of crosswind and wet runways.

The PNF will use standard call out. Additionally, he will advise ATC when aircraft
is properly controlled (speed and lateral trajectory).

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PRECISION APPROACH

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FAILURE AND ASSOCIATED ACTIONS

MSN 0002-0860

As a general rule, if a failure occurs above 1000 ft AGL, the approach may be
continued, ECAM actions completed, approach briefing update performed and a
higher DH set if required.

Below 1000ft (and down to AH in CAT3 DUAL), the occurrence of any failure
implies a go-around and a reassessment of the system capability. Another
approach may be under taken according to the new system capability. It has
been considered that below 1000 ft, not enough time is available for the crew to
perform the necessary switching, to check system configuration and limitation and
brief for minima.

In CAT3 DUAL and below AH, as a general rule, a single failure does not
necessitate a go-around. A go-around is required if the AUTOLAND warning is
triggered.

AUTOLAND IN CAT 1 OR BETTER WEATHER CONDITIONS

MSN 0002-0860

The crew may wish to practice automatic landings in CATI or better weather
conditions for training purposes.

This type of approach should be carried out

only with the airline authorization. The crew should be aware that fluctuations of
the LOC and/or GS might occur due to the fact that protection of ILS sensitive
areas, which applies during LVP, will not necessarily be in force. It is essential,
therefore, that the PF is prepared to take over manually at any time during a
practice approach and rollout, should the performance of the AP become
unsatisfactory.

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Airbus A330/A340. Flight Crew Training Manual (2007) - page 13