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A330/A340 FLEET NO-100 P 1/10
FCTM 17 JUN 09
PREFACE
Applicable to: ALL
This section covers general information applicable to all approach types. Techniques, which apply to
specific approach types, will be covered in dedicated chapters.
All approaches are divided into three parts (initial, intermediate and final) where various drills have to
be achieved regardless of the approach type.
the approach parts and associated actions
INITIAL APPROACH
Applicable to: ALL
NAVIGATION ACCURACY
Prior to any approach, a navigation accuracy check is to be carried out. On aircraft equipped with
GPS however, no navigation accuracy check is required as long as GPS PRIMARY is available.
Without GPS PRIMARY or if no GPS is installed, navigation accuracy check has to be carried out.
The navigation accuracy determines which AP modes the crew should use and the type of display
to be shown on the ND.
THE FLYING REFERENCE
It is recommended to use the FD bars for ILS approaches and the FPV called "bird”" with FPD for
non-precision or circling approach approaches.
APPROACH PHASE ACTIVATION
Activation of the approach phase will initiate a deceleration towards VAPP or the speed constraint
inserted at FAF, whichever applies.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
APPROACH GENERAL
A330/A340 FLEET NO-100 P 2/10
FCTM 17 JUN 09
When in NAV mode with managed speed, the approach phase activates automatically when
sequencing the deceleration pseudo-waypoint. If an early deceleration is required, the approach
phase can be activated on the MCDU PERF APPR page. When the approach phase is activated,
the magenta target speed becomes VAPP.
When in HDG mode, e.g. for radar vectoring, the crew will activate the approach phase manually.
There are two approach techniques:
• The decelerated approach
• The stabilized approach
THE DECELERATED APPROACH
This technique refers to an approach where the aircraft reaches 1 000 ft in the landing
configuration at VAPP. In most cases, this equates to the aircraft being in Conf 1 and at S
speed at the FAF. This is the preferred technique for an ILS approach. The deceleration pseudo
waypoint, D, assumes a decelerated approach technique.
THE STABILIZED APPROACH
This technique refers to an approach where the aircraft reaches the FAF in the landing
configuration at VAPP. This technique is recommended for non-precision approaches. To get
a valuable deceleration pseudo waypoint and to ensure a timely deceleration, the pilot should
enter VAPP as a speed constraint at the FAF.
stabilized versus decelerated approach
F-PLN SEQUENCING
When in NAV mode, the F-PLN will sequence automatically. In HDG/TRK mode, the F-PLN
waypoints will sequence automatically only if the aircraft flies close to the programmed route.
Correct F-PLN sequencing is important to ensure that the programmed missed approach route is
available in case of go-around and to ensure correct predictions. A good cue to monitor the proper
F-PLN sequencing is the TO waypoint on the upper right side of the ND, which should remain
meaningful.
If under radar vectors and automatic waypoint sequencing does not occur, the F-PLN will be
sequenced by either using the DIR TO RADIAL IN function or by deleting the FROM WPT on the
F-PLN page until the next likely WPT to be over flown is displayed as the TO WPT on the ND.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
APPROACH GENERAL
A330/A340 FLEET NO-100 P 3/10
FCTM 17 JUN 09
Using DIR TO or DIR TO RADIAL IN function arms the NAV mode. If NAV mode is not
appropriate, pull the HDG knob to disarm it.
INTERMEDIATE APPROACH
Applicable to: ALL
The purpose of the intermediate approach is to bring the aircraft at the proper speed, altitude and
configuration at FAF.
1DECELERATION AND CONFIGURATION CHANGE
Managed speed is recommended for the approach. Once the approach phase has been activated,
the A/THR will guide aircraft speed towards the maneuvering speed of the current configuration,
whenever higher than VAPP, e.g. green dot for Conf 0, S speed for Conf 1 etc.
To achieve a constant deceleration and to minimize thrust variation, the crew should extend the
next configuration when reaching the next configuration maneuvering speed +10 kt (IAS must be
lower than VFE next), e.g. when the speed reaches green dot +10 kt, the crew should select Conf
1. Using this technique, the mean deceleration rate will be approximately 10 kt/NM in level flight.
This deceleration rate will be twice i.e. 20 kt/NM with the use of the speedbrakes.
If selected speed is to be used to comply with ATC, the requested speed should be selected on
　
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