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Selection of the TERR ON ND pb will inhibit the display of the WINDSHEAR AHEAD display on that pilot’s ND.
In gusty wind conditions, the A/THR response time may be insufficient to cope with an instantaneous loss of airspeed. A more rapid thrust response can be achieved by moving the thrust levers above the CL detent. The thrust will quickly increase towards the corresponding TLA. The A/THR remains armed and becomes active immediately the thrust levers are returned to the CL detent. Therefore, the thrust levers should be returned to CL detent as soon as there is a positive speed trend. There are two important points to note however:
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Selecting the thrust levers above the CL detent below 100 ft AGL will disconnect the A/THR. In this case, returning the thrust levers to the CL detent will set climb thrust.

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Selecting the thrust levers to the TOGA detent, even momentarily, will engage the Go-Around mode.

If A/THR performance is unsatisfactory, it should be disconnected and manual thrust used.
In the event of ice accretion, approach speed increments should be applied. FCOM 3.04.30 refers.
ONE ENGINE INOP
FCTM Ch 8 refers.

INITIAL.APPROACH
Check that the LS pb has been pressed and that the LOC and GS scales are displayed.on.the.PFD,.and.the.ILS.ident.is.correctly.displayed.
INTERCEPTION.OF.FINAL.APPROACH.COURSE
The criteria that must be met prior to pressing the APPR pb is detailed in FCOM
3.03.18
Pressing the APPR pb arms the approach mode. LOC and G/S are displayed in blue.on.the.FMA..The.second.AP,.if.available,.should.be.selected.at.this.stage.
If the initial ATC clearance is to intercept the localiser only, press the LOC pb on the.FCU.until.cleared.for.the.approach.
Executing some subsequent mode changes through the MCDU (e.g. “Direct to” FAF to update the flight plan), will disengage the armed modes of G/S and LOC blue..Reselection.of.APPR.pb.will.be.necessary.
Monitor aircraft position to anticipate and confirm the correct LOC and G/S beam is being intercepted to protect against false captures. Observe the FMA for the correct.modes.during.the.ILS.capture.process.
FINAL.APPROACH
Plan to intercept the glideslope from below with at least Flaps 1 selected. When approaching one dot below the glideslope select Flaps 2. In managed speed, the aircraft will decelerate to F speed. If the glideslope is intercepted in level flight below 2000 ft AAL the aircraft may need to be configured beyond CONF 2 prior to.glideslope.capture.in.order.to.achieve.the.stabilised.approach.criteria.
After glideslope capture, set the missed approach altitude on the FCU and check that it is displayed on the PFD. If the F-PLN has sequenced correctly, either automatically or manually, a blue go-around procedure will be displayed on the ND, indicating that NAV mode is available for the go-around. If there is no go-around procedure displayed, the F-PLN may be incorrectly sequenced and the.go-around.will.have.to.be.flown.using.selected.modes.and.raw.data.
Select the gear down approaching 2500 ft AAL. Selecting L/G down is the cue for PNF to arm ground spoilers and set NOSE switch to TAXI, and RWY TURN OFF.switch.ON..Once.the.gear.is.down,.select.the.remaining.stages.of.flap.
6.40.2

A330/A340 Holding.And.Approach REV.1.(6.JUN.05)
FCTM ILS.Approach
GLIDESLOPE.INTERCEPTION.FROM.ABOVE
The following procedure should only be applied when established on the localiser, with either LOC* or LOC displayed in green on the FMA. The best rate of descent is achieved with the landing gear extended, Flaps 2 selected and flying at VFE2 . 5 kt. Speedbrakes may also be used, noting the considerations detailed in Deceleration and Configuration Changes earlier in this chapter. Apply the.following.procedure.without.delay:
. Confirm.LOC.capture.and.G/S.armed. . Select.the.FCU.altitude.above.aircraft.altitude.to.avoid.unwanted.ALT*. . Select V/S .1500 ft/min initially. V/S in excess of 2000 ft/min will result in
　
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