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

FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

HOLDING

02.090

JAN 09/07

PREFACE

MSN 0002-0860

Whenever holding is anticipated, it is preferable to maintain cruise level and
reduce speed to green dot, with ATC clearance, to minimize the holding
requirement. As a rule of thumb, a 0.05 Mach decrease during one hour equates
to 4 minutes hold. However, other operational constraints might make this option
inappropriate.

A holding pattern can be inserted at any point in the flight plan or may be
included as part of the STAR. In either case, the holding pattern can be modified
by the crew.

HOLDING SPEED AND CONFIGURATION

MSN 0002-0860

R (1)

If a hold is to be flown, provided NAV mode is engaged and the speed is
managed, an automatic speed reduction will occur to achieve the Maximum
Endurance speed when entering the holding pattern. The Maximum Endurance
speed is approximatively equal to Green Dot (it can be between Green Dot and
Green Dot + 10 knots, depending on aircraft weight and flight conditions)and
provides the lowest hourly fuel consumption.

If the Maximum Endurance speed is greater than the ICAO or state maximum
holding speed, the crew should select flap 1 below 20.000 ft and fly S speed.
Fuel consumption will be increased when holding in anything other than clean
configuration and Maximum Endurance speed.

IN THE HOLDING PATTERN

MSN 0002-0860

The holding pattern is not included in the descent path computation since the
FMGS does not know how many patterns will be flown. When the holding fix is

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

HOLDING

02.090

JAN 09/07

sequenced, the FMGS assumes that only one holding pattern will be flown and
updates predictions accordingly. Once in the holding pattern, the VDEV indicates
the vertical deviation between current aircraft altitude and the altitude at which
the aircraft should cross the exit fix in order to be on the descent profile.

The DES mode guides the aircraft down at 1000 fpm whilst in the holding
pattern until reaching the cleared altitude or altitude constraint.

When in the holding pattern, LAST EXIT UTC/FUEL information is displayed on
the MCDU HOLD page. These predictions are based upon the fuel policy
requirements specified on the MCDU FUEL PRED page with no extra fuel,
assuming the aircraft will divert. The crew should be aware that this information
is computed with defined assumptions e.g.:

Aircraft weight being equal to landing weight at primary destination

Flight at FL 220 if distance to ALTN is less than 200 NM, otherwise FL 310

performed at maximum range speed

Constant wind (as entered in alternate field of the DES WIND page).

Constant delta ISA (equal to delta ISA at primary destination)

Airway distance for a company route, otherwise direct distance.

Alternate airport may be modified using the MCDU ALTN airport page which can
be accessed by a lateral revision at destination.

To exit the holding pattern, the crew should select either:

IMM EXIT (The aircraft will return immediately to the hold fix, exit the holding

pattern and resume its navigation) or

HDG if radar vectors or

DIR TO if cleared to a waypoint.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

APPROACH GENERAL

02.100

JAN 09/07

PREFACE

MSN 0002-0860

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

IAF

FAF

Final Appr

Initial Appr

Intermediate Appr

Regulate A/C deceleration and conf
Manage final axis interception

Monitor appr mode engagement
Monitor trajectory with raw data
Be stabilized at 1000 ft (500 ft)

FM NAV ACCY check
Select FLYING REF (attitude/bird)
Activate APPR Phase

FOF 02100 03812 0001

INITIAL APPROACH

MSN 0002-0860

NAVIGATION ACCURACY

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NORMAL OPERATIONS

APPROACH GENERAL

02.100

JAN 09/07

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.

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 1000 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.

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NORMAL OPERATIONS

APPROACH GENERAL

02.100

JAN 09/07

STABILIZED VERSUS DECELERATED APPROACH

Ldg Conf/VAPP
at FAF

FAF

STABILIZED APPR

FAF

Conf1/S speed
at FAF

DECELERATED APPR

FOF 02100 03813 0001

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. 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.

INTERMEDIATE APPROACH

MSN 0002-0860

The purpose of the intermediate approach is to bring the aircraft at the proper
speed, altitude and configuration at FAF.

DECELERATION 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.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

APPROACH GENERAL

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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 kts (IAS must be lower than VFE next), e.g. when the
speed reaches green dot + 10 kts, the crew should select Conf 1. Using this
technique, the mean deceleration rate will be approximately 10 kts/NM in level
flight. This deceleration rate will be twice i.e. 20 kts/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 FCU. A speed below the manoeuvring speed of the present
configuration may be selected provided it is above VLS. When the ATC speed
constraint no longer applies, the pilot should push the FCU speed selector to
resume managed speed.

When flying the intermediate approach in selected speed, the crew will activate
the approach phase. This will ensure further proper speed deceleration when
resuming managed speed; otherwise the aircraft will accelerate to the previous
applicable descent phase speed.

In certain circumstances, e.g. tail wind or high weight, the deceleration rate may
be insufficient. In this case, the landing gear may be lowered, preferably below
220 kts (to avoid gear doors overstress), and before selection of Flap 2.
Speedbrakes can also be used to increase the deceleration rate but the crew
should be aware of:

The increase in VLS with the use of speedbrakes

The limited effect at low speeds

The auto-retraction when selecting CONF 3 (A340 only) or CONF Full.

Note: Depending on PRIM standard, the speedbrakes can still be extended in

CONF 3 (A340) and CONF FULL, but the F/CTL SPD BRK STILL OUT
ECAM caution will be triggered.

INTERCEPTION OF FINAL APPROACH COURSE

To ensure a smooth interception of final approach course, the aircraft ground
speed will be appropriate, depending upon interception angle and distance to
runway threshold. The pilot will refer to applicable raw data (LOC, needles), XTK
information on ND and wind component for the selection of an appropriate IAS.

If ATC provides radar vectors, the crew will use the DIR TO RADIAL IN facility.
This ensures:

A proper F-PLN sequencing

A comprehensive ND display

An assistance for lateral interception

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

APPROACH GENERAL

02.100

JAN 09/07

The VDEV to be computed on reasonable distance assumptions.

However, considerations should be given the following:

A radial is to be inserted in the MCDU. On the following example, the final

approach course is 090

corresponding to radial 270

Deceleration will not occur automatically as long as lateral mode is HDG

When established on the LOC, a DIR TO should not be performed to sequence
the FPLN as this will result in the FMGS reverting to NAV mode. In this case,
the LOC will have to be re-armed and re-captured, increasing workload unduly.

The final approach course interception in NAV mode is possible if GPS is
PRIMARY or if the navigation accuracy check is positive.

USE OF DIR TO RADIAL IN FACILITY

INTCPT

XTK

RADIAL 270

FAF

090

dist

FOF 02100 03814 0001

If ATC gives a new wind for landing, the crew will update it on MCDU PERF
APPR page.

Once cleared for the approach, the crew will press the APPR P/B to arm the
approach modes when applicable.

FINAL APPROACH

MSN 0002-0860

FINAL APPROACH MODE ENGAGEMENT MONITORING

The crew will monitor the engagement of G/S* for ILS approach, FINAL for fully
managed NPA or will select the Final Path Angle (FPA) reaching FAF for

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APPROACH GENERAL

02.100

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selected NPA. If the capture or engagement is abnormal, the pilot will either use
an appropriate selected mode or take over manually.

FINAL APPROACH MONITORING

The final approach is to be monitored through available data. Those data
depends on the approach type and the result of the navigation accuracy check.

Approach type

Navigation accuracy check

Data to be monitored

ILS

LOC, GS deviation, DME

and/or OM

Managed NPA

GPS primary

VDEV, XTK and F-PLN

Managed NPA

Non GPS PRIMARY

VDEV, XTK, Needles, DME

and ALT

Selected NPA

Accuracy check negative

Needles, DME and ALT,

Time

SPEED CONSIDERATION

VAPP

The approach speed (VAPP) is defined by the crew to perform the safest
approach. It is function of gross weight, configuration, headwind, A/THR ON/OFF,
icing and downburst.

R (1)

VAPP=VLS +

Gross weight
Configuration

5 ks for severe icing
5 kts for A/THR ON
1/3 of steady headwind (limited to 15 kts)

Max

FOF 02100 03815 0001

In most cases, the FMGC provides valuable VAPP on MCDU PERF APPR page,
once tower wind and FLAP 3 or FLAP FULL landing configuration has been
inserted (VAPP = VLS + max of {5kt, 1/3 tower head wind component on landing
RWY in the F-PLN}).

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

APPROACH GENERAL

02.100

JAN 09/07

The crew can insert a lower VAPP on the MCDU APPR page, down to VLS, if
landing is performed with A/THR OFF, with no wind, no downburst and no icing.

He can insert a higher VAPP in case of strong suspected downburst, but this
increment is limited to 15 kts above VLS.

In case of strong or gusty crosswind greater than 20 knots, VAPP should be at
least VLS +5 knots but this increment is limited to 15 knots above VLS.

The crew will bear in mind that the wind entered in MCDU PERF APPR page
considers the wind direction to be in the same reference as the runway direction
e. g. if airport if magnetic referenced, the crew will insert magnetic wind.

The wind direction provided by ATIS and tower is given in the same reference
as the runway direction whereas the wind provided by VOLMET, METAR or TAF
is always true referenced.
VAPP is computed at predicted landing weight while the aircraft is in CRZ or
DES phase. Once the approach phase is activated, VAPP is computed using
current gross weight.

Managed speed should be used for final approach as it provides Ground Speed
mini (GS mini) guidance, even when the VAPP has been manually inserted.

GROUND SPEED MINI

PURPOSE

The purpose of the ground speed mini function is to keep the aircraft energy
level above a minimum value, whatever the wind variations or gusts.

This allows an efficient management of the thrust in gusts or longitudinal
shears. Thrust varies in the right sense, but in a smaller range (

15% N1) in

gusty situations, which explains why it is recommended in such situations.

It provides additional but rational safety margins in shears.

It allows pilots "to understand what is going on" in perturbed approaches by
monitoring the target speed magenta bugs: when target goes up = head wind
gust.

COMPUTATION

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

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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 400ft, 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).

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20 kts headwind

(a)

(b)

(c)

Tower wind

10 kts Tailwind

40 kts headwind

VLS=130 kts

Tower wind=20 kt Head wind

Vapp=130 + 1/3 HW

=137 kt

=117 kt

GS mini=Vapp − HW

FOF 02100 03816 0001

(a)

Current wind
= tower wind

(b)

(c)

Tailwind gust

Head wind gust

The IAS target increases

The IAS increases
GS mini is maintained

Thrust slightly increases

The IAS decreases
GS increases

Thrust slightly decreases

Vapp is the IAS target

Ground speed = GS mini

120

140

GS mini

117

GS mini

117

GS mini

140

160

140

160

The IAS target decreases
(not below Vapp)

147

USE OF A/THR

The pilot should use the A/THR for approaches as it provides accurate speed
control. The pilot will keep hand on the thrust levers so as to be prepared to

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react if needed. If for any reason, the speed drops below VAPP significantly, the
pilot will push the thrust levers forward above CLB detent (but below MCT) till
the speed trend arrow indicates an acceleration then bring back the thrust levers
into CLB detent. This is enough to be quickly back on speed.

USE OF A/THR FOR FINAL APPROACH

Speed drop
Move levers
above CLB

CLB

MCT

CLB

MCT

Acceleration
Bring levers
back to CLB

FOF 02100 03818 0001

The pilot should keep in mind, however, that, when below 100 ft AGL, moving
the thrust levers above the CLB detent will result in the A/THR disconnection.

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 1000 feet on the final approach.

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*.

R (2) (3) (4)

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:

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APPROACH GENERAL

02.100

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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 1000 feet above
airfield elevation in IMC and 500 feet above airfield elevation in VMC.

If, for any reason, one flight parameter deviates from stabilized conditions, the
PNF will make a callout as stated below:

Exceedance and associated PNF callout

Parameter

Exceedance

Callout

IAS

VAPP + 10kts / -5kts

"SPEED"

V/S

<-1000 ft/mn

"SINK RATE"

Pitch attitude

+ 10

/ 0

"PITCH"

Bank angle

"BANK"

Localizer

1/4 dot PFD

"LOCALIZER"

ILS

only

Glide slope

Excess

Deviation

1 dot PFD

"GLIDE SLOPE"

Course

Excess deviation: 1/2 dot
on PFD (or 2.5 deg.
(VOR)/5 deg. (ADF))

COURSE"

NPAonly

Altitude at

check points

Deviation

xFT HIGH (LOW)"

The V/S callout threshold becomes 1200 ft/mn for A340-500 and A340-600

Following a PNF flight parameter exceedance call out, the suitable PF response
will be:

Acknowledge the PNF call out, for proper crew coordination purposes

Take immediate corrective action to control the exceeded parameter back into

the defined stabilized conditions

Assess whether stabilized conditions will be recovered early enough prior to

landing, otherwise initiate a go-around.

REACHING THE MINIMA

Decision to land or go-around must be made at MDA/DH at the latest. Reaching
the MDA/DH, at MINIMUM call out:

If suitable visual reference can be maintained and the aircraft is properly

established, continue and land.

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If not, go-around.

The MDA/DH should not be set as target altitude on the FCU. If the MDA/DH
were inserted on the FCU, this would cause a spurious ALT* when approaching
MDA/DH, resulting in the approach becoming destabilised at a critical stage.

R (5)

AP DISCONNECTION

During the final approach with the AP engaged, the aircraft will be stabilised .
Therefore, when disconnecting the AP for a manual landing, the pilot should
avoid the temptation to make large inputs on the sidestick.

The pilot should disconnect the autopilot early enough to resume manual control
of the aircraft and to evaluate the drift before flare. During crosswind conditions,
the pilot should avoid any tendency to drift downwind.

Some common errors include:

Descending below the final path, and/or

reducing the drift too early .

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Airbus A330/A340. Flight Crew Training Manual (2007) - page 11