PFD/FMA.Call.Procedure
FCTM O.I..(30.JUL.04)
Approach
SPEED ALT.(G) G/S.(B) HDG.(G) LOC.(B) CAT.3 DUAL MDA.xxx AP1+2.(W) 1FD2.(W) A/THR.(W)
"Glide.Slope,.LOC,.Blue,.CAT.2.Dual,.Autopilot.1.and.2" (Radar.heading.for.ILS.and.Approach.Mode.has.just.been.armed)
SPEED G/S*.(G) LOC.(G) CAT.3 DUAL MDA.xxx AP1+2.(W) 1FD2.(W) A/THR.(W)
"LOC,.Glide.Slope.Star"
Missed.Approach
MAN TOGA SRS.(G) CLB.(B) GA.TRK.(G) AP1+2.(W) 1FD2.(W) A/THR.(B)
"TOGA,.SRS,.Go-around.Track"
Clearance.Levels
As.each.clearance.level.is.given,.the.PF.sets.it.in.the.FCU.ALT.window.
"290.Blue"
At.GS.capture,.GA.altitude.is.set.on.FCU.
"5,000.Blue"
Reverse.side.blank
INTENTIONALLY
BLANK
A330/A340 10.70.1 Descent.Management
FCTM REV.1.(6.JUN.05)
DESCENT.PROFILE.MANAGEMENT
If the F-PLN were to be followed from TOD to touchdown, the descent profile would be managed by the FMGS. However, ATC requirements or weather avoidance may take the aircraft off the ideal profile. Consequently, it is important to be aware of the aircraft's position relative to the ideal descent profile andthe time available for any corrections to take effect. It is relatively easy for the aircraft to correct from being 3000 ft above profile at FL 350, whereas being 3000 ft above.profile.at.10000.ft.will.require.a.prompt,.decisive.correction.
All descent management revolves around the relationship between altitude and distance to go (DTG) to touchdown. Consequently the F-PLN page must be realistic. Ensure that the TO waypoint is in front of the aircraft and that the F-PLN is.representative.of.the.expected.route.
Before being able to assess the aircraft's position relative to the ideal descent profile, it is necessary to have a method of calculating the profile. The following method, illustrated with examples, provides a simple set of rules to monitor and manage the descent profile. It assumes that the MCDU is updated to reflect the expected.arrival.track.
TOD.Cross-check
Multiply the flight level (in thousands of feet) by 4 to calculate the required distance.to.go.(DTG).to.touchdown.
. At.FL350,.the.required.DTG.is.approximately.(35.x.4).=.140.nm.
There will be factors for weight and wind but if the FMGC computed descent point is within . 20 nm of this figure, then it can be considered acceptable as a gross.error.check.of.the.FMGC.computation.
Descent.Monitoring
From top of descent to 15000 ft, multiply the altitude (in thousands of feet) by 4 to.calcluate.the.required.DTG.
. At.20000.ft,.the.required.DTG.is.(20.x.4).=.80.nm
Below.15000.ft.multiply.the.altitude.by.3.and.add.1.nm/10.kt.above.150.kt.
. At.10000.ft.and.300.kt,.the.required.DTG.becomes.(10.x.3).+.15.=.45.nm . At.5000.ft.and.250.kt,.the.required.DTG.becomes.(5.x.3).+.10.=.25.nm
. At 3000 ft and 180 kt, flap 2, the required DTG becomes (3 x 3) + 3 = 12 nm.
At this stage, the aircraft will be approaching the glideslope and, hence, a normal 3. slope
10.70.2
A330/A340 Training.Guide REV.1.(6.JUN.05)
FCTM Descent.Management
Profile.Management
If the required DTG is less than that shown on the MCDU (low on profile), use V/S.until.actual.DTG.=.required.DTG.
If the required DTG is more than that shown on the MCDU (high on profile), use OP.DES.and.speedbrakes.until.actual.DTG.=.required.DTG.
Summary
The benefit of using this method is its simplicity. It starts with a known quantity (CRZ.FL).and.works.for.any.speed.
This method does not directly consider wind. As the profile is being regularly re-assessed during the descent, it will naturally show the effect of wind. A tail wind will push the aircraft high and a head wind will drag the aircraft low. Recover the profile using the techniques described above under Profile Management.
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