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EFIS display.
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EGPWS TERR pb selection.
The final approach course may be intercepted in NAV mode if GPS PRIMARY is available or if the navigation accuracy check is positive. Without GPS PRIMARY, navigation accuracy should be monitored in accordance with established procedures.
Navigation Accuracy Check, FCOM 3.04.34 refers.
Navigation Accuracy requirements for the various approach guidance modes, FCOM 3.03.18 and 3.03.19 refer.
APPROACH BRIEFING
Vol 2 Pt 2 and FCTM Ch 10 refer.
APPROACH CATEGORY
The Airbus is classified as a category "D" aircraft.
LANDING MINIMA
Vol 2 Pt 2 refers.
THE FLYING REFERENCE
Use of HDG/V/S and the FD is recommended for ILS approaches. It is a requirement to use the FPV and the FPD for non-precision approaches.
6.30.2
A330/A340 Holding And Approach REV 1 (6 JUN 05)
FCTM Instrument Approaches
DELAYED FLAP APPROACH (NOISE ABATEMENT)
Do not compromise the stabilised approach criteria to satisfy noise abatement procedures. Where airport noise abatement procedures specify the use of minimum flap for landing, full flap should be used unless operational or non-normal procedures require a different configuration.
APPROACH PHASE ACTIVATION
Activation of the approach phase initiates a deceleration from managed descent speed. In NAV or LOC mode, the approach phase activates automatically when sequencing the deceleration pseudo-waypoint. When in HDG mode or if an early deceleration is required, the approach phase can be activated via the PERF page. When the approach phase is activated, the magenta target speed becomes VAPP but the A/THR will maintain the minimum speed for the actual configuration.
APPROACH SPEED CONSIDERATIONS VAPP
VAPP displayed on the PERF APPR page is equivalent to VLS for gross weight and landing flap configuration, plus an increment based on the inserted tower wind component. This increment is equivalent to the higher of 5 kt or 1/3 of the tower headwind component for the landing runway in the F-PLN. VAPP is computed at the predicted landing weight while in CRZ or DES phase, and using the current gross weight once the approach phase is activated.
The minimum 5 kt increment must be retained if A/THR is ON or if severe icing conditions are anticipated. The pilot can insert a lower VAPP on the PERF APPR page, down to VLS if landing is performed with A/THR OFF, no wind, downburst or icing. A higher VAPP may be inserted if gusty wind or downburst conditions are anticipated but the increment to VLS is limited to 15 kt.
Managed speed should be used for final approach as it provides ground speed mini guidance even when the VAPP has been manually inserted.
Ground Speed Mini and VAPP Target
The purpose of ground speed mini is to keep the aircraft energy level above a minimum value, whatever the wind variation or gust. This allows for more efficient thrust management. Thrust varies in the correct sense, but within a smaller range (±15% N1) in gusty conditions.
A330/A340 6.30.3 Instrument Approaches
FCTM REV 1 (6 JUN 05)
The minimum energy level is the energy the aircraft will have at landing with the expected tower wind, represented by the groundspeed at that time which is called GS mini:
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GS mini = VAPP – Tower headwind component
In order to achieve this, the aircraft groundspeed must never drop below GS mini during the approach while the winds are changing. Therefore, the IAS (VAPP target) must vary in order to cope with the gusts or wind changes to ensure that the groundspeed is at least equal to GS mini. The FMGS uses the instantaneous wind component provided by the IRS to compute the VAPP target speed:
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VAPP Target = GS mini + instantaneous headwind component
The managed speed target moves on the speed scale as a function of wind variation, e.g. when VAPP target goes up = headwind gust. The pilot should ideally check the reasonableness of the target speed by reference to the groundspeed readout on the top left of the ND.
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