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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 kt (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
NORMAL OPERATIONS
APPROACH GENERAL
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
? 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
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
Applicable to: ALL
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 selected NPA. If the capture or engagement is abnormal, the pilot will either use an appropriate selected mode or take over manually.
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A330/A340 机组训练手册 FCTM Flight Crew Training Manual 1(64)
