TRaining Day A340 Rad Circling Approach Traps PDF

Circ lin g Tra p s
Lessons to be learned
Objectives
To ensure crew are aware of the design criteria for a circling

approach
To ensure crew are aware of the SOP for minima and flight
patterns for a circling approach
To ensure crew are aware of the threats associated with the
circling approach.
An a lys is o f a n a c c id e n t
The accident
Air China Flight 129 CFIT accident

April 15 2002
B767-200
Busan, Korea
129 killed out of 166 passengers and crew
- The Captain survived with extensive injuries.
On the centerline on PAPI!
CFIT on a 784 feet hill 2.2 NM on the extended

centerline of Busan Runway 18R
Busan ATIS
Crew initially briefed for an ILS 36L approach
On arrival they received the following ATIS
500 scattered, 1000 broken, 2500 overcast, rain, mist, visibility
4000 meters, wind 200 14 knots gusting to 20 knots
Captain elected to conduct a CAT C circling approach to R/W
18R, 10,500 feet long
CAT C minimums 700 feet and 3200 meters
Busan IAP
chart
Note:
the display is largely centered
south of the airport.
2 nm from the RW 18R to the
just visible 500 foot contour.
MSA 5100 north.
Critical obstruction on chart is
2106 feet.
Busan Circling minimums
Busan Visual aids to Circling (1/2)
Note the circling

guidance lights.
9
Busan Visual aids to Circling (2/2)
Note:
- No restriction on use of PAPI.

10
Was the aircraft outside protected airspace? (1/3)

ICAO PANS OPS area
11
Was the aircraft outside protected airspace? (2/3)

FAA TERPS area
12
Was the aircraft outside

protected airspace? (3/3)
13
Downwind too close. Could this happen to you?

Downwind too close:
- 1.1 nm
Turned base:
- 1.75 nm after abeam.
Aircraft still had 60 degrees

to turn when it struck terrain
on centerline.
Did you know?

When you are on a visual downwind at 1500 AGL, the
runway appears about 10 degrees below the horizon
looking out the PNFs window.
When at 700 AGL, it should only appear 5 degrees below.
14
Had there been EGPWS fitted
Warnings would have been generated 27 seconds

prior to impact .
15
Traps on this approach?

No notice of obstacles within 4 NM of the
18R PAPI
Downwind too close from using the same
sight picture at 700 feet as used at 1500
feet to determine downwind spacing
Forced to circle because no better
approach was available
Tailwind - started base leg late
16
Traps on this approach?

Crew not aware of TERPS Vs PANS-OPS
Chart centered South, no terrain shown North

Captain flying right visual approach
Threat hidden beneath nose
No local knowledge, Stay South of freeway

17
Un d e rs ta n d in g Circ lin g Ap p ro a c h
P ro c e d u re De s ig n
18
What Is A Circling Approach?
Basic Assumptions:
It is a visual flight maneuver

Visual with landing runway or approach lighting aids
At or above MDA unless in a position to land
If visual is lost, a go-around must be executed
- A climbing turn towards the runway, and to establish on
published missed approach track
19
Design Criteria (Pans Ops)

Reference: ICAO Pans-Ops Doc 8168 Volume 1 Chapter 4
Based on:
Aircraft Category
Aircraft Maneuver Speed
Wind Velocity 25kt throughout the turn
Bank Angle Rate 1 Turn or 20 whichever is less
Airport Elevation 2000ft amsl.
ISA + 15
20
Design: Visual Maneuvering Area

The visual maneuvering
area is determined by
drawing arcs () centered
on each runway threshold
and joining those arcs
with tangent lines
= 2 (r) + a straight segment
(r) is the airplanes turn radius

the length of the straight segment is fixed for an aircraft CAT
21
ICAO Pans Ops Design

Criteria
Category
Manoeuvre Speed
(IAS)
TAS At 2000ft +
Wind Factor
Radius Of Turn (r)
Straight Segment
()
C
180kt
D
205kt
215kt
242kt
1.85nm
0.50nm
4.20nm
2.34nm
0.60nm
5.28nm
22
US TERPS Criteria
Manoeuvring Speed
Cat C
140kt
Cat D
165kt
1.7nm
2.3nm
Minimum Visibility *
1-1.5sm
(1600-2400m)
2sm
(3200m)
Minimum H.A.A.
Obstacle Clearance
450ft
300ft
550ft
300ft
23
Obstacle Clearance & OCA/H

(How MDA is worked out)
Lowest OCA/H
Above Aerodrome
Minimum visibility
Category
Obstacle
Clearance
394ft
591ft
3600m (2.0nm)
394ft
689ft
4600m (2.5nm)
PANS OPS example..

TERPS method is similar
Example 1:
Aircraft CAT C
Obstacle height = 107 ft + MOC 394 = 501ft
Min. OCH =591ft (higher), so circling OCH is 591 ft.
EY min. circling ht. 1000 AAE 1000-107 = 893 ft above obstacles in area.
Example 2:
Aircraft CAT C
Obstacle height = 306 ft + MOC 394 = 700 ft
Min. OCH = 591ft (lower), so circling OCH is 700 ft.
EY min. circling ht. 1000 AAE 1000-306 = 694 ft above obstacles in area.
24
Visual Maneuvering (Circling) Area

- Not Considered For Obstacle Clearance
It is permissible to eliminate from consideration a particular sector where a

prominent obstacle exists in the maneuvering (circling) area outside the final
approach and missed approach area (Known as the prohibited area)
25
Pans-Ops vs. TERPS

CAUTION !!!!!
In both PANS OPS
and TERPS:
No secondary
obstacle clearance
area exists as for
other IAP.
A 4000 ft. mountain
could exist at 0.1 nm
outside !!!
26
Pans-Ops vs. TERPS

CAUTION !!!!!
The radius of the
circling area does
not depend on the
circling height AAE.
Increasing timing
past the abeam
position as a
function of height
can put you outside
protected airspace!
27
Circ lin g Ap p ro a c h Ch a rts

- n o t s o s im p le e ith e r!
Pans-Ops Chart Legends
29
TERPS Chart Legends
TERPS Margin notation only appears on charts printed after 21

Nov 2003
30
IAP Design Indicators (1/2)
31
IAP Design Indicators (2/2)
32
Cre w Ac tio n s to m itig a te th e ris k

What you can do?
33
Risk Mitigation (1/3)

Know your obstacle clearance limitations and how they are affected by
non-standard temperatures, winds and aircraft configurations.
- PANS OPS or TERPS?
The Flight Safety Foundation ALAR study showed flying at night was
approximately 3 times more risky than flying in the daytime.
- Night visibility is based on being able to see lights, not on being
able to see unlighted mountains.
- Wherever possible, fly the full instrument approach at night taking
full advantage of any vertical guidance you can get regardless of
the reported visibility.
34

Dont land just because you have arrived at the destination.
- Take the time to access the situation and plan a new course of
action if things have changed from what you planned and briefed
before.
- The most consistent and recurring accident causal factor for the
last 30 years has been poor crew tactical decision making. In the
ALAR study this factor was present in 74 percent of the accidents
we studied.
- DO NOT make major decisions with just a few seconds of
consideration and discussion.
- Where required, hold somewhere safe, take time to make a new
plan, brief it and do it right.
35

Keep RA is scan once it becomes alive:
- Readings below 300 feet before you are in the slot, in

visual contact on final at one mile will tell you that you are
too low.
Use EGPWS to improve Situational Awareness:
- It will turn the display of all of that terrain higher than
your aircraft red and you wont go there.
- If you are not looking at the display it will tell you in
sufficient time for all but the most extreme cases.
36
Cre w Ac tio n s to m itig a te th e ris k

- Staying in the Maneuvering area
37
Visual Maneuvering
- Standard Case (180 reversal)
?? secs
For Discussion Purposes38Only
38
Visual Maneuvering
- correct displacement abeam
?? secs
S = 1.76nm (150kt Groundspeed) or

S = 1.94nm (165kt Groundspeed)
39
Visual Maneuvering
- Technique to maintain obstacle clearance
Set ND to lowest Scale
Ensure Airplane Symbol Stays
Within 2nm From Runway
Fly No Lower than published MDA
until turning final
Fly No Faster Than Approach Speed
40
Approximate Rate Of Descent

From MDA To Touch Down
At 700ft a.a.l. ------- At 1000ft a.a.l. ------- At 1200ft a.a.l. --------
300-400fpm
500-600fpm
600-700fpm
CAUTION! Approach must be stable 400ft a.a.l.
41
Various Visual Entries are possible!
42
Missed Approach Go-Around

IMPORTANT!
If visual contact is lost with the runway during circling, it is
imperative that:
the pilot flying initiate a climbing turn initially towards the
runway of intended landing,
when establishing the published missed approach track,
for the original instrument approach.
DO NOT accelerate above max. circling speed for aircraft category, until
established on missed approach track.
43
Should a go-around be necessary after breakoff from the

instrument approach, the missed approach procedure
associated with that instrument approach must be flown.
44
EY Circling minima
Discuss!
Typ e S p e c ific S OP h ig h lig h ts -
Click here for

A320/330/340
Click here for

B777
46
Typ e S p e c ific S OP h ig h lig h ts

- A320/330/340
47
Approach Preparation
Approach Briefing.
Plan/Discuss:
- Obstacle clearance available vertically and horizontally
-(PANS OPS or TERPS)
- EY minima compared to published minima
- How Missed Approach will be flown
FPLN
- Insert F speed as constraint at FAF
SEC FPLN
- Update the SEC F-PLN as follows:
- SEC F-PLN then COPY ACTIVE
- Lateral revision on destination and insert landing runway
- Keep the F-PLN discontinuity
PERF
- Do not add 50 ft to MDA for the straight in NPA
48
Final Approach
Fly a stabilized approach at F
speed, configuration 3 and
landing gear down.
Level off at the Circling MDA
DO NOT BREAK AWAY from
the Final Approach track,
until you are inside the
design maneuvering area
(PANS OPS / TERPS)
49
When Level at Circling MDA & When inside the protected area:
PANS OPS/TERPS
NOTES:
Select TRK/FPA (if not used
earlier)
A TRK of other than 45
away from the final approach
may be required.
Use ND information to stay
inside the protected area.
50
Missed Approach Go-Around

IMPORTANT!
Once the SEC F-PLN is activated, the go-around procedure in
the MCDU will be that for the landing runway rather than the
one associated with the instrument approach just carried out.
Therefore, if visual references were lost during the circling
approach, the go-around would have to be flown using
selected guidance, following the pre-briefed missed approach
procedure.
51
Busan charts today
End
Typ e S p e c ific S OP h ig h lig h ts

- B777
54
Circling Approach Approach Preparation

Circling minimum descent altitude
Regardless of chart minima

OM A minimum altitude is 1000 feet AAL
Obstacle clearance
Identify obstacle threat in manoeuvre area from approach

chart
Resource
Use all available resource to enhance safe operation

use MAP, FIX, navigation aids, TERR display
Final Approach
Use V/S, FPA or VNAV to descent to MDA
do not add 50 feet to MDA
When at MDA, set missed approach
altitude
Configure gears down with flaps 20 for
circling manoeuvre
may be flown with flaps 25 or 30
DO NOT BREAK AWAY from the

Final Approach track, until you
are inside the design
maneuvering area (PANS OPS / TERPS)
56
Circling Approach - Flying the approach
Turn final
Landing flaps
Do not descent below MDA until

intercepting visual profile
Use turn trend vector
to guide turn to final course
Do not overshoot final course
Keep runway visual

at all times
Turn 45
Time 30 seconds after
turn completed
Adjust for wind
Recommend to set
MAP scale to 10 NM

Intercepting visual descent profile
May start descent below MDA

Disengage autopilot
PF FD to OFF
PM FD cycled and select to ON
Missed approach
Go around when lost of visual or unstabilised

Turn towards runway
Join approach runway published missed approach procedure
Circling Approach Missed approach
Busan charts today
End
Operations Manual Part A

OPERATING PROCEDURES
Flight Preparation
8.1.3.6.4.
Chapter:
8.1
Page:
26
Rev:
12
Date: 01 FEB 11
Precision Approach CAT II
Refer to 8.4 AWO (8.4.1.1.)

8.1.3.6.5.
Precision Approach CAT III
Circling Approach
C
O
8.1.3.6.6.
PY
Refer to 8.4.1.2
LL
ED
Circling is the term used to describe the visual phase of an instrument approach required
to position an aircraft for landing on a runway which is not suitably located for a straight-in
approach.
TR
O
Circle-to land with prescribed flight tracks is an accepted procedure within the meaning of
this paragraph
The minimum MDH and visibility which are required for visual manoeuvring are as given
in table below.
C
MDH
1000 ft
3600 m
Visual Approaches
TE
8.1.3.6.7.
,U
Minimum meteorological
visibility
C
O
Aircraft category
IN
An approach by an IFR flight when either part or all of an instrument approach procedure
is not completed and the approach is executed with visual reference to terrain.
Visibility not less than 10000 m.

Visual contact with the runway mandatory at all times.
When requested by ATC to follow preceding traffic, maintain visual contact.
IF
PR
Visual approaches may be conducted under the following conditions:
When the visibility is less than 10000 m, a visual approach may be carried out provided
that the aircraft is under positive radar control. Once established on final approach,
further descent may be continued below the minimum radar control altitude as long as the
additional criteria below are met :
Visibility is 5000m or more

Terrain and obstacle clearance can be assured
Visual contact with the runway at all times
TCAS and EGPWS must be serviceable
At night, final descent shall be made by reference to PAPI / VASI
ETIHAD AIRWAYS UNITED ARAB EMIRATES
Chapter:
8.1
Page:
27
Rev:
12
Date: 01 FEB 11
Operations Manual Part A

OPERATING PROCEDURES
Flight Preparation
8.1.3.6.8.
Visual Circuit
In VMC conditions at all times

5000 m of visibility
Clear of cloud, vertically by 300 m and horizontally by 1500 m
Day time operation only
Terrain clearance can be maintained at all times
TCAS and EGPWS must be serviceable.
LL
ED
C
O
These approaches may be conducted under the following conditions:
PY
An approach conducted using visual references descending from MSA and from a point
within 5 nautical miles of the airport. At least three segments of the manufacturers
approved visual approach procedure must be flown (i.e. downwind, base leg and final).
The downwind leg, flown at or above 1500ft AAL, must commence abeam the upwind
threshold.
Precision Radar Monitoring (PRM) Approaches
TR
O
8.1.3.6.9.
C
O
The PRM approaches may be conducted where applicable provided both flight crew
members have completed the required training with ETIHAD.
Effect of failed or downgraded ground equipment
8.1.3.6.10.
IN
TE
,U
These instructions are intended for pre-flight and pre-approach. It is not expected
however that the Commander would consult such instructions after passing the approach
ban point. If ground aids failure is announced on final approach, the approach could be
continued at the Commanders discretion. If, however, failures are announced before
final, their effect on the approach should be considered as described in table below, and
the approach may have to be stopped to allow review.
PR
Conditions applicable to the table below:
IF
Multiple failures of runway lights other than indicated in table below are not
acceptable
Deficiencies of approach and runway lights are treated separately
Category II or III operations A combination of deficiencies in runway lights and RVR
Assessment equipment is not allowed.
Failures other than ILS affect RVR only and not DH
No DH operations the commander should ensure that for aircraft authorised to
conduct No DH operations with the lowest RVR limitations, the following applies in
addition to the content of the table below.
- RVR: At least one RVR value must be available at the airport
- Runway lights:
- No runway edge lights, or no centre lights Day only min RVR 200m
- No TDZ lights No restrictions
- No standby power to runway lights day only RVR 200m
ETIHAD AIRWAYS UNITED ARAB EMIRATES
NORMAL OPERATIONS
CIRCLING APPROACH
A330/A340
FLIGHT CREW TRAINING MANUAL
FINAL INSTRUMENT APPROACH

Applicable to: ALL
The crew will fly a stabilized approach at F speed, configuration 3 and landing gear down.
CIRCLING APPROACH
Criteria: LR, A340
1 Applicable to: MSN 0748-0783, 0829, 0837, 0870-0933, 1030, 1040
When reaching circling minima and with appropriate visual reference for circling:
Push the FCU ALT p/b.
Select TRK/FPA
Select a TRK of 45 away from the final approach course (or as required by the published
procedure
When wings level, start the chrono
Once established downwind, activate the SEC F-PLN to take credit of the "GS mini" protection in
final approach when managed speed is used. Additionally, the landing runway will be shown on
the ND and the 10 nm range should be selected to assist in positioning onto final approach
By the end of the downwind leg, disconnect the AP, select both FDs off and keep the A/THR
When leaving the circling altitude, select the landing configuration
Once fully configured, complete the Landing Checklist.
If the flight crew finds no visual reference:
AT MAP : Initiate go-around
Once the SEC F-PLN is activated, the go-around procedure in the MCDU will be that for the landing
runway rather than the one associated with the instrument approach just carried out. Therefore, if
visual references were lost during the circling approach, the go-around would have to be flown using
selected guidance, following the pre-briefed missed approach procedure.
ETD A330/A340 FLEET

FCTM
NO-130 P 2/6
15 JUN 10
NORMAL OPERATIONS
CIRCLING APPROACH
A330/A340
low visibility circling approach
CIRCLING APPROACH
Criteria: LR, A330
2 Applicable to: MSN 0658-0737, 0788-0824, 0832, 0852-0868, 0975-0991, 1032, 1070-1167
When reaching circling minima and with appropriate visual reference for circling:
Push the FCU ALT p/b.
Select TRK/FPA
Select a TRK of 45 away from the final approach course (or as required by the published
procedure
When wings level, start the chrono
ETD A330/A340 FLEET
FCTM
NO-130 P 3/6
15 JUN 10
NORMAL OPERATIONS
CIRCLING APPROACH
A330/A340
Once established downwind, activate the SEC F-PLN to take credit of the "GS mini" protection in
final approach when managed speed is used. Additionally, the landing runway will be shown on
the ND and the 10 nm range should be selected to assist in positioning onto final approach
By the end of the downwind leg, disconnect the AP, select both FDs off and keep the A/THR
When leaving the circling altitude, select the landing configuration
Once fully configured, complete the Landing Checklist.
If the flight crew finds no visual reference :
AT MAP : Initiate go-around
Once the SEC F-PLN is activated, the go-around procedure in the MCDU will be that for the landing
runway rather than the one associated with the instrument approach just carried out. Therefore, if
visual references were lost during the circling approach, the go-around would have to be flown using
selected guidance, following the pre-briefed missed approach procedure.
For circling approach with one engine inoperative, Refer to AO-020 CIRCLING ONE ENGINE
INOPERATIVE.
ETD A330/A340 FLEET

FCTM
NO-130 P 4/6
15 JUN 10
NORMAL OPERATIONS
CIRCLING APPROACH
A330/A340
low visibility circling approach
ETD A330/A340 FLEET

FCTM
NO-130 P 5/6
15 JUN 10
Page:
AIRBUS INSTRUCTOR GUIDE
Revision:
Date:
6-3-1
01
27.03.2011
RECURRENT TRAINING & CHECKING PROGRAM

Section 3: Recurrent Flight Training General Instructions
1.2. RECURRENTFLIGHTTRAININGMODULE
ThissectionincludesthelessonplansandspecificinstructoractionsrequiredtoproperlyfacilitatetheA320/
A330/340RecurrentFlightTrainingModule.
1.2.1.
Overview
1.2.1.1. General
Thesimulatorscriptsaredesignedtoaccommodateanormalcrewpairingofonecaptainandonefirstofficer.
However, specialized instructions have also been included to accommodate Instructor Instructor crew
pairing.Ifthesessiontimeendspriortocompletingalloftherequireditems,thelessonmustberecordedas
incomplete.Aseachinstructorbecomesmorefamiliarwiththelesson,theefficiencyofthesimulatorperiods
willincrease.Repositioningbeyondwhatisscriptedshouldbekepttoaminimum.
1.2.1.2. Briefings
The instructor is expected to utilize the briefing period to thoroughly cover the assigned/applicable briefing
materialinaccordancewiththespecifiedinstructoractions.
1.2.1.3. SimulatorSessions
Each recurrent flight training simulator script has been thoroughly tested, and the planned time for each
session should be sufficient to complete all scripted maneuvers. Any required task repeats should be
accomplishedwheretheywillrequiretheleastamountoftimetoperform.
Maneuvers and Procedures is not LOFT. During this session, the instructor is expected to actively provide
training. This instructor will pause/intervene and if required demonstrate to ensure pilots are trained to
proficiency.
Headsetuseisoptional.
ETD
INSTRUCTOR GUIDE
ALL
Page:
Revision:
Date:
6-3-2
01
27.03.2011

1.2.2.
1.
LessonPlans
Lesson1:ManeuversandProceduresTraining
a.
Objective:Totrainaspecificsetofskillsrelatingtoatargetedsetofflighttasks.
b.
PlannedTime:06:30
1) Briefing:1.5Hours
2) SimulatorPeriod:4.0Hours
3) Debriefing:0.5Hours
c.
Location:BriefingRoom,FullFlightSimulatorandDebriefingRoom
d.
Equipment:
1) FullFlightSimulator
2) DesktopComputer&DisplayMonitor
e.
Courseware:(Asapplicableforthespecificaircrafttype.)
InstructorGuide
SharePointPresentations:RNAV/Circling
FCOMVolume14
OperationsManual(OM)A,B,&C
f.
JeppesenCharts
QuickReferenceHandbook(QRH)
NormalChecklist
Skybook
FlightTrainingTasks:
AIRCRAFTSPECIFICTASKS
1 EngineStartwithExternalPower
2 EngineStartMalfunction
3 EngineFireDetect
4 HydraulicG+YSYSLOPR
5 AutopilotFCU1+2FAULT
6 FuelDumping(Simulated)(A340ONLY)
7 IncapacitationofFlightCrewmember
8 Otheremergencyprocedures OverweightLanding
9 LandingwithTwoEnginesInoperative(A340ONLY)
LVPREQUIREMENTS
1 LVApproachwithCM1incapacitation
OPERATIONALPROCEDURESTRNGREQUIREMENTS
1 CircletoLand
2 ColdWeatherOperations
3 ContaminatedRunwayOperations
RNAVAPPCHTRNGREQUIREMENTS
1 RNAV(GNSS)approachesto|LNAVandLNAV/VNAVminima
2 Systemfailuresleadingtoagoaround
CARNARSIEAPPCHTRNGREQUIREMENTS(A340only)
1 ApproachtoLand
ETD
INSTRUCTOR GUIDE
ALL
Page:
6-3-3
Revision:
Date:
01
27.03.2011

g.
InstructorActions:
1) BriefingPeriod
a)
Facilitate the Preflight Briefing, initially utilizing the Prebriefing Power Point
presentationsprovidedontheSharePointInstructorPage.
b) Conductageneralreviewoftheprofilesandproceduresofthetaskslistedinthepre
briefingpresentation.Thisshouldfocusprimarilyonthecommonerrorsassociatedwith
eachtask/exercise.
c)
InstructorsthathavenotattendedanInstructor/ExaminerSemesterBriefingonRNAV
approachesarenotauthorizedtoconductthebriefingorsimulatorelementsofRNAV
approachtraining.
2) FlightTrainingPeriod
a)
Setupthesimulatorinaccordancewiththefollowingguide:
AircraftPosition
ReferenceAirport:Runway/Gate:
A340NewYorkKJFJRunway04LGATE30
A320/A330:IstanbulLTBARunway35RGATE:GENERIC
InitialEnvironmentalConditions
QNH:996A:2941
Wind:360/20
Gust:0
GroundTemp:5oC
Ceiling:800OVC
Tops:25000
Rwy:
WETSNOW4mm
TimeofDay:DAY
Turbulence:15%
Visibility:3000M
StandardWindGradient:NO
AircraftStatus
Parameters
A320(EIG)
A330(EYO)
AircraftZFW:
55.0
160.0
240.0
FuelOnboard:
15.0
30.0
40.0
30.0%
30.0%
30%
AircraftCG:
A340(EHF)
MalfunctionStatus
MEL:APUBLEEDU/SATA36
b) Conduct the session in accordance with the guide in the tables below. Refer to the
expanded instructor notes where indicated in the Amplified Instructor Actions (AIA)
sectionofthislessonplan.
c)
Where the automatic lesson plan has been programmed, selecting the appropriate
LessonPartExercise (i.e. A330 Recurrent Training PART A A3 etc.) will automatically
programtherequiredinstructoractions.
d) Recordallsimulatordefects.
e) WhereRNAVtraininghasnotbeenconductedduetoinstructorqualifications,sendan
emailtoyourMFT,copiedtorjames@etihad.ae.
3) DeBriefingPeriod
a)
FacilitatetheDebriefing.
b) CompletetheapplicableareasonFormTS1.
c)
ETD
CompletetheRNAVapproachtrainingform,iftraininghasbeencompleted.
INSTRUCTOR GUIDE
ALL
NORMAL OPERATIONS
CIRCLING APPROACH
A330/A340
PREFACE
Applicable to: ALL
The circling approach is flown when the tower wind is such that the landing runway is different from
the runway fitted with an instrument approach, which is used for the descent and approach in order
to get visual with the airfield.
APPROACH PREPARATION
Applicable to: ALL
The approach preparation follows the same schema Refer to NO-070 APPROACH PREPARATION.
However, some characteristics need to be highlighted:
FPLN
Lateral: STAR, instrument approach procedure.
Vertical: Insert F speed as constraint at FAF since the approach will be flown CONF 3, landing
gear down and F speed (stabilized approach); Check altitude constraints.
RAD NAV
Manually tune the VOR/DME of destination airfield as required.
PROG
Insert VOR/DME of destination airfield in the BRG/DIST field as required.
Check NAV ACCY if required by comparing BRG/DIST data to raw data.
PERF
PERF APPR: Descent winds, destination airfield weather, minima and landing flap selection (wind
shear anticipated or in case of failure).
PERF GO AROUND: Check thrust reduction and acceleration altitude.
FUEL PRED
Check estimated landing weight and extra fuel.
SEC FPLN
When planning for a circling approach, the landing runway will be inserted into the SEC F-PLN.
The crew will update the SEC F-PLN as follows:
SEC F-PLN then COPY ACTIVE
Lateral revision on destination and insert landing runway
Keep the F-PLN discontinuity
ETD A330/A340 FLEET

FCTM
NO-130 P 1/6
15 JUN 10
Page:
Revision:
Date:
6-3-4
01
27.03.2011

d) CompletetheInstructorFeedbackSurveyontheSharePointsecuresite.
e) DepositthecompletedFormTS1inthecollectionboxesprovided.
f)
h.
If RNAV training has not been accomplished, the trainee retains the RNAV form and
presentsitatthenexttrainingopportunitywhenscheduled.
StudentActions
1) Thissessionisnotrepresentativeofalineflight.Itismerelyintendedtotrain/confirm
maneuverandprocedureproficiency.
2) YouarerequiredtodemonstrateproficiencytostandardswrittenintheEYSOP.
3) Itisnotrequiredtocallcompany,makeaPA,callcabincrewetc,.
4) CallstoATCwillberequiredasperSOP.
5) The Instructor will intervene to slew, reposition, start/restore the aircraft/engines as
requiredbythelessonplan.
6) SetuptheFMGCwiththefollowingrouting:
(1) A320/A330:LTBA35R.MAKOL1ZLTBAILS35R
(2) A340:KJFJ04L.MERIT3KJFKILS04L.
7) UsedataabovefortheinitialT/OPERFcalculationsassumingWINGandENGANTIICE
ON.
8) Intheinterestofefficiency,reviewtheSupplementaryProceduresfromtheFCOMasa
crewintheBriefingRoomforthefollowingtasks.Wheninthesimulator,justreadand
dotheapplicableprocedure.
(1) DE/ANTIICINGSUPPLEMENTARYPROCEDURE
(2) STARTWITHEXTERNALPNEUMATICPOWER
(3) CROSSBLEEDSTART
9) In all calculations and procedures use the aircraft registrations for your type as in the
AircraftStatussectionoftheInstructorActions.
10) Itisexpectedyouwillarriveatthesessionpreparedfortheexercisesbelow.
11) ReviewtheRNAVTrainingGuideandhandinthecompletedRNAVquestionnaire/form
toyourinstructoronthisday.
12) Donothesitatetoseekclarificationfromyourinstructorwhenindoubt.
13) Complete the Pilot Recurrent Training feedback survey on the Training and Standards
SharePointsite.
ETD
INSTRUCTOR GUIDE
ALL
Page:
Revision:
Date:
6-4-1
01
27.03.2011

Section 4: Recurrent Flight Training Lesson Plans
PARTA(PF:CM1)COLDWXOPSandFCU1+2FAULT
RESETALLMALFUNCTIONS/EXTERNALPOWERON
CLEARALLCAPTURES
IRSFASTALIGN/DOORSCLOSED/NWSDISCONNECT
ENVIRONMENT:
WXEFFECTS:WINTERSCENE/SNOWFALL
(FIRSTINSERTSNOWFALL,THENINSERTVIS!)
EX AIA Task#
A340Only
A1 AIA
A320/A330
Tasks&Instructions
JFKATIS:360/20KT2SMSNOVC015M05/M07A2941RWY04L
RUNWAYCOVEREDWITH4MMWETSNOW,BAMEDIUM
ISTATIS:360/20KT3000MSNOVC015M05/M07QNH996RWY35R
RUNWAYCOVEREDWITH4MMWETSNOW,BAMEDIUM
TRANSITCOCKPITPREPARATION
BEFORESTARTPROCEDURE
A340Only:ETIHAD340,CLEAREDMERIT3DEPARTURE,SQAWK3511
A2 AIA
A320/A330:ETIHAD340,CLEAREDMAKOL1ZDEPARTURE,SQAWK3511
DEICING/ANTIICINGSUPPLEMENTARYPROCEDURE
DEICING/ANTIICINGCOMPLETED,TYPEIV,75/25,HOLDOVERTIMESTARTSAT
A3
AIA
1:00
A4 AIA
A340Only
STARTWITHEXTERNALPNEUMATICPOWERSUPPLEMENTARY
ARMSLIDES
Whenclearedbycrew:EXTERNALAIRON
AFTERENGINE2+1START:EXTERNALAIROFF/EXTERNALPWROFF
PUSHBACKFACEEAST/TAILLEFT(SPOT7)
XBLEEDSTARTENG3+4
AFTERSTARTPROCEDURE
REPOSITIONHOLDINGPOSITIONRWY04L
CABINREADY
INSERT:LIGHTICING
A320/A330
STARTWITHEXTERNALPNEUMATICPOWERSUPPLEMENTARY
ARMSLIDES
Whenclearedbycrew:EXTERNALAIRON
AFTER1stENGINESTARTED:EXTERNALAIROFF/EXTERNALPWROFF
PUSHBACKFACEWEST
XBLEEDSTART2ndENGINE
AFTERSTARTPROCEDURE
REPOSITIONHOLDINGPOSITIONRWY35R
CABINREADY
INSERT:LIGHTICING
SELECTCAPTURE1ATT/OPOSITIONFMSMEMORYSAVE
TAKEOFFINICINGCONDITIONSONCONTAMINATEDRWY
ENGINERUNUP
A340Only:Aftert/offturnrightheading100,wind360/20clearedtakeoff04L
A320/A330:ClearedTakeoff35R,surfacewind360/20
ETD
INSTRUCTOR GUIDE
ALL
ETD ALL
ETD ALL
ETD ALL
ETD ALL
ETD ALL
ETD ALL
ETD ALL
ETD ALL
ETD ALL
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ETD ALL
ETD ALL
ETD ALL
ETD ALL
ETD ALL
ETD ALL
ETD ALL
ETD ALL
ETD ALL
ETD ALL
ETD ALL
ETD ALL
A340
STANDARD OPERATING PROCEDURES

ENGINE START
3.03.08
SEQ 900
P1
REV 32A
AUTOMATIC ENGINE START

CM2:
ELAPSED TIME......................................................................................... AS REQD
Start elapsed time at push back or if push back is not required at first engine start.
CM1:
ENG START selector............................................................................. IGN START
The ENG page is displayed on the ECAM's lower display.
ANNOUNCE............................................................. STARTING ENGINE 1 and 2
Engines 1 and 2 are usually started first (Engine 2 powers the blue hydraulic system,
which pressurizes the parking brake).
MASTER switch 1, then 2 ................................................................................... ON
Wait until the ENG 1 N3 is at about 10 % before switching the ENG 2 MASTER
switch ON (to permit correct operation of the No Break Power Transfer).
Do not turn the MASTER switch ON before all amber crosses and messages have
disappeared on the engine parameters (upper ECAM display).
Note : Above 10,000 feet, start one engine at a time.
ON ECAM UPPER DISPLAY
N3 increases.
At 25 % N3 :
FFincreases
30 seconds (maximum) after fuel is on :
EGT increases
N1increases
At 50%N3 :
ON ECAM LOWER DISPLAY

Corresponding start valve in line.
Bleed pressure indication is green.
Oil pressure increases.
Indication of the active igniter (A or B)
Start valve crossline.

Igniter indication off.
Note : The low oil level advisory may be triggered during engine start. The start
sequence should not be aborted, unless the OIL PRESS or OIL LOW PRESS
warnings are triggered.
Parameter callouts are not mandatory.
ALL
A340

ENGINE START
3.03.08
SEQ 900
P2
REV 32A
When idle is reached (AVAIL indication is displayed) :

MAIN AND SECONDARY ENG. IDLE PARAMETERS............ CHECK NORMAL
At ISA sea level : EPR about 1.00
N1 about 17 %
N2 about 48 %
N3 about 59 %
EGT about 384C
FF about 472 kg/h (1040 lb/h)
ANNOUNCE............................................................. STARTING ENGINE 3 and 4
MASTER switch 3 then 4 (ENG 4, when ENG 3's N3 is at about 10 %)........... ON
Same procedure as for Engines 1 and 2.
GROUND RUN UP - DANGER AREAS
ALL
A340

AFTER START
3.03.09
SEQ 900
P1
REV 32A
AFTER START
CM1:
ENG START selector...............................................................................NORM
Turning the ENG START selector to NORM indicates the end of the start
sequence. AFTER START actions may be performed.
ON the ECAM's lower display, the WHEEL page replaces the ENG page.
Note : If the ENG START selector is not switched to NORM, the WHEEL page
automatically replaces the ENG page, 15 seconds after the last engine start.
Leaving the ENG START selector at the START/IGN position would prevent
continuous relight selection on ground (would be supplied at lift-off). The

selector must be cycled to recover normal control of ignition.
After start, to avoid thermal shock, the pilot should operate the engine at idle,
or near idle, for at least 3 minutes (5 minutes, if the engine has been shut down
for 1.5 hours or more) before advancing the thrust lever to high power. Taxi time
at idle may be included in the warm-up period.
APU BLEED................................................................................................. OFF
Turn APU BLEED off, just after engine start, to avoid ingestion of engine
exhaust gases.
APU BLEED valve closes, ENG BLEED valves open.
ENG ANTI-ICE .................................................................................... AS RQRD
Note : . Icing conditions may be expected when the OAT (on ground and for takeoff),
or the TAT (in flight), is 10 degrees C or below, and there is visible moisture in
the air (such as clouds, fog with low visibility, rain, snow, sleet, ice crystals), or
when standing water, slush, ice or snow is on the taxiways or runway.
When on ground, in icing conditions at idle, and in temperatures less than + 1
degree C (34 degrees F), the following additional procedure is recommended to

shed any possible ice on the fan : Accelerate the engine to 50 % N1 for ten seconds
just prior to takeoff and, if holding on the ground, do this once every hour.
When there is freezing fog, and the engine idle time is longer than 60 minutes
(including previous flight's taxi-in and taxi-out for a next flight) : Every 60 minutes
(cumulative taxi time), apply the procedures for shedding any ice that may have
accumulated in the engine core (Refer to Supplementary Techniques 3.04.70).
ALL
A340

AFTER START
3.03.09
SEQ 900
P2
REV 33A
WING ANTI ICE .................................................................................. AS REQD

When WING ANTI ICE is switched on, on ground, the anti-ice valves open for
about 30 seconds (test sequence), then close, as long as the aircraft is on
ground.
APU MASTER switch (if APU not required) ............................................. OFF
AVAIL light goes off after APU cooling period.
CM2:
GROUND SPOILERS.................................................................................. ARM
RUD TRIM..................................................................................................ZERO
If the RUD TRIM position indication is not at zero, press the RESET pushbutton.
FLAP lever....................................................................................................SET
Set FLAPS for takeoff.
Check their position on the ECAM's upper display.
If taxiing in slush, keep the flaps retracted until reaching the holding point before
takeoff.
PITCH TRIM............................................................................................CHECK
Check the takeoff CG on the pitch trim wheel. For this purpose, use the ECAM's
CG indication.
ECAM DOOR page .................................................................................CHECK
Check that all slides are armed.
Deselect DOOR page after verifying the slides.
CM1 and CM2:
ECAM STATUS ......................................................................................CHECK
Check that there is no status reminder (STS) on the ECAM upper display.
If a status reminder is displayed, press the STS pushbutton.
CM1:
ANNOUNCE ..........................................................CLEAR TO DISCONNECT
Request
:
Hand signal on the left/right side (if applicable)
CM1 and CM2:
AFTER START CHECKLIST...........................................................COMPLETE
Note : . CM1 will call for the C/L only after the push-back personnel has been
sighted with the pin (if applicable). This is to prevent the aircraft moving
before all personnel is clear.
ALL
Page:
Revision:
Date:
6-4-5
01
27.03.2011

PARTF(A340ONLY)(PF:CM1)2ENGINOPAPPROACH&LANDINGTRAINING
RESETALLMALFUNCTIONS
RECALLCAPTURE2
A/CPOSITION:RWY:RWY04L:LEFTDOWNWIND
CONFIG:FLAP1,SSPEED,GEARUP
EX AIA Task#
Tasks&Instructions
JFKATIS:350/20CAVOKM05/M07A2941RWYDRY
F1 AIA
POSITIONFREEZE,UNTILCREWREADYTOCONTINUE!
ENGFAIL(FLAMEOUT)ENGINES1+2
F2 AIA
VISUALAPPROACHWITHTWOENGINESINOPERATIVE
FORINST+INSTPAIRREPEATAPPROACH&LANDINGWITHINST2PFFROMRHS
F3
3.40
AIA
PARTF(A340ONLY)(PF:CM1orCM2)CARNARSIEAPPROACHTRAINING
QUICKSTARTENGINESandRESTORESWITCHES
RECALLCAPTURE2
A/CPOSITION:RWY13L
SLEW:3000FT,HDG060,SPEED200KT
REPOSITION:APPROACHINGASALTN40.29.10/W074.01.06.16
CONFIG:FLAP1,GEARUP,SSPEED
EX AIA Task#
Tasks&Instructions
JFKATIS:220/15KT4SMOVC1200FTM05/M07A2941
G1
AIA
3.55
VORAPPCH13L,CARNARSIEAPPCH
END
ETD
INSTRUCTOR GUIDE
ALL
ETD ALL
ETD ALL
ETD ALL
ETD ALL
ETD ALL
ETD ALL
ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A330/A340
If the approach is flown at less than 750 ft RA, the warning "L/G NOT DOWN" will be triggered.
"TOO LOW GEAR" warning is to be expected, if the landing gear is not downlocked at 500 ft RA.
Therefore, if weather conditions permit, it is recommended to fly a higher circling pattern.
ONE ENGINE INOPERATIVE GO-AROUND
Applicable to: ALL
13
A one engine inoperative go-around is similar to that flown with all engines. On the application of
TOGA, rudder must be applied promptly to compensate for the increase in thrust and consequently
to keep the beta target centred. Provided the flap lever is selected to Flap 1 or greater, SRS will
engage and will be followed. If SRS is not available, the initial target pitch attitude is 12.5 . The
lateral FD mode will be GA TRK (or NAV if option installed) and this must be considered with respect
to terrain clearance. ALT should be selected at the engine inoperative acceleration altitude, with the
flap retraction and further climb carried out using the same technique as described earlier Refer to
AO-020 ENGINE FAILURE AFTER V1.
TWO-ENGINE INOPERATIVE LANDING
The two-engine inoperative landing is in the scope of the aircraft certification process.
PROCEDURE
Should a two-engine inoperative landing be performed:
Fuel jettison should be considered, if time permits
A longer than normal straight in approach or a wide visual pattern is preferred
During the approach, the packs should be selected off or supplied by the APU to maximize
engine thrust.
In case of two engines inoperative on the same wing, large thrust variation should be minimized,
as it will exacerbate the handling of asymmetric flight.
Similarly, Flaps 2 should be selected one dot below GS to minimize thrust variation (or 2 000 ft
above ground at the latest)
Gear down and Flaps 3 selection (or as instructed by the ECAM) should be delayed until
established on final approach
For final approach, speed will be selected to VLS on PFD. (which equates to VMCL-2 in case of
two engines inoperative on the same wing).
When committed to land, speed may be managed. The magenta speed target drops to VAPP
i.e. below VLS on PFD. The ATHR must be disconnected and the speed reduced to VAPP
using manual thrust.
ETD A330/A340 FLEET

FCTM
AO-020 P 21/34
15 JUN 10
ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A330/A340
Note:
In case of 2 engines failed on the same wing, VLS on the PFD takes into consideration
VMCL-2 whereas VAPP (displayed in magenta) and MCDU VLS do not take VMCL-2
into consideration.
In case of landing gear gravity extension (Engines 1+4 failed, or engines 2+3 failed),
the commit point will be at gear down selection. In the other cases, it will be when flying
below VMCL of the associated configuration on the approach.
TWO-ENGINE INOPERATIVE FLIGHT PATTERN
THRUST LEVERS MANAGEMENT IN CASE OF INOPERATIVE REVERSER(S)

Applicable to: ALL
PREFACE
This section provides recommendations on thrust levers management in case of inoperative
reverser(s). These recommendations are applicable in case of in-flight failure (including engine
failure) and/or in case of MEL dispatch with reverser(s) deactivated.
AT LEAST ONE REVERSER OPERATIVE
If at least one reverser is operative, the general recommendation is to select the reverser thrust
on all (A340)/both (A330) engines during rejected takeoff (RTO) and at landing, as per normal
procedures.
ETD A330/A340 FLEET

FCTM
AO-020 P 22/34
15 JUN 10
Page:
Revision:
Date:
6-4-2
01
27.03.2011

A5 AIA
FCU1+2FAULT
PRESET/ACTIVATEFCUFAULT(anyonechannel)at100KTS
Immediatelywhenflapsretracted:PRESET/ACTIVATE:FCUFAULT(secondchannel)
A6 AIA
A340Only FUELJETTISONPROCEDURE
A340Only AfterQRHprocedurecomplete:SETFUEL:25000KG
ALL OVERWEIGHTLANDINGPROCEDURE
A7
AIA
MANUALRAWDATAILSandLANDING
1:30
PARTB(PF:CM2)HYDG+YFAULTTRAINING
CHECK:GW/GWCG/SPEEDSAUTOBRAKET/O/STABTRIM/T/OCONFIG
RECALLCAPTURE1
ENVIRONMENT:
RWY:DRY
A320
FMGSINIT:
CITYPAIR:LTBALTBA
FUEL:7.0
T/OSPEEDS:F68137/137/138
CONFIG1+F(RWYDRY,PACKSON)
EX AIA Task#
A330
A340
FMGSINIT:
FMGSINIT:
CITYPAIR:LTBALTBA
CITYPAIR:KJFKKJFK
FUEL:20.0
FUEL:25.0
T/OSPEEDS:F61125/130/136 T/OSPEEDS:F74140/143/152
CONFIG2,(RWYDRY,PACKSOFF) CONFIG3,(RWYDRY,PACKSOFF)
Tasks&Instructions
JFKATIS:350/202SMOVC1500M05/M07A2941RWYDRY
B1 AIA
A340Only
SELECTCAPTURE2ATT/OPOSITION
ETIHAD340,CLEAREDMERIT3DEPARTURE,SQAWK3511
NORMALTAKEOFF
ISTATIS:350/203000MOVC1500M05/M07QNH996RWYDRY
SELECTCAPTURE2ATT/OPOSITION
ETIHAD340,CLEAREDMAKOL1ZDEPARTURE,SQAWK3511
NORMALTAKEOFF
B1 AIA
A320/A330
B2 AIA
HYDG+YSYSLOPR
PRESELECT(1000FT):GRSVRLOLVL/LOPR(QUANTITY=0)
DURINGECAMACTION:YENGPUMPLOPRESS
B3
AIA
ILSAPPROACHANDMANUALLANDING
2:00
TAKEA10MINUTEBREAK
ETD
INSTRUCTOR GUIDE
ALL
A330 NON-NORMALS
ENGINE-OUT APPROACH
- Consider overweight landing
- CAT 3 single with autothrust available - "CAT 3 DUAL" indicates on the
PFD with APPR selected and the APU running, however the autoland
equipment monitor does not observe everything that requires CAT 3
dual. The inop list still should say CAT 3 dual inoperative.
- Landing distance x 1.1 (consult QRH 2.40)
- Reverser inoperative (don't even select to interlock may this change
soon)
- Manual thrust may be used as coordination with manual rudder is
easier
- A/THR is probably preferred. It may be unsatisfactory in gusty or
turbulent conditions.. Vapp is VLS+5 (+ a further 3 kts for gear
allowance), G/SPD mini varies.
- If rudder trim is used, trim out on short final for correct sense of rudder
when landing or for go-around.
- CONF 3 (reset MCDU perf landing figure)
- Delay gear down - especially if heavy, hot and high. Can run out of
thrust on 1 engine when flying level and fully configured. CONFIG 2
and level flight, heavy-weight requires 80-90% N1 when not even hot.
- @ half dot to go on G/S, call for gear down. AT G/S intercept call for
FLAP 3 (final stage). A/THR will work out speed. Rudder trim will be
automatically coordinated with AP engaged.
- Consider gaining certain landing clearance if go-around is performance
limited.
ENGINE-OUT GO AROUND
- Pitch is 12.5 deg
- Neutralise B target for rudder input (slow and steady - FBW should take
care of bank)
- If speed goes below SRS, be careful about lowering the nose too much
to regain SRS speed. V/S could easily go to negative PNF calls
sink rate. Monitor V/S as part of the instrument scan in the GA.
- At engine-out acceleration altitude - select ALT and retract flaps on
schedule.
- Remember to call FMA now do so after gear is up and a nav mode
(NAV or HDG) is selected. This ensures that a nav mode is actually
engaged.
- Remember after takeoff checklist.
CRM Aspects
A timely PA to the cabin lets passengers and crew know that you are
aware of, and in control of the problem.
On diversion or return:
- tell flight crew
- tell ATC (fire services?)
- tell cabin crew
- tell passengers
- tell company
ENGINE DAMAGE INDICATIONS
N1 and N2 windmill speeds, following a failure, are linked to TAS.
It may happen that N2 is zero at low altitude and low IAS and N1
remains turning (larger surface area). This does not necessarily mean
damage. Tests have shown N2 zero at 10,000 and 20,000 with IAS at
150 kts (very slow). This may occur at 3 minutes after shutdown
(certainly not immediately). Engine damage is better observed by other
indications:
visual nacelle check
high vibration (meters and airframe)
high EGT with airframe vibration
N1 = zero (seized main rotor)
DUAL HYDRAULIC FAILURE
- A/P not available
- F/D available
- A/THR available (nothing hydraulic)
- Manually fly the aircraft
SLOW DOWN
PF: "I have control, I have the radio"
PNF: cancel any warnings and cautions
Check navigation
LAND ASAP
- red.. mayday call and land as soon as possible
- amber.. pan call and land without undue delay
Systems
FLT LAW = alternate
(many protections lost, eg. no speed protection)
Some control surfaces lost (either fixed or floating.. worst case for
controllability)
"ECAM ACTIONS"
The procedures are lengthy and take at least half an hour to follow and
set up for the landing.
Work through the whole ECAM process and when "ECAM actions
complete" go to the "hydraulic summary CRUISE section and follow that
procedure.
The HYD SUMMARY page includes landing distance calculation and
aids the decision to divert
The increment to Vls is also determined from the summary. NOTE: use
the yellow temporary revision page in the summary. MANUALLY
INSERT THE APPROACH SPEED into the MCDU
The HYDRAULIC ARCHITECTURE on page 5.02 shows what is still
available with certain system losses.
When briefing the approach, use the QRH HYD summary (landing & GA)
and the STATUS page to talk about what is to come in the approach and
landing phase.
Speeds
(QRH 2.40)
RAT only useful above 140 kts. Above this speed the controls still move
slower due to less hydraulic pressure (2500 psi). The approach speed is
increased due to limited control deflection/effectiveness. Better handling
results.
The speed increment to Vls is 15-30 kts depending on flap configuration
(at loss and also what you can extend).
Also lost:
- antiskid and nosewheel steering
- partial spoilers
Handling & Holding
- continuous control input required
- manoeuvre with care
- if the ailerons are off-centre then consider use of rudder trim
- easier to maintain control with small pitch and bank angles. This also
eases the load on the hydraulic system
- if holding, ask for 3 minute patterns (check above MSA); less turns,
less workload
- configure when straight and level. In turns the Vls come up and could
get a nuisance stall warning
- hold at an approach fix so when ready for the approach you can
configure and get straight into it.
Go Around
- Status page states use SLAT/FLAP jammed procedure
- the hydraulic summary states to maintain slats/flap configuration,
therefore landing with slat/flap jammed procedure is not required.
- the gear will not retract (if green system lost)
BLUE and YELLOW System Loss
- THS not available; trim is locked in the current position (possibly flare
early or flare more)
if trim setting greater than 8 then max speed is 180 kts (not enough
forward elevator pressure to maintain descent or fly level)
- autotrim operates by deflecting actual elevators
- park brake may not be available due loss of accumulator (checks
required at stop)
GREEN & YELLOW System Loss
- no autobrakes
- alternate (blue) brakes only with antiskid
- no NWS
- slats slow
- no flaps
- no yaw damper
- single elevator
- gravity gear extension only
- RAT MAN ON (should auto-deploy with G & Y LO LVL)
>140 kts and 2500 psi system
- do not use speedbrake
GREEN & BLUE System Loss
- no autobrakes
- no slats
- flaps slow
- single elevator
- no brakes - only accumulator - max 7 applications
- no antiskid so max brake pedal pressure 1,000 psi
- spoilers 4 & 6 only
- RAT MAN ON (should auto-deploy with G & B LO LVL)
>140 kts and 2500 psi system
- do not use speedbrake
- park brake may be inoperative due lost accumulator pressure
System Recovery
Some systems may be recoverable at the approach phase.
- If OVHT or RSVR LO AIR PR was the initial condition and the OVHT
light is now out or the reservoir pressure had restored, the hydraulic
pump may be turned back on.
Other Systems
- GPWS system is turned off due to unusual flap configuration
- if 1 green pump fails, the other can pressurise the whole system
Abnorm - a330jam.com (NOV 06) Not an official document

1
ETD ALL
ETD ALL
OPERATIONAL PHILOSOPHY
ECAM
A330/A340
USE OF SUMMARIES
Applicable to: ALL
3
GENERAL
SUMMARIES consist of QRH procedures, and are designed to assist the flight crew to manage
applicable actions, in the event of an ELEC EMER CONFIG ECAM warning or a dual hydraulic
failure.
In any case, ECAM actions should be applied first (actions and STATUS review). The PNF
should refer to the applicable QRH SUMMARIES, only after announcing: "ECAM ACTIONS
COMPLETED".
When a failure occurs, and after performing the ECAM actions, the PNF should refer to the
"ACTUAL LANDING DISTANCES WITH FAILURE WITHOUT REV" table of the SUMMARIES, to
determine the landing distance with failure.
For dry and wet runways, the Actual Landing Distances with failure are provided in the
SUMMARIES.
For contaminated runways, only the LDG DIST Factors are provided in the SUMMARIES.
As mentioned, the landing distance and the LDG DIST Factors provided in the SUMMARIES do
not take into account the credit of the reverser thrust. However, if necessary, the flight crew can
still compute an ACTUAL LANDING DISTANCE WITH REV by referring to the QRH part 2.
Also, the landing distances provided in the SUMMARIES do not take into account possible
additional factor linked to the "APPR COR". Therefore, the PNF must check in the "CRUISE"
section of the SUMMARIES whether an "APPR COR" appears in the VAPP formula.
Two different cases are possible:
There is no "APPR COR", the flight crew must consider the landing distance with failure
computed before to divert, or not.
There is an "APPR COR". In this case, the PNF should refer to the VAPP computation
methodology (QRH part 2) in order to determine whether an "Additional Factor" is applicable.
The flight crew must consider the resulting landing distance to divert, or not.
APPROACH PREPARATION
As usual, approach preparation includes a review of the ECAM STATUS.
After reviewing the STATUS, the PNF should refer to the "CRUISE" section of the SUMMARIES,
to determine the VREF correction, and compute the VAPP.
This assumes that the PNF is aware of the computation method, and uses the VREF displayed on
the MCDU (with the updated destination). The SUMMARIES provides a VREF table, in the event
that failure results in the loss of the MCDU.
The LANDING and GO-AROUND sections of the SUMMARIES should be used for the approach
briefing.
ETD A330/A340 FLEET

FCTM
OP-040 P 8/10
15 JUN 10
OPERATIONAL PHILOSOPHY
ECAM
A330/A340
APPROACH
To perform the APPR PROC, the APPROACH section of the SUMMARIES should be read (mainly
because of the flap extension procedure, that does not entirely appear on the ECAM).
This assumes that the recommendations, provided in this part of the SUMMARIES are sufficient
for understanding, and that it will not be necessary for the flight crew to consult the "LANDING
WITH FLAPS (SLATS) JAMMED paper procedure.
The PNF should then review the ECAM STATUS, and check that all the APPR PROC actions
have been completed.
sequence
ETD A330/A340 FLEET

FCTM
OP-040 P 9/10
15 JUN 10
ABNORMAL OPERATIONS
HYDRAULIC
A330/A340
HYDRAULIC GENERATION PARTICULARITIES

Applicable to: ALL
PREFACE
The hydraulic generation may come from:
The engine driven pumps
The RAT
The electrical pumps
The hand pump
RAT and electrical pumps have some particularities that need to be highlighted.
RAT
The RAT may be extended manually by pressing the RAT MAN ON pushbutton or may deploy
automatically.
The RAT is designed to supply flight controls and the Emergency Generator e.g. in all engines
flame out case. It can cover high transient demand from flight controls.
The RAT deploys automatically in the event of:
An all engines flame out
In some cases of dual hydraulic LO LVL (Refer to FCOM/DSC-29-10-20 RAM AIR TURBINE
(RAT))
The dual hydraulic LO LVL signal is used for the RAT automatic deployment logics. The purpose
of these logics is to cover the case of an engine burst affecting several hydraulic lines. It should be
noted that, even in case of the green hydraulic circuit LO LVL, the RAT could pressurize the green
hydraulic circuit.
The RAT flow varies between 15 % and 45 % of an engine driven pump flow capability according
to the aircraft speed.
RAT must not be used in case of green hydraulic overheat.
At low speed, the RAT stalls. Some anticipation is required from the crew to carry out a safe
landing.
ELECTRICAL PUMPS
These electrical pumps are not designed to replace the Engine Driven Pump to supply flight
controls, as they are power limited (the hydraulic electric pump flow represents 18 % of an engine
driven pump flow) and they cannot cover high transient demand from flight controls. Furthermore,
if they were used in case of dual hydraulic failure, they could degrade the aircraft handling (Flight
Control jerk).
As a general rule, do not manually select a HYD ELEC PUMP ON, except temporarily, to retract
the spoilers if they remain out after a hydraulic failure.
ETD A330/A340 FLEET
FCTM
AO-029 P 1/4
15 JUN 10
ABNORMAL OPERATIONS
HYDRAULIC
A330/A340
DUAL HYDRAULIC FAILURES

Applicable to: ALL
PREFACE
Single hydraulic failures have very little effect on the handling of the aircraft but will cause a
degradation of the landing capability to CAT 3 Single. Dual hydraulic failures however, although
unlikely, are significant due to the following consequences:
Loss of AP
Flight control law degradation (F/CTL PROT)
Landing in abnormal configuration
Extensive ECAM procedures with associated workload and task-sharing considerations
Significant considerations for approach, landing and go-around.
GENERAL GUIDELINES
It is important to note that the AP will not be available to the crew but both FD and A/THR still
remain. Additionally, depending on the affected hydraulic circuits, aircraft handling characteristics
may be different due to the loss of some control surfaces. The PF will maneuver with care to avoid
high hydraulic demand on the remaining system.
The PF will be very busy flying the aircraft and handling the communications with the flight controls
in Alternate Law.
A double hydraulic failure is an emergency situation, with red LAND ASAP displayed, and a
MAYDAY should be declared to ATC. A landing must be carried out as soon as possible bearing in
mind, however, that the ECAM actions should be completed prior the approach.
PF will then require the ECAM actions. A clear reading of STATUS is essential to assess the
aircraft status and properly sequence actions during the approach.
This failure is called a "complex procedure" and the QRH summary should be referred to upon
completion of the ECAM procedure Refer to OP-040 USE OF SUMMARIES.
While there is no need to remember the following details, an understanding of the structure of the
hydraulic and flight control systems would be an advantage. The F/CTL SD page and the Ops
Data section of the QRH provide an overview of the flight controls affected by the loss of hydraulic
systems.
The briefing will concentrate on safety issues since this will be a hand flown approach with certain
handling restrictions:
Use of the selected speeds on the FCU.
Landing gear gravity extension
Approach configuration and flap lever position
Approach speed VAPP
A stabilized approach will be preferred
Tail strike awareness
ETD A330/A340 FLEET
FCTM
AO-029 P 2/4
15 JUN 10
ABNORMAL OPERATIONS
HYDRAULIC
A330/A340
Braking and steering considerations

Go around call out, aircraft configuration and speed
REMAINING SYSTEMS
Criteria: RR, 330-200, 330-200F, 330-300
1 Applicable to: MSN 0658-0737, 0788-0824, 0832, 0852-0868, 0975-0991, 1032, 1070-1167
Flight phase
Cruise
Landing
Go/around
(1)
(2)
(3)
Systems
HYD G+B SYS LO PR
Auto pilot
Inop
Control law
ALTN LAW
Stabilizer
Avail
Spoilers
2 SPLRS/wing
Elevator
R ELEV only
Aileron
L+R OUTR AIL only
Slats/Flaps
FLAPS slow only
L/G extension
Gravity
Braking
ACCU only (1)
Anti skid
Inop
Nose wheel steering
Inop
Reverse
REV 2 only
L/G retraction
Inop
Remaining systems
HYD G+Y SYS LO PR
Inop
ALTN LAW
Avail
2 SPLRS/wing
L ELEV only
L+R INR AIL only
SLATS slow only
Gravity
ALTN BRK only
Avail
Inop
REV 1 only
Inop
HYD B+Y SYS LO PR

Inop
ALTN LAW
Inop (2)
2 SPLRS/wing
Avail
Avail
SLATS/FLAPS slow
Gravity (3)
NORM BRK only
Avail
Inop
Inop
Inop
After stopping, the parking brake may be inoperative due to low blue system accumulator pressure.
The elevators remain operative and the auto trim function remains available through the elevators
For approach, landing gear will be extended by gravity to preserve green system integrity for flight controls.
REMAINING SYSTEMS
Criteria: RR, 340-500, 340-600
Flight phase
Cruise
Landing
Systems
Auto pilot
Control law
Stabilizer
Spoilers
Elevator
Aileron
Slats/Flaps
L/G extension
Braking
Anti skid
ETD A330/A340 FLEET

FCTM
HYD G+B SYS LO PR

Inop
ALTN LAW
Avail
2 SPLRS/wing
R ELEV only
L+R OUTR AIL only
FLAPS slow only
Gravity
B ACCU PRESS only
Inop
Remaining systems
HYD G+Y SYS LO PR
HYD B+Y SYS LO PR
Inop
Inop
ALTN LAW
ALTN LAW
Avail
Inop (1)
2 SPLRS/wing
2 SPLRS/wing
L ELEV only
L+R INR AIL only
Avail
SLATS slow only
SLATS/FLAPS slow only
Gravity
Gravity (2)
ALTN BRK only
Avail
Avail
Avail
Continued on the following page
AO-029 P 3/4
15 JUN 10
ETD MSN 0748-0783
ELEC EMER CONFIG & SUMMARY

SMOKE/TOXIC FUMES REMOVAL
SMOKE/AVIONICS SMOKE
DUAL HYDRAULIC FAILURE SUMMARY
LOSS OF BRAKING
EGPWS ALERTS
TCAS WARNINGS
ALL ENG FLAME OUT
DITCHING
EMER DESCENT
FORCED LANDING
ON GROUND EMER/EVACUATION
ABNORMAL
MCDU FAILURE
COCKPIT DOOR FAULT
RUDDER JAM/RUDDER PEDAL JAM
RUDDER RUNAWAY TRIM
LANDING WITH SLATS/FLAPS JAMMED
NO FLAPS NO SLATS LANDING
LOW ENERGY WARNING
FUEL LEAK
GRAVITY FUEL FEEDING
FUEL IMBALANCE
TRIM TANK FUEL UNUSABLE
DOUBLE PROBE HEAT FAILURE
DISPLAY UNIT FAILURE
ECAM SINGLE DISPLAY
DISPLAY DISCREPANCY
L/G GRAVITY EXTENSION
LANDING WITH ABNORMAL L/G
RESIDUAL BRAKING PROC
IR ALIGNMENT IN ATT MODE
FM/GPS POS DISAGREE
ADR 1+2+3 FAULT
ADR DISAGREE/ADR CHECK PROC
UNRELIABLE SPEED INDICATION
DUAL BLEED FAULT
ENG RELIGHT IN FLIGHT
ENG STALL
ENG HIGH VIBRATION
ENG TAILPIPE FIRE
OVERWEIGHT LANDING
COCKPIT WINDSHIELD /WINDOW CRACKED
VOLCANIC ASH ENCOUNTER
BOMB ON BOARD
RESET OF COMPUTERS
ECAM ADVISORY CONDITIONS
Vapp DETERMINATION
LDG CONF/APP SPD/LDG DIST FOLLOWING FAILURES
FCU FAILURE
ECAM message is
AUTO FLT FCU FAULT
Autopilots (including FDs) and autothrust may be lost depending on the
failure.
Total loss of FCU
Baro ref STD is only available therefore a pilot correction to altitude must
be made (30 per hPa).
The STBY altimeter and baro reference will still be available.
* All FCU selections are lost
* SPEED SEL flag is displayed on the PFD
* ALT SEL flag is displayed on the PFD
* CAT 1 can still be performed manually
Default displays are:
* PFD with ILS
* track/FPA is also lost
* ND with 80 nm scale range
* ND weather radar is lost (WXR RANGE flag displayed on ND)
* Needle 1 is VOR 1
* Needle 2 is ADF 2
Note: DDRMI selections are not affected
In Practice
* the BIRD comes on automatically (supplied by IRs)
* the green track diamond on the PFD is still available (supplied
by IRs)
* there is no blue track line on the PFD when the FDs are turned
off
* there is no speed bug so speeds are manually flown by
reference to the IAS tape
* there is no altitude box on the PFD
* there is no track or heading bugs available
* green dot, F and S speeds are still available from the FMGEC
Some of these may be available with only partial loss of FCU.
Consider FCU R/B for reset
DUAL RA FAILURE
System Information
* GPWS inoperative - switch OFF
* Lost CAT II / III - CAT 1 single available only and manual landing
* Both PFDs will have a red RA flag
* Lost autocallouts - 1000, 500, 50, 30, 10, RETARD
* hundred above and minima callouts remain as these are off the
pressure altimeter
* No flight director approach to CAT ceiling OK but must increase
visibility minima to 1200m
* APPR unable to be selected, therefore a raw data approach is required
* AP (and FDs) not available in APPR mode but available in other modes
(procedurally) down to 500
* LOC mode is available down to 400. Below 400 the AP and/or FDs
guide for overcontrol in roll
* When gear down and AP disconnected the pitch law reverts to FLARE
LAW (damped direct law with no autotrim)
* Roll mode remains normal law
* With flap selection will get a nuisance GPWS gear not down warning cancel and clear.
How To Fly It
* Use the autopilot in LOC / FPA mode.
* Establish full landing configuration with AP engaged (trim still occurs)
* Disconnect the autopilot when visual - nominally at 800 AGL (by
altimeter)
* Select FDs OFF and BIRD ON
* Fly the remainder of the ILS in raw data and manually trim if necessary
(generally not required)
* PNF cannot call radalt alive
* PF calls 1000, 500 stable, 100, 50, 30 and if necessary
RETARD.
These calls are made off the pressure altimeter,
adjusted for elevation. They assume that the QNH is correct
* The PF conducts the flare primarily by visual reference as the QNHbased calls
from the PF may not be accurate
COMING OUT OF TOGA LK
- move the thrust levers so that doughnut = actual thrust
- disengage the autothrust (instinctive disengage p/b)
- engage autothrust
- move the thrust levers to the CLB detent
DUAL FMGEC FAILURE
FMGEC COMPONENTS
* Flight Management (FM)
Navigation
Flight Planning
Performance
* Flight Guidance (FG)
AP
FD
A/THR
* Flight Envelope (FE)
VLS and VMAX computation
Aft CG monitoring
Windshear detection
* Fault Identification and Display Systems (FIDS) - maintenance use
only
FAILURE MODES
Parts of the FMGEC may fail or it may fail completely. Inoperative
systems are displayed on ECAM and may include:
* AP 1 & 2 (only lost if FG function is lost)
* FD 1 & 2 (turn them off!)
* A/THR (THR LK indication on PFD)
* VLS & VMAX on PFDs
* FM functions on MCDU (including landing elevation feed to CPCs)
* GPWS Terrain function
ALTERNATIVE METHODS
* FPV is available (provided by the IRs)
* Selected modes available
* Navaid tuning is conducted through the RMPs
* NAV backup mode may be available in the MCDUs (the FM SOURCE
Switch must be in NORM)
* A reset of the FMGECs may be available
* Landing elevation is set manually by the knob on the overhead panel
(take out of detent and set landing elevation (the figures are in
thousands of feet, not hundreds)
* ILS CAT 1 available
NAV BACKUP MODE
Stores the existing flight plan in the MCDU. Gathers the aircraft position
from the onside IR.
Abnorm - a330jam.com (NOV 06) Not an official document

3
ETD MSN 0748-0783
ETD MSN 0748-0783
ETD MSN 0829-1040
ETD MSN 0748-0783
ETD MSN 0829-1040
ETD MSN 0748-0783
ETD MSN 0829-1040
ETD ALL
ETD ALL
ETD ALL
ETD ALL
KJFK/JFK
BRIEFING STRIP
TM
KENNEDY INTL
128.72
D-ATIS Arrival
(NE)
117.7
22-6
(SW)
115.4
127.4
(Rwys 4L/22R & 13R/31L)
121.9
(Rwys 4R/22L & 13L/31R)
LNAV/VNAV
DA(H)
(586')
1800'
315^
Ground
KENNEDY Tower
123.9
119.1
Minimum Alt
MEALS
(1786')
RNAV (GPS) Y Rwy 31L
.Eff.10.Mar.
NEW YORK Approach (R)
Final
Apch Crs
RNAV
NEW YORK, NY
JEPPESEN
4 MAR 11
Apt Elev
14'
TDZE
14'
600'
MISSED APCH: Climb to 2000' direct OMEME and LEFT turn on 216^
2900'
track to NELRE then climb to 3000' on 165^ track to CHANT

and hold.
Alt Set: INCHES
Trans level: FL 180
Trans alt: 18000'
1. For uncompensated Baro-VNAV systems, LNAV/VNAV not authorized below -15^C

(5^F) or above 49^C (120^F). 2. DME/DME RNP-0.30 not authorized. 3. VGSI and
RNAV glidepath not coincident.
10.0
RW31L
3000
9
20 . 5
00
120^
5^
16
.0
17
277'
MEALS
115.9 JFK
JFK
KENNEDY
40-35
CHANT
012^
NOT TO
SCALE
0
15
192^ 5 NM
D
(H)
230^
360'
17'
MISSED
APCH FIX
(IAF)
SESKE
230
^
NELRE
1 DEER PARK VOR
Procedure not authorized

for arrivals on DPK VOR
airway radials R-221
clockwise R-258.
2900'
21
6^
7.1
10
OMEME
210 ^
MSA RW31L
31
180^
5^
(IF)
ZACHS
40-30
050
^
0
D1
20 . 0
00
73-50
RECOMMENDED
ALTITUDES
DIST to THR ALTITUDE
D2
0
(IAF)
0 7.8
1660'
1340'
1020'
73-50
700'
30 5 0
00 ^
5.0
4.0
3.0
2.0
WUNKA
40-25
CHANT
73-30
ZACHS
2 LNAV only.
MEALS
RW31L
1.6 NM
to RW31L
[3.0
1800'
0^]
2000'
315^
[TCH 48']
TDZE
14'
0
Gnd speed-Kts
Descent Angle
[3.00^]
1.6
3.8
120
140
160
180
637
743
849
955
6.8
5.4
12.2
MALSR
2000'
PAPI
OMEME
MAP at RW31L
STRAIGHT-IN LANDING RWY

TERPS AMEND 1B 10 MAR 2011
LNAV/VNAV
DA(H)
600'(586')
RAIL or ALS out
CIRCLE-TO-LAND
31L
LNAV
MDA(H)
600'(586')
RAIL out
ALS out
Max
Kts
MDA(H)
11 2
140
640'(626')-1 3 4
13 4
165
640'(626')-2
2
D
CHANGES: Missed approach, notes, VDP distance, minimums.
| JEPPESEN, 2001, 2011. ALL RIGHTS RESERVED.
Page:
Revision:
Date:
6-4-3
01
27.03.2011

PARTC(PF:CM1orCM2)RNAVAPPROACHTRAINING
RECALLCAPTURE2
A320/330
A340ONLY
A/CPOSITION:OKBKRWY15R
SLEW:2400,HDG250,SPEED200KT
REPOSITIONEASTofPASEL:
N2931,4E04809,0
A/CPOSITION:KJFKRWY31L
REPOSITIONSOUTHWESTofWUNKA:
N40.24.06/W073.40.21.81
FMGSINIT:
CITYPAIR:OKBK/OKBK
FMGSINIT:
CITYPAIR:KJFK/KJFK
EX AIA Task#
C1 AIA
C2 AIA
C3 AIA
2:45
Tasks&Instructions
A340Only
JFKATIS360/15CAVOKM05/M07A2941
A320/A330
KWIATIS:260/15CAVOK22/10QNH1013
DEMOOFAIRCRAFTRNP/EPELOGIC
RNAV(GPS)flowntoLNAV/VNAVminima
RNAVMISSEDAPPROACH
RNAV(GPS)flowntoLNAVminima
FM/GPSPOSITIONDISAGREE
RNAVMISSEDAPPROACH
A340Only
JFKATIS:360/152SM22/10A2941
A320/A330
KWIATIS:260/15150022/10QNH1013
RNAV(GPS)flowntoLNAV/VNAVminimawithminimuminstructorintervention
GPSPRIMARYLOST
RNAVMISSEDAPPROACH
PARTD(PF:CM1)CIRCLINGAPPROACHES&MISSEDAPPROACHESTRAINING
RECALLCAPTURE2
CONFIG:FLAP2,,GEARDOWN,FSPEED
A320/330
A340ONLY
A/CPOSITION:8NMFINAL
FMGSINIT:
CITYPAIR:OKBK/OKBK
FMGSINIT:
CITYPAIR:KJFK/KJFK
Tasks&Instructions
EX AIA Task#
D1 AIA
A340Only
JFKATIS360/154SMM05/M07A2941
A320/A330
KWIATIS:260/157000M22/10QNH1013
ILSAPPCH,CIRCLETOLANDOPPOSITEDIRECTIONRWY
ETD
INSTRUCTOR GUIDE
ALL
Page:
Revision:
Date:
6-4-8
01
27.03.2011

ManeuversandProcedures Training
AMPLIFIEDINSTRUCTORACTIONS(AIA)
Exercise
InstructorActions
RNAV(RNP)TOLNAV/VNAVMINIMA
1. ClearDirecttoposition A340Only WUNKA/ A320/A330 PASEL.
2. WhileinPOSNFREEZE:
a. CheckthelegsandaltitudesfortheRNAV(GPS)YApproachintheFMS.
b. Allrequirementsforfullymanagedapproachesapply.Inaddition,
1) DiscussLNAV/VNAVminimaandtheMCDUsetupfortheapproach.
2) DiscusssettingtheDA.
3) Thereisnoneedtoadd50fttoDAwhenusingLNAV/VNAVminima.PointoutBaro
VNAVtemperaturelimitontheapproachchartversustheETIHADlimittemperature
limit(ISA25c).
4) DiscussanddemonstratetheneedtocheckPredictiveRAIMontheGPSProgress
PageorbyNOTAM.
5) Fordemonstrationpurposes,DONOTEnteravalueof0.3intheRNPfieldonthe
PROGpage,asisroutinelyrequired.
6) TherecommendedNDmodeforbothpilotsisARCorROSENAV
7) CheckGPS1+2arebothinNAVontheGPSMONITORpage.
8) GPSPRIMARYdisplayedonPROGpage.
3. NowcleartheCrewfortheApproachandremovePOSNFREEZE
4. ShowanddiscusstheRNPandEPEvaluesdepictedontheProgressPage.Demonstratethe
change in RNP values as the approach progresses. Do not enter a RNP of 0.3 for this first
approachfordemonstrationpurposes.
C1
5. ForRNAV(GPS)approaches,thedefaultedRNPvaluesshouldbe:
a.
1.0intheterminalareauntilpassingtheFAForFAP,
b.
0.3nmbetweentheFAPandtheMAP,and
c.
1.0nmpassingtheFAP.
6. On this approach the RNP value does not change over automatically to 0.3, but instead
changes to 0.5 (due to legacy procedure design). Thus the SOP requirement to manually
enteraRNPvalueof0.3forallRNAVapproachesaspartoftheapproachpreparation.
7. Eventhoughthisapproachrequires0.3nmRNP,havethecrewmodifythevalueto2.0nm,
passing A340Only WUNKA/ A320/A330 PASELfordemonstrationpurposes.Whenapilot
entersanRNPvalueintheACCURREQUIREDfieldonthePROGpagethatislargerthan
thepublishedvalue,oneofthefollowingmessagesisdisplayed:
a. "PROCEDURERNPISXX.xX",
b. "AREARNPISXX.xX"
c. SYSTEMRNPISXX.xX.
d. When this occurs, the flight crew should check the entered value, and modify it if
necessary.
8. Ask thecrew to change theRNP value back to thedefault value by inserting CLR into the
ACCURREQUIREDfield.ThisistodemonstratetheautomaticchangeinRNPpassingthe
MAPfix.
9. Duringtheapproach,thecrewmust:
a. MonitorVDEVandFPV(onthePFD)andXTKerror(ontheND).
b. Usealtitudeindicationversusdistancetotherunwaytomonitortheverticalnavigation.
ETD
INSTRUCTOR GUIDE
I/E ONLY
Page:
Revision:
Date:
6-4-9
01
27.03.2011

Exercise
InstructorActions
Iftheverticalguidanceisunsatisfactory,reverttoNAV/FPAorconsiderthegoaround.If
thelateralguidanceisunsatisfactory,performagoaround.
10. Atapproachminima,tellcrewtogoaround.NotetheautomaticchangeinRNPpassingthe
MAPfix.
11. After the go around; from Malfunction Index, ATA 34 Navigation, select FM / GPS POS
DISAGREEfault.ThisfaultwillbelaterrequiredtoforceaRNAVGoaround.(Notethatfor
the FMS/GPS position disagree massage to appear, the A/C must be in flight and in GPS
PRIMARYforatleast10minutes.).
12. When the flaps are retracted, clear the crew Direct to A340 Only WUNKA / A320 / A330
PASEL,inordertoarriveintheapproachsegmentafterthe10minhasexpired.
RNAV(RNP)TOLNAVMINIMA
1. DONOTSPEEDUPas10minutesmustelapsebeforetheFM/GPSFAULTwillmanifestitself.
2. HavethecrewenteranRNPof0.3ascalledforbytheSOP,duringtheapproachpreparation
3. For training purposes, this will be flown to LNAV minima only. Explain that if the LNAV
minimaisaDA,noincrementof50ftisrequired.HoweverifanMDAispublished,then
add50ft.
4. Fordemonstrationpurpose,havethecrewmodify A340Only ZACHS/ A320/A330 DATARto
aFlyOverwpt.
a. ThemaximumXTKerrorallowedisxRNPrelevanttoeachapproachsegment,withmomentary
excursionsto1xRNPvalue,assumingthisisimmediatelycorrected.
C2
5. On reaching A340 Only ZACHS / A320 / A330 DATAR,note the XTK error that results from
FlyingOveraWPTthatwasdesignedtoFlyBy.
6. ForthistypeofRNAVapproach,thecrewmust:
a. MonitorXTKerrorontheND.
b. Use altitude indication versus distance to the runway; adjust the FPA as necessary to
followthepublisheddescentprofile,takingintoaccounttheminimumaltitudes.
7. The FM/GPS POSN DISAGREE fault should appear on the approach, requiring a missed
approach.
8. Whentheflapsareretracted,cleardirect A340Only WUNKA/ A320/A330 PASELtoflythe
sameapproachagain.
9. NowhavethecrewcarryoutECAMactionfortheFM/GPSPOSNDISAGREEfault.TheFCOM
procedure requires verification of both FM positions with the GPIRS position on the
POSITIONMONITORpage.
10. OnceFCOMactioniscomplete,CLEARALLMALFS.
RNAV(RNP)TOLNAV/VNAVMINIMA(MINIMUMINSTRUCTORINTERVENTION)
1. Whileroutingto A340Only WUNKA/ A320/A330 PASEL:
C3
b. All requirements for fully managed approaches apply. In addition, reinforce all
proceduresuniquetoRNAVapproachesasforthefirstapproach
ETD
INSTRUCTOR GUIDE
I/E ONLY
Page:
Revision:
Date:
6-4-10
01
27.03.2011

Exercise
InstructorActions
3. After FINAL APP is established; from Malfunction Index, ATA 34 Navigation, select GPS
PRIMARYLOST.Thisrequiresagoaround.
4. PointouttothecrewthateventhoughGPSPRIMARYislost,theEPEisstilllessthattheRNP
valuerequiredforthemissedapproachof1.0.
Theintenthereisonlytopracticethecirclingprocedure andmissedapproach,astheywould
applytoanypublishedprocedure.
Emphasize:
1. Identificationofrelevantdesignstandardused.(PANSOPSvs.TERPS).
2. ApproachpreparationFMGSsetup
3. Protectedairspaceforcirclingapproaches.
D1
4. TheuseofNDtoremaininprotectedairspace.
5. The importance/relationship of timing and airspeed, relevant to the procedure design
(PANSOPSvs.TERPS).
6. AdherencetothecirclingSOPintheFCOM.
7. ConditionsfordescentbelowthepublishedcirclingMDA.
8. Missedapproachprocedure:
a. Direction of initial turn
b. Relevant missed approach procedure to be followed
c. Raw data to be followed for the missed approach.
END
ETD
INSTRUCTOR GUIDE
I/E ONLY
Page:
Revision:
Date:
6-4-3
01
27.03.2011

PARTC(PF:CM1orCM2)RNAVAPPROACHTRAINING
RECALLCAPTURE2
A320/330
A340ONLY
SLEW:2400,HDG250,SPEED200KT
REPOSITIONEASTofPASEL:
N2931,4E04809,0
REPOSITIONSOUTHWESTofWUNKA:
N40.24.06/W073.40.21.81
FMGSINIT:
CITYPAIR:OKBK/OKBK
FMGSINIT:
CITYPAIR:KJFK/KJFK
EX AIA Task#
C1 AIA
C2 AIA
C3 AIA
2:45
Tasks&Instructions
A340Only
JFKATIS360/15CAVOKM05/M07A2941
A320/A330
KWIATIS:260/15CAVOK22/10QNH1013
DEMOOFAIRCRAFTRNP/EPELOGIC
RNAV(GPS)flowntoLNAV/VNAVminima
RNAVMISSEDAPPROACH
RNAV(GPS)flowntoLNAVminima
FM/GPSPOSITIONDISAGREE
RNAVMISSEDAPPROACH
A340Only
JFKATIS:360/152SM22/10A2941
A320/A330
KWIATIS:260/15150022/10QNH1013
RNAV(GPS)flowntoLNAV/VNAVminimawithminimuminstructorintervention
GPSPRIMARYLOST
RNAVMISSEDAPPROACH
PARTD(PF:CM1)CIRCLINGAPPROACHES&MISSEDAPPROACHESTRAINING
RECALLCAPTURE2
CONFIG:FLAP2,,GEARDOWN,FSPEED
A320/330
A340ONLY
FMGSINIT:
CITYPAIR:OKBK/OKBK
FMGSINIT:
CITYPAIR:KJFK/KJFK
Tasks&Instructions
EX AIA Task#
D1 AIA
A340Only
JFKATIS360/154SMM05/M07A2941
A320/A330
KWIATIS:260/157000M22/10QNH1013
ILSAPPCH,CIRCLETOLANDOPPOSITEDIRECTIONRWY
ETD
INSTRUCTOR GUIDE
ALL
Page:
Revision:
Date:
6-4-4
01
27.03.2011

D2 AIA
CHANGERWYtoLANDINGRWYDURINGCIRCLING
APPLIGHTSINTENSITY5
AT400RACOMMANDMISSEDAPPROACHFROMCIRCLINGAPPCH
D3
AIA
FORINST+INSTPAIRREPEATAPPROACHTOLANDINGWITHINST2PFFROMRHS
3.05
PARTE(PF:InitiallyCM1thenCM2)LVOPS+CM1INCAPACITATIONTRAINING
RECALLCAPTURE2
A320/330
A340ONLY
FMGSINIT:
CITYPAIR:OKBK/OKBK
EX AIA Task#
A340Only
E1
AIA
3.20
A320/A330
FMGSINIT:
CITYPAIR:KJFKKJFK
Tasks&Instructions
JFKATIS:360/05KTRWY04R,RVRA/600FTB/700FTC/600FTM05/M07
A2941.LVPINFORCECATIIIAOPERATIONSONLY.
KWIATIS:360/05KTRWY04R,RVR350/150/022/19QNH1013.LVPIN
FORCE.
CATIIAPPCHANDLANDING
CM1incapacitationat1000RA
ENDOFMANDATORYTRAININGTASKSFORA320/A330.
PartsFandGbelowonlyapplytoA340.
Usetimeavailableto(indecreasingorderofpriority):
1. OnlyifaTREisconductingthislesson,completeCAPTRHStrainingand/orF/OCRPtrainingifnotdone
previously.
2. CirclingapproachtrainingwithF/OPF.
3. Carryoutcrewrequestedtrainingtasks.
ETD
INSTRUCTOR GUIDE
ALL
117.7
(SW)
115.4
123.9
119.1
127.4
(Rwys 4L/22R & 13R/31L)
121.9
(Rwys 4R/22L & 13L/31R)
IMOH
Final
Apch Crs
GS
MEALS
ILS
DA(H)
111.35
315^
1800'(1786')
214'(200')
LOC
Ground
KENNEDY Tower
Apt Elev
14'
TDZE
14'
180^
BRIEFING STRIP
TM
KENNEDY INTL
128.72
21-6
1 OCT 10
D-ATIS Arrival
(NE)
NEW YORK, NY
ILS or LOC Rwy 31L
JEPPESEN
Etihad
KJFK/JFK
2800'
MISSED APCH: Climb to 500' then climbing LEFT turn to 1000' until
090^
intercepting JFK VOR R-190 outbound, then climb to 3000' outbound

via JFK VOR R-190 to CHANT INT/D19.0 JFK and hold.
Alt Set: INCHES
Trans level: FL 180
Trans alt: 18000'
1. DME from JFK VOR. 2. Simultaneous approach authorized with Rwy 31R.
DK
P
MSA JFK VOR
JFK
(IAF) 117.7
19
090^
^
247
20 .5
00
115.9 JFK
300^
10
KENNEDY
0^
06
D
(H)
DPK
030^
441'
40-40
2000'
IMOH
1 20^
24
OM
0^
MEALS
21 0 ^
180 ^
31
D5.0 JFK
RADAR FIX
14
NOT TO SCALE
40-30
MISSED
APCH FIX
D1
0
RBV
^
048
010^
OM
LOC (GS out)

JFK DME
14'
5.1
140
160
ZACHS
D11.7 JFK
315^
1800'
ILS
FULL
TERPS
A
M
E C
N
D
10
B D
RAIL or ALS out
MALSR
180
500' 1000'
PAPI
LT
RVR
40 or
115.9
R-190
1 LOC (GS out)

MDA(H)
440'(426')
RAIL out
ALS out
60 or 11 4
Max
Kts
MDA(H)
140
1020'(1006') -2 1 4
11 2
165
.BAN:.FAF. 1 LOC procedure not authorized during simultaneous operations.
CHANGES: Airport & TDZ elevation, lighting.
JFK
CIRCLE-TO-LAND
RVR
3
2000'
6.8
0.3
3.00^
646 753 861 969
[3.00^]
5.4 2:42 2:19 2:02 1:48
214'(200')
1470'
1150'
830'
510'
MEALS
STRAIGHT-IN LANDING RWY 31L
DA(H)
ALTITUDE
4.0
3.0
2.0
73-30 1.0
D5.0 JFK
GS 1800'
315^
TCH 48'
120
RECOMMENDED
ALTITUDES
73-40 CHANT (IAF)
GS 1714'
ILS GS
or LOC Descent Angle
MEALS to MAP
73-30
15
088^
Gnd speed-Kts
4^
20 .8
00
190^
D19.0 JFK
TDZE
ZACHS
D11.7 JFK
0
D1
CHANT
RBV
8
113.
5^
228
^
190^
Brooklyn CGAS
(closed)
ILS
315^ 111.35 IMOH
| JEPPESEN, 2007,
1998,
2005, 2010. ALL RIGHTS RESERVED.
Page:
Revision:
Date:
6-4-5
01
27.03.2011

PARTF(A340ONLY)(PF:CM1)2ENGINOPAPPROACH&LANDINGTRAINING
RECALLCAPTURE2
A/CPOSITION:RWY:RWY04L:LEFTDOWNWIND
CONFIG:FLAP1,SSPEED,GEARUP
EX AIA Task#
Tasks&Instructions
JFKATIS:350/20CAVOKM05/M07A2941RWYDRY
F1 AIA
ENGFAIL(FLAMEOUT)ENGINES1+2
F2 AIA
VISUALAPPROACHWITHTWOENGINESINOPERATIVE
FORINST+INSTPAIRREPEATAPPROACH&LANDINGWITHINST2PFFROMRHS
F3
3.40
AIA
PARTF(A340ONLY)(PF:CM1orCM2)CARNARSIEAPPROACHTRAINING
QUICKSTARTENGINESandRESTORESWITCHES
RECALLCAPTURE2
A/CPOSITION:RWY13L
REPOSITION:APPROACHINGASALTN40.29.10/W074.01.06.16
EX AIA Task#
Tasks&Instructions
JFKATIS:220/15KT4SMOVC1200FTM05/M07A2941
G1
AIA
3.55
VORAPPCH13L,CARNARSIEAPPCH
END
ETD
INSTRUCTOR GUIDE
ALL
BRIEFING STRIP
TM
KENNEDY INTL
D-ATIS Arrival
(NE)
128.72
117.7
23-3
4 FEB 11
(SW)
115.4
VOR
Final
Apch Crs
112.3
041^
NEW YORK, NY
VOR or GPS Rwy 13L/R
JEPPESEN
Etihad
KENNEDY Tower
(Rwys 4R/22L & 13L/31R)
119.1
123.9
127.4
121.9
(Rwys 4L/22R & 13R/31L)
14'
Mandatory Alt
CRI VOR
Apt Elev
MDA(H)
CRI
TDZE 13L
(CONDITIONAL)
(787')
TDZE 13R
(1487')
MISSED APCH: At or beyond MAP, climbing RIGHT turn to 4000' via
heading 100^ and V-16 (R-078 JFK) to DPK VOR and hold.
13'
13'
800'
1500'
Ground
2800'
210^
KJFK/JFK
090^
210
^
Trans level: FL 180

Trans alt: 18000'
1. DME or RADAR required. 2. When LDIN (Lead-in Light System) inop, procedure not
authorized 3. When visual reference established, fly visual to airport via lead-in lights
to Rwy 13L or 13R. 4. Close adherence to flight track required for noise abatement.
1800'
Alt Set: INCHES
485'
40-40
D10
2800'
JFK
D
(H)
090^
0781^6
Runway 13R LDIN

(7 seq flg)
041
^
CRI
CANARSIE
RESIDENTIAL
295^
RE Y
O A
H
S KW
R
PA
112.3 CRI
Runway
13L LDIN
(5 seq flg & ALS)
Hotel LDIN
(1 seq flg)
Rwy 13R
DMYHL
D2.6 CRI
D
(T)
RESIDENTIAL
Hotel LDIN (5 seq flg)
108' Hotel LDIN (6 seq flg)

3L
y1
Rw
Old Mill Creek

LDIN (10 seq flg)
RESIDENTIAL
Lefferts Blvd
LDIN (21 seq flg)
AQUEDUCT
MSA CRI VOR
Brooklyn
CGAS
(closed)
1800'
KENNEDY
115.9 JFK
40-35
24
0^
0
D1
6
V1
8^
07
(IAF)
ASALT
73-50
D6.0 CRI
CRI VOR
ASALT
D6.0 CRI
MANDATORY
3000'
043
MANDATORY
1500'
3.6 to Rwy 13L

2.6 to Rwy 13R
3.2
6.0
Gnd speed-Kts
120
140
160
180
MAP at DMYHL/D2.6 CRI

or crossing R-295 JFK or
CRI VOR to MAP
2.6 1:18 1:07 0:58 0:52
Rwy 13L
ALSF-II
VASI
VASI
LDIN
LEAD-IN LIGHT SYSTEM (LDIN)
TERPS
.BAN:.FAF.
MISSED
APCH FIX
Rwy 13R
LDIN
PAPI
TDZE 13L
TDZE 13R
13'
13'
4000' 100^
via
and V-16
RT
hdg
CIRCLE-TO-LAND
RWYS 13L/R
MDA(H)
8^
07
D2.6 CRI
R-295 JFK
2.6 to MAP
8^
25
1 2000' Minimum when authorized by ATC.

2 1000' Minimum when authorized by ATC.
DMYHL
04 1 ^
A
M
E
N
D
C
18
B
043
SBJ
105^
112.9
74-00
1
DPK
DEER PARK
117.7 DPK
S
B
J
210
800' (787')
LDIN out
21 2
CHANGES: Rwy 13R lighting.
NA
C
D
NA
Page:
Revision:
Date:
6-4-6
01
27.03.2011

Exercise
InstructorActions
A1
Assistcrew asnecessarytoexpeditetransitcockpit preparation.Theyshouldhoweverhave

calculatedTakeOffperformanceintheBriefingRoom.Comparethenumberstothosebelow:
(RWYWETSNOW4MM,ENG/WINGANTIICEON)
A340Only T/OSPEEDS:PACKSOFF141/146/156F69CONFIG3,
A330Only T/OSPEEDS:PACKSOFF137/140/146F56CONFIG2,
A320Only T/OSPEEDS:PACKSON147/148/149F48CONFIG1+F,
4MMWETSNOWisequivalenttoaWETrunway.
XWindlimitsare25knotsfortheA320and20knotsfortheA330/340.
A2
CrewmustreadandaccomplishprocedurefromFCOM3.04.91
DiscussionONLY:
1. CommunicationswithCabinCrewandPassengerspriortoDe/AntiIcing
2. Start/FinishofHoldovertimes.
3. RequirementforHoldovertimestobeusedinconjunctionwithaPretakeoffCheck
A3
DiscussconsiderationsofaXBleedstartonaslipperysurface
DiscussionONLY:IceSheddingProcedureduringtaxirequirementandCAUTIONSfrom
FCOM3.04.70
A4
1. Discussandhavethecrewperformenginerunuppriortoapplicationoftakeoffpowerin
accordancewithFCOM3.03.09.
A5
UsePOSNFREEZEorFLIGHTFREEZEasrequiredfordiscussionsbelow.
DiscussthefollowingimplicationsoftheFCU1+2FAULTwiththecrew
WithallFCUchannelsfailed,baroreferencevalueisautomaticallysetat1013hPa.
UseSTBYALTItosetactualbarosetting.
AsAltitudereferenceonbothPFDsisnowSTD,anadditionofapproximately500feetmustbe
appliedtotheclearedaltitudesandtotheMDAintheMCDU.
DonotinserttheMDA(MDH)valueontheMCDUPERFAPPRpage(becausethePFDaltitudeis
referencedtoSTD,andnottothecorrectbarometricvalue).ThePNFmustperformthestandard
callouts(HUNDREDABOVEandMINIMUM),usingtheSTBYaltimeter.
ETD
INSTRUCTOR GUIDE
I/E ONLY
Page:
Revision:
Date:
6-4-7
01
27.03.2011

Exercise
InstructorActions
A6
UsePOSNFREEZEorFLIGHTFREEZEasrequiredfordiscussionsbelow.
OVERWEIGHTLANDINGPROCEDURE
1. CrewshouldbeawarethattheClimbGradientthatthetableintheQRHisbasedon
maybedifferentfromthatrequiredbytheInstrumentMissedApproachProcedure
theyareabouttofly.Incasethepublishedmissedapproachgradientisgreater,FOVE
datamaybeusedasguidance.
2. CalculateandDiscussLandingDistanceRequired.Asthereisnolandingdistance
proceduretoapplyandwearenotinanemergency,anassessmentofriskversus
benefitsshouldnormallybecarriedoutbeforeadecisiontolandonthiscontaminated
runwayistaken.
a. Havethecrewworkoutthemarginavailableabovetheactuallandingdistance
fortheactualconditions.
b. Discusstheeffectofautobrakesversusmanualbrakesandreversersona
contaminatedrunway.
Explainthattodayweareflyingthisapproachtobuildconfidenceinlandingindemanding
conditions.
A7
WithouttheBlueTRKREFERENCE,manypilot may beunsureofthetechniquetoflyaRAW

DATAILS.Discussthisdifferenceandemphasizetherelationshipbetween,thegreentrack
diamondandthemagentaILSSwordsymbol.
REPEATiflandingisnotinthetouchdownzone,emphasizingthesignificantincreaseinlanding
distancerequiredwhentheflightpathanddecelerationdeviatefromtheTestPilotconditions
usedtoderivetheQRHvaluesforALD.
B3
Emphasizethefollowing:
Maneuverwithcaretoavoidhighhydraulicdemandontheremainingsystems.Adouble
hydraulicfailureisanemergencysituation,withredLANDASAPdisplayed,andaMAYDAY
shouldbedeclaredtoATC.Alandingmustbecarriedoutassoonaspossiblebearinginmind,
however,thattheECAMactionsshouldbecompletedpriortheapproach.
Whiletherearenocrosswindlimitsassociatedwiththefailureinparticular,limitedhandling
capabilityincrosswindsshouldbeaconsiderationwhenselectingasuitableairport.
TheQRHsummaryshouldbereferredtouponcompletionoftheECAMprocedure.
ReviewtheF/CTLSDpageandtheOPSDATAsectionoftheQRHtoprovideanoverviewofthe
flightcontrolsaffectedbythelossofhydraulicsystems.
Theapproachbriefingshouldincludeadiscussionof:
.UseoftheselectedspeedsontheFCU.
.Landinggeargravityextension
.Approachconfigurationandflapleverposition
.ApproachspeedVAPP
.Tailstrikeawareness
.Brakingandsteeringconsiderations
.Goaroundcallout,aircraftconfigurationandspeed
ETD
INSTRUCTOR GUIDE
I/E ONLY
Page:
Revision:
Date:
6-4-8
01
27.03.2011

Exercise
InstructorActions
RNAV(RNP)TOLNAV/VNAVMINIMA
1. ClearDirecttoposition A340Only WUNKA/ A320/A330 PASEL.
2. WhileinPOSNFREEZE:
b. Allrequirementsforfullymanagedapproachesapply.Inaddition,
1) DiscussLNAV/VNAVminimaandtheMCDUsetupfortheapproach.
2) DiscusssettingtheDA.
3) Thereisnoneedtoadd50fttoDAwhenusingLNAV/VNAVminima.PointoutBaro
VNAVtemperaturelimitontheapproachchartversustheETIHADlimittemperature
limit(ISA25c).
4) DiscussanddemonstratetheneedtocheckPredictiveRAIMontheGPSProgress
PageorbyNOTAM.
5) Fordemonstrationpurposes,DONOTEnteravalueof0.3intheRNPfieldonthe
PROGpage,asisroutinelyrequired.
6) TherecommendedNDmodeforbothpilotsisARCorROSENAV
7) CheckGPS1+2arebothinNAVontheGPSMONITORpage.
8) GPSPRIMARYdisplayedonPROGpage.
3. NowcleartheCrewfortheApproachandremovePOSNFREEZE
4. ShowanddiscusstheRNPandEPEvaluesdepictedontheProgressPage.Demonstratethe
change in RNP values as the approach progresses. Do not enter a RNP of 0.3 for this first
approachfordemonstrationpurposes.
C1
5. ForRNAV(GPS)approaches,thedefaultedRNPvaluesshouldbe:
a.
1.0intheterminalareauntilpassingtheFAForFAP,
b.
0.3nmbetweentheFAPandtheMAP,and
c.
1.0nmpassingtheFAP.
6. On this approach the RNP value does not change over automatically to 0.3, but instead
changes to 0.5 (due to legacy procedure design). Thus the SOP requirement to manually
enteraRNPvalueof0.3forallRNAVapproachesaspartoftheapproachpreparation.
7. Eventhoughthisapproachrequires0.3nmRNP,havethecrewmodifythevalueto2.0nm,
passing A340Only WUNKA/ A320/A330 PASELfordemonstrationpurposes.Whenapilot
entersanRNPvalueintheACCURREQUIREDfieldonthePROGpagethatislargerthan
thepublishedvalue,oneofthefollowingmessagesisdisplayed:
a. "PROCEDURERNPISXX.xX",
b. "AREARNPISXX.xX"
c. SYSTEMRNPISXX.xX.
d. When this occurs, the flight crew should check the entered value, and modify it if
necessary.
8. Ask thecrew to change theRNP value back to thedefault value by inserting CLR into the
ACCURREQUIREDfield.ThisistodemonstratetheautomaticchangeinRNPpassingthe
MAPfix.
ETD
INSTRUCTOR GUIDE
I/E ONLY
Page:
Revision:
Date:
6-4-9
01
27.03.2011

Exercise
InstructorActions
10. Atapproachminima,tellcrewtogoaround.NotetheautomaticchangeinRNPpassingthe
MAPfix.
11. After the go around; from Malfunction Index, ATA 34 Navigation, select FM / GPS POS
DISAGREEfault.ThisfaultwillbelaterrequiredtoforceaRNAVGoaround.(Notethatfor
the FMS/GPS position disagree massage to appear, the A/C must be in flight and in GPS
PRIMARYforatleast10minutes.).
12. When the flaps are retracted, clear the crew Direct to A340 Only WUNKA / A320 / A330
PASEL,inordertoarriveintheapproachsegmentafterthe10minhasexpired.
RNAV(RNP)TOLNAVMINIMA
1. DONOTSPEEDUPas10minutesmustelapsebeforetheFM/GPSFAULTwillmanifestitself.
2. HavethecrewenteranRNPof0.3ascalledforbytheSOP,duringtheapproachpreparation
3. For training purposes, this will be flown to LNAV minima only. Explain that if the LNAV
minimaisaDA,noincrementof50ftisrequired.HoweverifanMDAispublished,then
add50ft.
4. Fordemonstrationpurpose,havethecrewmodify A340Only ZACHS/ A320/A330 DATARto
aFlyOverwpt.
a. ThemaximumXTKerrorallowedisxRNPrelevanttoeachapproachsegment,withmomentary
excursionsto1xRNPvalue,assumingthisisimmediatelycorrected.
C2
5. On reaching A340 Only ZACHS / A320 / A330 DATAR,note the XTK error that results from
FlyingOveraWPTthatwasdesignedtoFlyBy.
6. ForthistypeofRNAVapproach,thecrewmust:
a. MonitorXTKerrorontheND.
b. Use altitude indication versus distance to the runway; adjust the FPA as necessary to
followthepublisheddescentprofile,takingintoaccounttheminimumaltitudes.
7. The FM/GPS POSN DISAGREE fault should appear on the approach, requiring a missed
approach.
8. Whentheflapsareretracted,cleardirect A340Only WUNKA/ A320/A330 PASELtoflythe
sameapproachagain.
9. NowhavethecrewcarryoutECAMactionfortheFM/GPSPOSNDISAGREEfault.TheFCOM
procedure requires verification of both FM positions with the GPIRS position on the
POSITIONMONITORpage.
10. OnceFCOMactioniscomplete,CLEARALLMALFS.
RNAV(RNP)TOLNAV/VNAVMINIMA(MINIMUMINSTRUCTORINTERVENTION)
1. Whileroutingto A340Only WUNKA/ A320/A330 PASEL:
C3
b. All requirements for fully managed approaches apply. In addition, reinforce all
proceduresuniquetoRNAVapproachesasforthefirstapproach
ETD
INSTRUCTOR GUIDE
I/E ONLY
Page:
Revision:
Date:
6-4-10
01
27.03.2011

Exercise
InstructorActions
3. After FINAL APP is established; from Malfunction Index, ATA 34 Navigation, select GPS
PRIMARYLOST.Thisrequiresagoaround.
4. PointouttothecrewthateventhoughGPSPRIMARYislost,theEPEisstilllessthattheRNP
valuerequiredforthemissedapproachof1.0.
Theintenthereisonlytopracticethecirclingprocedure andmissedapproach,astheywould
applytoanypublishedprocedure.
Emphasize:
1. Identificationofrelevantdesignstandardused.(PANSOPSvs.TERPS).
2. ApproachpreparationFMGSsetup
3. Protectedairspaceforcirclingapproaches.
D1
4. TheuseofNDtoremaininprotectedairspace.
5. The importance/relationship of timing and airspeed, relevant to the procedure design
(PANSOPSvs.TERPS).
6. AdherencetothecirclingSOPintheFCOM.
7. ConditionsfordescentbelowthepublishedcirclingMDA.
8. Missedapproachprocedure:
a. Direction of initial turn
b. Relevant missed approach procedure to be followed
c. Raw data to be followed for the missed approach.
END
ETD
INSTRUCTOR GUIDE
I/E ONLY
A340 RTP C4/T4 04/11 - 09/11

QUESTIONNAIRE (INSTRUCTOR)
REV:00
DATE:28 March 2011
PAGE:01
ATA 21 PRESSURIZATION
01.
When is the depressurization function active ?

a. In case of rapid decompression to avoid structural damage
b. In case of pressurization automatic system control failure
c. After touchdown, it gradually releases residual cabin overpressure before the ground
function fully opens the outflow valves (1.21.20 p4)
d. None of the above
02.
The pressurization system can be operated:

a. Automatically and semi-automatically
b. Automatically and manually
c. Automatically, semi-automatically and manually (1.21.20 p1)
d. None of the above
03.
When the system is under manual control and the ram air pb is on, the outflow valve does
not automatically open
a. True (1.21.20 p3)
b. False
04.
The abort mode function:

a. Prevents the cabin alt from climbing if the aircraft does not climb after takeoff (1.21.20 p6)
b. Depressurizes the cabin in case of rejected takeoff
c. There is no such mode in the A340 pressurization system
d. a. and b.
ATA 24 ELECTRICAL
05.
The static inverter is automatically activated when the speed is above 50 kts, regardless
of BAT 1 and 2 pb positions
a. True (1.24.10 p4 and p21)
b. False
06.
The minimum speed to operate the EMERGEN in all cases is:

a. 140 kts
b. 260 kts
c. None of the above
07.
During RAT extension and EMERGEN coupling, the batteries power the emergency
generation network for up to 30 seconds
a. True
b. False
08.
Which of the following is correct about the GEN indication on the ECAM ELEC AC page?
a. GEN load normally white, becomes amber if load is greater than 108% for more than 10
seconds
b. GEN voltage normally green, becomes amber below 100V and above 120V.
c. GEN indication normally white, becomes amber when generator fails or when the
associated engine stops (1.24.20 p11)
A340 RTP C4/T4 04/11 - 09/11

REV:00
DATE:28 March 2011
PAGE:02
ATA 36 PNEUMATIC
09.
The bleed valve maintain pressure delivery of:

a. 44-52 psi depending on the flow
b. 28-47psi depending on the flow (1.36.10 p5)
c. Both a. and b. are correct
10.
The cross bleed valve is controlled and operated by:

a. Two electric motors, one for automatic and one for manual control (1.36.10 p7)
b. One electric motor
c. It is electrically controlled and pneumatically operated
11.
The bleed leak detection loops are located at:

a. Wings, Pylons and Air Cycle Machines
b. Wings, APU compartment and Fuselage
c. Fuselage, Pylons and Wings (1.36.10 p8)
12.
In case of BMC failure, the other BMC shall take over the monitoring of the Bleed System
a. False (1.36.10 p10)
b. True
PERFORMANCE AND LIMITATIONS

13.
Managed Non-Precision approaches with one engine inoperative are not allowed on the
A340
a. True
b. False (3.01.22 p2a)
14.
Using the hand wheel, the nose wheel steering is limited to:
a. 65
b. 72
c. 70 or 76 (3.01.32 page1)
OM A
15.
In case two line captains are rostered together as the operating crew of a normal line
flight, the designated commander shall be:
a. The most senior captain
b. The most experienced captain
c. The captain occupying the Left Hand Seat (OM A TR146 4.1.1.7)
16.
In case of an enroute emergency, which requires a LAND ASAP red, the RFF category
required for the A340 is:
a. A345= 7
A346= 8
b. A345= 6
A346= 8
c. A345= 7
A346= 7
(OM A 8.1.2.1.1)
17.
During the taxi out from AUH, a PRIM 1 FAULT ECAM caution is triggered, the crew shall:
a. Check the MEL and return to the gate for maintenance action as it is a NO GO item
b. Return to the gate immediately
c. Consider it as a failure in flight and follow the ECAM, FCOM 3 and QRH procedures
A340 RTP C4/T4 04/11 - 09/11

REV:00
DATE:28 March 2011
PAGE:03
(3.02.27 p6 and QRH 2.36A)

18.
Which of the following information shall be contained in the NOTOC ?

a. Division and package
b. Quantity
c. Unit Load Device
d. All of the above (OM A 9.1.2.4)
19.
Contingency fuel may be used on the ground based on the operational judgment of the
crew. What is the maximum quantity of the Contingency fuel that can be utilized for taxi
out purposes ?
a. 50%
b. Unlimited (OM A 8.1.7.2.3 (i))
c. It is not allowed to use the Contingency fuel during taxi out
20.
The minimum MDH and visibility which are required for visual maneuvering (circle to
land) are:
a. MDH 1000 / Visibility 5000m or as published if higher
b. MDH 1000 / Visibility 3600m or as published if higher (OM A 8.1.3.6.6)
c. Ceiling 1000 / Visibility 5000m or as published if higher
COLD WEATHER OPERATIONS

21.
The braking action for a runway is considered to be unreliable when the coefficient is:
a. Less than 0.35
b. More than 0.35
c. 9 or no reported runway friction coefficient number issued (OMA 8.1 p31 for the figure 9)
and (FCTM SI-010.P4/16 for the no reporting figure)
22.
A runway is considered to be contaminated when the percentage of the runway surface

area (whether isolated or not) covered by ice, including wet ice, is more than:
a. 20%
b. 25% (OMA 8.2 p36)
c. 15%
23.
Clear ice could be found below a snow/slush/anti-icing fluid layer.

a. True (OMA 8.2 p43)
b. False
24.
The METAR code for Ice pellets is:

a. PE (OMA 8.2 p41)
b. GS
c. IP
d. None of the above.
25.
26.
Where can we find Guidelines for Application of Type I fluid/water mixture (minimum
concentration) as a function of outside air temperature?
a. OMA, section 6.
b. OMB, aircraft-type manual.
c. FCOM 3, supplementary information.
d. OMA, section 8. (OMA 8.2 p52)
The characteristics of Type 2, 3, and 4 are:
a. Longer hold over time, used for de-icing only
b. Low viscosity, used for both de-icing and anti-icing
c. High viscosity, longer hold over time and used for de-icing and anti-icing (FCTM SI-
A340 RTP C4/T4 04/11 - 09/11

REV:00
DATE:28 March 2011
PAGE:04
010.P2/16)
27.
28.
29.
30.
The maximum crosswind for a Medium reported braking action is:

a. 15 (FOB FLT10-153)(QRH EY SUPPL 011 and 012)
b. 20
c. 25
You are landing at an airfield of 1000 feet elevation and the outside air temperature is
Minus 15 Degrees Celsius, you should add:
a. 150 feet to DA or MDA
b. 120 feet to DA or MDA
c. 120 feet to minimum promulgated heights/altitudes (OMA 8.1 p9)
d. No need to add any value as it is only -15.
On contaminated runways and taxiways, the radio altitude indications may fluctuate and
auto call outs or GPWS warning may be activated. Disregard them.
a. False
b. True (FCOM 2-04-10 p12)
Which statement is incorrect ?
a. During ground operation, when in icing conditions and the OAT is plus 3 or less, the engines
should be accelerated to minimum of 50% N1 at intervals not greater than 15 minutes.
b. During ground operation, when in icing conditions and significant vibrations occurred, the
engines should be accelerated to minimum of 50% N1 at intervals not greater than 15
minutes.
c. During ground operation, when in icing conditions at idle and the OAT is plus 1 or less, the
engines should be accelerated to minimum of 50% N1 for 10 secs at intervals not greater
than 60 minutes. (FCOM 3-03-09 p1)
JET UPSET RECOVERY

Refer to Pilot Guide to Airplane Upset Recovery.
31.
Positive static stability is defined as the initial tendency to return to an initial undisturbed
state after a disturbance.
a. True (Section 2.5.5.6).
b. False
32.
Movement about the airplane lateral axis is called:

a. Yaw
b. Roll
c. Pitch (Section 2.5.5.7).
d. Sideslip
33.
Which of the following statements is always true?

a. Weight points 90 deg from the airplane longitudinal axis.
b. Lift must always be aligned with the center of gravity.
c. Weight always points to the center of the Earth. (Section 2.5.5.7).
d. The center of gravity never changes in flight.
34.
35.
If the engines are not aligned with the airplane center of gravity, a change in engine thrust
will ____________.
a. Have no effect on pitching moment.
b. Be accompanied by a change in pitching moment. (Section 2.5.5.7)
To maintain altitude in a banked turn, the lift produced by the airplane must be _________.
a. Greater than the airplane weight and the amount is a function of bank angle (Section2.5.5.7)
A340 RTP C4/T4 04/11 - 09/11

b.
c.
36.
37.
38.
39.
40.
REV:00
DATE:28 March 2011
PAGE:05
Greater than the airplane weight, and the amount is a function of altitude.
Equal to the weight of the airplane.
During lateral maneuvering, aileron and spoiler effectiveness _______________.

a. Increases with increasing angle of attack.
b. Decreases with increasing angle of attack. (Section 2.5.5.9).
c. Is a function of the airplanes inertia about its vertical axis.
Which of the following statements about recovering from large airplane bank angles is
true?
a. The effect of up-elevator is to tighten the turn.
b. The bank should be reduced to near level before initiating aggressive pitch maneuvering.
c. The lift vector should be oriented away from the gravity vector.
d. All of the above. (Section 2.5.5.8).
If a pilot inputs full rudder in a normal symmetric airplane situation, it will result in very
large sideslip angles and large structural loads.
a. True. (Section 2.5.5.10).
b. False.
Stability in the vertical axis tends to drive the sideslip angle toward zero. The most
dynamic stability about the vertical axis on modern jet transports is from ___________.
a. The vertical fin.
b. The rudder.
c. An active stability augmentation system/yaw damper. (Section 2.5.5.10).
d. Pilot roll input.
With insufficient aerodynamic forces acting on the airplane (airplane stalled), its
trajectory will be mostly ballistic and it may be difficult for the pilot to command a change
in attitude until ___________.
a. Full nose-up elevator is applied.
b. Full rudder input is applied.
c. Gravity effect on the airplane produces enough airspeed when the angle of attack is
reduced. (Section 2.5.5.11)
d. Arriving at a lower altitude.
Recurrent Questionnaire Answer Sheet

Training and Standards
Staff No.
Rank
Name
Date
OPC Period
C4-T4
Aircraft Type
B777
X A340
A330
A320
Tick the following subjects corresponding to the current OPC Period

Air Conditioning / Ventilation
Fuel System
Oxygen
Auto Flight
Hydraulic System
Pneumatic
Auxiliary Power Unit
Ice & Rain Protection
Power Plant
Communication
EIS (Airbus)
Pressurization
Doors
Information Systems
Water/Waste (Airbus)
Landing Gear
Windows
Equipment/Furnishing
Lights
Fire Protection
Navigation / FMS
Flight Controls
Warning Systems (B777)
EFIS / Displays (B777)
Pilot Incapacitation
Cold Weather Operations
Electrical System
Limitations
All Weather Operations
Performance
Jet Upset Recovery
EGPWS / CFIT
OM-A
Enter the correct answer in the spaces below

(NOTE: Number of answer spaces may exceed number of questions leave additional spaces blank)
1.
11.
21.
31.
41.
2.
12.
22.
32.
42.
3.
13.
23.
33.
43.
4.
14.
24.
34.
44.
5.
15.
25.
35.
45.
6.
16.
26.
36.
46.
7.
17.
27.
37.
47.
8.
18.
28.
38.
48.
9.
19.
29.
39.
49.
10.
20.
30.
40.
50.
Instructors Name:
Instructors Signature:
Total Score:
Trainees Signature:
PASS MARK IS 80%
EY013/Rev.1/Mar-10/T&S
KJFK/JFK
KENNEDY INTL
135.9
NEW YORK Departure (R)
13'
Apt Elev
Trans level: FL180
BLA
180^
CAM
115.0
D
(L)
D25
MAR
N)
(GREKI3.MART
57
TN
BDR
108.8
014^
HARTFORD
PUTNAM TRANSITION
37
PUTNAM
(MERIT3.PUT)
N41 38.5 W072 32.9
282
31
BRD
D2 1
3
DAM 03^ 11M0A.4DDAM
6
D5
295
MA ^
110.4D
D
(H)
BGR
BGR .8
114
132
^
THM
077^
M
1 L
11734^T
.9
WITCH
TLM
N42 41.0
W070 52.8
BOSTON
112.7 BOS
BOS
D
(H)
QUBIS
N47 32.0 W067 46.0
TOPPS
M
117LT
.9
ENE
TAFFY
.Eff.28.Sep.
DEPARTURE
DEPARTURE
DEPARTURE
DEPARTURE
.SID.
NEW YORK, NY
(BETTE3.BETTE)
(GREKI3.GREKI)
(HAPIE3.HAPIE)
(MERIT3.MERIT)
6
D4
NOTE:
Cross departure end of runway:
ALL DEPARTURES:
Rwy 4R: at or above 21' AGL/33' MSL.
Rwy 13L: at or above 3' AGL/15' MSL.
Rwy 13R: at or above 35' AGL/47' MSL.
Rwys 31L/R: at or above 35' AGL/47' MSL.
BETTE, HAPIE, MERIT DEPARTURES:
RWY 4L: at or above 22' AGL/34' MSL.
GREKI DEPARTURE:
RWY 4L: 64' AGL taxiing aircraft 691'
from DER, 390' LEFT or RIGHT of Rwy
centerline. Cross DER at or above 35'
AGL/47' MSL.
These SIDs require take-off minimums

(for standard minimums, refer to airport chart):
Rwys 4L,13L, 22L/R: Standard (or lower
than standard, if authorized).
Rwy 13R: 300-2 or standard (or lower than
standard, if authorized) with minimum climb
gradient of 220' per NM to 300'.
Rwys 31L/R: 1800-3 or standard (or lower
than standard, if authorized) with minimum
climb gradient of 240' per NM to 2400'.
Gnd speed-KT 75 100 150 200 250 300
220' per NM
275 367 550 733 917 1100
240' per NM
300 400 600 800 1000 1200
BETTE THREE
GREKI THREE
HAPIE THREE
MERIT THREE
20-3
JEPPESEN
22 SEP 06
Y
SJ
Y
IQ
Y
Q
I
O
HT 13.6
0^ 1
32
HTO
N40 07.0 W067 00.0
JOBOC
N41 07.0 W067 00.0
DOVEY
N41 47.0 W067 00.0
VITOL
N42 11.9 W067 00.0
WHALE
N42 38.0 W067 00.0
KANNI
113.3
D53 YQI
331^
D43 269^
113I.3
YQ
YSJ
2623^.5
11
N47 22.4 W067 18.2
ALLEX
N44 25.0 W067 00.0

TUSKY
BRADD
N43 33.9 W067 00.0
D15
5
7
D14
N43 09.0 W067 00.0
117.1 ENE
KENNEBUNK
145
N45 20.4
^
W067 44.3
EBONY
N44 54.1 W067 09.4
D
(H)
082^
N43 25.5 W070 36.8
N42 21.4 W070 59.4
NANTUCKET
A116.2C ACKK
D
(H)
N41 16.9 W070 01.6
YAHOO
131
^
8
D1
0^
15
ME
C RI 2 D E
CRI 3 D M
176^
| JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED.
RWY
INITIAL CLIMB
ALTITUDE
4L/R Turn RIGHT, climb on a 100^ heading.
13L/R Climb on assigned departure heading.
Climb on runway heading.
22L/R GATEWAY CLIMB (To be assigned during period 2200-0700 LT): Turn RIGHT,
intercept JFK R-232 until JFK 5 DME, then turn LEFT to a 220^ heading.
MAINTAIN
5000'
BREEZY POINT CLIMB: Turn LEFT, proceed direct CRI. Make turn EAST of CRI R-039
(remain within JFK 4.5 DME), then via CRI R-223.
BRIDGE CLIMB: Turn LEFT, proceed direct OGY, then fly a 220^ heading after OGY.
31L/R Make turn EAST of CRI R-039 (remain within JFK 4.5 DME).
CANARSIE CLIMB: Turn LEFT, proceed direct CRI. Make turn EAST of CRI R-039
(remain within JFK 4.5 DME), then via CRI R-176.
ROUTING
SID
BETTE THREE Via RADAR vectors to BETTE direct ACK.
EXPECT clearance to filed
GREKI THREE Via RADAR vectors to GREKI direct JUDDS, direct MARTN.
altitude/flight level 10 minutes
HAPIE THREE Via RADAR vectors to HAPIE direct YAHOO.
after departure.
MERIT THREE Via RADAR vectors to MERIT direct HFD, direct PUT.
K)
E3.AC N41 04.2 W069 44.8
(BETT
1 53
OO)
3.YAH
(HAPIE
TLM
1. RNAV equipped aircraft only.

2. NORTH American Route (NAR) aircraft only.
M
114 HT
.4
PUTNAM
OO
YA H
KET
TUC
N AN
143
N41 57.3 W071 50.6
P117.4UPUTT
After PUT aircraft proceeding:

1. TOPPS/EBONY - EXPECT direct.
2. ALLEX - EXPECT direct WITCH
direct.
3. TUSKY and SOUTH - EXPECT
direct BOS direct.
Trans alt: 18000'
D25
DL
9. 0 B
10 DL
0^ B
24
114.9 HFD
HFD
N42 34.9
W073 16.2
MARTN
C
AM 187^
D30
D21
9
D4
MERIT
N41 22.9
W073 08.2
BETTE
N40 33.6
W073 00.7
D
D24
2800'
A
115LB
.3
126
^
13
D2
6
JUDDS
055
7
D1
D25
N41 38.1 W073 06.3
128^
GREKI
CMK
K
CM 057^.6
116
LGA
LGA13.1
1
35
FL180
39
FL180
N40 23.2 W072 59.0
HAPIE
MSP
201^ 116.5
PSM
030^ D20
2000'
NGI
I
G
N
117.
6
4.5 DME
C
MK 085^
CMK6.6
11
N41 28.8 W073 18.8
J FK
109^
1 24 ^
100^ hdg
KENNEDY
115.9 JFK
JFK
D
(H)
D
5
FL1 3
80
NOT TO SCALE
^
25 3
N40 38.0 W073 46.3
BRIDGE
N40 34.1 W073 53.0
414 OGY
OGY
5 DM
E
FL1585
0
03
044 4 ^
^
CRI 2 DME or
JFK R-253
At or above
2500'
CANARSIE
JFK
23
2^
090^
D
(T)
112.3 CRI
CRI
N40 36.7 W073 53.7
039
^
GA
T
CLI EWA
MB Y
MSA JFK VOR
2500'
CRI 3 DME or
JFK R-253
At or above
CHANGES: None.
^ hdg
220
223
^
BRE
EZY
BRI CLIMBPOINT
DG E
220 CLIM
^ hdg B
RSIE
CANLAIM
C B
CHANGES: Taxilane modified, start up points, gates.
W073-47.4
W073-47.3
W073-47.2
W073-47.1
N40-38.3
N40-38.4
N40-38.5
L
W073-47.2
B
W073-47.1
A
W073-47.0
KK
67
66
AA
HH
H
4
71B
71C
13
83
82
W073-46.8
77
76
75
BB
71A
NE
ILA
X
TA
W073-46.9 KD
16
KD
15
31
KK
KD
30
29
HH
73
78
B
W073-46.6
79
BB
61
E
AN
XIL
TA
62
12
W073-46.7
71D
72
63
AA
81
80
1A
11
2A
H
W073-46.5
G
G
G
W073-46.4
W073-46.4
W073-46.3
W073-46.3
N40-38.2
N40-38.3
G
N40-38.4
N40-38.6
N40-38.7
125.05
Aircraft Hold Points
28
10
KD
26
27
CONTROL
TOWER
A-CONCOURSE
W073-46.5
130.77
Taxilanes & Taxiways
Start Up Points
24
5A
W073-46.8
INTL
TERMINAL 4
W073-46.9
Gate Hold
13
R31
L
LA
LA
25
23
W073-47.0
Intl Terminal 4 Ramp Control
W073-47.4
RW
KK
KD
20A 20
20B
22
B-CONCOURSE
INTL TERMINAL 4
All aircraft are advised to contact I.A.T.
Ramp Control on 130.77 after landing for
apron entry advisories and parking instructions,
and prior to push-back for start-up guidance and
taxi sequencing.
Arriving aircraft assigned Gate A2 must proceed
via taxilane HH to access the lead-in line
and maintain wingtip clearance.
N40-38.7
20-9B
JEPPESEN
RW
13 MAY 11
4
L
-2
2R
KJFK/JFK
NEW YORK, NY
KENNEDY INTL
KJFK/JFK
D-ATIS Arrival
(NE)
128.72
117.7
(SW)
115.4
127.4
IHIQ
Final
Apch Crs
GS
KRSTL
110.9
045^
LOC
21-1
21 JAN 11
Ground
KENNEDY Tower
123.9
119.1
(Rwys 4L/22R & 13R/31L)
121.9
(Rwys 4R/22L & 13L/31R)
ILS
DA(H)
Apt Elev
14'
TDZE
12'
1500'(1488') 212'(200')
180^
BRIEFING STRIP
TM
KENNEDY INTL
NEW YORK, NY
ILS Rwy 4L
JEPPESEN
Etihad
2800'
MISSED APCH: Climb to 2000' then climbing RIGHT turn to 3000'

outbound via JFK VOR R-062 to DUFFY INT/D14.8 JFK and hold.
Alt Set: INCHES
Trans level: FL 180
090^
Trans alt: 18000'
1. Radar required.
MSA JFK VOR
D1
187^
C
M
K
180^
0^
1806'
CANARSIE
D14.8 JFK
2^
06
0^
NOT TO SCALE
06
2^
090^
JFK
KENNEDY
D
(H)
115.9 JFK
Brooklyn CGAS
(closed)
0
15
KRSTL
04
5^
73-40
5.0
4.0
73-50
1500'
ALTITUDE
2.0
530'
KRSTL
D5.0 IHIQ
GS 1500'
045^
D0.5
IHIQ
1500'
Gnd speed-Kts
140
160
212'(200')
180
PAPI-L
2000' 3000'
12'
JFK
115.9 DUFFY
R-062
via
RT
CIRCLE-TO-LAND
4L
1 LOC (GS out)

MDA(H)
400'(388')
RVR
50 or1
Max
Kts
.BAN:.FAF. 1 RADAR or DME required.
MDA(H)
140
1020'(1006') -21 4
40 or 3 4
CHANGES: REIL deleted,

deleted. airport elevation.
TDZE
4.4
120
ILS
TCH 57'
045^
ILS GS
3.00^
646 753 861 969
LOC Descent Angle
[3.00^]
MAP at D0.5 IHIQ or KRSTL to MAP4.4 2:12 1:53 1:39 1:28
RVR
3.0
73-40850'
1180'
5.0
A
M C
E
N
D
10
A D
73-50
AROKE
DA(H)
D1
IHIQ
D10.0 IHIQ
2000'
1 80 ^
ILS DME
D10.0
IHIQIHIQ
DME
LOC
74-00out)
(GS
2000'
045^ 110.9 IHIQ
AROKE
AROKE
D10.0 IHIQ
74-00
5
190^
0
D1
40-30
D5.0 IHIQ
RADAR FIX
1 2 0^
D0.5
IHIQ
TERPS
2^
24
DUFFY
030^
300^
112.3 CRI
CRI
D
(T)
441'
480'
090^
40-40
2800'
33
10
441' 441'
CMK
116.6
MISSED
APCH FIX
605'
La Guardia
1505'
649'
2000'
RVR
60 or11 4
165
| JEPPESEN, 2007,
1998, 2011. ALL RIGHTS RESERVED.
KJFK/JFK
BRIEFING STRIP
TM
KENNEDY INTL
128.72
D-ATIS Arrival
(NE)
117.7
22-6
(SW)
115.4
127.4
(Rwys 4L/22R & 13R/31L)
121.9
(Rwys 4R/22L & 13L/31R)
LNAV/VNAV
DA(H)
(586')
1800'
315^
Ground
KENNEDY Tower
123.9
119.1
Minimum Alt
MEALS
(1786')
RNAV (GPS) Y Rwy 31L
.Eff.10.Mar.
Final
Apch Crs
RNAV
NEW YORK, NY
JEPPESEN
4 MAR 11
Apt Elev
14'
TDZE
14'
600'
MISSED APCH: Climb to 2000' direct OMEME and LEFT turn on 216^
2900'
track to NELRE then climb to 3000' on 165^ track to CHANT

and hold.
Alt Set: INCHES
Trans level: FL 180
Trans alt: 18000'
1. For uncompensated Baro-VNAV systems, LNAV/VNAV not authorized below -15^C

(5^F) or above 49^C (120^F). 2. DME/DME RNP-0.30 not authorized. 3. VGSI and
RNAV glidepath not coincident.
10.0
RW31L
3000
9
20 . 5
00
120^
5^
16
.0
17
277'
MEALS
115.9 JFK
JFK
KENNEDY
40-35
CHANT
012^
NOT TO
SCALE
0
15
192^ 5 NM
D
(H)
230^
360'
17'
MISSED
APCH FIX
(IAF)
SESKE
230
^
NELRE
1 DEER PARK VOR
Procedure not authorized

for arrivals on DPK VOR
airway radials R-221
clockwise R-258.
2900'
21
6^
7.1
10
OMEME
210 ^
MSA RW31L
31
180^
5^
(IF)
ZACHS
40-30
050
^
0
D1
20 . 0
00
73-50
RECOMMENDED
ALTITUDES
DIST to THR ALTITUDE
D2
0
(IAF)
0 7.8
1660'
1340'
1020'
73-50
700'
30 5 0
00 ^
5.0
4.0
3.0
2.0
WUNKA
40-25
CHANT
73-30
ZACHS
2 LNAV only.
MEALS
RW31L
1.6 NM
to RW31L
[3.0
1800'
0^]
2000'
315^
[TCH 48']
TDZE
14'
0
Gnd speed-Kts
Descent Angle
[3.00^]
1.6
3.8
120
140
160
180
637
743
849
955
6.8
5.4
12.2
MALSR
2000'
PAPI
OMEME
MAP at RW31L

TERPS AMEND 1B 10 MAR 2011
LNAV/VNAV
DA(H)
600'(586')
RAIL or ALS out
CIRCLE-TO-LAND
31L
LNAV
MDA(H)
600'(586')
RAIL out
ALS out
Max
Kts
MDA(H)
11 2
140
640'(626')-1 3 4
13 4
165
640'(626')-2
2
D
CHANGES: Missed approach, notes, VDP distance, minimums.

TRaining Day A340 Rad Circling Approach Traps PDF

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TRaining Day A340 Rad Circling Approach Traps PDF

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Circ lin g Tra p s

To ensure crew are aware of the design criteria for a circling

Air China Flight 129 CFIT accident

On the centerline on PAPI!

CFIT on a 784 feet hill 2.2 NM on the extended

Busan Circling minimums

Busan Visual aids to Circling (1/2)

Note the circling

Busan Visual aids to Circling (2/2)

- No restriction on use of PAPI.

Was the aircraft outside protected airspace? (1/3)

Was the aircraft outside protected airspace? (2/3)

Was the aircraft outside

Downwind too close. Could this happen to you?

Aircraft still had 60 degrees

Did you know?

Had there been EGPWS fitted

Warnings would have been generated 27 seconds

Traps on this approach?

Traps on this approach?

Chart centered South, no terrain shown North

No local knowledge, Stay South of freeway

What Is A Circling Approach?

It is a visual flight maneuver

Design Criteria (Pans Ops)

Design: Visual Maneuvering Area

= 2 (r) + a straight segment

(r) is the airplanes turn radius

ICAO Pans Ops Design

Obstacle Clearance & OCA/H

PANS OPS example..

Visual Maneuvering (Circling) Area

It is permissible to eliminate from consideration a particular sector where a

Pans-Ops vs. TERPS

Pans-Ops vs. TERPS

Circ lin g Ap p ro a c h Ch a rts

Pans-Ops Chart Legends

TERPS Chart Legends

TERPS Margin notation only appears on charts printed after 21

IAP Design Indicators (1/2)

IAP Design Indicators (2/2)

Cre w Ac tio n s to m itig a te th e ris k

Risk Mitigation (1/3)

Risk Mitigation (2/3)

Risk Mitigation (3/3)

- Readings below 300 feet before you are in the slot, in

Cre w Ac tio n s to m itig a te th e ris k

For Discussion Purposes38Only

S = 1.76nm (150kt Groundspeed) or

Approximate Rate Of Descent

CAUTION! Approach must be stable 400ft a.a.l.

Various Visual Entries are possible!

Missed Approach Go-Around

Should a go-around be necessary after breakoff from the

Typ e S p e c ific S OP h ig h lig h ts -

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Typ e S p e c ific S OP h ig h lig h ts

Missed Approach Go-Around

Busan charts today

Typ e S p e c ific S OP h ig h lig h ts

Circling Approach Approach Preparation