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

A330/A340

Flight Crew Training Manual

The content of this document is the property of Airbus. It is supplied in

confidence and commercial security on its contents must be maintained.

It must not be used for any purpose other than that for which it is supplied, nor may

information contained in it be disclosed to unauthorized persons. It must not be

reproduced in whole or in part without permission in writing from the owners of the copyright.

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FLIGHT CREW TRAINING MANUAL

INTRODUCTION

TABLE OF CONTENTS

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JAN 09/07

00.010

GENERAL INTRODUCTION

-- FOREWORDS

-- COMMENTS - QUESTIONS - SUGGESTIONS

00.030

AIRCRAFT ALLOCATION TABLE

00.040

LIST OF SECTIONS

00.070

LIST OF MODIFICATIONS

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INTRODUCTION

GENERAL INTRODUCTION

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MSN 0002-0860

FOREWORDS

The Flight Crew Training Manual (FCTM) is published as a supplement to the
Flight Crew Operating Manual (FCOM) and is designed to provide pilots with
practical information on how to operate the Airbus A330 and A340 aircraft. It
should be read in conjunction with the FCOM. If there is any conflicting
information, the FCOM is the overriding reference.

Airline training policy may be different for some sections. If this is the case, the
airline training policy is the overriding authority.

MSN 0002-0860

COMMENTS - QUESTIONS - SUGGESTIONS

FCTM holders and users are encouraged to submit any questions and

suggestions about this manual to:

The following email address:

fltops.trainingdata@airbus.com

Or, to the following mailing address:

ATTN: Flight Operations Support

STLT

1, Rond point Maurice BELLONTE

31707 BLAGNAC CEDEX- FRANCE

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TABLE OF CONTENTS

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INTRODUCTION

-- INTRODUCTION

-- OPERATIONAL GOLDEN RULES

01.020

FLIGHT CONTROLS

-- INTRODUCTION

-- NORMAL LAW

-- TWO-ENGINE FAILURE

-- ALTERNATE LAW

-- DIRECT LAW

-- INDICATIONS

-- PROTECTIONS

-- MECHANICAL BACKUP

-- BACKUP

-- ABNORMAL ATTITUDES

-- SIDESTICK AND PRIORITY P/B

01.030

AP / FD / ATHR

-- AUTOPILOT/FLIGHT DIRECTOR

-- AUTOTHRUST (A/THR)

-- AP, FD, A/THR MODE CHANGES AND REVERSIONS

-- TRIPLE CLICK

01.040

ECAM

-- PURPOSE OF THE ECAM

-- MAIN PRINCIPLES

-- ECAM HANDLING

-- USE OF SUMMARIES

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INTRODUCTION

MSN 0002-0860

The Airbus cockpit is designed to achieve pilot operational needs throughout the
aircraft operating environment, while ensuring maximum commonality within the
Fly by Wire family. The cockpit design objectives are driven by three criteria:

Reinforce the safety of flight

Improve efficiency of flight

Answer pilot requirements in a continuously changing environment

Airbus operational rules result from the design concept, more particularly from
the following systems:

The

Fly by wire

system with its control laws and protections, commanded

through the side stick,

integrated Auto Flight System

comprising:

-- The FMS interfaced through the MCDU
-- The AP/FD interfaced through the FCU,
-- The A/THR interfaced through the non back driven thrust levers,
-- The FMA, providing Guidance targets and Information, to monitor the AFS

A set of

Display units

(DU) providing information and parameters required by

the crew
-- To operate and to navigate the aircraft (the EFIS)
-- To communicate (the DCDU)
-- To manage the aircraft systems (the ECAM)
-- FMA interface to provide Guidance targets and information to monitor the

AFS/FD

Forward Facing Cockpit Layout

with "Lights out" or "Dark Cockpit"

concept assisting the crew to properly control the various aircraft systems.

The operational rules applicable to these specific features are given in the other
sections of this chapter.

OPERATIONAL GOLDEN RULES

MSN 0002-0860

1. The aircraft can be flown like any other aircraft

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2. Fly, navigate, communicate - in that order

3. One head up at all times

4. Cross check the accuracy of the FMS

5. Know your FMA at all times

6. When things dont go as expected - take over

7. Use the proper level of automation for the task

8. Practice task sharing and back-up each other

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INTRODUCTION

MSN 0002-0860

The relationship between the Pilot Flyings (PFs) input on the sidestick, and the
aircrafts response, is referred to as control law. This relationship determines the
handling characteristics of the aircraft.

There are three sets of control laws, and they are provided according to the
status of the: Computers, peripherals, and hydraulic generation.

The three sets of control laws are:

Normal law

Alternate law

Direct law.

NORMAL LAW

MSN 0002-0860

OBJECTIVES

The aim of normal law is to provide the following handling characteristics within
the normal flight envelope (regardless of aircraft speed, altitude, gross weight
and CG):

Aircraft must be stable and maneuverable

The same response must be consistently obtained from the aircraft

The Actions on the sidestick must be balanced in pitch and in roll.

The normal law handling characteristics, at the flight envelope limit are:

The PF has full authority to achieve Maximum aircraft Performance

The PF can have instinctive/immediate reaction, in the event of an emergency

There is a reduced possibility of overcontrolling or overstressing the aircraft.

Normal Law is the law that is most commonly available, and it handles single
failures.

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CHARACTERISTICS IN PITCH

IN FLIGHT

When the PF performs sidestick inputs, a constant G-load maneuver is ordered,
and the aircraft responds with a G-Load/Pitch rate. Therefore, the PFs order is
consistent with the response that is "naturally" expected from the aircraft: Pitch
rate at low speed; Flight Path Rate or G, at high speed.

So, if there is no input on the stick:

The aircraft maintains the flight path, even in case of speed changes

In case of configuration changes or thrust variations, the aircraft compensates

for the pitching moment effects

In turbulence, small deviations occur on the flight path. However, the aircraft

tends to regain a steady condition.

AIRBUS PITCH CHARACTERISTIC

+ 2.5 g

+ 1.0 g

0 g

− 1.0 g

Sidestick released

Sidestick pulled

Sidestick released

Sidestick pushed

FOF 01020 03732 0001

Operational Recommendation:

Since the aircraft is stable and auto-trimmed, the PF needs to perform minor
corrections on the sidestick, if the aircraft deviates from its intended flight path.

The PF should not fight the sidestick, or overcontrol it. If the PF senses an
overcontrol, the sidestick should be released.

AT TAKEOFF AND LANDING

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The above-mentioned pitch law is not the most appropriate for takeoff and flare,
because the stable flight path is not what the PF naturally expects.

Therefore,

the computers automatically adapt the control laws to the flight phases:

GROUND LAW: The control law is direct law

FLARE LAW: The control law is a smoother direct law.

Operational Recommendation:

Takeoff and landing maneuvers are naturally achieved. For example, a flare
requires the PF to apply permanent aft pressure on the sidestick, in order to
achieve a progressive flare.

Whereas, derotation consists of smoothly flying

the nosegear down, by applying slight aft pressure on the sidestick.

LATERAL CHARACTERISTICS

NORMAL CONDITIONS

When the PF performs a lateral input on the sidestick, a roll rate is ordered and
naturally obtained.

Therefore, at a bank angle of less than 33 degrees, with no input on the
sidestick, a zero roll rate is ordered, and the current bank angle is maintained.
Consequently, the aircraft is laterally stable, and no aileron trim is required.

However, lateral law is also a mixture of roll and yaw demand with:

-- Automatic turn coordination

-- Automatic yaw damping

-- Initial yaw damper response to a major aircraft assymetry.

In addition, if the bank angle is less than 33 degrees, pitch compensation is
provided.

If the bank angle is greater than 33 degrees, spiral stability is reintroduced and
pitch compensation is no longer available. This is because, in normal situations,
there is no operational reason to fly with such high bank angles for a long
period of time.

AIRBUS LATERAL CHARACTERISTIC

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Bank angle limit

67°

33°

FOF 01020 03733 0001

(When pilot releases the stick)

Turn coordination provided

Return to 33°

Attitude maintained

Pitch and bank remain constant

o Pitch com

pensation

Bank angle reduces

to 33°

Operational Recommendation:

During a normal turn (bank angle less than 33 degrees), in level flight:

The PF moves the sidestick laterally (the more the sidestick is moved

laterally, the greater the resulting roll rate - e.g. 15 degrees/second at max
deflection)

Not necessary to make a pitch correction

Not necessary to use the rudder.

In the case of steep turns (bank angle greater than 33 degrees), the PF must
apply:

Lateral pressure on the sidestick to maintain bank

Aft pressure on the sidestick to maintain level flight.

ENGINE FAILURE

In flight, if an engine failure occurs, and no input is applied on the sidestick,
lateral normal law controls the natural tendency of the aircraft to roll and yaw.

If no input is applied on the sidestick, the aircraft will reach an approximate
5-degree constant bank angle, a constant sideslip, and a slowly-diverging
heading rate.

The lateral behavior of aircraft is safe.

However, the PF is best suited to adapt the lateral trimming technique, when
necessary. From a performance standpoint, the most effective flying technique, in

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the event of an engine failure at takeoff, is to fly a constant heading with roll
surfaces retracted. This technique dictates the amount of rudder that is required,
and the resulting residual sideslip.

As a result, to indicate the amount of rudder that is required to correctly fly with
an engine-out at takeoff, the measured sideslip index is shifted on the PFD by
the computed, residual-sideslip value. This index appears in blue, instead of in
yellow, and is referred to as the beta target. If the rudder pedal is pressed to
center the beta target index, the PF will fly with the residual slip, as required by
the engine-out condition. Therefore, the aircraft will fly at a constant heading with
ailerons and spoilers close to neutral position.

BETA TARGET ON PFD

Blue Side Slip
target or
Bêta Target

FOF 01020 03734 0001

Operational Recommendation:

In the case of an engine failure at takeoff, the PF must:

Smoothly adjust pitch to maintain a safe speed (as per SRS guidance)

Center the Beta target (there is no hurry, because the aircraft is laterally

safe)

When appropriate, trim the aircraft laterally using the rudder trim

Apply small lateral sidestick inputs, so that the aircraft flies the appropriate

heading.

AVAILABLE PROTECTIONS

Normal Law provides five different protections (Refer to the "Protections"

paragraph):

High angle-of-attack protection

Load factor protection

High pitch attitude protection

Bank angle protection

High speed protection.

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TWO-ENGINE FAILURE

MSN 0002-0011 0013-0016 0018-0029 0031-0035 0038-0044 0046-0049 0051-0053 0056-0058

0061 0063 0074-0076 0078-0081 0084-0085 0088-0094 0097 0101 0103-0104 0114-0115 0117
0123-0126 0128-0131 0133-0137 0139 0141-0142 0145-0147 0149-0152 0154 0156-0161
0163-0164 0166-0170 0173-0176 0178-0180 0182 0185-0187 0190 0192-0194 0196-0197 0199
0201-0202 0204 0207-0208 0210 0212-0218 0220-0221 0225 0227-0228 0233 0235-0237
0239 0242-0243 0245-0246 0252 0257 0260 0263-0264 0268 0270 0273-0274 0278 0280
0282 0292 0297 0302 0304 0307 0310 0318-0319 0321 0325 0327 0329 0331-0332
0335 0347 0352 0354-0355 0359 0363 0367 0371 0373-0374 0376-0379 0381 0383 0385
0387 0390-0391 0394-0395 0399 0402 0406 0410-0411 0413-0417 0424 0426 0429-0431
0433-0436 0438 0440 0442 0445-0447 0449-0450 0453 0457 0459-0460 0464 0467-0468
0470-0471 0474-0475 0478 0482-0483 0485 0488 0492 0495 0499 0514 0517 0520 0523
0528 0531 0534 0537-0538 0540-0541 0543-0547 0554 0556-0557 0559-0563 0566 0569
0572 0575 0577 0580 0582-0583 0585-0586 0590 0598 0601 0604 0606 0608 0611 0615
0617 0619 0622 0624 0626 0628 0630 0639 0643 0646 0651 0668 0672 0677 0681 0685
0689 0694 0698 0702 0706 0710 0715 0719 0723 0727 0731 0736 0740 0744 0748 0753
0757 0761-0768 0771 0775 0779 0783 0787 0790 0793-0794 0798 0800 0804 0812 0829
0835 0837 0844 0846 0848

In the case of a two-engine failure during go-around, the aircraft speed will most
probably be below VMCL-2. In this case, even with full rudder pedal, the PF will
not be able to center the Beta Target, because the rudder is less efficient at
such a low speed. This is a good indication that the PF should accelerate.
Furthermore, this indication is enhanced by a VLS increase on the PFD, and by
a pitch down order of the FD bars in SRS mode.

MSN 0002-0860

ALTERNATE LAW

In some double failure cases, the integrity and redundancy of the computers and
of the peripherals are not sufficient to achieve normal law and associated
protections. System degradation is progressive, and will evolve according to the
availability of remaining peripherals or computers.

In addition, depending on the type of failure, the control law may either be
Alternate 1 or Alternate 2.

Alternate law characteristics (usually triggered in case of a dual failure):

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In pitch: Same as in normal law

In roll: Same as in normal law (ALTN1), or Roll Direct (ALTN2)

In yaw: Same as in normal law (ALTN1), or degraded (ALTN2)

Most protections are lost, except :

-- Load factor protection
-- Bank angle protection, if normal roll is still available (ALTN1 only).

At the flight envelope limit, the aircraft

is not protected:

In high speed, natural aircraft static stability is restored with an overspeed

warning

In low speed, the auto pitch trim stops at Vc prot (below VLS), and natural

longitudinal static stability is restored, with a stall warning at 1.03 VS1g.

In certain failure cases, such as the loss of VS1g computation or the loss of two
ADRs, the longitudinal static stability cannot be restored at low speed. In the
case of a loss of three ADRs, it cannot be restored at high speed.

In alternate law, VMO/MMO settings are reduced (see ECAM indications here
after), and

A FLOOR is inhibited.

Operational Recommendation:

The handling characteristics within the normal flight envelope, are identical in
pitch with normal law.

Outside the normal flight envelope, the PF must take appropriate preventive
actions to avoid losing control, and/or avoid high speed excursions. These
actions are the same as those that would be applied in any

case where non

protected aircraft (e.g. in case of stall warning: add thrust, reduce pitch, check
speedbrakes retracted).

DIRECT LAW

MSN 0002-0860

In most triple failure cases, direct law triggers. When this occurs:

Elevator deflection is proportional to stick deflection. Maximum deflection

depends on the configuration and on the CG

Aileron and spoiler deflections are proportional to stick deflection, but vary with

the aircraft configuration

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Pitch trim is commanded manually

Yaw damper and minimum turn coordination are provided.

Handling characteristics are natural, of high-quality aircraft, almost independent of
the configuration and of the CG.

Therefore, the aircraft obviously has no

protections, no automatic pitch trim, but overspeed or stall warnings.

Operational Recommendation:

The PF must avoid performing large thrust changes, or sudden speedbrake
movements, particularly if the center of gravity is aft. If the speedbrakes are out,
and the aircraft has been re-trimmed, the PF must gently retract the
speedbrakes, to give the aircraft time to retrim, and thereby avoid a large,
nose-down trim change.

INDICATIONS

MSN 0002-0011 0013-0016 0018-0029 0031-0035 0038-0044 0046-0049 0051-0053 0056-0058

The ECAM and PFD indicate any control law degradation.

On the ECAM

In Alternate Law:

FLT CTL ALTN LAW (PROT LOST)

MAX SPEED

305/.82

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In Direct Law:

FLT CTL DIRECT LAW (PROT LOST)

MAX SPEED

305/.80

MAN PITCH TRIM USE

On the PFD

The PFD enhances the PF’s awarness of the status of flight controls.

Specific symbols (= in green), and specific formatting of low speed information
on the speed scale in normal law, indicate which protections are available.

When protections are lost, amber crosses (XXX) appear, instead of the green
protection symbols (=).

When automatic pitch trim is no longer available, the PFD indicates this with an
amber USE MAN PITCH TRIM" message below the FMA.

FLY-BY-WIRE STATUS AWARENESS VIA THE PFD

USE MAN PITCH TRIM

ALTN

NORMAL

DIRECT

FOF 01020 03762 0001

Therefore, by simply looking at this main instrument (PFD), the flight crew is

immediately aware of the status of flight controls, and the operational
consequences.

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MSN 0012 0017 0030 0037 0045 0050 0054-0055 0059-0060 0062 0064-0073 0077

0082-0083 0086-0087 0095-0096 0098-0100 0102 0106-0113 0116 0118-0122 0127 0132 0138
0140 0143-0144 0148 0153 0155 0162 0165 0171-0172 0177 0181 0183-0184 0188-0189
0191 0195 0198 0200 0203 0205-0206 0209 0211 0219 0222-0224 0226 0229-0232 0234
0238 0240-0241 0244 0247-0251 0253-0256 0258-0259 0261-0262 0265-0267 0269 0271-0272
0275-0277 0279 0281 0283-0291 0293-0296 0299-0301 0303 0305-0306 0308-0309 0311-0317
0320 0322-0324 0326 0328 0330 0333-0334 0337-0346 0348-0351 0353 0356-0358 0361-0362
0364-0366 0368-0370 0372 0375 0380 0382 0384 0386 0388-0389 0392-0393 0396-0398
0400-0401 0403-0405 0407-0409 0412 0418-0423 0425 0427-0428 0432 0437 0439 0441
0443-0444 0448 0451-0452 0454-0456 0458 0461-0463 0465-0466 0469 0472-0473 0476-0477
0479-0481 0484 0486-0487 0489-0491 0493-0494 0496-0498 0500-0513 0515-0516 0518-0519
0521-0522 0524-0527 0529-0530 0532-0533 0535-0536 0539 0542 0548-0553 0555 0558
0564-0565 0567-0568 0570-0571 0573-0574 0576 0578-0579 0581 0584 0587-0588 0591-0597
0600 0602-0603 0605 0607 0609-0610 0612-0614 0616 0618 0620-0621 0623 0625 0627
0629 0631-0638 0640-0642 0644-0645 0647-0650 0652-0667 0669-0671 0673-0676 0678-0680
0682-0684 0686-0688 0690-0693 0695-0697 0699-0701 0703-0705 0707-0709 0711-0714
0716-0718 0720-0722 0724-0726 0728-0730 0732-0735 0737-0739 0741-0743 0745-0747
0749-0752 0754-0756 0758-0760 0769-0770 0772-0774 0776-0778 0780-0782 0784-0786
0788-0789 0791-0792 0795-0797 0799 0801-0803 0805-0811 0813-0828 0830-0834 0836
0838-0843 0845 0847 0849-0860

The ECAM and PFD indicate any control law degradation.

On the ECAM

In Alternate Law:

FLT CTL ALTN LAW (PROT LOST)

MAX SPEED

330/.82

In Direct Law:

FLT CTL DIRECT LAW (PROT LOST)

MAX SPEED

330/.80

MAN PITCH TRIM USE

On the PFD

The PFD enhances the PF’s awarness of the status of flight controls.

Specific symbols (= in green), and specific formatting of low speed information
on the speed scale in normal law, indicate which protections are available.

When protections are lost, amber crosses (XXX) appear, instead of the green
protection symbols (=).

When automatic pitch trim is no longer available, the PFD indicates this with an
amber USE MAN PITCH TRIM" message below the FMA.

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Airbus A330/A340. Flight Crew Training Manual (2007) - page 1