Content .. 3 4 5 6 ..

Airbus A330/A340. Flight Crew Training Manual (2007) - page 5

FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

GENERAL

02.010

JAN 09/07

cockpit

cabin

Passenger Address (PA)

System:

"PASSENGERS

EVACUATE!"

The Captain orders an

immediate evacuation

cabin

cockpit

Interphone:

"PRIO CAPT"

Any cabin crewmember can

make such a call. The flight

crew must reply

CROSS-COCKPIT COMMUNICATION

The term "cross-cockpit communication" refers to communication between the PF
and the PNF. This communication is vital for any flight crew. Each time one flight
crewmember adjusts or changes information and/or equipment on the flight deck,
the other flight crewmember must be notified, and an acknowledgement must be
obtained.

Such adjustments and changes include:

FMGS alterations

Changes in speed or Mach

Tuning navigation aids

Flight path modifications

System selections (e.g. anti-ice system)

When using cross-cockpit communication, standard phraseology is essential to
ensure effective flight crew communication. This phraseology

should be concise

and exact, and is defined in the FCOM 3.03.90.

The flight crew must use the headset:

From the ENGINE START phase until the TOP OF CLIMB phase

From The TOP OF DESCENT phase until the aircraft is parked.

"STERILE" COCKPIT RULE

When the aircraft is below 10 000 feet, any conversation that is not essential
should be avoided: This includes conversations that take place in the cockpit, or
between the flight and cabin crewmembers. It is important to adhere to this
policy, in order to facilitate communication between both of the flight crew, and to
ensure the effective communication of emergency or safety-related information,
between flight and cabin crew members.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

GENERAL

02.010

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HIGHLIGHTS

(1)

Ref to FCOM is corrected

(2)

Harmonization with the emergency calls from the CCOM

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

PRE START

02.020

JAN 09/07

MEL

MSN 0002-0860

GENERAL

The Master Minimum Equipment List (MMEL) is published by the aircraft
manufacturer. It is a certified document that enables an aircraft to be dispatched,
with some equipment, or functions inoperative. Some limitations, operational
procedures and/or maintenance procedures may have to be performed.

The

Minimum Equipment List (MEL) is published by the operator, and approved by
local authorities. It must be at least as restrictive as MMEL. The MMEL cannot
be used to replace the MEL.

Aircraft can be dispatched with one, or more,

secondary airframe part/parts

missing. In this case, the flight crew must refer to the Configuration Deviation
List (CDL), in the Aircraft Flight Manual.

MMEL PHILOSOPHY

To introduce an item in the MMEL, the manufacturer must demonstrate first that
the consequences of the system failure are no more than minor on the flight.
The manufacturer must demonstrate then, that the next critical failure, i.e. the
failure that has the most critical effect on aircraft operation when added to the
initial failure, maintains the level of safety.

In some cases, this level of safety is maintained provided (o) or (m) procedures
are observed.

As an example, the aircraft dispatch with one pack inoperative induces a flight
level limitation whereas a pack failure in flight does not induce a flight level
limitation.

ATA 100 FORMAT

All items/equipment listed in the MEL are identified using the Air Transport
Association (ATA) format. The ATA is the official reference for the classification of
aircraft systems and/or functions. The aircraft systems/functions are classified with
six digits. For example, 21-52-01 refers to:

21: ATA 21: Air conditioning

52: Air-cooling system

01: Air conditioning pack

MEL DESCRIPTION

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FLIGHT CREW TRAINING MANUAL

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The MEL has four parts:

ECAM warnings/ MEL entry

List of items that may be inoperative for dispatch

Associated operational procedures

Associated maintenance procedures

MEL OPERATIONAL USE

The MEL usually applies to revenue flights, and should be consulted before taxi
out. If a failure occurs during taxi out, and before the take off roll starts, the
decision to continue the flight is subject to pilot judgment and good airmanship.
The Captain may consult the MEL before deciding to continue the flight
(particularly if the failure has an effect on the takeoff performance).

During preliminary cockpit preparation, the flight crew must press the RCL P/B,
for at least 3 seconds, in order to recall any previous cautions or warnings that
have been cleared or cancelled. The flight crew should consult the technical
logbook to confirm that the indications are compatible with the MEL.

A failure may occur if a Circuit Breaker (C/B) disengages. When on ground, do
not re-engage any fuel pump C/Bs. The flight crew may re-engage any other
tripped C/Bs, provided that the action is coordinated with the maintenance team,
and the cause of the tripped C/B is identified.

The MMEL section 0 is called ECAM Warnings/MMEL Entry. The purpose of this
section is to help the flight crew to determine the MMEL entry point, when an
ECAM caution/warning message triggers. The ECAM Warnings/MMEL Entry
section provides the relationship between the ECAM caution/warnings, and MMEL
items, if applicable.

If a failed item does not appear in the MEL, it is not possible to dispatch the
aircraft. However, items that do not affect the airworthiness of the aircraft, such
as galley equipment, entertainment systems, or passenger convenience items, do
not appear in the MEL: The dispatch applicability of these items is not relevant
to the MEL.

In most cases, if the failed item appears in the MEL, the dispatch of the aircraft
is authorized, provided that all dispatch conditions are fulfilled:

Check the rectification time interval has not expired

Consider location and, where repair is possible

(*) Means that an INOP placard is required

(O) Means that a specific operational procedure or limitation is required (Refer

to MEL chapter 2)

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(M) Means that a specific maintenance procedure is required.

When the MEL requires both maintenance and operational procedures, the
maintenance procedures must be performed before applying the operational
procedures.

MMEL SYMBOL

These symbols indicate requirements for a specific procedure:

(m) maintenance,
(o) operational,
(*) requires a placard in the cockpit.

1 . SYSTEM AND SEQUENCE NUMBERS

ITEM

31−03 Outflow Valve

31−04 Safety Valve

31−05 Landing Elevation

Selection

MASTER MINIMUM EQUIPMENT LIST

AIR CONDITIONING

01−21

SEQ 001

P 7

MASTER MINIMUM EQUIPMENT LIST

2 . RECTIFICATION INTERVAL

3 . NUMBER INSTALLED

4 . NUMBER REQUIRED FOR DISPATCH

5 . REMARKS OR EXCEPTIONS

C 2 2

C 2

One automatic motor may be inoperative

on each valve provided they are
associated with the automatic cabin
pressure control system 2.

One may be inoperative in closed

position provided :

1) Both automatic cabin pressure

control systems are operative,
and

2) The three motors on each outflow

valve are operative.

AUTO function may be inoperative.

(m)

* (o)

AIRBUS

FOF 02020 03875 0001

If some items are mandatory for ETOPS dispatch, a mention "ER" (Extended
Range) is added but mandatory items for CATII, CATIII operations, RNP and
RVSM may be not mentioned in the MMEL. However, the MEL should include
these requirements. If it is not the case,

Mandatory items for CATII/III are available in QRH

Mandatory items for RVSM are available in FCOM 2.04.50

Mandatory items for RNP are available in FCOM 2.04.51

The ECAM STATUS page displays maintenance messages that are for
maintenance purposes only. Dispatch with maintenance messages displayed on
the ECAM STATUS page is permitted without specific conditions.

SECURED AND TRANSIT STOP

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

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MSN 0002-0860

If the last checklist performed by the flight crew is SECURING THE AIRCRAFT
C/L, the aircraft is in SECURED STOP. After a SECURED STOP, the flight crew
must perform all items in the Standard Operations Procedure (SOP), for the next
flight.

If the last checklist performed by the flight crew is PARKING C/L, the aircraft is
in TRANSIT STOP.

After a TRANSIT STOP, items indicated by (*), are the only steps to be
completed for TRANSIT PREPARATION. i.e. PRELIMINARY COCKPIT
PREPARATION, EXTERIOR INSPECTION, and COCKPIT PREPARATION.

SAFETY EXTERIOR INSPECTION

MSN 0002-0860

Safety Exterior Inspection is performed to ensure that the aircraft, and its
surroundings, are safe for operations. Items that must be checked include:

Chocks in place

Doors status

Ground mechanic present

Aircraft environment

PRELIMINARY COCKPIT PREPARATION

MSN 0002-0860

OBJECTIVES

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The objectives of the preliminary cockpit preparation are:

To ensure that all safety checks are performed before applying electrical

power:
-- The RCL pb is pressed for at least 3 seconds to display the cautions and

warnings from the previous flight.

-- The technical logbook and the MEL are checked at this stage.

To check the liquid levels i.e. oil, hydraulic and oxygen pressure:

-- The HYD pb is pressed, to check the hydraulic level
-- The ENG pb is pressed, to check engine oil level ( Refer to FCOM 3.03.04)
-- The DOOR pb is pressed, to check the oxygen pressure level

To check the position of the surface control levers, for example, slats/flaps,

and parking brake.

OXYGEN

The ECAM S/D DOOR page displays the oxygen pressure. When the oxygen
pressure is below a defined threshold, an amber half box highlights the value.
This advises the flight crew that the bottle should be refilled. The flight crew
should refer to the minimum flight crew oxygen pressure that is provided in the
FCOM 3.01.35. The prolonged dispatch of the aircraft in such condition is not
recommended.

EXTERIOR INSPECTION

MSN 0002-0860

Standard Operating Procedures (SOP) outline the various elements that the flight
crew must review in greater detail. The objectives of the exterior inspection are:

To obtain a global assessment of the aircraft status. Any missing parts, or

panels will be checked against the Configuration Deviation List (CDL) for
possible dispatch, and any potential operational consequences.

To ensure that main control surfaces are in adequate position relative surface

control levers.

To check that there are no leaks. For example, engine drain mast, hydraulic

lines.

To check the status of the essential visible sensors, i.e. AOA, pitot and static

probes.

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FLIGHT CREW TRAINING MANUAL

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To observe any possible abnormalities on the landing gear status:

-- Wheels and tires status (cut, wear, cracks)
-- Safety pins are removed
-- Brakes status (brake wear pin length with parking brake ON)
-- Length of oleo. Any difference between the two main landing gears must be

reported.

Typically, a 10 bars low pressure in oleo, leading to 60mm oleo

reduction, decreases the tail clearance by approximately 1 ft.

To observe any possible

abnormalities on the engines:

-- Fan blades, turbine exhaust, engine cowl and pylon status
-- Access door closed.

ADIRS INITIALIZATION

MSN 0002-0390 0392-0393 0395-0415 0417-0448 0450-0452 0454-0456 0458-0470 0472-0477

0479-0484 0486-0491 0493-0498 0500-0519 0521-0559 0561-0562 0564-0571 0573-0574
0576-0600 0602-0603 0607 0609-0610 0614-0615 0618 0620-0621 0625-0627 0629-0636
0641-0643 0645-0646 0648-0649 0651-0652 0654-0658 0660-0666 0668-0671 0673-0675
0678-0679 0683 0687-0688 0690-0693 0695-0697 0699-0701 0704-0705 0707 0709 0712-0714
0716-0718 0720 0722 0724-0726 0728-0730 0732-0733 0735 0737 0739 0741-0742 0745
0747 0749 0752 0754-0755 0758 0769 0773-0774 0776-0778 0781-0782 0784 0786 0788
0791 0795-0796 0799 0802 0805-0806 0809 0814 0817-0818 0821-0824 0827-0828 0830
0832-0833 0836 0838 0840-0843 0847 0850-0859

INITIALIZATION: Navigation starting point is set

NAV computation

2 steps

ALIGNMENT: Gyro and altimeters get ready for

FOF 02020 03876 0001

ALIGNMENT

At the beginning of the pre-flight checks, the crew sets the ADIRS selectors to
NAV, in order to start alignment. The alignment takes approximately 10 minutes,
and must be completed before pushback (before any aircraft movement).

In transit:

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FLIGHT CREW TRAINING MANUAL

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ADIRS re-alignment is only necessary, if one of the ADIRS displays a residual
ground speed greater than 5 kt.

In this case, a rapid re-alignment should be performed on all 3 IRSs (by setting
all the ADIRS to OFF, then all back to ON within 5 seconds). The fast alignment
takes approximately one minute. It involves setting the ground speed to 0, and
updating the IRS position to the position of the coordinates on the INITA page
(usually airport reference coordinates). A complete re-alignment is only
recommended for Long-range flights, especially if flown outside radio NAVAID
coverage with Aircraft not equipped with GPS.

INITIALIZATION

The F-PLN origin airport coordinates are extracted from the FMS database.
These coordinates appear on the MCDU INITA page, and are normally used for
initialization. They are the airport reference coordinates.

If a high navigation performance is desired, (i.e. for long-range flights without
GPS and without radio navigation updates, or if low RNP operation is expected),
the crew should adjust the airport reference coordinates to the gate coordinates,
provided that this data is published or available on board. In this case, the flight
crew should use the slew keys successively for Latitude and Longitude, instead
of inserting the coordinates on the scratchpad, (in order to avoid errors).

When performing the BEFORE START C/L, the flight crew will check that the
IRS IN ALIGN ECAM MEMO no longer appears, to indicate that the ADIRS are
in NAV mode.

The crew will check on the POSITION MONITOR page, that the distance
between IRS and FMS position is lower than 5NM. This will permit to detect any
gross error for IRS initialization, which is not visible as long as GPS PRIMARY is
available.

Checking runway and SID display on the ND in comparison with the aircraft
symbol representing the aircraft present position,

(ARC or NAV mode, range 10

NM) during taxi, is a good way to check the global consistency of FMGS entries
(Position and flight plan).

"RESET IRS TO NAV" MCDU MESSAGE

When the ADIRS are in NAV mode, and new origin airport coordinates are
inserted, the RESET IRS TO NAV message triggers.

This occurs in transit, when the flight crew enters a new CO-RTE, or enters a
new FROM-TO city pair on the INIT A page, and does not re-align the ADIRS.

In this case, check the coordinates on the INITA page and compare them with:

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

PRE START

02.020

JAN 09/07

The coordinates of the origin airport, that are provided on the Airport chart, in

order to detect a possible error in airport entry

The ADIRS position (IRS monitor page).

In most cases the ADIRS position and the airport position do not differ
significantly. Therefore, the message may be cleared without realigning the IRSs.

MSN 0391 0394 0416 0449 0453 0457 0471 0478 0485 0492 0499 0520 0560 0563

0572 0575 0601 0604-0606 0608 0611-0612 0616-0617 0619 0622-0624 0628 0637-0640
0644 0647 0650 0653 0659 0667 0672 0676-0677 0680-0682 0684-0686 0689 0694 0698
0702-0703 0706 0708 0710-0711 0715 0719 0721 0723 0727 0731 0734 0736 0738 0740
0743-0744 0746 0748 0750-0751 0753 0756-0757 0759-0768 0770-0772 0775 0779-0780
0783 0785 0787 0789-0790 0792-0794 0797-0798 0800-0801 0803-0804 0807 0810-0813
0815 0819-0820 0825-0826 0829 0831 0834-0835 0837 0839 0844-0846 0848-0849 0860

INITIALIZATION: Navigation starting point is set

NAV computation

2 steps

ALIGNMENT: Gyro and altimeters get ready for

FOF 02020 03876 0001

ALIGNMENT

In transit:

ADIRS re-alignment is only necessary, if one of the ADIRS displays a residual
ground speed greater than 5 kt.

INITIALIZATION

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The ADIRS are automatically initialized at the GPS position. These GPS
coordinates are displayed on the MCDU INIT A page, in replacement of the
airport reference coordinates, after the pilot entered the FROM-TO city pair.

When performing the BEFORE START C/L, the crew will check that the IRS IN
ALIGN ECAM MEMO has disappeared, as a confirmation that the ADIRS are in
NAV mode.

Checking runway and SID display on the ND in comparison with the aircraft
symbol representing the aircraft present position,

(ARC or NAV mode, range 10

NM) during taxi, is a good way to check the global consistency of FMGS entries
(Position and flight plan).

"RESET IRS TO NAV" MCDU MESSAGE

When the ADIRS are in NAV mode, and new origin airport coordinates are
inserted, the RESET IRS TO NAV message triggers. This occurs, in transit, when
the crew performs a fast alignment, since this fast alignment is usually completed
before the crew enters the FROM-TO city pair.

Check the validity of the IRS initialization, before clearing this message.

COCKPIT PREPARATION

MSN 0002-0860

FLOW PATTERN

The scan pattern varies, depending on the pilot status, i.e

PF, PNF, CM1, or

CM2, and the areas of responsibility:

1. Overhead panel: Turn off any white lights (PF)

2. FMGS programming (PF)

3. Glare shield, ECP (CM1/2) and FCU (PF)

4. Lateral console (CM1/2)

5. Centre instrument panel and pedestal (PF)

COCKPIT PREPARATION FLOW PATTERN

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switch off all white lights

FOF 02020 03877 0001

FMGS PROGRAMMING

FMGS programming involves inserting navigation data, then performance data. It
is to be noted that:

Boxed fields must be filled

Blue fields inform the crew that entry is permitted

Green fields are used for FMS generated data, and cannot be changed

Magenta characters identify limits (altitude, speed or time), that FMS will

attempt to meet

Yellow characters indicate a temporary flight plan display

Amber characters signify that the item being displayed is important and

requires immediate action

Small font signifies that data is FMS computed

Large font signifies manually entered data.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

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MCDU
MENU

DIR

PROG

PERF

INIT

DATA

F−PLN

RAD
NAV

FUEL

PRED

SEC

F−PLN

ATC

COMM

OFF

MCDU
MENU

DIR

PROG

PERF

INIT

DATA

F−PLN

RAD
NAV

FUEL

PRED

SEC

F−PLN

ATC

COMM

OFF

F
A

M
C
D

Navigation

Performance

Init B

PERF

Status

Init A

F−PLN

(SEC F−PLN)

RAD NAV

FOF 02020 03878 0001

AIR

PORT

AIR

PORT

The sequence-of-entry in the illustration above is the most practical.

To obtain correct predictions, the fields of the various pages must be completed
correctly, with available planned data for the flight:

DATA

The database validity, NAVAIDs and waypoints (possibly stored in previous
flight), and PERF FACTOR must be checked on the STATUS page.

INIT A

The INIT A page provides access to aircraft present position. The flight crew
will check that it corresponds to the real aircraft position. (Refer to ADIRS
INITIALIZATION part). The history wind is the vertical wind profile, that has
been encountered during the previous descent and should be entered at this
stage if it is representative of the vertical wind profile for the next flight.

F-PLN

The F-PLN A page is to be completed thoroughly including:
-- The take-off runway
-- SID
-- Altitude and speed constraints
-- Correct transition to the cruise waypoint
-- Intended step climb/descents, according to the Computerized Flight Plan

(CFP).

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If time permits, the wind profile along the flight plan may be inserted using
vertical revision through wind prompt.
The flight crew should also check the overall route distance (6th line of the
F-PLN page), versus CFP distance.

SEC F-PLN

The SEC F-PLN should be used to consider an alternate runway for take-off,
a return to departure airfield or a routing to a take-off alternate.

RAD NAV

The RAD NAV page is checked, and any required NAVAID should be manually
entered using ident. If a NAVAID is reported on NOTAM as unreliable, it must
be deselected on the MCDU DATA/POSITION MONITOR/SEL NAVAID page.

INIT B

The flight crew:
-- Inserts the expected ZFWCG/ZFW, and block fuel to initialize a F-PLN

computation.

-- Checks fuel figures consistent with flight preparation fuel figures.
The flight crew will update weight and CG on receipt of the load sheet.
The FMS uses the trip wind for the entire flight from origin to destination. The
trip wind is an average wind component that may be extracted from the CFP.
The trip wind facility is available if the wind profile has not already been
entered.
After Engine start, the INIT B page is no longer available. The flight crew
should use the FUEL PRED page for weight and fuel data insertion, if required.
The Init B page should not be completed immediately after Init A, because the
FMGS would begin to compute F-PLN predictions. This would slow down the
entry procedure.

PERF

The thrust reduction altitude/acceleration altitude (THR RED /ACC) are set to
default at 1500ft, or at a value defined by airline

policy. The THR RED/ACC

may be changed in the PERF TAKE-OFF page, if required. The flight crew
should consider the applicable noise abatement procedure.
The one-engine-out acceleration altitude must:
-- Be at least 400 ft above airport altitude
-- Ensure that the net flight path is 35 ft above obstacles
-- Ensure that the maximum time for takeoff thrust is not exceeded.
Therefore, there are generally a minimum and a maximum one-engine-out
acceleration altitude values. The minimum value satisfies the first two criteria.
The maximum value satisfies the last one. Any value between those two may
be retained. The one-engine-out acceleration altitude is usually defaulted to
1500 ft AGL, and may be updated as required.
The flight crew uses the PERF CLB page to pre-select a speed. For example,
"Green Dot" speed for a sharp turn after take-off.

The crew may also check on the PROG page the CRZ FL, MAX REC FL and
OPT FL.

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When the FMGS has been programmed, the PNF should then cross check the
information before the take-off briefing.

When the predictions are available, the

crew may print the PREFLIGHT DATA. This print provides all the predictions that
may be used during the initial part of the flight.

TAKE-OFF BRIEFING

The PF should perform the takeoff briefing at the gate , when the flight crew
workload permits, Cockpit preparation has been completed and, before engine
start.

The takeoff briefing should be relevant, concise and chronological. When a main
parameter is referred to by the PF, both flight crewmembers must crosscheck
that the parameter has been set or programmed correctly. The takeoff briefing
covers the following:

TAKE OFF BRIEFING WITH ASSOCIATED CHECKS

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−

113°

0 6 0

1 4 5

1 3 2

0 4 0

9 . 4

V O R 1

T O U

35°C

INIT

ZFWCG / ZFW

TAXI

TRIP TIME

RTE RSV / %

0.2 /

ALTN / TIME

0.5 / 0013

FINAL / TIME

1.6 / 0038

EXTRA / TIME

1.6 / 0038

2.3 / 0100

8.7

/ 55.0

BLOCK

6.0

TOW

60.8

58.5

0.2

25.0

LFB014R

H144°

900

C144°

D144H

C356°

TOU

(SPD)

(LIM)

DEST

LFP026

TIME

0000

BRG144°

0000

TRK144°

0002

0005

TIME

0100

AI123

PD / ALT

1NM

55/ 900

250/ FL088

DIST

360

EF0B

3.5

" / 3130

FROM

145/ 490

132

135

145

TRANS ALT

5000

THR RED / ACC

1990 / 3500

FLP RETR

TAKE OFF

SLT RETR

CLEAN

145

189

207

RWY

14R

TO SHIFT

FLAPS/THS

2 / UP1.0

FLEX TO TEMP

60°

ENG OUT ACC

1990

NEXT

PHASE>

[M]

[ ]*

Miscellaneous

250/ FL100

0
0

0
8

1
%

°C

2
%

−

113°

H M

0
0

0
8

in Hg

ILS

PLAN

VOR

NAV

ROSE

160

320

OFF

ADF

VOR

ADF

VOR

0 1

OFF

ADF

VOR

ADF

VOR

ILS

PLAN

ARC

VOR

NAV

ROSE

160

320

in Hg

ARC

ENG

ILS

PULL
STD

WPT

VOR.D

NDB

ARPT

CSTR

WPT

ILS

VOR.D

NDB

ARPT

PULL
STD

QNH

QFE

QNH

QFE

V 1 , V 2

F L E X T O G A

R A D N A V

F O B

MAN V/S

ENG

PARK BRK

OVHD INTEG LT

OFF

BRT

MAN V/S

APU

DOOR

WHEEL

F/CTL

ALL

PRESS

ENG

EL/AC

EL/DC

FUEL

COND

BLEED

T.O.

CONFIG

EMER
CANC

A D F

D M E

2 1

1 5

E T

R
U
N

MIN

STOP

S E T

RUN

RST

D Y
MO

H R

C H R

E T

G M T

m i n

min

CHR

DATE

S I D

F i r s t a s s i g n e d F L

MAN V/S

FOF 02020 03879 0001

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