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

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Airbus A330/A340. Flight Crew Training Manual (2007) - page 6

FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

PRE START

02.020

JAN 09/07

() items that must be cross−checked on associated display.

Miscellaneous

Aircraft type and model (Tail strike awareness)

NOTAMS

Aircraft technical status (MEL and CDL considerations, relevant OEB)

Weather
RWY conditions
Use of ENG/Wings Anti Ice
ENG Start Procedure
Push Back
Expected Taxi Clearence
Use of Radar
Use of Packs for Takeoff

Estimated TOW

INT B

PAGE

TAKEOFF PERF

PAGE

Extra time at destination

T/O RWY
T/O CONF

TRANS ALT
THR RED / ACC Altitude

Minimum Safe Altitude

(FOB on EW/D)

FLEX TOGA on EW/D)

(V1, V2 on PFD)

...................................................................

....................................................................

FLIGHT

PLAN

Abnormal operations

First assigned FL

V1, VR, V2

FLEX / TOGA

.....................................................

RAD NAV

(RAD NAV on ND)

(SID on MCDU FPLN page)

(altitude target in blue on PFD)

.................................

..................................................................

For any failure before V1:

CAPT will call "STOP" or "GO"

In case of failure after V1:

Continue T/O, No action before 400ft AGL except gear up
Reaching 400ft AGL, ECAM actions
Reaching EO ACC altitude, Stop ECAm, Push for ALT, acceleration
and clean up
At green dor: OP CLB, MCT, continue ECAM, after T/O C/L, status
ENG Out routing: EOSID, SID, radar vector, immediate return...

Block Fuel

FOF 02020 03880 0001

Flight Plan description

.............................

FMS UPDATING

When the load and trim sheet is available, the flight crew:

Updates the ZFWCG/ZFW

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

PRE START

02.020

JAN 09/07

Checks that the TOW is consistent with the load sheet

Checks the updated fuel figures

Changes the FLEX TEMP and the take-off speeds as required

Enters the THS position on the PERF TAKE OFF page

When the predictions are available, the flight crew prints out the pre-flight data.

MISCELLANEOUS

MSN 0002-0860

SEATING POSITION

To achieve a correct seating position, the aircraft is fitted with an eye-position
indicator on the centre windscreen post. The eye-position indicator has two balls
on it. When the balls are superimposed on each other, they indicate that the
pilot’s eyes are in the correct position.

The flight crew should not sit too low, to avoid

increasing the cockpit cut-off

angle, therefore reducing the visual segment. During Low Visibility Procedures
(LVP), it is important that the pilot’s eyes are positioned correctly, in order to
maximize the visual segment, and consequently, increase the possibility of
achieving the required visual reference for landing as early as possible.

After adjusting the seat, each pilot should adjust the outboard armrest, so that the
forearm rests comfortably on it, when holding the sidestick. There should be no
gaps between the pilot’s forearm and the armrest. The pilot’s wrist should not be
bent when holding the sidestick. This ensures that the pilot can accomplish flight
maneuvers by moving the wrist instead of lifting the forearm from the armrest.

Symptoms of incorrect armrest adjustment include over-controlling, and not being
able to make small, precise inputs.

The rudder pedals must then be adjusted to ensure the pilot can achieve both
full rudder pedal displacement, and full braking simultaneously on the same side.

The armrest and the rudder pedals have position indicators. These positions
should be noted and set accordingly for each flight.

MCDU USE

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

PRE START

02.020

JAN 09/07

When clear for start-up and taxi, the PF displays the MCDU PERF TAKE OFF
page, while the PNF displays the MCDU F-PLN page.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

START

02.030

JAN 09/07

INTRODUCTION

MSN 0002-0860

Engines usually start using the Automatic Starting function.

The Full Authority

Digital Engine Control (FADEC) systems

control this engine Automatic Starting

function, and takes appropriate action, if engine parameters are exceeded. This
function extends significantly the duration of engine life.

The thrust levers must be confirmed at "idle" before engine-start. If the thrust
levers are not at "idle", the thrust increases above idle after engine-start, and can
result in a hazardous situation. However, an ENG START FAULT ECAM warning
triggers, to indicate that the flight crew must set the thrust levers to "idle".

AUTOMATIC STARTING SEQUENCE

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 engines are started in sequence, preferably engine 1 first, in order to
pressurize the blue hydraulic system, that supplies the parking brake accumulator.

When the ENG START selector is set to "START", the FADECs are
electrically-supplied. When there is sufficient BLEED PRESS, the PF begins the
start sequence by setting the ENG MASTER switch to ON. The flight crew
should monitor the start sequence:

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

START

02.030

JAN 09/07

Start valve opens

N2 (or N3) increases

IGN A(B)

Fuel flow

EGT

Oil pressure increases

Start valve closes.

After reaching the peak EGT, or when AVAIL is displayed, the PF can start
engine 2

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

The APU bleed allows to start two engines simultaneously. However, the ENG
MASTER switches have to be set ON with a certain delay (Delta N2 about
10%), in order to allow a proper functioning of the NO Break Power Transfer
function of the electrical generators, and therefore, avoid electrical transients on
computers and display units.

Engine 1

and 2 should be started first, in order to pressurize the blue hydraulic

system, that supplies the parking brake accumulator.

When the ENG START selector is set to "START", the FADECs are
electrically-supplied. When there is sufficient BLEED PRESS, the PF begins the
start sequence by setting the ENG MASTER switches to ON, one after the other
with a slight delay (N2 about 10%). The flight crew should monitor the start
sequence:

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

START

02.030

JAN 09/07

Start valve opens

N2 (or N3) increases

IGN A(B)

Fuel flow

EGT

Oil pressure increases

Start valve closes.

After reaching the peak EGT, or when AVAIL is displayed, the PF can start
engines 3 and 4.

MSN 0002-0860

AFTER ENGINE START

The flight crew should check the relative engine vibration level.

When the ENG START selector is set to

NORM, the packs return to the OPEN

position. APU Bleed should immediately be turned off, to avoid engine ingestion
of exhaust gas.

If the start is not successful, the flight crew must use the ECAM as usually
done, and

avoid instinctively selecting the ENG MASTER switch to OFF. This

would interrupt the FADEC protective actions (e. g. cranking after hot start).

AVERAGE IDLE ENGINE PARAMETERS

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

START

02.030

JAN 09/07

MSN 0050 0060 0062 0064-0069 0072-0073 0077 0082 0087 0095-0096 0100 0107 0110

0112 0116 0119-0120 0122 0127 0143 0162 0171-0172 0181 0195 0206 0209 0219
0222-0224 0226 0229-0232 0238 0240-0241 0247 0249 0253 0255-0256 0258-0259 0262
0267 0275 0288-0291 0294 0296 0299-0300 0305 0308 0312 0315 0317 0322-0324 0333
0337-0338 0342-0343 0346 0350-0351 0353 0358 0361-0362 0364 0366 0368 0370 0375
0380 0388 0403 0425 0428 0432 0444 0454 0469 0476 0484 0490 0493 0524 0533 0542
0549-0550 0552 0578 0588 0591 0609 0614 0618 0620-0621 0631 0633 0640 0663 0665
0674 0676 0690 0708 0718 0722 0739 0758 0772 0778 0784 0796 0799 0802-0803 0806
0817 0822 0827-0828 0843 0845 0857-0859

As soon as the engine-start is complete, the flight crew should check the
stabilized parameters. At ISA sea level:

EPR about 1.015, EGT about 320

C, N1 about 23%, N2 about 59%, FF about

580 kg/h-1280lb/h.

MSN 0012 0017 0071 0083 0098-0099 0102 0106 0109 0111 0113 0118 0121 0132 0138

0140 0144 0148 0153 0155 0165 0177 0234 0244 0248 0250-0251 0254 0261 0265-0266
0271 0276-0277 0279 0281 0283-0287 0293 0295 0301 0303 0306 0309 0311 0313-0314
0316 0320 0326 0328 0334 0340 0344-0345 0348-0349 0356-0357 0365 0369 0372 0382
0384 0386 0389 0392-0393 0396 0398 0400-0401 0404-0405 0407-0409 0412 0418-0421 0423
0427 0437 0439 0451-0452 0455-0456 0461-0462 0479-0480 0491 0494 0496-0497 0501
0505 0509 0512 0515 0518 0525-0527 0529 0532 0536 0539 0548 0551 0565 0568 0570
0576 0579 0581 0597 0600 0610 0625 0627 0629 0632 0635-0636 0642 0645 0648-0649
0652 0654 0656 0658 0662 0664 0666 0669-0670 0673 0679 0683 0687-0688 0692 0696
0701 0709 0713 0716-0717 0720 0724 0726 0728-0730 0732 0735 0737 0741 0750-0751
0756 0759 0773 0776-0777 0780-0782 0785-0786 0788 0791 0795 0797 0807-0810 0815
0818 0821 0824 0830 0832-0833 0836 0839-0840 0850-0852 0854-0855 0860

As soon as the engine-start is complete, the flight crew should check the
stabilized parameters. At ISA sea level:

EPR about 1.015, EGT about 380

C, N1 about 23%, N2 about 47%, N3 about

63%, FF about 820 kg/h-1800lb/h.

MSN 0030 0037 0045 0054-0055 0059 0070 0086 0183-0184 0188-0189 0191 0198 0200

0203 0205 0211 0269 0272 0330 0339 0397 0422 0441 0443 0448 0458 0463 0465-0466
0472-0473 0477 0481 0486-0487 0489 0498 0500 0502-0504 0506-0508 0510-0511 0513
0516 0519 0521-0522 0530 0535 0553 0555 0558 0564 0567 0571 0573-0574 0584
0587 0593-0595 0602-0603 0605 0607 0612 0616 0623 0634 0637-0638 0641 0644 0647
0650 0653 0655 0657 0659-0661 0667 0671 0675 0678 0680 0682 0684 0686 0691
0693 0695 0697 0699-0700 0703-0705 0707 0711-0712 0714 0721 0725 0733-0734 0738
0742-0743 0745-0747 0749 0752 0754-0755 0760 0769-0770 0774 0789 0792 0801 0805
0811 0813-0814 0819-0820 0823 0825-0826 0831 0834 0838 0841-0842 0847 0849 0853

As soon as the engine-start is complete, the flight crew should check the
stabilized parameters. At ISA sea level:

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

START

02.030

JAN 09/07

N1 about 23%, EGT about 360

C, N2 about 63%, FF about 550 kg/h-1210lb/h.

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

As soon as the engine-start is complete, the flight crew should check the
stabilized parameters. At ISA sea level:

N1 about 20%, EGT about 400

C, N2 about 60%, FF about 300 kg/h-660lb/h.

MSN 0371 0376 0383 0391 0394 0410 0416-0417 0426 0431 0436 0440 0445 0449 0453

0457 0460 0464 0468 0471 0475 0478 0482 0485 0488 0492 0495 0499 0514 0517 0520
0523 0531 0534 0537 0540 0543 0547 0557 0560 0563 0566 0569 0572 0575 0577 0580
0583 0586 0601 0604 0606 0608 0611 0615 0617 0619 0622 0624 0626 0628 0630 0639
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 0794 0798 0804
0812 0829 0837 0846 0848

As soon as the engine-start is complete, the flight crew should check the
stabilized parameters. At ISA sea level:

EPR about 1.00, EGT about 380

C, N1 about 17%, N2 about 48%, N3 about

59%, FF about 480 kg/h-1040lb/h.

ENGINE START MALFUNCTION

MSN 0002-0860

Following an aborted engine start, the crew will consider an engine dry cranking
prior resuming a new engine start attempt. Starter limitations in FCOM 3.01.70
must be observed.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

START

02.030

JAN 09/07

MANUAL ENGINE START

MSN 0002-0860

The flight crew should only perform a manual start if:

The EGT margins are low

The residual EGT is high

A dry crank is performed.

It may be appropriate to perform a manual start in high altitude operations, or
after an aborted engine start.

The MANUAL ENGINE START procedure is a "read and do" procedure. Refer to
the FCOM 3.04.70 before starting a manual engine start.

The FADEC has limited control over the manual start process. It ensures that the
engine start valve closes at 50% N2. It monitors engine parameters, and
generates an associated warning when necessary.

It is recommended that the flight crew use the stopwatch to ensure that the
starter engagement time remains within the limits.

TAILPIPE FIRE

MSN 0002-0860

An engine tailpipe fire may occur at engine-start, and may be the result of either
excess fuel in the combustion chamber, or an oil leak in the low-pressure turbine.
A tailpipe fire is an internal fire within the engine. No critical areas are affected.

If the ground crew reports a tailpipe fire, the flight crew must perform the
following actions:

Shut down the engine (MASTER switch set to OFF)

Do NOT press the ENG FIRE pushbutton

Crank the engine, by using either the bleed opposite the engine, the APU

bleed, or external pneumatic power (Set ENG START selector to CRANK,
then set the MAN START switch to ON).

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NORMAL OPERATIONS

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02.030

JAN 09/07

NOT use the ENG FIRE pushbutton, this would stop power to the FADECs,

and

would stop the motoring sequence. The fire extinguisher must not be used,

as it will not extinguish an internal engine fire.

As a first priority, the engine

must be ventilated.

If the ground crew reports a tailpipe fire, and bleed air is not readily available, a
ground fire-extinguisher should can be used as last resort: Chemical or dry
chemical powder causes serious corrosive damage to the engine.

ENGINE WARM-UP PERIOD

MSN 0002-0860

After engine-start, and in order to avoid thermal shock of the engine, the engine
should be operated at idle or near idle (Ref. FCOM 3.03.09) before setting the
thrust lever to high power. The warm-up can include any taxi time at idle.

AFTER START FLOW PATTERN

MSN 0002-0860

When the engines have started, the PF sets the ENG START selector to NORM
to permit normal pack operation. At this time, the After Start Flow Pattern begins.

AFTER START FLOW PATTERN

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

START

02.030

JAN 09/07

EMER
CANC

RCL

STS

CLR

APU

DOOR

WHEEL

F/CTL

ALL

PRESS

ENG

EL/AC

EL/DC

FUEL

COND

BLEED

T.O.

CONFIG

ANN LT

OFF

BRT

TEST

BRT

DIM

BRT

ANN LT

OVRD

MODE SEL

LDG ELEV

AUTO

−2

A
U
T
O

DITCHING

FAULT

MAN V/S

ENG 2

FAULT

ENG 2

FAULT

ENG 2

FAULT

ENG 2

FAULT

OVHD INTEG LT

OFF

BRT

OFF

A
U
T
O

ANN LT

TEST

BRT

DIM

TEST

DIM

OFF

ENG 2

FAULT

ENG 2

FAULT

ENG 2

FAULT

A
U
T
O

TEST

DIM

BRT

ANN LT

OFF

BRT

TEST

BRT

DIM

BRT

ANN LT

MODE SEL

LDG ELEV

AUTO

−2

A
U
T
O

DITCHING

MAN V/S

ENG 2

OVHD INTEG LT

OFF

BRT

OFF

A
U
T
O

ANN LT

TEST

BRT

DIM

TEST

DIM

OFF

ENG 2

A
U
T
O

TEST

DIM

BRT

XXXX

OFF

XXXX

OFF

XXXX

OFF

A
U
T
O

XXXX

OFF

XXXX

OVRD

FAULT

XXXX

FAULT

OFF

MAN V/S

ENG

OFF

PARK BRK

OVHD INTEG LT

OFF

BRT

MAN V/S

OFF

BRT

OFF

BRT

MAN V/S

ENG

OVHD INTEG LT

OFF

BRT

MAN V/S

APU BLEED

ECAM STATUS

ECAM DOOR

ENG START SEL

ENG/ICE

APU MASTER SW

PITCH TRIM

FLAPS

RUD TRIM

GND SPLRS

FOF 02030 03881 0001

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAXI

02.040

JAN 09/07

MSN 0002-0860

TAXI ROLL AND STEERING

Before taxi, check that the amber "NWS DISC" ECAM message is off, to ensure
that steering is fully available.

THRUST USE

Only a little power

is needed above thrust idle, in

order to get the aircraft

moving (N1 40%). Excessive thrust application can result in exhaust-blast damage
or Foreign Object Damage (FOD). Thrust should normally be used symmetrically.

TILLER AND RUDDER PEDALS USE

Pedals control

nosewheel steering at low speed (

6 degrees with full pedal

deflection). Therefore, on straight taxiways and on shallow turns, the pilot can
use the pedals to steer the aircraft, keeping a hand on the tiller. In sharper
turns, the pilot must use the tiller.

STEERING TECHNIQUE

I Nosewheel steering is "by-wire" with no mechanical connection between tiller
and the nosewheel. The relationship between tiller deflection and nosewheel
angle is not linear and the tiller forces are light.

TILLER DEFLECTION VS NOSEWHEEL STEERING ANGLE

STEERING

TILLER

14°

20°

4°

40°

FOF 02040 03882 0001

Therefore, the PF should move the tiller smoothly and maintain the tiller’s
position. Any correction should be small and smooth, and maintained for enough
time to enable the pilot to assess the outcome. Being over-active on the tiller will
cause uncomfortable oscillations.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAXI

02.040

JAN 09/07

On straight taxiways, the aircraft is correctly aligned on the centerline, when the
centerline is lined-up between the PFD and ND.

CORRECTLY FOLLOWING THE CENTERLINE

0 0

0
0

0 0

0
0

FOF 02040 03883 0001

If both pilots act on the tiller or pedals, their inputs are added until the maximum
value of the steering angle (programmed within the BSCU) is reached.

When the seating position is correct, the cut-off angle is 20 degrees, and the
visual ground geometry provides an obscured segment of 53 feet (16.15 meters).
During taxi, a turn must be initiated before an obstacle approaches the obscured
segment. This provides both wing and tail clearance, with symmetric thrust and
no differential braking.

Asymmetric thrust can be used to initiate a tight turn and to keep the aircraft
moving during the turn. If nosewheel lateral skidding occurs while turning, reduce
taxi speed or increase turn radius. Avoid stopping the aircraft in a turn, because
excessive thrust will be required to start the aircraft moving again.

The flight crew should be aware that the main gear on the inside of a turn will
always cut the corner and track inside of the nosewheel track. For this reason,
over-steer must be used.

OVERSTEERING TECHNIQUE

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NORMAL OPERATIONS

TAXI

02.040

JAN 09/07

FOF 02040 03884 0001

When exiting a tight turn, the PF should anticipate the steer out. Additionally, the
PF should allow the aircraft to roll forward for a short distance to minimize the
stress on the main gears.

In the event that one or more tires is/are deflated on the main landing gear, the
maximum permitted steering angle will be limited by the aircraft speed. Therefore,
with one tire deflated, the aircraft speed is limited to 7 knots and

nosewheel

steering can be used. With two tires deflated, the aircraft speed is limited to 3
knots and

nosewheel steering angle should be limited to 30 degrees.

For turns of 90 degrees or more, the aircraft speed should be less than 10 knots.

180 DEGREE TURN

In order to make an effective 180-degree turn, the Captain should proceed as
follows:

Taxi on the right-hand side of the runway, and turn left to establish a

20-degree divergence from the runway axis (using the ND or the PFD).

The

ma maximum ground speed is 10 knots.

When

the aircraft is physically over the edge of the runway, smoothly initiate

a full-deflection turn to the right.

Asymmetric thrust should be used during the turn. Anticipation is required to

ensure that asymmetric thrust is established, before starting the turn[50%N1 or
1.05EPR], in order to maintain a continuous speed of approximately 8 knots
throughout the maneuver.

During the turn, it is essential to maintain minimum ground speed.

This will

avoid the need to significantly increase thrust, in order to continue moving.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAXI

02.040

JAN 09/07

When the aircraft is turning, the PNF should observe the ND, and call out the
indicated Ground Speeds (GS)

Differential braking is not recommended, to prevent stress on the landing gear

assembly. In addition, a braked pivot-turn is

NOT

permitted (i.e. braking to

fully stop the wheels on one main gear).

When turning on a wet or contaminated runway, (and to be more specific,

when turning on the white or yellow marking that is painted on the runway)
tight turns can cause the

nosewheel to jerk.

This can be

noisy and

uncomfortable.

The First Officer symmetrically performs the procedure (i.e. Taxi on the left-hand
side of the runway).

AIRCRAFT DIMENSIONS

CM1 PHYSICALLY
OVER THE RUNWAY EDGE

180° TURN DONE BY CM1

20°

OUTSIDE

FACE OF TIRE

EFFECTIVE
TURN
ANGLE

MINIMUM TURNING
WIDTH
FOR 180° TURN

FOF 02040 03885 0001

FIGURES

MSN 0012 0017 0030 0037 0045 0050 0054-0055 0059-0060 0062 0064-0073 0077 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 0183-0184 0188-0189 0191 0198
0200 0203 0206 0209 0219 0224 0231 0234 0241 0244

NWS Limit

Angle

Minimum Runway

Width with

Asymmetric Thrust

ENV A330/A340 FLEET FCTM

Page 4 of 17

FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAXI

02.040

JAN 09/07

15 m

47 ft

30 m

96 ft

46 m

150 ft

35 m

116 ft

40 m

131 ft

65 degrees

53 m

171 ft

MSN 0181 0195 0205 0211 0222-0223 0226 0229-0230 0232 0238 0240 0247-0251

0253-0255 0258-0259 0261-0262 0265-0266 0269 0271-0272 0275-0276 0281 0283 0285-0291
0293-0296 0299-0301 0303 0305-0306 0308-0309 0311-0314 0316-0317 0320 0322 0324
0326 0328 0330 0334 0339-0340 0343 0345 0348 0353 0358 0361-0362 0364-0366 0369
0372 0382 0384 0392 0396-0398 0401 0403-0404 0409 0422 0427 0432 0437 0441
0443-0444 0448 0451-0452 0454-0456 0458 0461-0463 0465-0466 0469 0472-0473 0476-0477
0480-0481 0486-0487 0489 0491 0493-0494 0498 0500-0511 0513 0516 0518-0519 0521-0522
0525-0527 0529-0530 0532 0535-0536 0551 0555 0567 0571 0573 0584 0587 0597 0600
0605 0609-0610 0612-0614 0616 0618 0620-0621 0625 0627 0631-0635 0638 0644 0647
0649-0650 0652-0653 0655-0658 0660-0661 0664-0667 0678 0682-0684 0686 0688 0693
0696-0697 0700 0703-0704 0709 0717-0718 0722 0724 0726 0728-0730 0732-0733 0735
0737-0739 0742-0743 0745-0747 0749-0751 0754-0756 0759-0760 0770 0774 0778 0780
0785 0788 0792 0795-0797 0801-0802 0807-0811 0814-0815 0818-0822 0824-0825 0828
0831-0832 0834 0839-0842 0849 0852-0854 0860

NWS Limit

Angle

Minimum Runway

Width with

Asymmetric Thrust

12 m

39 ft

26 m

85 ft

43 m

141 ft

31 m

101 ft

37 m

121 ft

72 degrees

42 m

136 ft

MSN 0082 0256 0267 0277 0279 0284 0315 0323 0333 0337-0338 0342 0344 0346

0349-0351 0356-0357 0368 0370 0375 0380 0386 0388-0389 0393 0400 0405 0407-0408
0412 0418-0421 0423 0425 0428 0439 0479 0484 0490 0496-0497 0512 0515 0524
0533 0539 0542 0548-0550 0552-0553 0558 0564-0565 0568 0570 0574 0576 0578-0579
0581 0588 0591-0595 0602-0603 0607 0623 0629 0636-0637 0640-0642 0645 0648 0654
0659 0662-0663 0669-0671 0673-0676 0679-0680 0687 0690-0692 0695 0699 0701 0705
0707-0708 0711-0714 0716 0720-0721 0725 0734 0741 0752 0758 0769 0772-0773 0776-0777
0781-0782 0784 0786 0789 0791 0799 0803 0805-0806 0813 0817 0823 0826-0827 0830
0833 0836 0838 0843 0845 0847 0850-0851 0855-0859

NWS Limit

Angle

Minimum Runway

Width with

Asymmetric Thrust

12 m

39 ft

27 m

88 ft

44 m

144 ft

33 m

108 ft

38 m

124 ft

72 degrees

46 m

151 ft

ENV A330/A340 FLEET FCTM

Page 5 of 17

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