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

FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAKEOFF

02.050

JAN 09/07

normal situation at high gross weight.

If alpha lock function is triggered, the

crew will continue the scheduled acceleration, allowing further slats retraction.

IMMEDIATE TURN AFTER TAKE-OFF

MSN 0002-0860

Obstacle clearance, noise abatement, or departure procedures may require an
immediate turn after take-off. Provided FD commands are followed accurately, the
flaps and slats may be retracted using the normal procedure as FD orders
provide bank angle limits with respect to speed and configuration.

LOW ALTITUDE LEVEL-OFF

MSN 0002-0860

If the aircraft is required to level off below the acceleration altitude, ALT*
engages and SRS disengages. The LVR CLB" message flashes on the FMA and
the target speed goes to the initial climb speed. In this case, the crew should
expect a faster than normal acceleration, and be prepared to retract the flaps
and slats promptly.

NOISE ABATEMENT TAKE-OFF

MSN 0002-0860

R (4)

R (5)

Noise Abatement Procedures will not be conducted in conditions of significant
turbulence or windshear.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAKEOFF

02.050

JAN 09/07

R (6)

NOISE ABATEMENT TAKE-OFF

FOF 02050 00001 0001

Runway

Not to scale

800 ft

3000 ft

Take−off thrust

Runway

Not to scale

800 ft

3000 ft

V + 10 to 20 kt

Transition smoothly to en−route climb speed

Not before 800 ft and whilst maintaining a positive
rate of climb accelerate toward V and reduce power
with the initiation of the first flap/flat retraction
or
when flaps/slats are retracted and whilst maintaining
a positive rate of climb, reduce power and climb at
V + 10 to 20kt

Procedure NAPD 2 :

alleviating noise distant from the aerodrome

Take−off thrust
V + 10 to 20 kt

Procedure NAPD 1 :

alleviating noise close to the aerodrome

Maintain positive rate of climb.
Accelerate smoothly to en−route climb speed.
Retract flaps/slats on schedule.

Initiate power reduction at or above 800 ft

Climb at V + 10 to 20 kt
Maintain reduced power
Maintain flaps/slats in the take−off configuration

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAKEOFF

02.050

JAN 09/07

HIGHLIGHTS

(1)

Correction of printing error.

(2)

Clarification of FLRS logic: FLRS can be

activated also in CONF FULL

or 3

(3)

Threshold specific to A340-500/600 taken into account

(4)

Introduction of the updated ICAO NADP procedures

(5)

Deleted item ’NOISE ABATEMENT TAKE-OFF’

(6)

New item ’NOISE ABATEMENT TAKE-OFF’ for ’MSN 0002-0860’

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Highlights 1 of 1

FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CLIMB

02.060

JAN 09/07

CLIMB THRUST

MSN 0012 0017 0071 0083 0098-0099 0102 0106 0109 0111 0113 0118 0121 0132 0155

0177 0181 0195 0218 0220 0223 0227-0230 0232-0235 0237-0240 0244-0255 0259-0263
0265-0266 0269-0271 0274-0277 0279-0281 0283-0338 0340-0527 0529-0553 0555-0860

During the climb, the thrust levers are in the CL detent, the A/THR is active in
thrust mode and the FADECs manage the thrust to a maximum value depending
upon ambient conditions.

Engine life may be extended by operating the engines at less than maximum
climb rated thrust.

Two levels of derated climb thrust can be selected on the

PERF CLB page:

D1, which reduces the maximum climb thrust by 5 to 10 %.

D2, which reduces the maximum climb thrust by 10 to 15 %.

If a derated climb has been entered prior to departure, then "THR DCLB 1(2)"
will be displayed on the FMA as the thrust levers are set to CL detent at the
thrust reduction altitude. During the latter stage of a climb to higher levels, the
derate is progressively reduced to zero by the FADECs. Climb performance will
be reduced when using derated climb thrust but the ceiling will not be affected.
The crew may modify or cancel the level of derate at any stage through the
MCDU PERF CLB page.

Should an engine failure occur during a derated climb, derated climb thrust is
deselected by selecting MCT.

The derated climb slightly increases fuel consumption and must be taken into
account for fuel quantity computation (See FCOM 3.05.10).

MSN 0002-0860

AP/FD CLIMB MODES

The AP/FD climb modes may be either

Managed

Selected

MANAGED

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CLIMB

02.060

JAN 09/07

The managed AP/FD mode in climb is CLB. Its use is recommended as long as
the aircraft is cleared along the F-PLN.

SELECTED

The selected AP/FD modes in climb are OP CLB or V/S.
OP CLB is to be used if ATC gives radar vector or clears the aircraft direct to a
given FL without any climb constraints.

If the crew selects a high V/S, it may happen that the aircraft is unable to climb

with this high V/S and to maintain the target speed with Max Climb thrust, for
performance reasons. In that case, the AP/FD will guide to the target V/S, and
the ATHR will command up to Max Climb thrust, in order to try to keep the target
speed; but the aircraft will decelerate and its speed might reach VLS. When VLS
is reached the AP will pitch the aircraft down so as to fly a V/S, which allows
maintaining VLS. In this case, the V/S indication on the FMA pulses and is
boxed amber. A triple click is generated (if triple click option is available)

Whenever V/S is used, pilots should pay particular attention to the speed trend
as V/S takes precedence over speed requirements.

The crew should be aware that altitude constraints in the MCDU F-PLN page are
observed only when the climb is managed, i.e. when CLB is displayed on the
FMA. Any other vertical mode will disregard any altitude constraints.

A likely scenario would be, when the FCU altitude is set above an altitude
constraint and the pilot selects V/S when below that constraint to avoid a
potential TCAS TA. In this case, the aircraft will disregard the altitude constraint.

SMALL ALTITUDE CHANGES

MSN 0002-0860

CLB or OP CLB mode will be preferred to VS mode for climb even for small
altitude changes. Indeed, in the small altitude change case, the THR CLB mode
is limited in order to give 1000 fpm making this altitude change smoother and
more comfortable for the passengers.

SPEED CONSIDERATIONS

MSN 0002-0860

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CLIMB

02.060

JAN 09/07

The climb speed may be either:

Managed

Selected

MANAGED

The managed climb speed, computed by the FMGS, provides the most
economical climb profile as it takes into account weight, actual and predicted
winds, ISA deviation and Cost Index (CI). The managed climb speed also takes
into account any speed constraints, e.g. the default speed limit which is 250 kts
up to 10000 ft.

SELECTED

If necessary, the climb speed can be either pre-selected on ground prior to
take-off on the MCDU PERF CLIMB page or selected on the FCU as required.

On ground, prior take-off, speed target at acceleration altitude can be
pre-selected on the MCDU PERF CLIMB page. It is to be used when the F-PLN
has a sharp turn after take-off, when high angle of climb is required or for ATC
clearance compliance.

Once airborne, the speed can be selected on FCU to achieve the maximum rate
of climb or the maximum gradient of climb.

The speed to achieve the maximum rate of climb, i.e. to reach a given altitude
in the shortest time, lies between ECON climb speed and green dot. As there is
no indication of this speed on the PFD, a good rule of thumb is to use
turbulence speed to achieve maximum rate.

The speed to achieve the maximum gradient of climb, i.e. to reach a given
altitude in a shortest distance, is green dot. The MCDU PERF CLB page displays
the time and distance required to achieve the selected altitude by climbing at
green dot speed. Avoid reducing to green dot at high altitude, particularly at
heavy weight, as it can take a long time to accelerate to ECON mach.

Pilots should be aware that it is possible to select and fly a speed below green
dot but there would be no operational benefit in doing this.

When selected speed is used, the predictions on the F-PLN page assume the
selected speed is kept till the next planned speed modification, e.g. 250 kts
/10.000 ft, where managed speed is supposed to be resumed. Consequently, the
FM predictions remain meaningful.

When IAS is selected in lower altitude, there is an automatic change to Mach at
a specific crossover altitude.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CLIMB

02.060

JAN 09/07

Finally, as selected speed does not provide the optimum climb profile, it should
only be used when operationally required, e.g. ATC constraint or weather.

VERTICAL PERFORMANCE PREDICTIONS

MSN 0002-0860

The MCDU PROG page provides the crew with the MAX REC ALT and with the
OPT ALT information (See cruise section). This information is to be used to
rapidly answer to ATC: "CAN YOU CLIMB TO FL XXX?"

The MCDU PERF CLB page provides predictions to a given FL in terms of time
and distance assuming CLB mode. This FL is defaulted to the FCU target
altitude or it may be manually inserted. The

symbol

level arrow on the ND

assumes the current AP engaged mode. This information is to be used to rapidly
answer to ATC: "CAN YOU MAKE FL XXX by ZZZ waypoint?". The crew will
use a PD, i.e. ZZZ,-10 waypoint if the question is "CAN YOU MAKE FL XXX ,
10 NM before ZZZ point?"

LATERAL NAVIGATION

MSN 0002-0860

If the aircraft is following the programmed SID, the AP/FD should be in NAV. If
ATC vectors the aircraft, HDG will be used until a time when clearance is given
to either resume the SID or track direct to a specific waypoint. In either case,
the crew must ensure that the waypoints are properly sequenced.

The crew should keep in mind that the use of HDG mode e.g. following ATC
radar vectors, will revert CLB to OP CLB and any altitude constraints in the
MCDU FPLN page will not be observed unless they are selected on the FCU.

10.000 FT FLOW PATTERN

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CLIMB

02.060

JAN 09/07

MSN 0002-0860

10.000 FT FLOW PATTERN

MAN START

N1 MODE

ENG

RAIN RPLNT

WIPER

OFF

FAST

SLOW

A
U
T
O

OVRD

A
U
T
O

MODE SEL

MAN V/S CTL

CABIN PRESS

LDG ELEV

AUTO

−2

A
U
T
O

PROBE/WINDOW

HEAT

ANTI−ICE

ENG 1

ENG 2

WING

MASTER SW

APU

DITCHING

ANN LT

STBY COMPASS

OFF

A
U
T
O

OFF

OVHD INTEG LT

INIT LT

DOME

OFF

BRT

TEST

BRT

OFF

BRT

OFF

NAV

OFF

RWY TURN OFF

A
U
T
O

OFF

NO SMOKING

SIGNS

EMER EXIT LT

OFF

DIM

OVRD

FAULT

OVRD

FAULT

OFF

FAULT

OFF

FAULT

AVAIL

SEAT BELTS

NAVAIDS

SEC F−PLN

OPT/MAX ALT

ECAM MEMO

EFIS OPTION

LAND LIGHTS

OFF

FOF 02060 03847 0001

EFIS Option:

The PF will select CSTR for grid MORA

The PNF will select ARPT

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CRUISE

02.070

JAN 09/07

MSN 0002-0860

PREFACE

Once the cruise flight level is reached, "ALT CRZ" is displayed on the FMA. The
cruise Mach number is targeted and cruise fuel consumption is optimized.

FMS USE

MSN 0002-0860

CRUISE FL

If the aircraft is cleared to a lower cruise flight level than the pre-planned cruise
flight level displayed on MCDU PROG page, "ALT CRZ" will not be displayed on
the FMA and cruise Mach number will not be targeted. The crew will update the
MCDU PROG page accordingly.

When in cruise i.e. ALT CRZ on FMA, the thrust control is soft. This means that
the thrust will allow small speed variation around the cruise Mach (typically

kts) before a readjustment of thrust occurs. This optimizes the fuel consumption
in cruise.

WIND AND TEMPERATURE

When reaching cruise FL, the crew will ensure that the wind and temperatures
are correctly entered and the lateral and vertical F-PLN reflect the CFP. Wind
entries should be made at waypoints when there is a difference of either 30

30 kt for the wind data and 5

C for temperature deviation. These entries should

be made up to four different levels to reflect the actual wind and temperature
profile. This will ensure that the FMS fuel and time predictions are as accurate
as possible and provide an accurate OPT FL computation.

STEP CLIMB

If there is a STEP in the F-PLN, the crew will ensure that the wind is properly
set at the first waypoint beyond the step (D on the following example) at both
initial FL and step FL.

STEPCLIMB AND WIND PROPAGATION RULE

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CRUISE

02.070

JAN 09/07

FL350
FL310

T/C

270/50

310/60

280/55

320/65
300/50

FL350

FL310

are the points where an entry shall be done.

FOF 02070 03848 0001

If at D waypoint, the CFP provides the wind at FL350 but not at FL310, it is
recommended to insert the same wind at FL310 as the one at FL350. This is
due to wind propagation rules, which might affect the optimum FL computation.

ETP

The ETP function should be used to assist the crew in making a decision should
an en-route diversion be required. Suitable airport pairs should be entered on the
ETP page and the FMS will then calculate the ETP. Each time an ETP is
sequenced, the crew should insert the next suitable diversion airfield.

The SEC F-PLN is a useful tool and should be used practically. The ETP should
be inserted in the SEC F-PLN as a PD (Place/Distance) and the route to
diversion airfield should be finalized. By programming a potential en-route
diversion, the crew would reduce their workload should a failure occur. This is
particularly true when terrain considerations apply to the intended diversion route.
When an ETP is sequenced, the crew will

Access to the ETP page

Insert the next applicable diversion airfield with associated wind

Read new ETP

Insert new ETP as a PD

Copy active on the SEC F-PLN

Insert the new diversion as New Dest in the SEC F-PLN from new ETP

EXAMPLE OF SEC F-PLN USE DURING CRUISE

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CRUISE

02.070

JAN 09/07

STAR entry

DIV 2

TERRAIN
CRITICAL ROUTE

STAR entry

ESCAPE ROUTE ENTRY

TERRAIN
NON−CRITICAL
ROUTE

DIV 1

ETP
B/−50

DIV 1 airfield is closer

SEC F−PLN to DIV 1

DIV 2 airfield is closer SEC F−PLN to DIV 2

FOF 02070 03849 0001

The DATA/Stored Routes function in the MCDU can be used to store up to five
possible diversion routes. These routes can be entered into the SEC F-PLN
using the SEC INIT prompt. This prompt will only be available if the SEC F-PLN
is deleted. See FCOM 4.04.30 for further information

For diversion purpose, the crew can also use the CLOSEST AIRPORT page
which provides valuable fuel/time estimates to the four closest airports from the
aircraft position, as well as to an airport the crew may define. The fuel and time
predictions are a function of the average wind between the aircraft and the airport.

MISCELLANEOUS

If ATC requires for a position report, the crew will use the REPORT page which
can be accessed from PROG page.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CRUISE

02.070

JAN 09/07

If ATC modifies the routing, the crew will revise the F-PLN. Once achieved, the
crew may perform a new F-PLN print.

If ATC requires to report on a given radial, the crew will use the FIX INFO page
which can be accessed from a lateral revision on F-PLN page at PPOS.

If ATC requires a report at a given time, the crew will insert a time marker
pseudo waypoint.

If there is weather, the crew will use the OFFSET function which can be
accessed from a lateral revision at PPOS. The crew will determine how many
NM are required to avoid the weather. Once cleared by ATC, the crew will insert
the offset.

If ATC gives a DIR TO clearance to a waypoint far from present position, the
crew will use the ABEAM facility. This facility allows both a better crew
orientation and the previously entered winds to be still considered.

COST INDEX

MSN 0002-0860

The Cost Index (CI) is used to take into account the relationship between fuel
and time related costs in order to minimize the trip cost. The CI is calculated by
the airline for each sector. From an operational point of view, the CI affects the
speeds (ECON SPEED/MACH) and cruise altitude (OPT ALT). CI=0 corresponds
to maximum range whereas the CI=999 corresponds to minimum time.

The CI is a strategic parameter which applies to the whole flight. However, the
CI can be modified by the crew in flight for valid strategic operational reasons.
For example, if the crew needs to reduce the speed for the entire flight to
comply with curfew requirements or fuel management requirements (XTRA gets
close to 0), then it would be appropriate to reduce the CI.

The SEC F-PLN can be used to check the predictions associated with new CI. If
they are satisfactory, the crew will then modify the CI in the primary F-PLN.
However, the crew should be aware that any modification of the CI would affect
trip cost.

SPEED CONSIDERATIONS

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CRUISE

02.070

JAN 09/07

MSN 0002-0860

The cruise speed may be either:

Managed

Selected

MANAGED

When the cruise altitude is reached, i.e. "ALT CRZ " on the FMA, the A/THR
operates in SPEED/MACH mode. The optimum cruise Mach number is
automatically targeted. Its value depends on:

Cruise flight level

Temperature deviation

Weight

Headwind component.

The crew should be aware that the optimum Mach number will vary according to
the above mentioned parameters, e.g. it will increase with an increasing
headwind, e.g. + 50kt head wind equates to + 0.01 Mach.

Should ATC require a specific time over a waypoint, the crew can perform a
vertical revision on that waypoint and enter a time constraint. The managed
Mach number would be modified accordingly, between green dot and M0.84, to
achieve this constraint. If the constraint can be met, i.e. within

2 minutes, a

magenta asterix will be displayed on the MCDU; if the constraint cannot be met,
an amber asterix will be displayed. Once the constrained waypoint is sequenced,
the ECON Mach is resumed.

SELECTED

Should ATC require a specific cruise speed or turbulence penetration is required,
the pilot must select the cruise speed on the FCU. FMS predictions are updated
accordingly until reaching either the next step climb or top of descent, where the
programmed speeds apply again. The FMS predictions are therefore realistic.

At high altitude, the speed should not be reduced below GREEN DOT as this
may create a situation where it is impossible to maintain speed and/or altitude as
the increased drag may exceed the available thrust.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CRUISE

02.070

JAN 09/07

ALTITUDE CONSIDERATIONS

MSN 0002-0860

The MCDU PROG page displays:

REC MAX FL

OPT FL.

REC MAX FL

REC MAX FL reflects the present engine and wing performance and does not
take into account the cost aspect. It provides a 0.3g buffet margin. If the crew
inserts a FL higher than REC MAX into the MCDU, it will be accepted only if it
provides a buffet margin greater than 0.2g. Otherwise, it will be rejected and the
message "CRZ ABOVE MAX FL" will appear on the MCDU scratchpad. Unless
there are overriding operational considerations, e.g. either to accept a cruise FL
higher than REC MAX or to be held significantly lower for a long period, REC
MAX should be considered as the upper cruise limit.

OPT FL

OPT FL displayed on the MCDU is the cruise altitude for minimum cost when
ECON MACH is flown and should be followed whenever possible. It is important
to note that the OPT FL displayed on the PROG page is meaningful only if the
wind and temperature profile has been accurately entered.

The crew should be

aware that flying at a level other than the OPT FL would adversely affect the trip
cost.

For each Mach number, there will be a different OPT FL. Should an FMGS
failure occur, the crew should refer to the FCOM or QRH to determine the OPT
FL. FCOM and QRH charts are only provided for four different Mach numbers.

STEP CLIMB

MSN 0002-0860

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CRUISE

02.070

JAN 09/07

Since the optimum altitude increases as fuel is consumed during the flight, from
a cost point of view, it is preferable to climb to a higher cruise altitude when
aircraft weight permits. This technique, referred to as a Step Climb, is typically
accomplished by initially climbing approximately 2000 ft above the optimum
altitude and then cruising at that flight level until approximately 4000 ft below
optimum.

Step climbs can either be planned at waypoints or be optimum step points
calculated by the FMGS. In order to determine the optimum location of the next
FL change, the crew will use the OPT STEP facility on the STEP ALT page and
insert the next FL. If predictions are satisfactory in term of time and fuel saving,
the crew will insert it in F-PLN provided it is compatible with ATC. The inserted
step climb is set as a (S/C) geographic waypoint. It may be updated by pressing
the UPDATE* prompt on the STEP page.

The OPT STEP computation will be accurate if vertical wind profile has been
properly entered. Refer to FMS USE of this section. The FCOM 3.05.15 provides
valuable tables to assess the effect of the vertical wind profile on the optimum
cruise flight level.

It may be advantageous to request an initial cruise altitude above optimum if
altitude changes are difficult to obtain on specific routes. This minimizes the
possibility of being held at a low altitude and high fuel consumption condition for
long periods of time.

The requested/cleared cruise altitude should be compared

to the REC MAX altitude. Before accepting an altitude above optimum, the crew
should determine that it will continue to be acceptable considering the projected
flight conditions such as turbulence, standing waves or temperature change.

OPT FL FOLLOW UP

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Airbus A330/A340. Flight Crew Training Manual (2007) - page 9