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

FLIGHT CREW TRAINING MANUAL

SUPPLEMENTARY INFORMATION

ADVERSE WEATHER

04.010

JAN 09/07

TAXI-IN

During taxi-in, after landing, the flaps/slats should not be retracted.

This is

because retraction could cause damage, by crushing any ice that is in the slots
of the slats. When the aircraft arrives at the gate, and the engines are stopped,
a visual inspection should be performed to check that the slats/flaps areas are
free of contamination. They may then be retracted, with the electric pumps.

PARKING

At the end of the flight, in extreme cold conditions, cold soak protection is
requested when a longer stopover is expected.

TURBULENCE

MSN 0002-0860

PREFACE

The flight crew must use weather reports and charts to determine the location
and altitude of possible CBs, storms, and Clear Air Turbulence (CAT).

turbulence is expected, the flight crew must turn on the seatbelt signs, in order
to prepare passengers and prevent injury.

TAKEOFF

For takeoff in high turbulence, the flight crew must wait for the target speed + 20
knots (limited to VFE-5) before retracting the slats/flaps (e.g. the flight crew must
wait for F+20 knots before setting Flaps 1).

IN FLIGHT

USE OF THE RADAR

Areas of known turbulence, associated with CBs, must be avoided. Good
management of the radar tilt is essential, in order to accurately assess and
evaluate the vertical development of CBs. Usually, the gain should be left in
AUTO. However, selective use of manual gain may help to assess the general
weather conditions.

Manual gain is particularly useful, when operating in heavy

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rain, if the radar picture is saturated. In this case, reduced gain will help the
flight crew to identify the areas of heaviest rainfall, that are usually associated
with active CB cells. After using manual gain, it should be reset to AUTO, in
order to recover optimum radar sensitivity. A weak echo should not be a reason
for the flight crew to underestimate a CB, because only the wet parts of the CB
are detected. The decision to avoid a CB must be taken as early as possible,
and lateral avoidance should, ideally, be at 20 nautical miles upwind.

USE OF THE AP AND A/THR

If moderate turbulence is encountered, the flight crew should set the AP and
A/THR to ON with managed speed.

If severe turbulence is encountered, the flight crew should keep the AP engaged.
Thrust levers should be set to turbulence N1 (Refer to QRH), and the A/THR
should then be disconnected.

Use of the A/THR is, however, recommended

during approach, in order to benefit from the GS mini.

If the aircraft is flown manually, the flight crew should be aware of the fact that
flight control laws are designed to cope with turbulence. Therefore, they should
avoid the temptation to fight turbulence, and should not over-control the sidestick.

In some cases (e.g. A340 aircraft), and/or with heavy weights, turbulence speed
may be less than the green dot speed. The turbulence speed must be flown for
structural reasons. Green dot speed is not a limitation, but merely a maneuver
speed and the flight crew may fly below this speed.

VMO/MMO EXCEEDANCE

In turbulence, during climb, cruise or descent, the aircraft may slightly exceed
VMO/MMO with the autopilot (AP) engaged.

To prevent such an exceedance, adapt speed or Mach target.

If severe turbulence is known or forecasted, consider the use of turbulence speed.

If the current speed is close to the VMO (maximum operating speed), monitor
the speed trend symbol on the PFD.

If the speed trend reaches, or slightly exceeds, the VMO limit:

Use the FCU immediately to select a lower speed target.

If the speed trend significantly exceeds the VMO red band, without high speed
protection activation:

Select a lower target speed on the FCU and, if the aircraft continues to

accelerate, consider disconnecting the AP.

Before re-engaging the AP, smoothly establish a shallower pitch attitude.

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If the aircraft accelerates above VMO with the AP engaged, the AP will disengage
on reaching the high speed protection. The high speed protection will apply a
nose-up order up to 1.75 g, in addition to pilot input during VMO recovery.
Therefore, make a smooth pitch correction in order to recover proper speed.

Speedbrakes may be used in case of high speed exceedance, but the flight crew
should be aware of pitch influence. In addition, speedbrakes will be used with
caution, close to the ceiling.

High Speed Protection may also result in activation of the angle of attack
protection.

In all events, check the AP engagement status, and re-engage it when
appropriate. It may have tripped and the associated aural warning may have
been superseded by the overspeed aural warning.

CONSIDERATIONS ON CLEAR AIR TURBULENCE (CAT)

Clear Air Turbulence (CAT) can be expected by referring to weather charts and
pilot reports. However, the radar cannot detect CAT, because it is "dry turbulence".

If CAT is encountered, the flight crew may consider avoiding it vertically, keeping
in mind that the buffet margin reduces as the altitude increases.

MISCELLANEOUS

The flight crew must set the harness to on, check that the seat belts signs

are on and use all white lights in thunderstorms.

Turbulence speeds are indicated in the QRH.

It is not necessary to set the ENG START selector to IGN. In the case of an

engine flameout, the igniters will trigger automatically.

The handling characteristics of "fly-by-wire" aircraft are independent of the CG

in normal and alternate law. Therefore, it is not necessary to command a
FWD fuel transfer, in the event of heavy turbulence in cruise.

WINDSHEAR

MSN 0002-0860

BACKGROUND INFORMATION

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WINDSHEAR PHENOMENON

Windshear is mainly due to a cool shaft of air, like a cylinder with a width between
0.5 nm and 1.5 nm, that is moving downward. When the air hits the ground, it:

Mushrooms horizontally, causing horizontal wind gradient

Curls inward at the edges, causing vertical air mass movement.

Flight safety is affected, because:

The horizontal wind gradient significantly affects lift, causing the aircraft to

descend, or to reach a very high AOA.

The vertical air mass movement severely affects the aircraft flight path.

WINDSHEAR PHENOMENON

Headwind 40kts Tailwind 40kts

Aircraft 1nm width

Downward velocity up to 40kts

AIRSHAFT

FOF 04010 03758 0001

AWARENESS AND AVOIDANCE

Awareness of the weather conditions that cause windshear will reduce the risk of
an encounter. Studying meteorological reports and listening to tower reports will
help the flight crew to assess the weather conditions that are to be expected
during takeoff or landing.

If a windshear encounter is likely, the takeoff or landing should be delayed until
the conditions improve, e.g. until a thunderstorm has left the airport.

STRATEGY FOR COPING WITH WINDSHEAR

Windshear and microburst are hazardous phenomena for an aircraft at takeoff or
landing. The strategy to cope with windshear is:

Increasing Flight Crew Awareness

through the Predictive Windshear System

(PWS)

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Informing the Flight Crew

of unexpected air mass variations through FPV

and approach speed variations

Warning the flight crew

of significant loss of energy through "SPEED,

SPEED" and "WINDSHEAR" aural warnings

Providing effective tools

to escape the shear through ALPHA FLOOR

protection, SRS pitch order, high AOA protection and Ground Speed (GS) mini
protection.

Increasing Flight Crew Awareness

When the airshaft of a microburst reaches the ground, it mushrooms outward,
carrying with it a large number of falling rain droplets. The radar can measure
the speed variations of the droplets, and as a result, assess wind variations.
This redictive capability to assess wind variations is performed by the
Predictive Windshear System (PWS). The PWS operates automatically below
2300 ft AGL, regardless of whether the radar is turned on or off.

Informing the Flight Crew

The FPV associated with the approach speed variations (GS mini protection)
is an effective means for informing the flight crew of unexpected air mass
variations:

Approach speed variations and lateral FPV displacement reflect horizontal wind
gradient.

Vertical FPV displacement reflects the vertical air mass movement.

BIRD AND TARGET SPEED - WIND INTERPRETATION

−140

DRIFT

FOF 04010 03761 0001

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Warning the Flight Crew

The "SPEED, SPEED" low energy warning is based on the aircraft speed,
acceleration and flight path angle. This warning attracts the PFs eyes to the
speed scale, and requests rapid thrust adjustment. In windshear conditions, it
is the first warning to appear, before the activation of the alpha floor
protection. The following table provides some typical values of the speed at
which the warning could occur in two different circumstances.

Deceleration Rate

Flight Path Angle

Warning

-1 knots/second

-3

VLS - 7 knots

-1 knots/second

-4

VLS - 1 knots

In addition, the aircraft has a reactive windshear warning system. This system
triggers if the aircraft encounters windshear. In such a case, there is a
"WINDSHEAR WINDSHEAR WINDSHEAR" aural warning.

Providing Effective Tools

There are three effective tools to assist the flight crew to escape:

The alpha floor protection

The SRS AP/FD pitch law

The high angle-of-attack protection.

When the alpha floor protection is triggered, the A/THR triggers TOGA on all
engines. The FMA displays A.FLOOR, that changes to TOGA LK, when the
aircraft angle-of-attack has decreased. TOGA/LK can only be deselected by
turning

the A/THR off.

The SRS pitch mode ensures the best aircraft climb performance. Therefore,
the procedure requests following the SRS pitch bar and possibly full aft stick,
in order to follow the SRS orders and

minimize the loss of height.

The high angle-of-attack protection enables the PF to safely pull full aft stick,
if needed, in order to follow the SRS pitch order, or to rapidly counteract a
down movement. This provides maximum lift and minimum drag, by
automatically retracting the speed brakes, if they are extended.

R (3)

OPERATIONAL RECOMMENDATIONS

TAKEOFF

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Predictive Windshear ("WINDSHEAR AHEAD" aural warning)

If a predictive windshear aural warning is generated on the runway before
takeoff, takeoff must be delayed.

If a predictive windshear aural warning is generated during the takeoff roll, the
Captain must reject the takeoff (the aural warning is inhibited at speeds
greater than 100 knots).

If a predictive windshear aural warning is generated during initial climb, the
flight crew must:

Set TOGA

Closely monitor the speed and the speed trend

Ensure that the flight path does not include areas with suspected shear

Change the aircraft configuration, provided that the aircraft does not enter

windshear.

Reactive windshear ("WINDSHEAR, WINDSHEAR, WINDSHEAR" aural
warning) or windshear detected by pilot observation

If the windshear starts before V1, with significant speed and speed trend
variations, and the Captain decides that there is sufficient runway to stop the
airplane, the Captain must initiate a rejected takeoff.

If the windshear starts after V1, the flight crew must select TOGA and must
apply the QRH checklist actions from memory. The following points should be
stressed:

The configuration should not be changed until the aircraft is definitely out of

the shear, because operating the landing gear doors causes additional drag.

The PF must fly SRS pitch orders rapidly and smoothly, but not

aggressively, and must consider the use of full backstick, if necessary, to
minimize height loss.

The PNF should call out the wind variations from the ND and V/S and,

when clear of the shear, report the encounter to ATC.

For a DRT takeoff, asymmetric TOGA thrust cannot be applied, if the speed

is less than F in CONF 2 or 3, due to VMCA considerations.

APPROACH

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Predictive Windshear

In case the "MONITOR RADAR DISPLAY" is displayed or the ADVISORY
ICON appears, the flight crew should either delay the approach or divert to
another airport. However, if the approach is continued, the flight crew should
consider the following:

The weather severity must be assessed with the radar display.

A more appropriate runway must be considered.

A CONF 3 landing should be considered

Managed speed should be used, because it provides the GS mini function.

The flight crew should increase the VAPP displayed on MCDU PERF APP

page up to a maximum VLS + 15 knots.

Using the TRK/FPA or ILS, for an earlier detection of vertical path deviation

should be considered.

In very difficult weather conditions, the A/THR response time may not be

sufficient to manage the instantaneous loss of airspeed. The applicable
technique is described in the FCTM 02.100 - USE OF A/THR.

In case the "GO AROUND WINDSHEAR AHEAD" message is triggered, the

PF must set TOGA for go-around. The aircraft configuration can be
changed, provided that the windshear is not entered. Full back stick should
be applied, if required, to follow the SRS or minimize loss of height.

Reactive Windshear

In case of the "WINDSHEAR WINDSHEAR WINDSHEAR" aural warning, the
PF must set TOGA for go-around. However, the configuration (slats/flaps,
gear) must not be changed until out of the shear. The flight crew must closely
monitor the flight path and speed.

VOLCANIC ASH

MSN 0002-0860

R (4)

PREFACE

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Volcanic ash or dust consists of very abrasive particles, that may cause engine
surge and severe damage to aircraft surfaces that are exposed to the airflow.
For this reason, operations in volcanic ash must be avoided. However, if such
operations cannot be avoided, the operators should apply the following
recommendations.

GROUND OPERATIONS

PRELIMINARY COCKPIT PREPARATION

The use of APU should be avoided whenever possible, and the use of the
Ground Power Unit (GPU) should be preferred. The wipers must not be used for
any reason.

EXTERIOR INSPECTION

Maintenance personnel must remove ash that has settled on exposed lubricated
surfaces that can penetrate seals or enter the engine gas path, air conditioning
system, air data probes and other orifices on the aircraft. They must clean the
engines air inlet of any volcanic ash. In addition, they must clean the 25-feet
area around the engine inlet.

ENGINE START

The use of an external pneumatic supply should be preferred, when possible. If
this is not possible, the APU can be used to start the engines.

Before starting the engines, the flight crew must use dry cranking. This will blow
out any ash that may have entered the booster area.

TAXI

The flight crew must move forward the thrust levers smoothly to the minimum
required thrust to taxi, and must avoid any sharp or high-speed turns. The
bleeds must be kept OFF.

TAKEOFF

It is advisable to use the rolling takeoff technique, and apply smooth thrust.

IN FLIGHT

CRUISE

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The flight crew must avoid flying into areas of known volcanic ash. If a volcanic
eruption is reported, while the aircraft is in flight, the flight must be rerouted to
remain clear of the affected area. The volcanic dust may spread over several
hundred miles. Whenever possible, the flight crew should stay on the upwind
side of the volcano.

Depending on outside conditions (night flight, clouds), volcanic dust may not be
visible. However, several phenomena can indicate that the aircraft is flying
through ash cloud, for example:

Smoke or dust in the cockpit

Acrid odour, similar to electrical smoke

Engine malfunction, e.g. a rising EGT

At night, the appearance of St Elmo fire, bright white or orange glow

appearing in engine inlets or sharp and distinct beams from the landing lights.

If an ash cloud is encountered, the applicable procedure is described in the
QRH. The essential actions to be taken are:

A 180-degree turn, if possible. This is the quickest way to escape, because

the ash cloud lateral dimension is not known

Protecting the engines:

-- Set A/THR to OFF
-- Decrease engines thrust, if possible and maximize the engine bleed to

increase the engine surge margin

-- Start the APU for further engine restart, if required.

Protecting the flight crew and passengers:

-- Don the oxygen mask
-- Consider oxygen for the passengers.

Monitoring the flight parameters:

-- Monitor the EGT and fuel flow, because an engine part may be eroded
-- Monitor and crosscheck the IAS, because an IAS indication may be

corrupted.

A diversion to the nearest appropriate airport should be considered.

LANDING

The use of reverse should be avoided, unless necessary.

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HIGHLIGHTS

(1)

There is no request to report to maintenance in case of prolonged flight

in icing conditions

(2)

Harmonizatio with FCOM: engine anti-ice must be ON in descent when

SAT is below -40

(3)

Minor wording change

(4)

Harmonization with FCOM procedure: selecting ignition

is not necessary,

since the engine is fitted with an autorelight system.

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GENERAL

MSN 0002-0860

Two flight references may be used on the PFD:

The attitude

The Flight Path Vector (FPV), called the "bird".

The pilot selects the flight reference with the HDG/VS TRK/FPA pb on the FCU.

THE ATTITUDE

MSN 0002-0860

When HDG/VS is selected on the FCU, the "bird" is off, and the attitude is the
flight reference, with HDG and VS as basic guidance parameters.

The attitude flight reference should be used for dynamic maneuvers, for example,
takeoff or go-around. An action on the sidestick has an immediate effect on the
aircraft attitude.

The flight crew can monitor this flight reference directly and

accurately during these maneuvers.

THE FLIGHT PATH VECTOR

MSN 0002-0860

When TRK/FPA is selected on the FCU, the "bird" (the FPV) is the flight
reference with the TRK and FPA as basic guidance parameters.

In dynamic maneuvers, the "bird" is directly affected by the aircraft inertia and
had a delayed reaction. As a result, the "bird" should not be used as a flight
reference in dynamic maneuvers.

The "bird" is the flight reference that should be used when flying a stabilized
segment of trajectory, e.g. a non-precision approach or visual circuit.

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INFORMATION PRESENTATION

The FPV appears on the PFD as a symbol, known as "the bird". The bird
indicates the track and flight path angle in relation to the ground.

The track is indicated on the PFD by a green diamond on the compass, in
addition to the lateral movement of the bird in relation to the fixed aircraft
symbol. On the ND, the track is indicated by a green diamond on the compass
scale. The difference in angle between track and heading indicates the drift.

The flight path angle is indicated on the PFD by the vertical movement of the
bird in relation to the pitch scale.

USE OF FPV

WIND

IFT

H G

T K

IFT

FPA

A/C LON

GITUDIN

AL AXIS

FLIGHT

PATH ANGLE

PITCH

ATTITUDE

FOF 04020 03753 0001

With the Flight Directors (FDs) selected on, the Flight Path Director (FPD)
replaces the HDG-VS Flight Director (FD). With both FDs pb set to off, the blue
track index appears on the PFD horizon.

PRACTICAL USES OF THE FPV

As a general rule, when using the bird, the pilot should first change attitude, and
then check the result with reference to the bird.

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NON-PRECISION APPROACH

The FPV is particularly useful for non-precision approaches. The pilot can select
values for the inbound track and final descent path angle on the FCU. Once
established inbound, only minor corrections should be required to maintain an
accurate approach path. The pilot can monitor the tracking and descent flight
path, with reference to the track indicator and the bird.

However, pilots should understand that the bird only indicates a flight path angle
and track, and does not provide guidance to a ground-based radio facility.
Therefore, even if the bird indicates that the aircraft is flying with the correct
flight path angle and track, this does not necessarily mean that the aircraft is on
the correct final approach path.

VISUAL CIRCUITS

The FPV can be used as a cross-reference, when flying visual circuits. On the
downwind leg, the pilot should position the wings of the bird on the horizon, in
order to maintain level flight. The downwind track should be set on the FCU.
The pilot should position the tail of the bird on the blue track index on the PFD ,
in order to maintain the desired track downwind.

On the final inbound approach, the track index should be set to the final
approach course of the runway. A standard 3

approach path is indicated, when

the top of the bird’s tail is immediately below the horizon, and the bottom of the
bird is immediately above the 5

nose down marker

USE OF FPV IN FINAL APPROACH

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TRK index selected to FINAL CRS

and corrected as per IRS TRK drift

FPA =

FOF 04020 03754 0001

FINAL APPROACH

The bird is a very useful flight reference, because it provides the trajectory
parameters, and quickly warns the pilot of downburst. In addition, together with
the GS MINI protection, it is an excellent indicator of shears or wind variations. If
nothing else, the position of the "bird" in relation to the fixed aircraft symbol
provides an immediate indication of the wind direction.

Therefore, when

approaching the minima, the pilot knows in which direction to search for the
runway.

The target approach speed symbol moves upward, indicating that there is
headwind gust.

The bird drifts to the right, indicating that there is wind from the

left.

GRAPHIC SOLUTION TITLE

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−140

DRIFT

FOF 04010 03761 0001

RELIABILITY

The FPV is computed from IRS data, therefore, it is affected by ADIRS errors.
An error may be indicated by a small track error, usually of up to

. This

can be easily determined during the approach.

The FPV is also computed from static pressure information. Therefore, the bird
must be considered as not reliable, if altitude information is not reliable.

GO AROUND

MSN 0067-0069 0072-0073 0077 0089-0090 0095 0100-0101 0104 0107 0110 0116-0117

0119 0143 0151 0212 0215 0230 0276 0281 0286-0287 0315 0323 0333-0334 0337
0340-0342 0370 0375 0380 0388

For the go-around, the appropriate flight reference is the attitude, because
go-around is a dynamic maneuver. Therefore, if the "bird" is on, the PF will ask
the PNF to select HDG/VS, in order to recover the FD bars.

MSN 0002-0066 0070-0071 0074-0076 0078-0088 0091-0094 0096-0099 0102-0103 0106

0109 0111-0115 0118 0120-0142 0144-0150 0152-0211 0213-0214 0216-0229 0231-0275
0277-0280 0282-0285 0288-0314 0316-0322 0324-0332 0335 0338-0339 0343-0369 0371-0374
0376-0379 0381-0387 0389-0860

For the go-around, the appropriate flight reference is the attitude, because
go-around is a dynamic maneuver. Therefore, when performing a go-around,
regardless of the previously-selected flight reference, upon selection of TOGA,
the FD bars are automatically restored in SRS/GA TRK modes, and the "bird" is
automatically removed.

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