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

FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CRUISE

02.070

JAN 09/07

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 selected cruise altitude should normally be as close to optimum as possible.
As deviation from optimum cruise altitude increases, performance economy
decreases. As a general rule:

Flying 2000ft above optimum altitude results in fuel penalty of approximately

2.5%

Flying 4000ft below optimum altitude results in fuel penalty of approximately 5%

Flying 2000ft below optimum altitude results in fuel penalty of approximately

1.5%

Consequently, flying at a level other than OPT FL will adversely affect the trip
cost.

FUEL PENALTY VERSUS OPT FL

ENV A330/A340 FLEET FCTM

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CRUISE

02.070

JAN 09/07

OPT FL

2000 ft

4000 ft

2000 ft

+ 2.5%

+ 0%

+ 1.5%

+ 5%

FOF 02070 03873 0001

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 selected cruise altitude should normally be as close to optimum as possible.
As deviation from optimum cruise altitude increases, performance economy
decreases. As a general rule:

Flying 2000ft above optimum altitude results in fuel penalty of approximately

1.5%

Flying 4000ft below optimum altitude results in fuel penalty of approximately 5%

Flying 2000ft below optimum altitude results in fuel penalty of approximately

1.5%

Consequently, flying at a level other than OPT FL will adversely affect the trip
cost.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CRUISE

02.070

JAN 09/07

FUEL PENALTY VERSUS OPT FL

OPT FL

2000 ft

4000 ft

2000 ft

+ 0%

+ 1.5%

+ 5%

+ 1.5%

FOF 02070 03874 0001

FUEL MONITORING

MSN 0002-0860

The flight plan fuel burn from departure to destination is based on certain
assumed conditions.

These include gross weight, cruise altitude, route of flight,

temperature, cruise wind and cruise speed.

Actual fuel consumption should be

compared with the flight plan fuel consumption at least once every 30 minutes.

The crew should be aware that many factors influence fuel consumption, such as
actual flight level, cruise speed and unexpected meteorological conditions. These
parameters should normally be reflected in the FMS.

The crew must keep in mind that

A significant deviation between planned and actual fuel figures without reason

An excessive fuel flow leading to a potential imbalance

An abnormal decrease in total fuel quantity (FOB+FU)

May indicate a fuel leak and the associated procedure should be applied.

FUEL TEMPERATURE

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CRUISE

02.070

JAN 09/07

MSN 0002-0860

Fuel freeze refers to the formation of wax crystals suspended in the fuel, which
can accumulate when fuel temperature is below the freeze point (-47

C for jet

A1) and can prevent proper fuel feed to the engines.

During normal operations, fuel temperature rarely decreases to the point that it
becomes limiting. However, extended cruise operations increase the potential for
fuel temperatures to reach the freeze point. Fuel temperature will slowly reduce
towards TAT.

The rate of cooling of fuel can be expected to be in the order of

C per hour with a maximum of 12

C per hour in the most extreme conditions.

If fuel temperature approaches the minimum allowed, consideration should be

given to achieving a higher TAT:

Descending or diverting to a warmer air mass may be considered. Below the

tropopause, a 4000 ft descent gives a 7

˚˚

C increase in TAT. In severe

cases, a descent to as low as 25,000 ft may be required.

Increasing Mach number will also increase TAT. An increase of 0.01 Mach

produces approximately 0.7

C increase in TAT.

In either case, up to one hour may be required for fuel temperature to stabilise.
The crew should consider the fuel penalty associated with either of these actions.

APPROACH PREPARATION

MSN 0002-0860

The latest destination weather should be obtained approximately 15 minutes
prior to descent and the FMGS programmed for the descent and arrival. During
FMGS programming the PF will be head down, so it is important that the PNF
does not become involved in any tasks other than flying the aircraft. The fuel
predictions will be accurate if the F-PLN is correctly entered in terms of arrival,
go-around and alternate routing.

The FMGS will be programmed as follows:

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CRUISE

02.070

JAN 09/07

MCDU
MENU

DIR

PROG

PERF

INIT

DATA

F−PLN

RAD
NAV

FUEL

PRED

SEC

F−PLN

ATC

COMM

OFF

FOF 02070 03868 0001

FPLN

Introductive text if necessary.

Lateral: Landing runway, STAR, Approach, Go-around procedure, F-PLN to
alternate.

Vertical: Altitude and Speed constraints, Compare vertical FPLN on MCDU
with approach chart

MCDU F-PLN PAGE VS APPROACH CHART CROSSCHECK

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CRUISE

02.070

JAN 09/07

Compare vertical

F−PLN on MCDU

with Approach Chart

FROM

CD33R

TOU

LFBO33R

1438

4.6

EFBO

DIST

TIME

DEST

900

C324°

MD33R

C324°

FD33R

C324°

T−P

NO SEQ

UTC

SPD / ALT

BRG319°

1NM

1435

3000

TRK324°

1437

1438

137 /

550

161 /

1520

3000

1432

161 /

3.1

/ +

5.4%

MAP AT D5.0

Descent Gradient

Gnd speed − Kts

383

100

120

140

160

492

547

657

766

876

117.7

324°

TOU

REIL

PAPI−L

D8.0

D12.5

324°

1520’

(1021’)

(2501’)

4.5

3.0

VOR

D5.0

APT

OCA (H) 938’ (439’)

499’

3000

FOF 02070 03869 0001

RAD NAV

Manually tune the VOR/DME and/or NDB if required. Check ILS ident, frequency
and associated course of destination airfield as required. It is not recommended
manually forcing the ILS identifier as, in case of late runway change, the
associated ILS would not be automatically tuned.

PROG

Insert VOR/DME or landing runway threshold of destination airfield in the
BRG/DIST field as required.

PERF

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CRUISE

02.070

JAN 09/07

PERF APPR:

Descent winds,

Destination airfield weather (QNH, Temperature and wind) The entered wind

should be the average wind given by the ATC or ATIS. Do not enter gust
values, for example, if the wind is 150/20-25, insert the lower speed 150/20
(With managed speed mode in approach, ground speed mini-function will cope
with the gusts).

Minima (DH for CAT 2 or 3 approach and MDA for others approaches)

Landing configuration (wind shear anticipated or in case of failure).

PERF GO AROUND: Check thrust reduction and acceleration altitude.

FUEL PRED

Check estimated landing weight, EFOB and extra fuel.

SEC F-PLN

To cover contingencies e.g. runway change, circling or diversion.

Once the FMGS has been programmed, the PNF should then cross check the
information prior to the approach briefing.

APPROACH BRIEFING

MSN 0002-0860

The main objective of the approach briefing is for the PF to inform the PNF of
his intended course of action for the approach. The briefing should be practical
and relevant to the actual weather conditions expected. It should be concise and
conducted in a logical manner. It should be given at a time of low workload if
possible, to enable the crew to concentrate on the content. It is very important
that any misunderstandings are resolved at this time.

PF briefing

Associated cross check

Aircraft type and technical status

NOTAM

Weather

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CRUISE

02.070

JAN 09/07

-- Accessibility

-- Runway in use

Fuel

-- Extra fuel

FUEL PRED page

Descent

-- TOD (time, position)

-- MORA, STAR, MSA

-- Altitude and speed constraints

FPLN page

Holding

(if expected)

-- Entry in holding pattern

-- MHA and MAX speed

Approach

-- Approach type

-- Altitude and FAF identification

-- Descend gradient

-- MDA/DH

-- Missed approach procedure

-- Alternate considerations

-- PERF APPR and ND

-- FPLN

-- PFD/FMA

-- PERF APPR

-- FPLN

Landing

-- Runway condition, length and width

-- Tail strike awareness

-- Use of Auto brake

-- Expected taxi clearance

Radio aids

RAD NAV

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

DESCENT

02.080

JAN 09/07

PREFACE

MSN 0002-0860

The PF will set preferably the MCDU PROG or PERF page as required (PROG
page provides VDEV in NAV mode and BRG/DIST information, PERF DES page
provides predictions down to any inserted altitude in DES/OP DES modes)
whereas the PNF will set the MCDU F-PLN page.

If use of radar is required, consider selecting the radar display on the PF side
and TERR on PNF side only.

COMPUTATION PRINCIPLES

MSN 0002-0860

TOD AND PROFILE COMPUTATION

The FMGS calculates the Top Of Descent point (TOD) backwards from a position
1000 ft on the final approach with speed at VAPP. It takes into account any
descent speed and altitude constraints and assumes managed speed is used.
The first segment of the descent will always be idle segment until the first
altitude constraint is reached. Subsequent segments will be "geometric", i.e. the
descent will be flown at a specific angle, taking into account any subsequent
constraints. If the STAR includes a holding pattern, it is not considered for TOD
or fuel computation.

The TOD is displayed on the ND track as a symbol:

DESCENT PATH

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

DESCENT

02.080

JAN 09/07

TOD

ALT CSTR

250 KT

DECEL

FAF

VAPP

1000ft

Descent path

Geometric

Segments

Idle

segment

FOF 02080 03892 0001

The idle segment assumes a given managed speed flown with idle thrust plus a
small amount of thrust. This gives some flexibility to keep the aircraft on the
descent path if engine anti-ice is used or if winds vary. This explains THR DES
on the FMA.

The TOD computed by the FMS is reliable provided the flight plan is properly
documented down to the approach.

MANAGED DESCENT SPEED PROFILE

The managed speed is equal to:

The ECON speed (which may have been modified by the crew on the PERF

DES page, before entering DESCENT phase), or

The speed constraint or limit when applicable.

GUIDANCE AND MONITORING

MSN 0002-0860

R (1)

INTRODUCTION

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

DESCENT

02.080

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To carry out the descent, the crew can use either the managed descent mode
(DES) or the selected descent modes (OP DES or V/S). Both descent modes
can be flown either with selected speed or managed speed.

The modes and monitoring means are actually linked.

The

managed DES mode

guides the aircraft along the FMS pre-computed

descent profile, as long as it flies along the lateral F-PLN: i.e. DES mode is
available if NAV is engaged. As a general rule when DES mode is used, the
descent is monitored using VDEV called "yoyo" on PFD, or its digital value on
the PROG page, as well as the

level arrow on the ND.

The

selected OPDES or V/S modes

are used when HDG is selected or when

ALT CSTR may be disregarded or for various tactical purposes. As a general
rule when OPDES or V/S modes are used, the descent is monitored using the
Energy Circle, (displayed if HDG or TRK modes and indicating the required
distance to descend, decelerate and land from present position) and the level
arrow on the ND. When the aircraft is not far away from the lateral F-PLN (small
XTK), the yoyo on PFD is also a good indicator.

MANAGED DESCENT MODE

The managed descent profile from high altitude is approximately 2.5

As an estimation of the distance to touchdown is required to enable descent
profile monitoring, it is important to ensure that the MCDU F-PLN plan page
reflects the expected approach routing.

Any gross errors noted in the descent

profile are usually a result of incorrect routing entered in the MCDU or
non-sequencing of F-PLN waypoints, giving a false distance to touchdown.

DESCENT INITIATION

To initiate a managed descent, the pilot will set the ATC cleared altitude on the
FCU and push the ALT selector. DES mode engages and is annunciated on the
FMA. If an early descent were required by ATC, DES mode would give 1000
fpm rate of descent, until regaining the computed profile.

To avoid overshooting the computed descent path, it is preferable to push the
FCU ALT selector a few miles prior to the calculated TOD. This method will
ensure a controlled entry into the descent and is particularly useful in situations
of high cruise Mach number or strong tail winds.

If the descent is delayed, a "DECELERATE" message appears in white on the
PFD and in amber on the MCDU.

Speed should be reduced towards green dot,

and when cleared for descent, the pilot will push for DES and push for managed
speed. The speed reduction prior to descent will enable the aircraft to recover the
computed profile more quickly as it accelerates to the managed descent speed.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

DESCENT

02.080

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DESCENT PROFILE

When DES with managed speed is engaged, the AP/FD guides the aircraft along
the pre-computed descent path determined by a number of factors such as
altitude constraints, wind and descent speed. However, as the actual conditions
may differ from those planned, the DES mode operates within a 20 kts speed
range around the managed target speed to maintain the descent path.

MANAGED DESCENT: SPEED TARGET RANGE PRINCIPLE

case a)

descent profile

More headwind

case b)

or ENG A/I ON

More tailwind

290

310

FOF 02080 03893 0001

If the aircraft gets high on the computed descent path:

The speed will increase towards the upper limit of the speed range, to keep

the aircraft on the path with IDLE thrust.

If the speed reaches the upper limit, THR IDLE is maintained, but the

autopilot does not allow the speed to increase any more, thus the VDEV will
slowly increase.

A path intercept point, which assumes

half speedbrake extension,

will be

displayed on the ND descent track.

If speed brakes are not extended, the intercept point will move forward. If it

gets close to a an altitude constrained waypoint, then a message "EXTEND
SPEEDBRAKES" will be displayed on the PFD and MCDU.

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DESCENT

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This technique allows an altitude constraint to be matched with minimum use of
speedbrakes.

When regaining the descent profile, the speedbrakes should be retracted to
prevent the A/THR applying thrust against speedbrakes.

If the speedbrakes are

not retracted, the "SPD BRK" message on the ECAM memo becomes amber
and "RETRACT SPEEDBRAKES" is displayed in white on the PFD.

A/C ABOVE DESCENT PATH

1/2

Descent path
as per F PLN

Actual descent

path

ALT CSTR

Intercept point

FOF 02080 03894 0001

Predicted path

assuming Spd

Brakes

If the aircraft gets low on the computed descent path

The speed will decrease towards the lower limit of the speed range with idle
thrust. When the lower speed limit is reached the A/THR will revert to
SPEED/MACH mode and apply thrust to maintain the descent path at this lower
speed. The path intercept point will be displayed on the ND, to indicate where
the descent profile will be regained.

A/C BELOW DESCENT PATH

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

DESCENT

02.080

JAN 09/07

Descent path as per F PLN

Predicted shallow

converging path

Intercept point

FOF 02080 03895 0001

If selected speed is used:

The descent profile remains unchanged. As the selected speed may differ from
the speed taken into account for pre-computed descent profile and speed
deviation range does not apply, the aircraft may deviate from the descent profile
e.g. if the pilot selects 275 kts with a pre-computed descent profile assuming
managed speed 300 kts, VDEV will increase.

SELECTED DESCENT MODE

There are 2 modes for flying a selected descent, namely OP DES and V/S.
These modes will be used for pilot tactical interventions.
V/S mode is automatically selected when HDG or TRK mode is selected by the
pilot, while in DES mode. Furthermore, in HDG or TRK mode, only V/S or OP
DES modes are available for descent.

To initiate a selected descent, the pilot should set the ATC cleared altitude on
the FCU and pull the ALT selector. OP DES mode engages and is annunciated
on the FMA. In OP DES mode, the A/THR commands THR IDLE and the speed
is controlled by the THS.

Speed may be either managed or selected. In managed speed, the descent
speed is displayed only as a magenta target but there is no longer a speed
target range since the pre-computed flight profile does not apply.

The AP/FD will not consider any MCDU descent altitude constraints and will fly
an unrestricted descent down to the FCU selected altitude.

If the crew wishes to steep the descent down, OP DES mode can be used,
selecting a higher speed. Speedbrake is very effective in increasing descent rate
but should be used with caution at high altitude due to the associated increase
in VLS.

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DESCENT

02.080

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If the pilot wishes to shallow the descent path, V/S can be used. A/THR reverts
to SPEED mode. In this configuration, the use of speedbrakes is not
recommended to reduce speed, since this would lead to thrust increase and the
speed would be maintained.

MODE REVERSION

MSN 0002-0860

R (2)

If a high V/S target is selected (or typically after a DES to V/S reversion), the
autopilot will pitch the aircraft down to fly the target V/S. Thus the aircraft will tend
to accelerate, while A/THR commands idle thrust to try to keep the speed. When
IAS will reach a speed close to VMO or VFE, the autopilot will pitch the aircraft
up, so as to fly a V/S allowing VMO or VFE to be maintained with idle thrust.

Triple click will be triggered.

DESCENT CONSTRAINTS

MSN 0002-0860

Descent constraints may be automatically included in the route as part of an
arrival procedure or they may be manually entered through the MCDU F-PLN
page.

The aircraft will attempt to meet these as long as DES mode is being

used.

The crew should be aware that an ATC "DIR TO" clearance automatically
removes the requirement to comply with the speed/altitude constraints assigned
to the waypoints deleted from the F-PLN. However, if intermediate waypoints are
relevant, e.g. for terrain awareness, then "DIR TO" with ABEAMS may be an
appropriate selection as constraints can be re-entered into these waypoints if
required.

Following the selection of HDG, DES mode will switch automatically to V/S, and
altitude constraints will no longer be taken into account.

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DESCENT

02.080

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10.000 FT FLOW PATTERN

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

EFIS OPTION

LAND LIGHTS

OFF

RADIO NAV

NAV ACCY

FOF 02080 03896 0001

ILS pb

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Airbus A330/A340. Flight Crew Training Manual (2007) - page 10