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

FLIGHT CREW TRAINING MANUAL

SUPPLEMENTARY INFORMATION

CENTRE OF GRAVITY

04.050

JAN 09/07

5% Climb gradient

limiting weight

257.6 t

256.2 t

1.4 t

IMPACT ON IN-FLIGHT PERFORMANCE

A forward CG causes a nose up counter moment, that degrades fuel
consumption, because of increased induced drag. For low fuel consumption, it is
better to the CG to be as far aft as possible.

Fuel increment 1000 NM stage length CG

location at 20% (reference at 35%)

Aircraft type

Fuel increment (kg/lb)

A330

220/485

A340

380/838

The result summarizes the worst cases, i.e. it considers an heavy aircraft at a
high flight level.

Airbus has developed a trim tank transfer system, that controls the aircraft CG.
When the airplane is in cruise, the system optimizes the CG to save fuel by
reducing the drag on the airplane. The system either transfers fuel to the trim
tank (aft transfer), or from the trim tank (forward transfer). This movement of fuel
changes the CG. The flight crew can also manually select a forward fuel transfer.
The Fuel Control and Management Computer (FCMC) calculates the CG of the
aircraft, based on the ZFWCG and fuel distribution. It then compares the result
to a target value. From this calculation, the FCMC determines the quantity of fuel
to be moved aft or forward in flight (usually one aft fuel transfer is carried out
during each flight).

IMPACT ON LANDING PERFORMANCES

For landing, the aircraft operating speeds are referenced to the stall speed, i.e.
Vapp > 1.23 VS1g

If the CG moves forward

VS increases

Vapp increases

Landing Distance

increases (or the Maximum Landing Weight, limited by landing distance,
decreases).

INFLUENCE OF THE CG ON THE SRUCTURE AND HANDLING CHARACTERISTICS

MSN 0002-0860

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TAKEOFF AND LANDING

During the flights phases, that are critical and constraining,

the CG must stay

within certified limits for structural and handling qualities considerations (when in
direct law). The following CG-certified envelope has been designed, in
accordance with these limits:

CG ENVELOPE

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FWD limit at take−off

floor limit

floor limit (landing)

aft limit at landing

similar to TOGA limitations but
less restricting, as the aircraft
is less heavy than at take off

aft limit in go around

aft limit at take off

Nose gear adherence

limit

The further aft the CG is, the
lesser the adherence for
ground control

A too FWD CG may
lead to difficult
rotation

WEIGHT

MLW

MTOW

CG limitation @TO
CG limitation in flight
CG limitation @ landing

The envelope must
be as wide as
possible but the
forward limit must
not be too aft, in
order to faciliate
the loading of the aircraft

The further aft the CG is,
the more weight there is over
the main gear

The further aft the CG is,
the less effective is the THS to
counteract the resulting nose
up moment in go−around
phase or floor

FOF 04050 03771 0001

The further forward the CG is,
the more weight there is over
the gear

structural limit

Nose gear strength

structural limit

Main gear strength

Performance/loading

compromise at take off

The CG envelope must also allow passengers to move in the cabin. Therefore,
when the takeoff CG and landing CG envelope have been determined, the in
flight envelope is deducted from takeoff/landing CG envelope by adding a 2%
margin, provided that all the criteria for the handling characteristics are met.

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Note: In approach with flaps extended, there is a nose down moment. This is

counteracted by THS nose up setting. The further forward the CG is, the
more the THS nose up setting is required. This can result in a THS stall,
particularly in cases of push over when the pilot pushes hard on the
sidestick, in reaction to a significant speed decrease. This limits the
forward CG during approach.

IN FLIGHT

On a fly-by-wire aircraft, in direct law, the handling characteristics are affected by
the location of the CG, in the same way as in a mechanically controlled aircraft.

STABILITY ISSUE

THE AERODYNAMIC CENTER OR NEUTRAL POINT

In case of a perturbation or a gust, the aircraft is considered as stable, if it
tends to revert toward its previous status. The aerodynamic center or neutral
point is the point where there is an increase (or decrease) of lift, when the
aircraft angle-of-attack changes.

AIRCRAFT LONGITUDINAL STABILITY

GUST

LIFT

AC = aerodynamic center

FOF 04050 03772 0001

Nose up moment
due to the gust

Nose down

moment due to
the lift increase

The gust illustrated here causes an increase in the angle-of-attack, therefore an
additional lift. The nose down moment, due to the lift increase, causes a
decrease in the angle-of-attack. The aircraft is stable.

If the CG is behind the aerodynamic center, the increase in lift creates a nose
up moment, that adds to the initial nose up moment caused by the gust. The
aircraft is unstable.

The CG must be forward of the aerodynamic center for stability.

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MANEUVERING CRITERIA

MANEUVER POINT

Depending on where the CG is, a deflection of the elevator causes a sharper, or
less aircraft maneuver. In other words, the CG has a direct influence on the
maneuverability of the aircraft.

If a very small deflection of the elevator causes "a lot of g", the efficiency of the
elevator is very high. The aircraft is considered to be very sensitive to maneuver.
The maneuver point is the CG, for which the elevator is infinitely effective.

The

CG must obviously be as far forward from the maneuver point as possible. This
distance is defined by a maneuverability criteria, that determines that "at least 1

of elevator deflection is required to pull 1g load factor". This condition defines the
aft CG limit in terms of maneuverability.

But the CG must not be too far forward. The maximum elevator deflection must
enable at least the maximum acceptable load factor (e.g. 2.5g) to be pulled. This
condition defines the forward CG limit in terms of maneuverability.

MAXIMUM ELEVATOR DEFLEXION AND EXTERN LOAD FACTOR

elevator

deflection

Max deflection

FWD CG limit

Load factor

(1°/g) CG limit

FOF 04050 03773 0001

2.5

THE CG AND TRIM POSITION

MSN 0002-0860

R (1)

IN FLIGHT

In flight, on all fly-by-wire aircraft, the position of the pitch trim surface
automatically adjusts in order to maintain the flight path with no deflection of the
elevators.

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The position of the pitch trim surfaces that is required to maintain Flight Level
depends obviously on the center of gravity of the aircraft. However, it also
depends on several other parameters, such as altitude, speed, aircraft weight
and aircraft configuration

TAKEOFF

For takeoff, the pitch trim surface must be set to an appropriate position
depending on the CG. This is done automatically on A340-500/600, and manually
on others models.

Setting the pitch trim on ground, before takeoff, provides consistent rotation
characteristics and a trimmed aircraft at V2 + 10. The setting results from a
compromise, because the rotation characteristics and the trim at V2 + 10 do not
only depend on the CG, but are also a function of the flap configuration, thrust
and V2.

However, the takeoff trim setting must also be limited, in order to cover required
abuse cases at takeoff. These limitations define the green band.

TAKE OFF TRIM VS AIRCRAFT CG

Aircraft heavy

to rotate

Take−off

green band

Out of trim at

FWD CG

FWD CG limit for T/O

AFT CG limit for T/O

Out of trim at

AFT CG

Aircraft light

to rotate

FOF 04050 03774 0001

The above graph indicates the recommended TO trim, according to the CG The
TRIM/CG relationship is indicated on the pitch trim wheel scale. It applies only at
takeoff.

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TCAS

04.060

JAN 09/07

TECHNICAL BACKGROUND

MSN 0002-0860

GENERAL

A Traffic Alert and Collision Avoidance System (TCAS) provides the flight crew
with traffic information and warnings of potential conflicts with vertical avoidance
instructions. The TCAS can only detect and indicate other traffic, that is equipped
with a transponder.

The ND displays the traffic information, together with:

The bearing and range to the intruder

The intruder closure rate

The relative altitude difference.

If the TCAS considers the intruder to be a potential collision threat, it generates
a visual and aural Traffic Advisory (TA).

If it considers the intruder to be real

collision threat, it generates a visual and aural Resolution Advisory (RA).

INTRUDER CLASSIFICATION

Intruder

Display

Type of
collision

threat

Aural warning

Crew action

No threat

traffic or

others

-17(w)

No threat

Proximate

-10(w)

Consider as

No threat

Traffic

Advisory

(TA)

-09(a)

Potential

threat

"TRAFFIC"

Establish visual

contactNo evasive

maneuver

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TCAS

04.060

JAN 09/07

Preventive,

e.g."MONITORV/S"

Do not alter your flight

path and keep VS out

of red sector

Corrective,

e.g."CLIMB"

Smoothly and firmly

(0.25g) follow VSI green

sector within 5s.

Resolution

Advisory

(RA)

-06(r)

Collision

threat

Corrective,

e.g."CLIMB

NOW" or

"INCREASE

CLIMB"

Smoothly and firmly

(0.35g) follow VSI green

sector within 2.5s

OPERATIONAL RECOMMENDATION

MSN 0002-0860

R (1)

GENERAL

The flight crew must select

ABV in climb (+ 9 900 feet/ - 2 700 feet)

ALL in cruise (+ 2 700 feet/ - 2 700 feet)

BELOW, if the cruise altitude is within 2 000 feet of FL 410, or in descent (+

2 700feet/ - 9 900 feet)

THRT in heavy traffic terminal area

TA, in the case of:

-- Engine failure
-- Flight with landing gear down
-- Known nearby traffic, that is in visual contact
-- Operations at specific airports, and during specific procedures that an

operator identifies as having a significant potential for not wanted and not
appropriate RAs, e.g. closely spaced parallel runways, converging runways.

If a TA is generated:

The PF announces: "TCAS, I have controls".

The PF flies and announces the bearing and distance displayed on his ND.

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TCAS

04.060

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The PNF looks outside to get visual contact.

No evasive maneuver should be initiated, only on the basis of a TA.

If a RA is generated:

The flight crew must always follow the TCAS RA orders in the correct

direction, even:
-- If they contradict the ATC instructions
-- At the maximum ceiling altitude with CLIMB, CLIMB or INCREASE CLIMB,

INCREASE CLIMB TCAS RA orders

-- If it results in crossing the altitude of the intruder.

The PF disconnects the AP, and smoothly and firmly follows the Vertical

Speed Indicator (VSI) green sector within 5 seconds, and requests that both
FDs be disconnected.

Note: Both FDs must be disconnected once APs are disconnected:

-- To ensure autothrust speed mode
-- To avoid possible confusion between FD bar orders and, TCAS aural

and VSI orders

The PNF disconnects both FDs, but will not try to see intruders.

The PF will avoid excessive maneuvers, and keep the Vertical Speed outside

the red area of the VSI and within the green area. If necessary, the PF must
use the full speed range between Valpha max and Vmax.

The PNF must notify ATC.

The flight crew should never maneuver in the opposite direction of the RA,

because

TCAS maneuvers are coordinated.

In final approach, i.e. "CLIMB", "CLIMB NOW", "INCREASE CLIMB", the flight

crew will initiate a go-around.

When clear of conflict:

The flight crew must resume normal navigation, in accordance with ATC

clearance, and using the AP, as required.

FAA OPERATIONAL RECOMMENDATIONS

The pilots should follow RAs unless they believe it is unsafe to do so or they have
definitive visual acquisition of the intruding aircraft. If a pilot makes the decision
not to follow a RA, he should be aware that the intruder may be TCAS equipped
and may be manoeuvring toward his aircraft in response to a coordinated RA.

Pilots should comply with the vertical speed limitations prescribed in the Airmans
information manual during the last 2000 ft of climb or descent. In particular, pilots
should limit vertical speeds to 1500 ft/mn during the last 2000 ft of a climb or

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USE OF RADAR

04.070

JAN 09/07

MSN 0002-0860

GENERAL

The weather radar has two main functions:

Weather detection

Mapping.

Weather detection is the primary function.

For weather detection, the radar

detects precipitation droplets. The strength of the echo

is in proportion to the

droplet size, composition and quantity (e.g. the reflection of water particles is five
times greater than ice particles of the same size). Therefore, the weather radar
does not detect weather that has small droplets (e.g. clouds or fog), or that does
not have droplets (e.g. clear air turbulence).

Mapping is the secondary function. For mapping, the echo takes into account the
difference between incoming and outgoing signals. Any significant difference in
the signal is easily mapped (e.g. mountains or cities), but a small difference in
the signal is not mapped (e.g. calm sea or even ground).

FUNCTIONS

MSN 0002-0529 0531-0554 0556-0586 0588-0633 0635-0654 0656-0660 0662-0677 0679-0692

0694-0712 0714-0717 0719 0721 0723-0725 0727 0729-0731 0734 0736-0744 0746-0748
0752-0754 0757-0758 0760-0761 0764-0766 0768-0770 0772 0774 0776 0779 0783 0786-0789
0792 0795 0798 0801-0805 0809 0811 0813 0819-0820 0822-0824 0826 0828-0829 0832-0835
0837-0838 0844-0846 0848-0850 0852 0854-0855

The flight crew can use the following to operate the radar:

TILT

"Tilt" is the angle between the antenna radar and the horizon, irrespective of the
aircraft’s pitch and bank angles. The antenna stabilizes by using IRS data.

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USE OF RADAR

04.070

JAN 09/07

A/C pitch

Tilt

FOF 04070 04613 0001

To help avoid weather, it is important to effectively manage the tilt, taking into
account the flight phase and the ND range,

Usually, it is the appropriate tilt

value that provides ground returns on the top of the ND.

In case of overscanning, a cell may not be detected or may be underestimated,
when the radar beam scans the upper part of the cell. This occurs because, at
high altitude, this cell may have ice particles, and therefore the reflection of
these particles is weak.

If AUTO TILT function is installed, selecting AUTO ensures a proper tilt
management along the flight.

GAIN

Gain control is mostly used in AUTO/CAL mode. The detection or evaluation of
cells will always start in AUTO/CAL gain mode.

However, the gain may be manually tuned to detect the strongest part of a cell
displayed in red on the ND. If the gain is slowly reduced, the red areas (level 3
return) will slowly become yellow areas (level 2 return), and the yellow areas will
become green areas (level 1). The last part of the cell to turn yellow is the
strongest area.

The gain must then be reset to AUTO/CAL mode.

MODE

The operation modes are WX, WX+T, TURB, MAP.

WX+T or TURB modes are used to locate the wet turbulence area.

TURB mode detects wet turbulence within 40 nm, and is not affected by the gain.

TURB mode should be used to isolate turbulence from precipitation.

GCS (IF INSTALLED)

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USE OF RADAR

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The Ground Clutter Suppression (GCS) operates in WX mode, and inhibits the
ground echoes on the ND.

It is sometimes difficult to differentiate between weather and ground returns.

change in tilt rapidly changes the shape and color of ground returns and
eventually makes them disappear.

This is not the case for weather.

RCT (IF INSTALLED)

The React (RCT) function is used temporarily to help detect weather or buildups
beyond of the weather already detected.

PWS

(Refer to the FCTM 04.010 on Adverse Weather)

MSN 0530 0555 0587 0634 0655 0661 0678 0693 0713 0718 0720 0722 0726 0728

0732-0733 0735 0745 0749-0751 0755-0756 0759 0762-0763 0767 0771 0773 0775 0777-0778
0780-0782 0784-0785 0790-0791 0793-0794 0796-0797 0799-0800 0806-0807 0810 0812
0814-0818 0821 0825 0827 0830-0831 0836 0839-0843 0847 0851 0853 0857-0860

The flight crew can use the following to operate the radar:

TILT

"Tilt" is the angle between the antenna radar and the horizon, irrespective of the
aircraft’s pitch and bank angles. The antenna stabilizes by using IRS data.

A/C pitch

Tilt

FOF 04070 04613 0001

To help avoid weather, it is important to effectively manage the tilt, taking into
account the flight phase and the ND range,

Usually, it is the appropriate tilt

value that provides ground returns on the top of the ND.

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USE OF RADAR

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Selecting AUTO ensures a proper tilt management along the flight.

Note: In cruise, MULTISCAN function provides a large view of the weather

ahead, ie display of weather cells located on and bellow aircraft path.
Before envisaging a route change in front of an ambiguous or unexpected
weather display, the crew should confirm the potential conflict with aircraft
path, using temporarily manual tilt.

GAIN

Manual gain selection (+8) must be used when MULTISCAN selector is set to
AUTO.

However, the gain may be tuned to detect the strongest part of a cell displayed
in red on the ND. If the gain is slowly reduced, the red areas (level 3 return) will
slowly become yellow areas (level 2 return), and the yellow areas will become
green areas (level 1). The last part of the cell to turn yellow is the strongest area.

The gain must then be reset to +8.

MODE

The operation modes are WX, WX+T, TURB, MAP.

WX+T or TURB modes are used to locate the wet turbulence area.

TURB mode detects wet turbulence within 40 nm, and is not affected by the gain.

TURB mode should be used to isolate turbulence from precipitation.

GCS (IF INSTALLED)

The Ground Clutter Suppression (GCS) operates in WX mode, and inhibits the
ground echoes on the ND.

It is sometimes difficult to differentiate between weather and ground returns.

change in tilt rapidly changes the shape and color of ground returns and
eventually makes them disappear.

This is not the case for weather.

RCT (IF INSTALLED)

The React (RCT) function is used temporarily to help detect weather or buildups
beyond of the weather already detected.

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USE OF RADAR

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PWS

(Refer to the FCTM 04.010 on Adverse Weather)

MSN 0002-0370 0372-0375 0377-0382 0384-0390 0392-0409 0411-0415 0418-0425 0427-0448

0450-0470 0472-0529 0532-0533 0535-0543 0545-0546 0548-0554 0556 0558-0571 0573-0574
0576-0581 0583-0586 0588 0591-0600 0603 0605 0609-0610 0612-0614 0616 0618 0620-0621
0624-0625 0627-0629 0631-0633 0635-0636 0642 0644-0645 0647-0650 0652-0654 0656-0658
0660 0662-0670 0673-0674 0677 0679 0681-0684 0686-0690 0692 0695-0698 0700-0701
0703-0705 0709-0712 0715-0717 0719 0721 0724 0729-0730 0734 0737-0743 0746-0748
0757-0758 0760-0761 0766 0770 0776 0779 0783 0786 0788-0789 0792 0795 0798
0801-0802 0809 0811 0813 0819-0820 0822 0824 0826 0828-0829 0832-0834 0837 0846
0848-0850 0852 0854-0855

OPERATIONAL RECOMMENDATIONSFOR WEATHER DETECTION

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USE OF RADAR

04.070

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FLIGHT
PHASE

DETECTION AND MONITORING PROCEDURES

COMMENTS

TAXI

TAKEOFF

CLIMB

CRUISE

DESCENT

APPROACH

clear on parking area, set ND to lowest range,
TILT DOWN then UP;
Chek appearance/disappearance of ground
returns.

If weather is suspected, SLOWLY SCAN up to +
15°, then TILT + 4°.

To avoid OVERSCANNING, TILT DOWNWARD as
the A/C climbs, and maintain GND RETURNS ON
TOP OF ND.

Use TILT slightly NEGATIVE to maintain ground
returns on top of ND:

Range 320 TILT 1 DN
Range 160 TILT 1,5 DN
Range 80 TILT 3,5 DN
Range 40 TILT 6 DN

Use TURB to ISOLATE Turbulence − GAIN to
AUTO.

During DES, TILT UPWARD approximately + 1° /
10000 ft in higher altitudes, then + 1°/5000 ft
below 15000 ft.

TILT + 4°.

Radar check
(away from
people).

Scanning
along
departure
path.

TILT angle
function of
altitude and ND
RANGE.

No ground
returns beyond
line of view.

Dnm = 1,23 ALT
ft

FL 370 D 240nm
Poor ground
returns over calm
sea / even
ground.

To avoid ground
returns.

In higher altitudes,
closing weather:
− Decrease ND
− TILT down

FOF 04070 04618 0001

Note: It is difficult to differentiate between weather returns and ground returns: A

change in TILT causes the shape and color of ground returns to change
rapidly. These ground returns

eventually

disappear. This is not the case

for weather returns.

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USE OF RADAR

04.070

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MSN 0371 0376 0383 0391 0410 0416-0417 0426 0449 0471 0531 0534 0544 0547 0557

0572 0575 0582 0590 0601-0602 0604 0606-0608 0611 0615 0617 0619 0622-0623 0626
0630 0637-0641 0643 0646 0651 0659 0671-0672 0675-0676 0680 0685 0691 0694 0699
0702 0706-0708 0714 0723 0725 0727 0731 0736 0744 0752-0754 0764-0765 0768-0769
0772 0774 0787 0803-0805 0823 0835 0838 0844-0845

OPERATIONAL RECOMMENDATIONS FOR WEATHER DETECTION

FLIGHT

PHASE

DETECTION AND MONITORING

PROCEDURES

COMMENTS

TAXI

Clear on parking area, set ND to lowest

range, TILT DOWN then UP;

Check appearance/disappearance of ground

returns.

Reselect AUTO after scanning.

Radar check

(away from

people)

TAKE OFF

If weather is suspected, SLOWLY SCAN up to

+ 15

, then reselect AUTO.

Scanning

along

departure

path

IN FLIGHT

Use TURB to ISOLATE Turbulence

GAIN to

AUTO

Poor ground

return over
calm sea /

even ground

Note: Weather and ground returns are difficult to differentiate: a change in TILT

rapidly changes the shape and color of ground returns and eventually
cause them to disappear which is not the case for weather.

MSN 0530 0555 0587 0634 0655 0661 0678 0693 0713 0718 0720 0722 0726 0728

OPERATIONAL RECOMMENDATIONS FOR WEATHER DETECTION

FLIGHT

PHASE

DETECTION AND MONITORING

PROCEDURES

COMMENTS

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USE OF RADAR

04.070

JAN 09/07

TAXI

Clear on parking area, set ND to lowest

range, TILT DOWN then UP;

Check appearance/disappearance of ground

returns.

Reselect AUTO after scanning.

Radar check

(away from

people)

TAKE OFF

If weather is suspected, SLOWLY SCAN up to

+ 15

, then reselect AUTO.

Scanning

along

departure

path

IN FLIGHT

Use TURB to ISOLATE Turbulence

Poor ground

return over
calm sea /

even ground

Note:

1. Gain must be manually set to +8, when MULTISCAN selector is set to

AUTO

2. MULTISCAN AUTO mode provides an efficient ground clutter rejection.

During operation in good or non significant weather, no weather pattern
will be displayed on ND’s. In such situation, the crew ascertains correct
radar operation, using temporarily MANUAL TILT.

3. The crew monitors weather radar display in AUTO, and confirms any

ambiguous or unexpected weather display using manual tilt according to
standard techniques.

MSN 0002-0860

OTHER OPERATIONNAL RECOMMENDATION

WEATHER AVOIDANCE

When weather is suspected, scan for it by varying the radar tilt. If AUTOTILT

or MULTISCAN function is available, reselect AUTO after scanning.

Do not underestimate a thunderstorm, even if echo is weak (only wet parts

are detected)

Avoid all red + magenta cells by at least 20 nm

Deviate upwind instead of downwind (less probability of turbulence or hail)

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USE OF RADAR

04.070

JAN 09/07

Do not attempt to fly below a storm even visual (turbulence, shear, altimetry)

Use TURB detection to isolate turbulence from precipitation

There may be severe turbulence, up to 5 000 ft above a cell

Storms with tops above 35 000 ft are hazardous

Frequent and vivid lightning indicates a high probability of severe turbulence.

WEATHER PENETRATION

In the case of storm penetration, the flight crew must take full advantage of the
radar. For flight crew guidelines, in the case of turbulence, refer to the FCTM
section on ADVERSE WEATHER.

MAPPING

TILT and GAIN have to be adjusted harmoniously, because the ground returns
vary greatly with the angle of the radar beam which illuminates them.

Use MAP to detect PROMINENT TERRAIN (mountain, city, and coastline)

Adjust TILT and GAIN - Mapping coverage varies with tilt and aircraft altitude.

TILT ANGLE

AREA SCANNED AT FL 330

72 nm to 190 nm

47 nm to 190 nm

36 nm to 70 nm

26 nm to 41 nm

However, flight crew should NOT USE the weather radar as a terrain
avoidance system.

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