Airbus A330 Training Manual
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Airbus A330 Training Manual

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A330/A340
Flight Crew Training Manual
The content of this document is the property of Airbus. It is supplied in
confidence and commercial security on its contents must be maintained.
It must not be used for any purpose other than that for which it is supplied, nor may
information contained in it be disclosed to unauthorized persons. It must not be
reproduced in whole or in part without permission in writing from the owners of the copyright.
©
AIRBUS 2002. All rights reserved.
ENV A330/A340 FLEET FCTM

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April 18, 2025

AMM 12-31-38-660-001-A Cold Weather Maintenance – Water/Waste System.

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  • Page 1 A330/A340 Flight Crew Training Manual The content of this document is the property of Airbus. It is supplied in confidence and commercial security on its contents must be maintained. It must not be used for any purpose other than that for which it is supplied, nor may information contained in it be disclosed to unauthorized persons.
  • Page 2 TABLE OF CONTENTS JAN 09/07 FLIGHT CREW TRAINING MANUAL 00.010 GENERAL INTRODUCTION -- FOREWORDS -- COMMENTS - QUESTIONS - SUGGESTIONS 00.030 AIRCRAFT ALLOCATION TABLE 00.040 LIST OF SECTIONS 00.070 LIST OF MODIFICATIONS ENV A330/A340 FLEET FCTM Page 1 of 1...
  • Page 3 The Flight Crew Training Manual (FCTM) is published as a supplement to the Flight Crew Operating Manual (FCOM) and is designed to provide pilots with practical information on how to operate the Airbus A330 and A340 aircraft. It should be read in conjunction with the FCOM. If there is any conflicting information, the FCOM is the overriding reference.

  • Page 4: Table Of Contents

    -- AUTOPILOT/FLIGHT DIRECTOR -- AUTOTHRUST (A/THR) -- AP, FD, A/THR MODE CHANGES AND REVERSIONS -- TRIPLE CLICK 01.040 ECAM -- PURPOSE OF THE ECAM -- MAIN PRINCIPLES -- ECAM HANDLING -- USE OF SUMMARIES ENV A330/A340 FLEET FCTM Page 1 of 1...

  • Page 5: Introduction

    FLIGHT CREW TRAINING MANUAL INTRODUCTION MSN 0002-0860 The Airbus cockpit is designed to achieve pilot operational needs throughout the aircraft operating environment, while ensuring maximum commonality within the Fly by Wire family. The cockpit design objectives are driven by three criteria: .
  • Page 6 5. Know your FMA at all times 6. When things dont go as expected - take over 7. Use the proper level of automation for the task 8. Practice task sharing and back-up each other ENV A330/A340 FLEET FCTM Page 2 of 2...
  • Page 7 . The PF can have instinctive/immediate reaction, in the event of an emergency . There is a reduced possibility of overcontrolling or overstressing the aircraft. Normal Law is the law that is most commonly available, and it handles single failures. ENV A330/A340 FLEET FCTM Page 1 of 21...
  • Page 8 The PF should not fight the sidestick, or overcontrol it. If the PF senses an overcontrol, the sidestick should be released. AT TAKEOFF AND LANDING ENV A330/A340 FLEET FCTM Page 2 of 21...
  • Page 9 This is because, in normal situations, there is no operational reason to fly with such high bank angles for a long period of time. AIRBUS LATERAL CHARACTERISTIC ENV A330/A340 FLEET FCTM Page 3 of 21...

  • Page 10: Flight Controls

    The lateral behavior of aircraft is safe. However, the PF is best suited to adapt the lateral trimming technique, when necessary. From a performance standpoint, the most effective flying technique, in ENV A330/A340 FLEET FCTM Page 4 of 21...

  • Page 11: Normal Law

    Normal Law provides five different protections (Refer to the "Protections" paragraph): . High angle-of-attack protection . Load factor protection . High pitch attitude protection . Bank angle protection . High speed protection. ENV A330/A340 FLEET FCTM Page 5 of 21...

  • Page 12: Two-Engine Failure

    In addition, depending on the type of failure, the control law may either be Alternate 1 or Alternate 2. Alternate law characteristics (usually triggered in case of a dual failure): ENV A330/A340 FLEET FCTM Page 6 of 21...

  • Page 13: Direct Law

    . Elevator deflection is proportional to stick deflection. Maximum deflection depends on the configuration and on the CG . Aileron and spoiler deflections are proportional to stick deflection, but vary with the aircraft configuration ENV A330/A340 FLEET FCTM Page 7 of 21...

  • Page 14: Indications

    0757 0761-0768 0771 0775 0779 0783 0787 0790 0793-0794 0798 0800 0804 0812 0829 0835 0837 0844 0846 0848 The ECAM and PFD indicate any control law degradation. On the ECAM In Alternate Law: FLT CTL ALTN LAW (PROT LOST) MAX SPEED 305/.82 ENV A330/A340 FLEET FCTM Page 8 of 21...
  • Page 15 NORMAL ALTN DIRECT FOF 01020 03762 0001 Therefore, by simply looking at this main instrument (PFD), the flight crew is immediately aware of the status of flight controls, and the operational consequences. ENV A330/A340 FLEET FCTM Page 9 of 21...
  • Page 16 When protections are lost, amber crosses (XXX) appear, instead of the green protection symbols (=). When automatic pitch trim is no longer available, the PFD indicates this with an amber USE MAN PITCH TRIM" message below the FMA. ENV A330/A340 FLEET FCTM Page 10 of 21...

  • Page 17: Protections

    . Reduce the risks of overcontrolling, or overstressing the aircraft . Provide PF with an instinctive and immediate procedure to ensure that the PF achieves the best possible result. ENV A330/A340 FLEET FCTM Page 11 of 21...
  • Page 18 VMO/MMO without reaching VD/MD. At approximately VMO + 16 / MMO + 0.04, the pitch nose-down authority smoothly reduces to zero (which does not mean that the aircraft stabilizes at that speed). AIRBUS HIGH SPEED PROTECTION ENV A330/A340 FLEET FCTM Page 12 of 21...
  • Page 19 If the aircraft is not able to fly this trajectory, or to perform this maneuver, pulling "g" will be detrimental. On commercial aircraft, the maximum load that is structurally allowed is: . 2.5 g in clean configuration, . 2.0 g with the flaps extended. ENV A330/A340 FLEET FCTM Page 13 of 21...
  • Page 20 OPERATIONAL PHILOSOPHY 01.020 FLIGHT CONTROLS JAN 09/07 FLIGHT CREW TRAINING MANUAL AIRBUS LOAD FACTOR PROTECTION AND SAFETY 2.5 g trajectory when aircraft within proper flight domain. 2.5 g pull shallow trajectory when aircraft out of proper flight domain. FOF 01020 03736 0001 On most commercial aircraft, the potential for an efficient 2.5 g maneuver is very...
  • Page 21 IAS, ACCEL/DECEL, or FPA. For example, if the aircraft decelerates at 1 kt/sec, and: -- The FPA is -3 degrees, the alert will trigger at approximately VLS -8, ENV A330/A340 FLEET FCTM Page 15 of 21...
  • Page 22 . Pull the sidestick to full aft (For shear, fly the SRS, until full aft sidestick). . Initially maintain the wings level This immediately provides maximum lift/maximum thrust/minimum drag. Therefore, CFIT escape maneuvers will be much more efficient. CFIT ESCAPE MANOEUVRES ON PROTECTED AND NON PROTECTED AIRCRAFT ENV A330/A340 FLEET FCTM Page 16 of 21...

  • Page 23: Mechanical Backup

    The purpose of the mechanical backup is to achieve all safety objectives in MMEL dispatch condition: To manage a temporary and total electrical loss, the temporary loss of five fly-by-wire computers, the loss of both elevators, or the total loss of ailerons and spoilers. ENV A330/A340 FLEET FCTM Page 17 of 21...

  • Page 24: Backup

    0457 0460 0464 0468 0471 0475 0478 0482 0485 0488 0492 0495 0499 0514 0517 0520 0523-0524 0531 0533-0534 0537 0540 0542-0544 0547 0549 0552-0553 0555 0557-0558 0560 0563-0564 0566 0569-0580 0582-0583 0585-0595 0598-0626 0628-0634 0636-0656 0658-0659 0661-0860 ENV A330/A340 FLEET FCTM Page 18 of 21...

  • Page 25: Abnormal Attitudes

    A red "MAN PITCH TRIM ONLY" message appears on the PFD to immediately inform the PF that the backup is being used. BACK-UP INDICATION ON PFD MAN PITCH TRIM ONLY FOF 01020 03740 0001 ABNORMAL ATTITUDES MSN 0002-0860 ENV A330/A340 FLEET FCTM Page 19 of 21...

  • Page 26: Sidestick And Priority P/B

    Therefore, as on any other aircraft type, PF and PNF must not act on their sidesticks at the same time. If the PNF (or Training Captain) needs to take over, the PNF must press the sidestick priority pushbutton, and announce: "I have control". ENV A330/A340 FLEET FCTM Page 20 of 21...
  • Page 27 In case of a "SIDE STICK FAULT" ECAM warning, due to an electrical failure, the affected sidestick order (sent to the computer) is forced to zero. This automatically deactivates the affected sidestick. This explains why there is no procedure associated with that warning. ENV A330/A340 FLEET FCTM Page 21 of 21...

  • Page 28: Ap / Fd / Athr

    FOF 01030 00013 0001 Managed modes require: Good FMS navigation accuracy (or GPS PRIMARY) An appropriate ACTIVE F-PLN (i.e. the intended lateral and vertical trajectory is entered, and the sequencing of the F-PLN is monitored). ENV A330/A340 FLEET FCTM Page 1 of 18...
  • Page 29 The FCU and MCDU must be used, in accordance with the rules outlined below, in order to ensure: Safe operation (correct entries made) Effective inter-pilot communication (knowing each others intentions) Comfortable operations (use "available hands", as appropriate) ENV A330/A340 FLEET FCTM Page 2 of 18...
  • Page 30 The AP can be engaged within the normal flight envelope, 5 seconds after liftoff and at least 100 ft. It automatically disengages, when the aircraft flies significantly outside the normal flight envelope limits. ENV A330/A340 FLEET FCTM Page 3 of 18...

  • Page 31: Autothrust (A/Thr)

    If not using FD orders, turn off the FD. It is strongly recommended to turn off both FDs, to ensure that the A/THR is in SPEED mode, if the A/THR is active. AUTOTHRUST (A/THR) ENV A330/A340 FLEET FCTM Page 4 of 18...
  • Page 32 (e.g. engine failure, thrust lever jammed). THE TLA DETERMINES MAX THRUST FOR THE A/THR Thrust Lever Angle (TLA) 60.0 60.0 FOF 01030 00018 0001 ENV A330/A340 FLEET FCTM Page 5 of 18...
  • Page 33 In this case, all thrust levers should either be brought back to the CLB detent, or the A/THR should be set to OFF. Thrust Levers Beyond the CLB Detent ENV A330/A340 FLEET FCTM Page 6 of 18...
  • Page 34 The above-noted principles also apply to an one-engine inoperative situation, except that A/THR can only be active, when the thrust levers are set between IDLE and MCT. A/THR OPERATING SECTORS - ONE ENGINE INOPERATIVE ENV A330/A340 FLEET FCTM Page 7 of 18...
  • Page 35 A/THR in SPEED mode, commands approximately N1 55 %. If the PF presses the I/D pushbutton, the A/THR is set to off, and thrust goes to MAX CLB. This will perturbate the approach. ENV A330/A340 FLEET FCTM Page 8 of 18...
  • Page 36 (e.g. in the case of a failure). When pressed, thrust is frozen and remains locked at the value it had when the flight crew pressed the A/THR pushbutton, as long as the thrust levers remain in the CLB or MCT detent. ENV A330/A340 FLEET FCTM Page 9 of 18...
  • Page 37 SPEED SCALE AND FMA INDICATIONS IN A TYPICAL A FLOOR CASE A FLOOR A/THR TOGA LK A/THR When A Floor triggered When out of A FLOOR TOGA LK TOGA thrust (although levers Idle) FOF 01030 00030 0001 ENV A330/A340 FLEET FCTM Page 10 of 18...
  • Page 38 . Engine failure, even during autoland . Abnormal configurations However, use of manual thrust is recommended when the autotrim function is lost. The aim of this recommendation is to avoid large thrust changes. A/THR USE IN FLIGHT ENV A330/A340 FLEET FCTM Page 11 of 18...

  • Page 39: Ap, Fd, A/Thr Mode Changes And Reversions

    INTRODUCTION The flight crew manually engages the modes. However, they may change automatically, depending on the: . AP, FD, and A/THR system integration . Logical sequence of modes . So-called "mode reversions". ENV A330/A340 FLEET FCTM Page 12 of 18...
  • Page 40 The flight crew may also manually arm a mode in advance, so that the AP/FD intercepts a defined trajectory. Typically, the flight crew may arm NAV, LOC-G/S, and APPNAV-FINAL. When the capture or tracking conditions occur, the mode will change sequentially. ENV A330/A340 FLEET FCTM Page 13 of 18...
  • Page 41 FCU CHANGE RESULTING REVERSION TO VS MODE DOWN, while in OP CLB (CLB) FCU ALT Target V/S (FPA) Change While ALT * UP, while in OP DES (DES) FOF 01030 03721 0001 ENV A330/A340 FLEET FCTM Page 14 of 18...
  • Page 42 FOF 01030 03727 0001 This reversion to V/S (FPA) mode on the current V/S target does not modify the pitch behavior of the aircraft. It is the flight crews responsibility to adapt pitch, if necessary. ENV A330/A340 FLEET FCTM Page 15 of 18...

  • Page 43: Triple Click

    FOF 01030 03728 0001 A/THR in SPEED mode automatically readjusts thrust to regain the target speed. The FD bars will disappear, because they are not being followed by the PF. TRIPLE CLICK MSN 0002-0860 ENV A330/A340 FLEET FCTM Page 16 of 18...
  • Page 44 . The V/S selection is "refused" during ALT *: The flight crew pulls the V/S knob, while in ALT* . The V/S target is not followed, because the selected target is too high, and leads to VLS/VMAX. ENV A330/A340 FLEET FCTM Page 17 of 18...
  • Page 45 OPERATIONAL PHILOSOPHY 01.030 AP / FD / ATHR JAN 09/07 FLIGHT CREW TRAINING MANUAL HIGHLIGHTS Correction of printing error ENV A330/A340 FLEET FCTM Highlights 1 of 1...

  • Page 46: Purpose Of The Ecam

    PURPOSE OF THE ECAM MSN 0002-0860 The Electronic Centralized Aircraft Monitoring (ECAM) system is a main component of Airbus two-crewmember cockpit, which also takes the "dark cockpit" and "forward-facing crew" philosophies into account. The purpose of the ECAM is to: .
  • Page 47 When the flight crew performs a required action on the cockpit panel, the ECAM usually clears the applicable line of the checklist (except for some systems or actions, for which feedback is not available). ENV A330/A340 FLEET FCTM Page 2 of 11...

  • Page 48: Ecam Handling

    XYZ system". Then, the PF requests the PNF to review the drifting parameter. If time permits, the PNF may refer to the QRH Part 2, containing recommended actions in various advisory situations. R (1) (2) ABNORMAL OPERATIONS ENV A330/A340 FLEET FCTM Page 3 of 11...
  • Page 49 PF and PNF, before they are moved or selected, to prevent the flight crew from inadvertently performing irreversible actions. To avoid mistakes in identifying the switches, Airbus overhead panels are designed to be uncluttered. When the ECAM requires action on overhead panel pushbuttons or switches, the correct system panel can be identified by referring to the white name of the system on the side of each panel.
  • Page 50 2. In case of a failure during takeoff or go-around, ECAM actions should be delayed until the aircraft reaches approximately 400 feet, and is stabilized on a safe trajectory. This is an appropriate compromise between stabilizing the aircraft and delaying action. ENV A330/A340 FLEET FCTM Page 5 of 11...
  • Page 51 . In some cases, the ECAM displays: "LAND ASAP" (As Soon As Possible): -- RED LAND ASAP: Land as soon as possible at the nearest suitable airport at which a safe approach and landing can be made. ENV A330/A340 FLEET FCTM Page 6 of 11...
  • Page 52 The applicable ND screen will then display the second ECAM image. DMC FAILURES In case all of the ECAM DMC channels fail, each flight crewmember may display the engine standby page on their respective ND (generated by the DMCs EFIS channel). ENV A330/A340 FLEET FCTM Page 7 of 11...

  • Page 53: Use Of Summaries

    Due to the fact that normal landing distances also appear on this page, the PNF can compute the landing distance with the failure, and decide whether or not to divert. APPROACH PREPARATION ENV A330/A340 FLEET FCTM Page 8 of 11...
  • Page 54 "LANDING WITH FLAPS (SLATS) JAMMED" paper procedure. The PNF should then review the ECAM STATUS, and check that all the APPR PROC actions have been completed. SEQUENCE ENV A330/A340 FLEET FCTM Page 9 of 11...
  • Page 55 OPERATIONAL PHILOSOPHY 01.040 ECAM JAN 09/07 FLIGHT CREW TRAINING MANUAL QRH SUMMARY E/WD CRUISE Decision PROC Vapp In cruise APPR Approach STATUS preparation LANDING Approach Briefing GO AROUND FOF 01040 03720 0001 ENV A330/A340 FLEET FCTM Page 10 of 11...
  • Page 56 OPERATIONAL PHILOSOPHY 01.040 ECAM JAN 09/07 FLIGHT CREW TRAINING MANUAL HIGHLIGHTS Clarification of LAND ASAP definition. Removal of call outs that are not in line with Airbus training policy. ENV A330/A340 FLEET FCTM Highlights 1 of 1...
  • Page 57 -- ENGINE WARM-UP PERIOD -- AFTER START FLOW PATTERN 02.040 TAXI -- TAXI ROLL AND STEERING -- FIGURES -- TAXI CAMERA -- BRAKE CHECK -- CARBON BRAKE WEAR -- TAXI SPEED AND BRAKING ENV A330/A340 FLEET FCTM Page 1 of 6...
  • Page 58 -- THRUST REDUCTION ALTITUDE -- ACCELERATION ALTITUDE -- TAKE-OFF AT HEAVY WEIGHT -- IMMEDIATE TURN AFTER TAKE-OFF -- LOW ALTITUDE LEVEL-OFF -- NOISE ABATEMENT TAKE-OFF 02.060 CLIMB -- CLIMB THRUST -- AP/FD CLIMB MODES ENV A330/A340 FLEET FCTM Page 2 of 6...
  • Page 59 -- GUIDANCE AND MONITORING -- MODE REVERSION -- DESCENT CONSTRAINTS -- 10.000 FT FLOW PATTERN 02.090 HOLDING -- PREFACE -- HOLDING SPEED AND CONFIGURATION -- IN THE HOLDING PATTERN 02.100 APPROACH GENERAL -- PREFACE ENV A330/A340 FLEET FCTM Page 3 of 6...
  • Page 60 -- LOC BACK COURSE APPROACH 02.130 CIRCLING APPROACH -- PREFACE -- APPROACH PREPARATION -- FINAL INSTRUMENT APPROACH -- CIRCLING APPROACH 02.140 VISUAL APPROACH -- INITIAL APPROACH -- INTERMEDIATE/FINAL APPROACH 02.150 PRECISION APPROACH -- GENERAL ENV A330/A340 FLEET FCTM Page 4 of 6...
  • Page 61 -- GO-AROUND PHASE -- LEAVING THE GO-AROUND PHASE -- REJECTED LANDING 02.180 TAXI IN -- BRAKE TEMPERATURE -- ENGINES COOLING PERIOD -- TAXI WITH ONE ENGINE SHUTDOWN -- TAXI WITH TWO ENGINES SHUTDOWN ENV A330/A340 FLEET FCTM Page 5 of 6...
  • Page 62 NORMAL OPERATIONS 02.000 TABLE OF CONTENTS JAN 09/07 FLIGHT CREW TRAINING MANUAL -- AFTER LANDING FLOW PATTERN ENV A330/A340 FLEET FCTM Page 6 of 6...

  • Page 63: Introduction

    MSN 0002-0860 The NORMAL OPERATIONS Chapter outlines the techniques that should be applied for each flight phase, in order to optimize the use of Airbus aircraft. This chapter must be read in parallel with the FCOM, which provides normal procedures, and their associated tasksharing, callouts, and checklists.

  • Page 64: Communication

    An emergency evacuation may System: soon be required "ATTENTION CREW! AT STATIONS!" cockpit cabin Passenger Address (PA) The Captain decides that an System: evacuation is not required "CABIN CREW and PASSENGERS REMAIN SEATED!" ENV A330/A340 FLEET FCTM Page 2 of 4...
  • Page 65 It is important to adhere to this policy, in order to facilitate communication between both of the flight crew, and to ensure the effective communication of emergency or safety-related information, between flight and cabin crew members. ENV A330/A340 FLEET FCTM Page 3 of 4...
  • Page 66 NORMAL OPERATIONS 02.010 GENERAL JAN 09/07 FLIGHT CREW TRAINING MANUAL HIGHLIGHTS Ref to FCOM is corrected Harmonization with the emergency calls from the CCOM ENV A330/A340 FLEET FCTM Highlights 1 of 1...

  • Page 67: Mel

    Association (ATA) format. The ATA is the official reference for the classification of aircraft systems and/or functions. The aircraft systems/functions are classified with six digits. For example, 21-52-01 refers to: 21: ATA 21: Air conditioning 52: Air-cooling system 01: Air conditioning pack MEL DESCRIPTION ENV A330/A340 FLEET FCTM Page 1 of 17...
  • Page 68 . Consider location and, where repair is possible . (*) Means that an INOP placard is required . (O) Means that a specific operational procedure or limitation is required (Refer to MEL chapter 2) ENV A330/A340 FLEET FCTM Page 2 of 17...

  • Page 69: Secured And Transit Stop

    The ECAM STATUS page displays maintenance messages that are for maintenance purposes only. Dispatch with maintenance messages displayed on the ECAM STATUS page is permitted without specific conditions. SECURED AND TRANSIT STOP ENV A330/A340 FLEET FCTM Page 3 of 17...

  • Page 70: Safety Exterior Inspection

    Safety Exterior Inspection is performed to ensure that the aircraft, and its surroundings, are safe for operations. Items that must be checked include: . Chocks in place . Doors status . Ground mechanic present . Aircraft environment PRELIMINARY COCKPIT PREPARATION MSN 0002-0860 OBJECTIVES ENV A330/A340 FLEET FCTM Page 4 of 17...

  • Page 71: Exterior Inspection

    . To check that there are no leaks. For example, engine drain mast, hydraulic lines. . To check the status of the essential visible sensors, i.e. AOA, pitot and static probes. ENV A330/A340 FLEET FCTM Page 5 of 17...

  • Page 72: Adirs Initialization

    At the beginning of the pre-flight checks, the crew sets the ADIRS selectors to NAV, in order to start alignment. The alignment takes approximately 10 minutes, and must be completed before pushback (before any aircraft movement). In transit: ENV A330/A340 FLEET FCTM Page 6 of 17...
  • Page 73 This occurs in transit, when the flight crew enters a new CO-RTE, or enters a new FROM-TO city pair on the INIT A page, and does not re-align the ADIRS. In this case, check the coordinates on the INITA page and compare them with: ENV A330/A340 FLEET FCTM Page 7 of 17...
  • Page 74 It involves setting the ground speed to 0, and updating the IRS position to the position of the coordinates on the INITA page (usually airport reference coordinates). INITIALIZATION ENV A330/A340 FLEET FCTM Page 8 of 17...

  • Page 75: Cockpit Preparation

    1. Overhead panel: Turn off any white lights (PF) 2. FMGS programming (PF) 3. Glare shield, ECP (CM1/2) and FCU (PF) 4. Lateral console (CM1/2) 5. Centre instrument panel and pedestal (PF) COCKPIT PREPARATION FLOW PATTERN ENV A330/A340 FLEET FCTM Page 9 of 17...
  • Page 76 . Yellow characters indicate a temporary flight plan display . Amber characters signify that the item being displayed is important and requires immediate action . Small font signifies that data is FMS computed . Large font signifies manually entered data. ENV A330/A340 FLEET FCTM Page 10 of 17...
  • Page 77 The F-PLN A page is to be completed thoroughly including: -- The take-off runway -- SID -- Altitude and speed constraints -- Correct transition to the cruise waypoint -- Intended step climb/descents, according to the Computerized Flight Plan (CFP). ENV A330/A340 FLEET FCTM Page 11 of 17...
  • Page 78 The flight crew uses the PERF CLB page to pre-select a speed. For example, "Green Dot" speed for a sharp turn after take-off. The crew may also check on the PROG page the CRZ FL, MAX REC FL and OPT FL. ENV A330/A340 FLEET FCTM Page 12 of 17...
  • Page 79 PF, both flight crewmembers must crosscheck that the parameter has been set or programmed correctly. The takeoff briefing covers the following: TAKE OFF BRIEFING WITH ASSOCIATED CHECKS ENV A330/A340 FLEET FCTM Page 13 of 17...
  • Page 80 0.5 / 0013 60.8 (SPD) FINAL / TIME (LIM) 0005 250/ FL100 1.6 / 0038 58.5 DEST TIME DIST EF0B EXTRA / TIME LFP026 0100 1.6 / 0038 FOF 02020 03879 0001 ENV A330/A340 FLEET FCTM Page 14 of 17...
  • Page 81 ENG Out routing: EOSID, SID, radar vector, immediate return... () items that must be cross−checked on associated display. FOF 02020 03880 0001 FMS UPDATING When the load and trim sheet is available, the flight crew: . Updates the ZFWCG/ZFW ENV A330/A340 FLEET FCTM Page 15 of 17...

  • Page 82: Miscellaneous

    The armrest and the rudder pedals have position indicators. These positions should be noted and set accordingly for each flight. MCDU USE ENV A330/A340 FLEET FCTM Page 16 of 17...
  • Page 83 02.020 PRE START JAN 09/07 FLIGHT CREW TRAINING MANUAL When clear for start-up and taxi, the PF displays the MCDU PERF TAKE OFF page, while the PNF displays the MCDU F-PLN page. ENV A330/A340 FLEET FCTM Page 17 of 17...

  • Page 84: Start

    When the ENG START selector is set to "START", the FADECs are electrically-supplied. When there is sufficient BLEED PRESS, the PF begins the start sequence by setting the ENG MASTER switch to ON. The flight crew should monitor the start sequence: ENV A330/A340 FLEET FCTM Page 1 of 8...
  • Page 85 When there is sufficient BLEED PRESS, the PF begins the start sequence by setting the ENG MASTER switches to ON, one after the other with a slight delay (N2 about 10%). The flight crew should monitor the start sequence: ENV A330/A340 FLEET FCTM Page 2 of 8...

  • Page 86: After Engine Start

    If the start is not successful, the flight crew must use the ECAM as usually done, and avoid instinctively selecting the ENG MASTER switch to OFF. This would interrupt the FADEC protective actions (e. g. cranking after hot start). AVERAGE IDLE ENGINE PARAMETERS ENV A330/A340 FLEET FCTM Page 3 of 8...
  • Page 87 0742-0743 0745-0747 0749 0752 0754-0755 0760 0769-0770 0774 0789 0792 0801 0805 0811 0813-0814 0819-0820 0823 0825-0826 0831 0834 0838 0841-0842 0847 0849 0853 As soon as the engine-start is complete, the flight crew should check the stabilized parameters. At ISA sea level: ENV A330/A340 FLEET FCTM Page 4 of 8...

  • Page 88: Engine Start Malfunction

    ENGINE START MALFUNCTION MSN 0002-0860 Following an aborted engine start, the crew will consider an engine dry cranking prior resuming a new engine start attempt. Starter limitations in FCOM 3.01.70 must be observed. ENV A330/A340 FLEET FCTM Page 5 of 8...

  • Page 89: Manual Engine Start

    . Crank the engine, by using either the bleed opposite the engine, the APU bleed, or external pneumatic power (Set ENG START selector to CRANK, then set the MAN START switch to ON). ENV A330/A340 FLEET FCTM Page 6 of 8...

  • Page 90: Engine Warm-Up Period

    When the engines have started, the PF sets the ENG START selector to NORM to permit normal pack operation. At this time, the After Start Flow Pattern begins. AFTER START FLOW PATTERN ENV A330/A340 FLEET FCTM Page 7 of 8...
  • Page 91 1 / 2 B R A K E F U L L F U L L F U L L F U L L PARK BRK RUD TRIM FOF 02030 03881 0001 ENV A330/A340 FLEET FCTM Page 8 of 8...

  • Page 92: Taxi Roll And Steering

    Therefore, the PF should move the tiller smoothly and maintain the tiller’s position. Any correction should be small and smooth, and maintained for enough time to enable the pilot to assess the outcome. Being over-active on the tiller will cause uncomfortable oscillations. ENV A330/A340 FLEET FCTM Page 1 of 17...
  • Page 93 The flight crew should be aware that the main gear on the inside of a turn will always cut the corner and track inside of the nosewheel track. For this reason, over-steer must be used. OVERSTEERING TECHNIQUE ENV A330/A340 FLEET FCTM Page 2 of 17...
  • Page 94 1.05EPR], in order to maintain a continuous speed of approximately 8 knots throughout the maneuver. . During the turn, it is essential to maintain minimum ground speed. This will avoid the need to significantly increase thrust, in order to continue moving. ENV A330/A340 FLEET FCTM Page 3 of 17...

  • Page 95: Figures

    0086-0087 0095-0096 0098-0100 0102 0106-0113 0116 0118-0122 0127 0132 0138 0140 0143-0144 0148 0153 0155 0162 0165 0171-0172 0177 0183-0184 0188-0189 0191 0198 0200 0203 0206 0209 0219 0224 0231 0234 0241 0244 NWS Limit Minimum Runway Angle Width with Asymmetric Thrust ENV A330/A340 FLEET FCTM Page 4 of 17...
  • Page 96 Minimum Runway Angle Width with Asymmetric Thrust 12 m 27 m 44 m 33 m 38 m 72 degrees 46 m 39 ft 88 ft 144 ft 108 ft 124 ft 151 ft ENV A330/A340 FLEET FCTM Page 5 of 17...
  • Page 97 Minimum Runway Angle Width with Asymmetric Thrust 14 m 32 m 47 m 37 m 42 m 52 m 70 degrees 46 ft 105 ft 154 ft 122 ft 138 ft 171 ft ENV A330/A340 FLEET FCTM Page 6 of 17...

  • Page 98: Taxi Camera

    The magenta squares on the upper TACS display, help the flight crew initiate turns with a correct over-steer. When the turn is established, the aircraft is correctly turning if the wing root continues over the yellow line. USE OF TACS ENV A330/A340 FLEET FCTM Page 7 of 17...

  • Page 99: Brake Check

    The PNF should also check the triple brake indicator to ensure that brake pressure drops to zero. This indicates a successful changeover to the normal braking system. ENV A330/A340 FLEET FCTM Page 8 of 17...

  • Page 100: Carbon Brake Wear

    PF should allow the aircraft to accelerate to 30 knots, and should then use one smooth brake application to decelerate to 10 knots. The PF should not "ride" the brakes. The GS indication on the ND should be used to assess taxi speed. MSN 0002-0860 ENV A330/A340 FLEET FCTM Page 9 of 17...

  • Page 101: Brake Temperature

    A/SKID & N/W STRG Sw to OFF. Then, the PF should refer to the triple brake indicator and modulate the pressure as necessary. BRAKE FANS MSN 0004-0012 0014 0017-0053 0056-0057 0059-0113 0115-0163 0165-0213 0215-0224 0226-0860 ENV A330/A340 FLEET FCTM Page 10 of 17...

  • Page 102: Flight Control Check

    . "Full left, full right, neutral" Full control input must be held for sufficient time for full travel to be reached and indicated on the F/CTL page. ENV A330/A340 FLEET FCTM Page 11 of 17...

  • Page 103: Takeoff Briefing Confirmation

    FCU HDG knob should be pulled. Once cleared to resume the SID, a HDG adjustment may be necessary to intercept the desired track for NAV capture. TAXI WITH ONE ENGINE SHUTDOWN ENV A330/A340 FLEET FCTM Page 12 of 17...
  • Page 104 Foreign Object Damage (FOD). . It is recommended that the flight crew use the APU. However, APU bleed should be switched off, in order to avoid ingestion of exhaust gases by the air conditioning system. ENV A330/A340 FLEET FCTM Page 13 of 17...

  • Page 105: Taxi With Two Engines Shutdown

    . The remaining engines should be started with sufficient time for engine warm-up before takeoff. . Any faults encountered during, or after, starting the remaining engine may require a return to the gate for maintenance. This could result in an additional departure delay. ENV A330/A340 FLEET FCTM Page 14 of 17...

  • Page 106: Miscellaneous

    When installed, the In Seat Power Supply System (ISPSS) provides electrical power to the In Seat Power Supply Unit (ISPSU) outlets. These outlets enable passengers to usePortable Electronic Devices (PEDs). The ISPSS must be turned off during takeoff and landing. ENV A330/A340 FLEET FCTM Page 15 of 17...

  • Page 107: Before Takeoff Flow Pattern

    OVHD INTEG LT MAN V/S MAN V/S MAN V/S G N D A R M E D R E T R E T 1 / 2 1 / 2 FOF 02040 03887 0001 ENV A330/A340 FLEET FCTM Page 16 of 17...
  • Page 108 NORMAL OPERATIONS 02.040 TAXI JAN 09/07 FLIGHT CREW TRAINING MANUAL HIGHLIGHTS Correction of printing error ENV A330/A340 FLEET FCTM Highlights 1 of 1...

  • Page 109: Thrust Setting

    -- Then, to FLX / TOGA, as required to reach take-off thrust by 40 kts groundspeed. This procedure ensures that all engines will accelerate similarly. If not properly applied, this may lead to asymmetrical thrust increase, and, consequently, to severe directional control problem. ENV A330/A340 FLEET FCTM Page 1 of 23...
  • Page 110 If the thrust levers are not set to the proper take-off detent, e.g. FLX instead of TOGA, a message comes up on the ECAM. ENV A330/A340 FLEET FCTM Page 2 of 23...

  • Page 111: Take-Off Roll

    MSN 0002-0860 Once the thrust is set, the PF announces the indications on the FMA. The PNF must check that the thrust is set by 80 kts and must announce Power Set". ENV A330/A340 FLEET FCTM Page 3 of 23...

  • Page 112: Typical Aircraft Attitude At Takeoff After

    0400-0401 0403-0405 0407-0410 0412 0416-0423 0425-0428 0431-0432 0436-0437 0439-0441 0443-0445 0448-0449 0451-0458 0460-0466 0468-0469 0471-0473 0475-0482 0484-0527 0529-0537 0539-0540 0542-0543 0547-0553 0555 0557-0558 0560 0563-0581 0583-0584 0586-0588 0591-0597 0600-0642 0644-0645 0647-0650 0652-0667 0669-0792 0794-0799 0801-0834 0836-0843 0845-0860 ENV A330/A340 FLEET FCTM Page 4 of 23...

  • Page 113: Rotation

    FOF 02050 03857 0001 Note: the cross is not to be used by PF during the takeoff, whereas the PNF can check the validity of the PF initial stick input. ROTATION TECHNIQUE ENV A330/A340 FLEET FCTM Page 5 of 23...

  • Page 114: Long Aircraft Specificity

    . Since the aircraft is longer, for a same rotation rate, the local vertical acceleration sensed by the pilot is higher. VERTICAL ACCELERATION SENSING (1) ENV A330/A340 FLEET FCTM Page 6 of 23...
  • Page 115 Be smooth on the stick. With respect to the rotation law of A330/ A340-300/-200, the A340-500/600, flight control laws have been adapted to take into account the different characteristics of the aircraft, such as longer fuselage.

  • Page 116: Aircraft Geometry

    0741 0758 0772-0773 0776-0777 0781-0782 0784 0786 0791 0799 0803 0806 0817 0827 0830 0833 0836 0843 0845 0850-0851 0855-0859 AIRCRAFT GEOMETRY MAX PITCH ATTITUDE ON GROUND depending on main gear oleo position fully extended fully compressed 14.4˚ 10.1˚ ENV A330/A340 FLEET FCTM Page 8 of 23...
  • Page 117 14.2˚ 10.1˚ MSN 0394 0445 0457 0464 0471 0478 0485 0492 0495 0499 0520 0560 0563 0572 0608 0611 0624 0628 0685 0694 0698 0748 0757 0761 0775 0783 ENV A330/A340 FLEET FCTM Page 9 of 23...

  • Page 118: Tail Strike Avoidance

    They most often occur in such adverse conditions as crosswind, turbulence, windshear, etc. The minimum tail clearance occurs before lift off (due to rotating bogies). MAIN FACTORS EARLY ROTATION ENV A330/A340 FLEET FCTM Page 10 of 23...
  • Page 119 For any runway length, CONF 3 usually provides the highest FLEX temperature, and the tail clearance at lift off does not depends on the configuration. So, the flight crew should select CONF 3. On A330 and A340-300: ENV A330/A340 FLEET FCTM Page 11 of 23...
  • Page 120 FLEX temperature. In these cases, the tail clearance at lift off depends on the configuration. The highest flap configuration gives the highest tailstrike margin. There is a difference between twin and quadri, regarding this concern: The A330 has more tail clearance than the A340, that has quite often, takeoff speeds closer to VMU limitation.
  • Page 121 The main purpose of the pitch trim setting for take-off is to provide consistent rotation characteristics. Takeoff pitch trim setting is automatic on ground on the 340-500/600 and A330/A340 Enhanced (with specific aircraft definition) and is set manually via the pitch trim wheel on other A330/340 models.

  • Page 122: Maximum Demonstrated Crosswind For Take-Off

    0825-0828 0831 0834 0838 0841-0843 0845 0847 0849 0853 0857-0859 MAXIMUM DEMONSTRATED CROSSWIND FOR TAKE-OFF Reported Braking Reported Runway Maximum Equivalent Action Friction demonstrated Runway Coefficient Crosswind for Condition takeoff (kt) ≥ 0.4 Good* Dry, damp, wet (< 3mm) ENV A330/A340 FLEET FCTM Page 14 of 23...

  • Page 123: Maximum Certified Crosswind For Takeoff

    0740 0744 0748 0753 0757 0761-0768 0771 0775 0779 0783 0787 0790 0794 0798 0804 0812 0829 0837 0846 0848 Reported Braking Reported Runway Maximum Equivalent Action Friction certified Runway Coefficient Crosswind for Condition takeoff (kt) ≥ 0.4 Good* Dry, damp, wet (< 3mm) ENV A330/A340 FLEET FCTM Page 15 of 23...

  • Page 124: Ap Engagement

    Crosswind for Condition takeoff (kt) ≥ 0.4 Good* Dry, damp, wet (< 3mm) AP ENGAGEMENT MSN 0002-0860 The AP can be engaged 5 seconds after takeoff and above 100ft RA. VERTICAL PROFILE ENV A330/A340 FLEET FCTM Page 16 of 23...
  • Page 125 . Pitch required to climb a 0.5˚ minimum climb gradient. . Maximum pitch attitude of 17.5˚ (22.5˚ in case of windshear) This explains why, in many take-off, the IAS which is actually flown is neither V2+10 (AEO) nor V2 (OEI). ENV A330/A340 FLEET FCTM Page 17 of 23...

  • Page 126: Lateral Profile

    Under most circumstances, the crew can expect to follow the programmed SID. In this case, NAV is armed on selecting the thrust levers to the applicable detent for take-off and engages once above 30 ft RA. THRUST REDUCTION ALTITUDE ENV A330/A340 FLEET FCTM Page 18 of 23...

  • Page 127: Acceleration Altitude

    . At S speed, the aircraft accelerating (positive speed trend): retract to 0. If the engine start selector had been selected to IGN START for take-off, the PNF should confirm with the PF when it may be deselected. ENV A330/A340 FLEET FCTM Page 19 of 23...

  • Page 128: Take-Off At Heavy Weight

    Flaps 1 to Flaps 0. "A. LOCK" pulses above the E/WD Slat indication. The inhibition is removed and the slats retract when both alpha and speed fall within normal values. This is a ENV A330/A340 FLEET FCTM Page 20 of 23...

  • Page 129: Immediate Turn After Take-Off

    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. ENV A330/A340 FLEET FCTM Page 21 of 23...
  • Page 130 800 ft V + 10 to 20kt Take−off thrust V + 10 to 20 kt Not to scale Runway FOF 02050 00001 0001 ENV A330/A340 FLEET FCTM Page 22 of 23...
  • Page 131 Clarification of FLRS logic: FLRS can be activated also in CONF FULL or 3 Threshold specific to A340-500/600 taken into account Introduction of the updated ICAO NADP procedures Deleted item ’NOISE ABATEMENT TAKE-OFF’ New item ’NOISE ABATEMENT TAKE-OFF’ for ’MSN 0002-0860’ ENV A330/A340 FLEET FCTM Highlights 1 of 1...

  • Page 132: Climb Thrust

    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 ENV A330/A340 FLEET FCTM Page 1 of 5...

  • Page 133: 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 ENV A330/A340 FLEET FCTM Page 2 of 5...
  • Page 134 /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. ENV A330/A340 FLEET FCTM Page 3 of 5...

  • Page 135: Vertical Performance Predictions

    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 ENV A330/A340 FLEET FCTM Page 4 of 5...
  • Page 136 EMER EXIT LT AVAIL SEAT BELTS EFIS OPTION ECAM MEMO NAVAIDS SEC F−PLN OPT/MAX ALT FOF 02060 03847 0001 EFIS Option: The PF will select CSTR for grid MORA The PNF will select ARPT ENV A330/A340 FLEET FCTM Page 5 of 5...

  • Page 137: Preface

    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 ENV A330/A340 FLEET FCTM Page 1 of 16...
  • Page 138 . 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 ENV A330/A340 FLEET FCTM Page 2 of 16...
  • Page 139 MISCELLANEOUS If ATC requires for a position report, the crew will use the REPORT page which can be accessed from PROG page. ENV A330/A340 FLEET FCTM Page 3 of 16...

  • Page 140: Cost Index

    CI in the primary F-PLN. However, the crew should be aware that any modification of the CI would affect trip cost. SPEED CONSIDERATIONS ENV A330/A340 FLEET FCTM Page 4 of 16...
  • Page 141 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. ENV A330/A340 FLEET FCTM Page 5 of 16...

  • Page 142: Altitude Considerations

    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 ENV A330/A340 FLEET FCTM Page 6 of 16...
  • Page 143 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 ENV A330/A340 FLEET FCTM Page 7 of 16...

  • Page 144: Effect Of Altitude On Fuel Consumption

    The diagram above shows three step climb strategies with respect to OPT and REC MAX FL. Strategy 1 provides the best trip cost, followed by 2 then 3. EFFECT OF ALTITUDE ON FUEL CONSUMPTION ENV A330/A340 FLEET FCTM Page 8 of 16...
  • Page 145 . 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 Page 9 of 16...
  • Page 146 . 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. ENV A330/A340 FLEET FCTM Page 10 of 16...

  • Page 147: Fuel Monitoring

    . 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 ENV A330/A340 FLEET FCTM Page 11 of 16...

  • Page 148: Approach Preparation

    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: ENV A330/A340 FLEET FCTM Page 12 of 16...
  • Page 149 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 ENV A330/A340 FLEET FCTM Page 13 of 16...
  • Page 150 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 ENV A330/A340 FLEET FCTM Page 14 of 16...

  • Page 151: Approach Briefing

    It is very important that any misunderstandings are resolved at this time. PF briefing Associated cross check Aircraft type and technical status NOTAM Weather ENV A330/A340 FLEET FCTM Page 15 of 16...
  • Page 152 -- Missed approach procedure -- FPLN -- Alternate considerations -- FPLN Landing -- Runway condition, length and width -- Tail strike awareness -- Use of Auto brake -- Expected taxi clearance Radio aids RAD NAV ENV A330/A340 FLEET FCTM Page 16 of 16...

  • Page 153: Descent

    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 ENV A330/A340 FLEET FCTM Page 1 of 9...

  • Page 154: Guidance And Monitoring

    . 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 ENV A330/A340 FLEET FCTM Page 2 of 9...
  • Page 155 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. ENV A330/A340 FLEET FCTM Page 3 of 9...
  • Page 156 . 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. ENV A330/A340 FLEET FCTM Page 4 of 9...
  • Page 157 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 ENV A330/A340 FLEET FCTM Page 5 of 9...
  • Page 158 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. ENV A330/A340 FLEET FCTM Page 6 of 9...

  • Page 159: Mode Reversion

    Following the selection of HDG, DES mode will switch automatically to V/S, and altitude constraints will no longer be taken into account. ENV A330/A340 FLEET FCTM Page 7 of 9...

  • Page 160: 10.000 Ft Flow Pattern

    ANN LT TEST SLOW MASTER SW FAULT FAST SIGNS NO SMOKING RWY TURN OFF SEAT BELTS EMER EXIT LT AVAIL EFIS OPTION ILS pb RADIO NAV NAV ACCY FOF 02080 03896 0001 ENV A330/A340 FLEET FCTM Page 8 of 9...
  • Page 161 NORMAL OPERATIONS 02.080 DESCENT JAN 09/07 FLIGHT CREW TRAINING MANUAL HIGHLIGHTS Correction of printing error. New item ’MODE REVERSION’ for ’MSN 0002-0860’ ENV A330/A340 FLEET FCTM Highlights 1 of 1...

  • Page 162: Preface

    IN THE HOLDING PATTERN MSN 0002-0860 The holding pattern is not included in the descent path computation since the FMGS does not know how many patterns will be flown. When the holding fix is ENV A330/A340 FLEET FCTM Page 1 of 3...
  • Page 163 . IMM EXIT (The aircraft will return immediately to the hold fix, exit the holding pattern and resume its navigation) or . HDG if radar vectors or . DIR TO if cleared to a waypoint. ENV A330/A340 FLEET FCTM Page 2 of 3...
  • Page 164 NORMAL OPERATIONS 02.090 HOLDING JAN 09/07 FLIGHT CREW TRAINING MANUAL HIGHLIGHTS Harmonization with FCOM vol 4: a more precise information regarding the managed speed in holding is given. ENV A330/A340 FLEET FCTM Highlights 1 of 1...

  • Page 165: Approach General

    Manage final axis interception Monitor appr mode engagement Final Appr Monitor trajectory with raw data Be stabilized at 1000 ft (500 ft) FOF 02100 03812 0001 INITIAL APPROACH MSN 0002-0860 NAVIGATION ACCURACY ENV A330/A340 FLEET FCTM Page 1 of 13...
  • Page 166 VAPP. This technique is recommended for non-precision approaches. To get a valuable deceleration pseudo waypoint and to ensure a timely deceleration, the pilot should enter VAPP as a speed constraint at the FAF. ENV A330/A340 FLEET FCTM Page 2 of 13...

  • Page 167: Intermediate Approach

    A/THR will guide aircraft speed towards the maneuvering speed of the current configuration, whenever higher than VAPP, e.g. green dot for Conf 0, S speed for Conf 1 etc. ENV A330/A340 FLEET FCTM Page 3 of 13...
  • Page 168 If ATC provides radar vectors, the crew will use the DIR TO RADIAL IN facility. This ensures: . A proper F-PLN sequencing . A comprehensive ND display . An assistance for lateral interception ENV A330/A340 FLEET FCTM Page 4 of 13...

  • Page 169: Final Approach

    FINAL APPROACH MODE ENGAGEMENT MONITORING The crew will monitor the engagement of G/S* for ILS approach, FINAL for fully managed NPA or will select the Final Path Angle (FPA) reaching FAF for ENV A330/A340 FLEET FCTM Page 5 of 13...
  • Page 170 FLAP 3 or FLAP FULL landing configuration has been inserted (VAPP = VLS + max of {5kt, 1/3 tower head wind component on landing RWY in the F-PLN}). ENV A330/A340 FLEET FCTM Page 6 of 13...
  • Page 171 This minimum energy level is the energy the aircraft will have at landing with the expected tower wind; it is materialized by the ground speed of the aircraft at that time which is called GS mini: GS mini = VAPP - Tower head wind component ENV A330/A340 FLEET FCTM Page 7 of 13...
  • Page 172 400ft, the effect of the current wind variations is smoothly decreased so as to avoid too high speeds in the flare (1/3 of current wind variations taken into account). ENV A330/A340 FLEET FCTM Page 8 of 13...
  • Page 173 USE OF A/THR The pilot should use the A/THR for approaches as it provides accurate speed control. The pilot will keep hand on the thrust levers so as to be prepared to ENV A330/A340 FLEET FCTM Page 9 of 13...
  • Page 174 TRAJECTORY STABILIZATION The first prerequisite for safe final approach and landing is to stabilize the aircraft on the final approach flight path laterally and longitudinally, in landing configuration, at VAPP speed, i.e: ENV A330/A340 FLEET FCTM Page 10 of 13...
  • Page 175 . The thrust is stabilized, usually above idle, to maintain the target approach speed along the desired final approach path Airbus policy requires that stabilized conditions be reached at 1000 feet above airfield elevation in IMC and 500 feet above airfield elevation in VMC.
  • Page 176 During crosswind conditions, the pilot should avoid any tendency to drift downwind. Some common errors include: . Descending below the final path, and/or . reducing the drift too early . ENV A330/A340 FLEET FCTM Page 12 of 13...
  • Page 177 NPA taken into account in the call-out table Table removed from 02.150 - PRECISION APPROACH to 02.100 - APPROACH GENERAL. This information is applicable to any kind of approach. Additional information Additional recommendation regarding the AP disconnection. ENV A330/A340 FLEET FCTM Highlights 1 of 1...
  • Page 178 ARC or ROSE HDG or TRK NAV ACCUR LOW and NAV NAV or ROSE ACCURACY check >1 NM ILS with navaid raw data GPS PRIMARY LOST and Aircraft flying within unreliable radio navaid area ENV A330/A340 FLEET FCTM Page 1 of 5...
  • Page 179 If the ATC clears for approach at a significant distance, e.g. 30 NM, the crew should be aware that the G/S may be perturbed and CAT 1 will be displayed on FMA till a valid Radio Altimeter signal is received. ENV A330/A340 FLEET FCTM Page 2 of 5...

  • Page 180: Ils Approach

    (pitch and G/S deviation). The missed approach altitude will be set on the FCU and speed reduced so as to be configured for landing by 1000 ft. ENV A330/A340 FLEET FCTM Page 3 of 5...

  • Page 181: Initial Approach

    LOC, set the tail of the bird on the TRK index again. If there is further LOC deviation, a slight IRS drift should be suspected. The bird is computed out of IRS data. Thus, it may be affected by ENV A330/A340 FLEET FCTM Page 4 of 5...
  • Page 182 -5˚ pitch scale on PFD, provides a -3˚ flight path angle. Should the G/S deviate, the pilot will make small corrections in the direction of the deviation and when re-established on the G/S, reset the bird to the G/S angle. ENV A330/A340 FLEET FCTM Page 5 of 5...

  • Page 183: Non Precision Approach

    LIMITATIONS MSN 0002-0860 Lateral and vertical managed guidance (FINAL APP) can be used provided the following conditions are met: . The approach is defined in the navigation database ENV A330/A340 FLEET FCTM Page 1 of 9...

  • Page 184: Initial Approach

    (*) For VOR approach, one pilot may select ROSE VOR (**) For LOC approach, select ROSE ILS (***) The managed vertical guidance can be used provided the approach coding in the navigation database has been validated. ENV A330/A340 FLEET FCTM Page 2 of 9...

  • Page 185: Intermediate Approach

    F-PLN, more specifically if HDG mode is selected, by checking that the TO WPT, on upper right hand corner of ND, is the most probable one and meaningful. F-PLN SEQUENCING IN APPROACH ENV A330/A340 FLEET FCTM Page 3 of 9...
  • Page 186 When established on the final course, the selected track will compensate for drift. The final approach course interception will be monitored through applicable raw data. ENV A330/A340 FLEET FCTM Page 4 of 9...

  • Page 187: Final Approach

    This is materialized by a magenta level off symbol on ND followed by a blue start of descent. FINAL APPROACH TRAJECTORY WITH IDLE DESCENT SEGMENT ENV A330/A340 FLEET FCTM Page 5 of 9...
  • Page 188 . If the required conditions are not met by MDA, a missed approach must be initiated. . If the required visual conditions are met to continue the approach, the AP must be disconnected, the FDs selected off, Bird ON and continue for visual approach. ENV A330/A340 FLEET FCTM Page 6 of 9...

  • Page 189: Loc Only Approach

    FPA for vertical guidance. General recommendations mentioned above still apply i.e. stabilized approach technique and use of the bird. Some additional recommendations need to be highlighted. GENERAL ENV A330/A340 FLEET FCTM Page 7 of 9...
  • Page 190 (ILS front CRS 075) GS 165 TAS 150 ILS2 109.30 095/20 CRS 255° ND IN B/C in ROSE ILS MODE MAGENTA 1400 B/C in MAGENTA 1009 104.30 15.7 NM FOF 02120 03842 0001 ENV A330/A340 FLEET FCTM Page 8 of 9...
  • Page 191 The crew will press LOC P/B on the FCU to arm LOC and will monitor LOC capture. FINAL APPROACH Approaching the FAF, the crew will select the FPA corresponding to the final approach path, LOC deviation (proper directional guidance), DME/ALT, time, yoyo. ENV A330/A340 FLEET FCTM Page 9 of 9...

  • Page 192: Circling Approach

    Check NAV ACCY if required by comparing BRG/DIST data to raw data. PERF PERF APPR: Descent winds, destination airfield weather, minima and landing flap selection (wind shear anticipated or in case of failure). PERF GO AROUND: Check thrust reduction and acceleration altitude. ENV A330/A340 FLEET FCTM Page 1 of 4...

  • Page 193: Final Instrument Approach

    . When wings level, start the chrono . Once established downwind, activate the SEC F-PLN to take credit of the "GS mini" protection in final approach when managed speed is used. Additionally, ENV A330/A340 FLEET FCTM Page 2 of 4...
  • Page 194 MAINTAIN VISUAL CONTACT WITH RUNWAY FOR 500FT RWY TRK INITIAL CONFIG: −FLAPS 3 MINIMUM CIRCLING −L/G DOWN APPROACH ALTITUDE −SPLRS ARMED FLAPS FULL END OF TURN 400FT.MINI. STABILIZED FOF 02130 03845 0001 ENV A330/A340 FLEET FCTM Page 3 of 4...
  • Page 195 NORMAL OPERATIONS 02.130 CIRCLING APPROACH JAN 09/07 FLIGHT CREW TRAINING MANUAL HIGHLIGHTS Harmonization of recommendation with the pattern: the FDs are kept ON until AP disconnection. ENV A330/A340 FLEET FCTM Highlights 1 of 1...

  • Page 196: Visual Approach

    700 fpm when established on the correct descent path. The pilot will aim to be configured for landing at VAPP by 500 ft AAL, at the latest. If not stabilised, a go-around must be carried out. R (1) VISUAL APPROACH ENV A330/A340 FLEET FCTM Page 1 of 4...
  • Page 197 NORMAL OPERATIONS 02.140 VISUAL APPROACH JAN 09/07 FLIGHT CREW TRAINING MANUAL FOF 02140 00001 0001 R (2) ENV A330/A340 FLEET FCTM Page 2 of 4...
  • Page 198 NORMAL OPERATIONS 02.140 VISUAL APPROACH JAN 09/07 FLIGHT CREW TRAINING MANUAL ARPT VOR.D CSTR ROSE in.Hg PLAN ILS APP CI15R ° 11.1 9.52 1rn. IN−GND 2.9L D145E FOF 02140 03846 0001 ENV A330/A340 FLEET FCTM Page 3 of 4...
  • Page 199 NORMAL OPERATIONS 02.140 VISUAL APPROACH JAN 09/07 FLIGHT CREW TRAINING MANUAL HIGHLIGHTS Pattern increased for better legibility New item " for ’MSN 0002-0860’ ENV A330/A340 FLEET FCTM Highlights 1 of 1...

  • Page 200: Precision Approach

    CAT III approach would be discontinued and a missed approach initiated if a failure occurred in one of the redundant part of the automatic landing system, or in the relevant ground equipment. ENV A330/A340 FLEET FCTM Page 1 of 9...

  • Page 201: Flight Preparation

    (except if AUTOLAND warning is triggered). The AH concept is relevant when CAT3 DUAL is displayed on FMA. For the A330 and A340, the AH =200 ft. CAT 3 SINGLE CAT 3 SINGLE is announced when the airborne systems are fail passive which means that a single failure will lead to the AP disconnection without any significant out of trim condition or deviation of the flight path or attitude.

  • Page 202: Approach Preparation

    QRH to establish the actual landing capability if some equipment are listed inoperative. AIRPORT FACILITIES The airport authorities are responsible for establishing and maintaining the equipment required for CAT II/III approach and landing. The airport authorities will ENV A330/A340 FLEET FCTM Page 3 of 9...
  • Page 203 Hand flying or AP/FD, AP/FD/ATHR and technique AP/FD, A/THR A/THR Autoland down to DH Minima & DA (DH) Baro re DH with RA weather fVisibility Autoland Possible with Recom- Mandatory precautions mended ENV A330/A340 FLEET FCTM Page 4 of 9...

  • Page 204: Approach Procedure

    DH. Since the approach is flown with AP/FD/A-THR, the PF must be continuously ready to take-over: . If any AP hard over is experienced ENV A330/A340 FLEET FCTM Page 5 of 9...
  • Page 205 In CATII operations, the conditions required at DH to continue the approach are that the visual references should be adequate to monitor the continued approach and landing and that the flight path should be acceptable. If both ENV A330/A340 FLEET FCTM Page 6 of 9...
  • Page 206 However, the crew should be aware of possible dissymmetry in case of crosswind and wet runways. The PNF will use standard call out. Additionally, he will advise ATC when aircraft is properly controlled (speed and lateral trajectory). ENV A330/A340 FLEET FCTM Page 7 of 9...

  • Page 207: Failure And Associated Actions

    LVP, will not necessarily be in force. It is essential, therefore, that the PF is prepared to take over manually at any time during a practice approach and rollout, should the performance of the AP become unsatisfactory. ENV A330/A340 FLEET FCTM Page 8 of 9...
  • Page 208 PRECISION APPROACH JAN 09/07 FLIGHT CREW TRAINING MANUAL HIGHLIGHTS Harmonization of call out with general Airbus training policy. Information removed from 02.150 - PRECISION APPROACH to 02.100 - APPROACH GENERAL. This information is applicable to any kind of approach. ENV A330/A340 FLEET FCTM...

  • Page 209: Preface

    MAIN GEAR CLEARANCE MSN 0002-0860 On the Airbus 330/340 aircraft, the pilot eye to wheel height on approach is 34 ft and the minimum wheel clearance over threshold is 20 ft. The boxed images below are the one to retain on A330/A340 to provide a proper wheel clearance at threshold.
  • Page 210 FOF 02160 03833 0001 USE OF PAPI PAPI High Above White On path Below FOF 02160 03834 0001 This technique will ensure that performance margins are not compromised and provide adequate main gear clearance. ENV A330/A340 FLEET FCTM Page 2 of 19...

  • Page 211: Flare

    10 kt speed decay in the manoeuvre. A prolonged float will increase both the landing distance and the risk of tail strike. LATERAL AND DIRECTIONAL CONTROL FINAL APPROACH In crosswind conditions, a crabbed-approach should be flown. ENV A330/A340 FLEET FCTM Page 3 of 19...

  • Page 212: Maximum Demonstrated Crosswind For Landing

    0788-0789 0791-0792 0795-0797 0799 0801-0803 0805-0811 0813-0828 0830-0834 0836 0838-0843 0845 0847 0849-0860 MAXIMUM DEMONSTRATED CROSSWIND FOR LANDING Reported braking Reported runway Maximum Maximum action friction coefficient demonstrated demonstrated crosswind for crosswind for landing (kt) landing (kt) ENV A330/A340 FLEET FCTM Page 4 of 19...

  • Page 213: Call Out

    0611 0624 0628 0685 0694 0698 0748 0757 0761 0775 0783 MAXIMUM DEMONSTRATED CROSSWIND FOR LANDING Reported braking Reported runway Maximum Equivalent action friction coefficient demonstrated runway crosswind for condition landing ≥0.4 Good 37 kt Dry, damp, wet CALL OUT ENV A330/A340 FLEET FCTM Page 5 of 19...

  • Page 214: Derotation

    0740 0744 0748 0753 0757 0761-0768 0771 0775 0779 0783 0787 0790 0794 0798 0804 0812 0829 0837 0846 0848 PITCH PITCH auto call out is provided. If pitch attitude approaches the tailstrike pitch limit on PFD, the PNF will announce "PITCH" DEROTATION MSN 0002-0860 ENV A330/A340 FLEET FCTM Page 6 of 19...

  • Page 215: Roll Out

    Furthermore they create a side force, in case of a remaining crab angle, which increases the lateral skidding tendency of the aircraft. This adverse effect is quite noticeable on contaminated runways ENV A330/A340 FLEET FCTM Page 7 of 19...

  • Page 216: Braking

    Additionally, the ground spoiler extension signal is used for auto-brake activation. THRUST REVERSERS Thrust reverser efficiency is proportional to the square of the speed. So, it is recommended to use reverse thrust at high speeds. ENV A330/A340 FLEET FCTM Page 8 of 19...
  • Page 217 More particularly, the A/BRAKE is recommended on short, wet, contaminated runway, in poor visibility conditions and in Auto land. ENV A330/A340 FLEET FCTM Page 9 of 19...
  • Page 218 Additionally, as the anti-skid system will be operating at maximum braking effectiveness, the main gear tire cornering forces available to counteract this drift will be reduced. BRAKING FORCE AND CORNERING FORCE VS SKID RATIO ENV A330/A340 FLEET FCTM Page 10 of 19...
  • Page 219 Directional reverse thrust side force control and centerline regained FOF 02160 03838 0001 ENV A330/A340 FLEET FCTM Page 11 of 19...

  • Page 220: Factors Affecting Landing Distance

    Therefore, reverse thrust should be selected without delay. Speed brakes fully deployed, in conjunction with maximum reverse thrust and maximum manual anti-skid braking provides the minimum stopping distance. OPERATIONAL FACTORS AFFECTING ACTUAL LANDING DISTANCE ENV A330/A340 FLEET FCTM Page 12 of 19...

  • Page 221: Clearance At Touch Down

    0785 0788 0792 0795-0797 0801-0802 0807-0811 0814-0815 0818-0822 0824-0825 0828 0831-0832 0834 0839-0842 0849 0852-0854 0860 Geometry limit at Pitch attitude at Pitch attitude at Clearance(2) touch down VAPP(Vref+5kt) (1) touch down ENV A330/A340 FLEET FCTM Page 13 of 19...
  • Page 222 0556 0559 0561-0562 0582 0585 0590 0598 0643 0646 0651 0668 0793 0800 0835 0844 Geometry limit at Pitch attitude at Pitch attitude at Clearance(2) touch down VAPP(Vref+5kt) (1) touch down 14.2˚ 4.3˚ 6.6˚ 7.6˚ ENV A330/A340 FLEET FCTM Page 14 of 19...

  • Page 223: Tail Strike Avoidance

    VAPP(Vref+5kt) (1) touch down 15.8˚ 4.4˚ 6.7˚ 9.1˚ Note: (1) Flight path in approach: -3 ˚ (2) Clearance = geometry limit - pitch attitude at touch down TAIL STRIKE AVOIDANCE ENV A330/A340 FLEET FCTM Page 15 of 19...
  • Page 224 APPROACH AND LANDING TECHNIQUES ENV A330/A340 FLEET FCTM Page 16 of 19...
  • Page 225 Only when safely established in the go-around, retract flaps one step and the landing gear. A landing should not be attempted immediately after high bounce, ENV A330/A340 FLEET FCTM Page 17 of 19...
  • Page 226 CUMULATIVE EFFECTS No single factor should result in a tail strike, but accumulation of several can significantly reduce the margin. ENV A330/A340 FLEET FCTM Page 18 of 19...
  • Page 227 NORMAL OPERATIONS 02.160 LANDING JAN 09/07 FLIGHT CREW TRAINING MANUAL HIGHLIGHTS More detailed recommendations for flare, especially regarding lateral and directional control. ENV A330/A340 FLEET FCTM Highlights 1 of 1...

  • Page 228: Go Around

    0340-0342 0370 0375 0380 0388 The go-around phase is activated when the thrust levers are set to TOGA, provided the flap lever is selected to Flap 1 or greater. The FDs are displayed ENV A330/A340 FLEET FCTM Page 1 of 6...

  • Page 229: Go-Around Phase

    TOGA selection (limited to maximum of VAPP + 25 with all engines operative or VAPP + 15 with one engine inoperative) until the acceleration altitude where the target speed increases to green dot. ENV A330/A340 FLEET FCTM Page 2 of 6...

  • Page 230: Leaving The Go-Around Phase

    During the missed approach, the crew will elect either of the following strategies: . Fly a second approach . Carry out a diversion SECOND APPROACH ENV A330/A340 FLEET FCTM Page 3 of 6...

  • Page 231: Rejected Landing

    Once the decision is made to reject the landing, the flight crew must be committed to proceed with the go-around manoeuvre and not be tempted to retard the thrust levers in a late decision to complete the landing. ENV A330/A340 FLEET FCTM Page 4 of 6...
  • Page 232 Climb out as for a standard go-around. In any case, if reverse thrust has been applied, a full stop landing must be completed. ENV A330/A340 FLEET FCTM Page 5 of 6...
  • Page 233 NORMAL OPERATIONS 02.170 GO AROUND JAN 09/07 FLIGHT CREW TRAINING MANUAL HIGHLIGHTS Enhancement of the description of the target speed logic. ENV A330/A340 FLEET FCTM Highlights 1 of 1...

  • Page 234: Taxi In

    MSN 0002-0860 To avoid engine thermal stress, it is required that the engine be operated at, or near, idle for a cooling period as described in FCOM 3.03.25 TAXI WITH ONE ENGINE SHUTDOWN ENV A330/A340 FLEET FCTM Page 1 of 4...

  • Page 235: Taxi With Two Engines Shutdown

    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 R (2) ENV A330/A340 FLEET FCTM Page 2 of 4...
  • Page 236 S P E E D B R A K E F U L L F U L L F U L L F U L L FLAPS PREDICTIVE WINDSHEAR ENG START SEL FOF 02180 03827 0001 ENV A330/A340 FLEET FCTM Page 3 of 4...
  • Page 237 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’ ENV A330/A340 FLEET FCTM Highlights 1 of 1...
  • Page 238 ELECTRICAL -- INTRODUCTION TO EMERGENCY ELECTRICAL CONFIGURATION -- TECHNICAL BACKGROUND -- GENERAL GUIDELINES -- REMAINING SYSTEMS -- RESTORATION FROM EMER ELEC 03.026 FIRE PROTECTION -- PREFACE -- SMOKE DETECTION AND PROCEDURE APPLICATION ENV A330/A340 FLEET FCTM Page 1 of 2...
  • Page 239 -- ADR CHECK PROC / UNRELIABLE SPEED INDICATION QRH PROCEDURE -- DUAL RADIO ALTIMETER FAILURE 03.070 POWER PLANT -- ALL ENGINE FLAMEOUT 03.090 MISCELLANEOUS -- EMERGENCY DESCENT -- OVERWEIGHT LANDING -- CREW INCAPACITATION ENV A330/A340 FLEET FCTM Page 2 of 2...

  • Page 240: Preface

    . The flap lever position for landing . Delta Vref if required for Vapp determination . The landing distance factor for landing distance calculation VAPP DETERMINATION MSN 0002-0860 R (1) BACKGROUND Some failures affect the approach speed. ENV A330/A340 FLEET FCTM Page 1 of 7...
  • Page 241 MCDU PERF APPR page and QRH. Delta VREF, extracted from the QRH, is then added. Vapp = Vref + Vref + Wind correction When required FOF 03010 03741 0001 DELTA VREF ON QRH VERSUS DELTA VLS ON PFD ENV A330/A340 FLEET FCTM Page 2 of 7...
  • Page 242 LANDING CONF VLS increase due to actual configuration VREF = VLS CONF FULL FOF 03010 03742 0001 METHOD If the QRH shows a Delta VREF: R (2) VAPP COMPUTATION PRINCIPLE WITH DELTA VREF ENV A330/A340 FLEET FCTM Page 3 of 7...
  • Page 243 GPWS). When fully configured in final approach, the crew will check the reasonableness of the final approach speed computed by the crew with regard to VLS on the PFD speed scale. ENV A330/A340 FLEET FCTM Page 4 of 7...

  • Page 244: In Flight Landing Distance Calculation Following Failures

    Landing Distance Available (LDA) in case of . . in-flight determination of the landing distance . normal and abnormal conditions (except in an emergency) Ref: US-FAA SAFO 06012 dated 31 Aug 2006. ENV A330/A340 FLEET FCTM Page 5 of 7...
  • Page 245 Note: This method does not permit to compute the landing distance with NO REVERSE thrust credit Landing distance with failure = Landing distance (1) x Reverse credit (3) x Failure factor "wet or contaminated" (2) ENV A330/A340 FLEET FCTM Page 6 of 7...
  • Page 246 03.010 GENERAL JAN 09/07 FLIGHT CREW TRAINING MANUAL HIGHLIGHTS Correction of printing error graph enhancement Clarification of calculation method New item ’General’ New item ’Dry Runway’ New item ’Wet or Contaminated Runway’ ENV A330/A340 FLEET FCTM Highlights 1 of 1...
  • Page 247 Any changes to the planned conditions require the crew to re-calculate the take-off data. In this case, ENV A330/A340 FLEET FCTM Page 1 of 20...
  • Page 248 "GO". . If a decision is made to reject the take-off, the Captain calls "STOP". This call both confirms the decision to reject the take-off and also states that the ENV A330/A340 FLEET FCTM Page 2 of 20...

  • Page 249: Operating Techniques

    If a rejected take-off is initiated and MAX auto brake decelerates the aircraft, the captain will avoid pressing the pedals (which might be a reflex action). Conversely, if deceleration is not felt, the captain will press the brake pedals fully down. ENV A330/A340 FLEET FCTM Page 3 of 20...
  • Page 250 1 / 2 1 / 2 S P E E D B R A K E F U L L F U L L When aircraft stopped PARKING BRAKE ON FOF 03020 03782 0001 ENV A330/A340 FLEET FCTM Page 4 of 20...

  • Page 251: Introduction To Emergency Evacuation

    If fire remains out of control after having discharged the fire agents, the captain calls for the EMERGENCY EVACUATION C/L located in the inside back cover of the QRH. THE EMERGENCY EVACUATION C/L ENV A330/A340 FLEET FCTM Page 5 of 20...
  • Page 252 On ground with engines stopped, the right dome light automatically illuminates whatever the dome switch position is, allowing the EMERGENCY EVACUATION C/L completion. When aircraft is on batteries power, the crew seats can only be operated mechanically. ENV A330/A340 FLEET FCTM Page 6 of 20...

  • Page 253: Tasksharing In Case Of Emergency Evacuation

    C/L completion. When aircraft is on batteries power, the crew seats can only be operated mechanically. MSN 0002-0860 R (3) TASKSHARING IN CASE OF EMERGENCY EVACUATION TASK SHARING IN CASE OF EMERGENCY EVACUATION ENV A330/A340 FLEET FCTM Page 7 of 20...
  • Page 254 (*) In the rejected take-off case, the captain calls STOP. This confirms that the Captain has controls. Following landing and after the parking brake is set, the Captain calls "I HAVE CONTROLS" if required to state the control hand over. ENV A330/A340 FLEET FCTM Page 8 of 20...

  • Page 255: Engine Failure After V1

    The blue beta target will replace the normal sideslip indication on the PFD. Since the lateral normal law does not command the full needed rudder surface deflection, the pilot will have to adjust conventionally the rudder pedals to center the beta target. ENV A330/A340 FLEET FCTM Page 9 of 20...
  • Page 256 Warning/Caution and read the ECAM title displayed on the top line of the E/WD. Procedures are initiated on PF command. No action is taken (apart from cancelling audio warnings through the MASTER WARNING light) until: . The appropriate flight path is established and, ENV A330/A340 FLEET FCTM Page 10 of 20...
  • Page 257 Flap 0 and green dot speed, which provides the best climb gradient. Once established on the final take-off flight path, continue the ECAM until the STATUS is displayed. At this point, the AFTER T/O checklist should be ENV A330/A340 FLEET FCTM Page 11 of 20...

  • Page 258: Engine Failure During Initial Climb

    CLEARED ALT AND L/G UP PULL OR PUSH TARGET SET TO NEUTRAL WITH RUDDER WHEN CONVENIENT SET RUDDER TRIM THR LEVER : MCT FOF 03020 03785 0001 ENGINE FAILURE DURING INITIAL CLIMB MSN 0002-0860 ENV A330/A340 FLEET FCTM Page 12 of 20...

  • Page 259: Engine Failure During Cruise

    . The obstacle strategy . The fixed speed strategy The fixed speed strategy refers to ETOPS (A330 only). It is discussed in FCOM 2 "special operations" and is taught as a separate course. Unless a specific procedure has been established before dispatch (considering ETOPS or mountainous areas), the standard strategy is used.
  • Page 260 The A/THR is disconnected to avoid any engine thrust reduction when selecting speed according to strategy or when pulling for OPEN DES to initiate the descent. With the A/THR disconnected, the target speed is controlled by the elevator when in OPEN DES. ENV A330/A340 FLEET FCTM Page 14 of 20...

  • Page 261: One Engine-Out Landing

    Autoland is available with one engine inoperative, and maximum use of the AP should be made to minimise crew workload. If required, a manual approach and landing with one engine inoperative is conventional. The pilot should trim to keep ENV A330/A340 FLEET FCTM Page 15 of 20...

  • Page 262: Circling One Engine Inoperative

    CONF 3 with landing gear down. The flight crew should check the maximum weight showed in the QRH CIRCLING APPROACH WITH ONE ENGINE INOPERATIVE procedure table. If the landing weight is ENV A330/A340 FLEET FCTM Page 16 of 20...

  • Page 263: One Engine Inoperative Go-Around

    ALT should be selected at the engine inoperative acceleration altitude, with the flap retraction and further climb carried out using the same technique as described earlier in "ENGINE FAILURE AFTER V1" section. TWO-ENGINE INOPERATIVE LANDING ENV A330/A340 FLEET FCTM Page 17 of 20...
  • Page 264 . When committed to land, speed may be managed. The magenta speed target drops to VAPP i.e. below VLS on PFD. The ATHR must be disconnected and the speed reduced to VAPP using manual thrust. ENV A330/A340 FLEET FCTM Page 18 of 20...
  • Page 265 FOR 2 ENGINES OUT ON OPPOSITE WINGS, THE VLS POSSIBLE, DO NOT ATTEMPT A SHOWN ON THE PFD, AS WHELL AS ON MCDU, IS GO−AROUND AFTER LANDING LIMITED TO VMCL GEAR EXTENSION. FOF 03020 05086 0001 R (4) ENV A330/A340 FLEET FCTM Page 19 of 20...
  • Page 266 100 knots, like all the non-inhibited warnings. This alert is re-introduced in the list based on operators feedback in order to ease decision making when at high speed. Clarification of Airbus training policy regarding the confirmation of actions on ground. Deleted item ’LAND ASAP’...

  • Page 267: Fmgc Failure

    MCDU continuously memorizes the active flight plan in its internal memory. It should be noted that the FM source selector must be at NORM to allow the NAV/B/UP prompt to be displayed on the MCDU MENU page. ENV A330/A340 FLEET FCTM Page 1 of 1...

  • Page 268: Technical Background

    However, it must be highlighted that the probability of this last scenario is low. This is why, the summary available in the QRH do not take it into account. GENERAL GUIDELINES ENV A330/A340 FLEET FCTM Page 1 of 5...

  • Page 269: Remaining Systems

    When the Emergency Generator is powered by EDP, this avoids strong fluctuation of the green hydraulic pressure which may cause a spurious disconnection of the Emergency Generator REMAINING SYSTEMS ENV A330/A340 FLEET FCTM Page 2 of 5...
  • Page 270 -- Direct law when landing gear extended -- Landing is performed with pedal braking and Anti skid . Emer Gen powered by the RAT Significant remaining systems in ELEC EMER CONFIG PFD1, Alternate law ENV A330/A340 FLEET FCTM Page 3 of 5...
  • Page 271 RAT, some differences should be outlined: . mer Gen powered by the EDP Significant remaining systems in ELEC EMER CONFIG PFD1, Pitch trim, rudder trim, alternate law NAVIGATE MCDU1 (B/U NAV), RMP1, VOR1 ENV A330/A340 FLEET FCTM Page 4 of 5...

  • Page 272: Restoration From Emer Elec

    ON. This remains true if normal electrical configuration is restored. This is the reason why the crew will also select LAND REC pb ON for approach following a restoration from an ELEC EMER CONFIG. ENV A330/A340 FLEET FCTM Page 5 of 5...

  • Page 273: Preface

    ECAM procedure. If any doubt exists about the smoke origin, the flight crew will than refer to the QRH SMOKE/FUMES/AVNCS SMOKE paper procedure SMOKES / FUMES PROCEDURE ARCHITECTURE ENV A330/A340 FLEET FCTM Page 1 of 6...
  • Page 274 EMERGENCY PROCEDURES A320 EMERGENCY PROCEDURES A320 EMERGENCY PROCEDURES COMMON SMOKE/ ACTIONS FUMES REMOVAL RECOMMENDATIONS IF DENSE SMOKE SMOKE ORIGIN RESEARCH ISOLATION SMOKE/FUMES/AVNCS SMOKE SMOKE/FUMES PROCEDURE REMOVAL PROCEDURE NOF 03026 04289 0001 MSN 0002-0860 ENV A330/A340 FLEET FCTM Page 2 of 6...

  • Page 275: Coordination With Cabin Crew

    The main steps of this global philosophy may be visualized in the SMOKE/FUMES/AVNCS SMOKE QRH procedure. SMOKE/FUMES/AVNCS SMOKE PROCEDURE PRESENTATION IN QRH ENV A330/A340 FLEET FCTM Page 3 of 6...
  • Page 276 Then, after the immediate actions, if the smoke source cannot immediately identified and isolated, the diversion must be initiated before entering the SMOKE ORIGIN IDENTIFICATION AND FIGHTING part of the procedure. IMMEDIATE ACTIONS ENV A330/A340 FLEET FCTM Page 4 of 6...
  • Page 277 2 has been unsuccessful. This part of procedure consists of shedding one side, then the other. If unsuccessful, setting the electrical emergency configuration is the last means to isolate the smoke source. BOXED ITEMS ENV A330/A340 FLEET FCTM Page 5 of 6...

  • Page 278: Cargo Smoke

    . Deactivate the smoke detection system by pulling the SDCU 1 and 2 reset buttons. . Reset the cargo ventilation system using the VENT CONT 1 and 2 reset buttons. . Upon cargo doors closure, reactivate SDCU 1 and 2. ENV A330/A340 FLEET FCTM Page 6 of 6...

  • Page 279: Abnormal Flaps/Slats Configuration

    The over speed warning is computed according to the actual slats/flaps position. The landing distance available at the departure airport and the aircraft gross weight will determine the crews next course of action. FAILURE DURING THE APPROACH ENV A330/A340 FLEET FCTM Page 1 of 8...
  • Page 280 20,000 ft. NO FLAPS NO SLATS LANDING Some items in the QRH "NO FLAPS NO SLATS LANDING" checklist need to be highlighted: . More distance is required for manoeuvring. ENV A330/A340 FLEET FCTM Page 2 of 8...

  • Page 281: Elevator Redundancy Lost

    F/CTL ELEV REDUND LOST procedure (triggered in case of dual failures case) has been developed to anticipate this three failure cases and is designed to smooth the aircraft handling transient. TECHNICAL BACKGROUND ENV A330/A340 FLEET FCTM Page 3 of 8...
  • Page 282 F/CTL SPD BRK PRIM S1 P1 PITCH TRIM 5° ELEV ELEV FOF 03027 03765 0001 Green hydraulic power is lost. Flight controls computers switch allows the ailerons and elevators to be recovered. ENV A330/A340 FLEET FCTM Page 4 of 8...
  • Page 283 LOST LOST LOST SPD BRK PRIM S1 P1 PITCH TRIM LOST LOST 5° ELEV ELEV FOF 03027 03767 0001 At this stage, both elevators are lost and only left outboard aileron is available. ENV A330/A340 FLEET FCTM Page 5 of 8...
  • Page 284 LDG CONF- APPR SPD - LDG DIST corrections for failures in QRH must be referred. As F/CTL ELEV REDUND LOST is a result of a multiple failures, refer to the use of tables for multiple failure memo. ENV A330/A340 FLEET FCTM Page 6 of 8...
  • Page 285 . The aircraft longitudinal control is ensured through MAN PITCH TRIM ONLY . The A/THR may be disconnected to limit engine acceleration/deceleration thus facilitating the aircraft longitudinal control. . The FL and speed limitations no longer apply ENV A330/A340 FLEET FCTM Page 7 of 8...
  • Page 286 New item ’Green hydraulic loss (first failure)’ for ’MSN 0002-0860’ (10) New item ’PRIM 2 loss (Second failure)’ for ’MSN 0002-0860’ (11) New item ’SEC 2 loss (third failure)’ for ’MSN 0002-0860’ ENV A330/A340 FLEET FCTM Highlights 1 of 1...

  • Page 287: Fuel Leak

    . If the leak is not from the engines or cannot be located, it is imperative that the cross-feed valve(s) is (are) not opened. ENV A330/A340 FLEET FCTM Page 1 of 1...

  • Page 288: Hydraulic Generation Particularities

    These electrical pumps are not designed to replace the Engine Driven Pump to supply flight controls, as they are power limited (the hydraulic electric pump flow represents 18% of an engine driven pump flow) and they cannot cover high ENV A330/A340 FLEET FCTM Page 1 of 9...

  • Page 289: Dual Hydraulic Failures

    MAYDAY should be declared to ATC. A landing must be carried out as soon as possible bearing in mind, however, that the ECAM actions should be completed prior the approach. ENV A330/A340 FLEET FCTM Page 2 of 9...

  • Page 290: Remaining Systems

    . Approach configuration and flap lever position . Approach speed VAPP . A stabilized approach will be preferred . Tail strike awareness . Braking and steering considerations . Go around call out, aircraft configuration and speed REMAINING SYSTEMS ENV A330/A340 FLEET FCTM Page 3 of 9...
  • Page 291 Braking ACCU only(1) ALTN BRK only NORM BRKonly Anti skid Inop Avail Avail Nose wheel Inop Inop Inop steering Reverse REV 2 only REV 1 only Inop Go/around Inop Inop Inop retraction ENV A330/A340 FLEET FCTM Page 4 of 9...
  • Page 292 Gravity(3) extension Braking B ACCU ALTN BRK only NORM BRKonly PRESS only Anti skid Inop Avail Avail Nose wheel Inop Inop Inop steering Reverse Avail Avail Avail Go/around Inop Inop Inop retraction ENV A330/A340 FLEET FCTM Page 5 of 9...
  • Page 293 B ACCU ALTN BRK only NORM BRK only PRESS only(1) Anti skid Inop Avail Avail Nose wheel Inop Inop Inop steering Reverse REV 3 only REV 2 only REV 1+ 4 only ENV A330/A340 FLEET FCTM Page 6 of 9...
  • Page 294 ALTN BRK only Avail PRESSonly Anti skid Inop Avail Avail Nose wheel Avail Inop Avail steering Reverse REV 3 only REV 2 only REV 1+ 4 only Go/around Inop Inop Inop retraction ENV A330/A340 FLEET FCTM Page 7 of 9...
  • Page 295 1. The elevators remain operative and the auto trim function remains available through the elevators 2. For approach, landing gear will be extended by gravity to preserve green system integrity for flight controls. ENV A330/A340 FLEET FCTM Page 8 of 9...
  • Page 296 ABNORMAL OPERATIONS 03.029 HYDRAULIC JAN 09/07 FLIGHT CREW TRAINING MANUAL HIGHLIGHTS Reference corrected Correction of remaining systems in case of G+Y SYS LO PR ENV A330/A340 FLEET FCTM Highlights 1 of 1...

  • Page 297: Ldg With Abnormal L/G

    In all cases, a normal approach should be flown and control surfaces used as required to maintain the aircraft in a normal attitude for as long as possible after touchdown. The engines should be shut down early enough to ensure that fuel is ENV A330/A340 FLEET FCTM Page 1 of 5...
  • Page 298 This situation might occur following completion of a L/G GEAR NOT DOWNLOCKED procedure. It is always better to land with any available gear rather than carry out a landing without any gear. The exception to this is the ENV A330/A340 FLEET FCTM Page 2 of 5...
  • Page 299 . If NOSE L/G abnormal Before nose impact . If one MAIN L/G abnormal Outboard engines: After main gear touch down Inboard engines (failure side first): Before nacelle touch down . If both MAIN L/G abnormal ENV A330/A340 FLEET FCTM Page 3 of 5...
  • Page 300 The engines and APU fire pbs are pushed when the use of flight controls is no longer required i.e. when aircraft has stopped. ENV A330/A340 FLEET FCTM Page 4 of 5...
  • Page 301 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’ ENV A330/A340 FLEET FCTM Highlights 1 of 1...

  • Page 302: Adr/Irs Fault

    When only one source provides erroneous data, a straightforward crosscheck of the parameters provided by the three ADRs allows the faulty ADR ENV A330/A340 FLEET FCTM Page 1 of 11...
  • Page 303 ONE ADR OUTPUT IS ERRONEOUS AND THE TWO REMAINING ARE CORRECT The PRIMs and the FEs eliminate it. On basic A330 and A340-200/300, there is no cockpit effect (no caution, normal operation is continued), except that one display is wrong and CAT3 DUAL is displayed as INOP SYS on STATUS page.
  • Page 304 Ice accretion due to pitot heat failure, Total pressure leaks towards static ortransient pitot blocked due to severe pressure.IAS drop until obstruction icing.Unobstructed drain holes. cleared/fluctuation, if transient erratic A/THR istransient. ENV A330/A340 FLEET FCTM Page 3 of 11...
  • Page 305 It includes the following steps: 1. Memory items 2. Trouble shooting and isolation 3. Flight using Pitch/thrust references. WHEN TO APPLY THIS PROCEDURE? ENV A330/A340 FLEET FCTM Page 4 of 11...
  • Page 306 7. Reduction in aerodynamic noise with increasing speed, or increase in aerodynamic noise with decreasing speed. 8. Impossibility of extending the landing gear by the normal landing gear system. HOW TO APPLY THIS PROCEDURE? R (3) R (4) ENV A330/A340 FLEET FCTM Page 5 of 11...
  • Page 307 They allow "safe flight conditions" to be rapidly established in all flight phases (takeoff, climb, cruise) and aircraft configurations (weight and slats/flaps).The memory items apply more particularly when a failure appears just after takeoff. ENV A330/A340 FLEET FCTM Page 6 of 11...
  • Page 308 -- Observe the resulting pitch attitude, and compare it with the recommended table pitch target. . If the aircraft pitch to maintain level flight is above the table pitch target, the aircraft is slow, then increase thrust ENV A330/A340 FLEET FCTM Page 7 of 11...
  • Page 309 (for instance in case of dual pitot heating failure, plus an ADR failure), or if level off for trouble shooting is not convenient from an operational point of view, for instance in descent, close to destination. ENV A330/A340 FLEET FCTM Page 8 of 11...

  • Page 310: Dual Radio Altimeter Failure

    LOC pb. Furthermore, the final stages of the approach should be flown using raw data in order to avoid possible excessive roll rates if LOC is still engaged. Indeed, as ENV A330/A340 FLEET FCTM Page 9 of 11...
  • Page 311 There will be no auto-callouts on approach, and no "RETARD" call in the flare The GPWS/EGPWS will be inoperative; therefore terrain awareness becomes very important. Similarly, the "SPEED, SPEED, SPEED" low energy warning is also inoperative, again requiring increased awareness. ENV A330/A340 FLEET FCTM Page 10 of 11...
  • Page 312 A note is added to avoid an error frequently reported in training. Correction of printing error Deleted item " New item " for ’MSN 0002-0860’ Addition of a note concerning an alert in approach. ENV A330/A340 FLEET FCTM Highlights 1 of 1...
  • Page 313 L/G GRAVITY EXTENSION. Consequently, the crew should apply the QRH procedure and then, if time permits, clear ECAM warning to read status. In the fuel remaining case, ENV A330/A340 FLEET FCTM Page 1 of 4...
  • Page 314 This is the reason why the crew will also select LAND REC pb ON for approach following a restoration from an ALL ENGINE FLAMEOUT. R (3) ALL ENGINE FLAME OUT PROCEDURE ENV A330/A340 FLEET FCTM Page 2 of 4...
  • Page 315 APPROACH PREPARATION APPROACH APPROACH IF FORCED LANDING PREDICADED IF FORCED LANDING PREDICADED Forced landing procedure Forced landing procedure IF DITCHING predicaded IF DITCHING predicaded Ditching procedure Ditching procedure FOF 03070 04293 0001 ENV A330/A340 FLEET FCTM Page 3 of 4...

  • Page 316: Power Plant

    Correction of the second version of the procedure, to be used in case of NO FUEL REMAINING Deleted item ’All engine flame out procedure’ New item ’All engine flame out procedure’ for ’MSN 0002-0860’ ENV A330/A340 FLEET FCTM Highlights 1 of 1...

  • Page 317: Emergency Descent

    5 mn and 40 NM. The crew will be aware that MORA displayed on ND is the highest MORA value within a circle of 40 NM radius around the aircraft. EMERGENCY DESCENT FLOW PATTERN ENV A330/A340 FLEET FCTM Page 1 of 10...

  • Page 318: Overweight Landing

    After taking off the emergency mask following an emergency decent, the crew should close the mask box and reset the control slide in order to activate the regular microphone again. OVERWEIGHT LANDING ENV A330/A340 FLEET FCTM Page 2 of 10...
  • Page 319 The stabilized approach technique should be used, and VAPP established at the FAF. The speed will be reduced to VLS in the final stages of the approach to minimize the aircraft energy. ENV A330/A340 FLEET FCTM Page 3 of 10...
  • Page 320 OVERWEIGHT LANDING procedure. The decision to jettison remains at captain discretion after the analysis of various parameters such as runway length, aircraft conditions, emergency situation... ENV A330/A340 FLEET FCTM Page 4 of 10...
  • Page 321 Taking into account the runway landing distance available, the use of brakes should be modulated to avoid very hot brakes and the risk of tire deflation. ENV A330/A340 FLEET FCTM Page 5 of 10...
  • Page 322 SRS orders which will accelerate the aircraft up to the displayed VLS. It should be noted, however, that VLS CONF 1+F equates to 1.23 VS1G whereas the minimum go-around speed required by regulations is 1.13 VS1G. This requirement is always satisfied. ENV A330/A340 FLEET FCTM Page 6 of 10...
  • Page 323 The lowest limiting weight applies. If a go-around CONF 1+F is carried out following an approach CONF3, VLS CONF 1+F may be higher than VLS CONF3+5 kt. The recommendation in such ENV A330/A340 FLEET FCTM Page 7 of 10...

  • Page 324: Crew Incapacitation

    . If one crew member do not feel well, the other crew must be advised . Others symptoms e.g. incoherent speech, pale fixed facial expression or irregular breathing could indicate the beginning of an incapacitation. ENV A330/A340 FLEET FCTM Page 8 of 10...
  • Page 325 . Prepare the approach and read the checklist earlier than usual . Request radar vectoring and prefer a long approach to reduce workload . Perform the landing from the fit pilot usual place ENV A330/A340 FLEET FCTM Page 9 of 10...
  • Page 326 ABNORMAL OPERATIONS 03.090 MISCELLANEOUS JAN 09/07 FLIGHT CREW TRAINING MANUAL HIGHLIGHTS Addition of recommendation to re-activate the microphone ENV A330/A340 FLEET FCTM Highlights 1 of 1...
  • Page 327 -- MECHANICAL ASSUMPTIONS -- INFLUENCE OF THE CENTER OF GRAVITY ON THE AIRCRAFT PERFORMANCE -- INFLUENCE OF THE CG ON THE SRUCTURE AND HANDLING CHARACTERISTICS -- THE CG AND TRIM POSITION 04.060 TCAS ENV A330/A340 FLEET FCTM Page 1 of 2...
  • Page 328 TABLE OF CONTENTS JAN 09/07 FLIGHT CREW TRAINING MANUAL -- TECHNICAL BACKGROUND -- OPERATIONAL RECOMMENDATION 04.070 USE OF RADAR -- GENERAL -- FUNCTIONS -- OPERATIONAL RECOMMENDATIONSFOR WEATHER DETECTION -- OTHER OPERATIONNAL RECOMMENDATION ENV A330/A340 FLEET FCTM Page 2 of 2...

  • Page 329: General

    This visual inspection must take into account all vital parts of the aircraft, and must be performed from locations that offer a clear view of these parts. ENV A330/A340 FLEET FCTM Page 1 of 19...
  • Page 330 . In two steps, by first applying the heated deicing fluid, then by applying a protective anti-icing fluid: These two sprays must be applied consecutively. The holdover time starts from the beginning of the application of the second fluid. PROCEDURES ENV A330/A340 FLEET FCTM Page 2 of 19...
  • Page 331 . When reaching the holding point: The "Before Takeoff down to the line" checklist must be performed. ENV A330/A340 FLEET FCTM Page 3 of 19...
  • Page 332 MAXIMUM CROSSWIND The following table provides the maximum crosswind that corresponds to the reported runway-friction coefficient: Reported Braking Reported Equivalent Maximum Action Runway-Friction Runway Crosswind Coefficient Condition (knots) ENV A330/A340 FLEET FCTM Page 4 of 19...
  • Page 333 ≤0.25 Poor Unreliable 5 (*) (*) The maximum crosswind for A330 is not defined, if the reported braking action is not reliable. The runway condition numbers, in the above table, correspond to the runway conditions: 1. Dry, damp, or wet runway (less than 3 mm depth of water) 2.
  • Page 334 The presence of fluid contaminants on the runway has an adverse effect on braking performance, because it reduces the friction between the tires and the surface of the runway. It also creates a layer of fluid between the tires and the ENV A330/A340 FLEET FCTM Page 6 of 19...
  • Page 335 TYPICAL LANDING DISTANCE FACTORS VS. RUNWAY CONDITIONS Required landing distance wet Reference 1.92 50 ft Dry runway Wet runway Compacted snow Water and slush Icy runway FOF 04010 03756 0001 DIRECTIONAL CONTROL ENV A330/A340 FLEET FCTM Page 7 of 19...
  • Page 336 Good/Medium Medium 0.35 to 0.3 Medium/Poor 0.29 to 0.26 ≤0.25 Poor Unreliable 5 (*) (*) The maximum crosswind for the A330 is not defined, if the reported braking action is not reliable. ENV A330/A340 FLEET FCTM Page 8 of 19...

  • Page 337: Turbulence

    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 ENV A330/A340 FLEET FCTM Page 9 of 19...
  • Page 338 . 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. ENV A330/A340 FLEET FCTM Page 10 of 19...

  • Page 339: Windshear

    . 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 ENV A330/A340 FLEET FCTM Page 11 of 19...
  • Page 340 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) ENV A330/A340 FLEET FCTM Page 12 of 19...
  • Page 341 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 ENV A330/A340 FLEET FCTM Page 13 of 19...
  • Page 342 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 ENV A330/A340 FLEET FCTM Page 14 of 19...
  • Page 343 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 ENV A330/A340 FLEET FCTM Page 15 of 19...

  • Page 344: Volcanic Ash

    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 ENV A330/A340 FLEET FCTM Page 16 of 19...
  • Page 345 The bleeds must be kept OFF. TAKEOFF It is advisable to use the rolling takeoff technique, and apply smooth thrust. IN FLIGHT CRUISE ENV A330/A340 FLEET FCTM Page 17 of 19...
  • Page 346 -- 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. ENV A330/A340 FLEET FCTM Page 18 of 19...
  • Page 347 Harmonizatio with FCOM: engine anti-ice must be ON in descent when SAT is below -40˚C. Minor wording change Harmonization with FCOM procedure: selecting ignition is not necessary, since the engine is fitted with an autorelight system. ENV A330/A340 FLEET FCTM Highlights 1 of 1...

  • Page 348: General

    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. ENV A330/A340 FLEET FCTM Page 1 of 5...
  • Page 349 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. ENV A330/A340 FLEET FCTM Page 2 of 5...
  • Page 350 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 ENV A330/A340 FLEET FCTM Page 3 of 5...
  • Page 351 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 ENV A330/A340 FLEET FCTM Page 4 of 5...

  • Page 352: Go Around

    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. ENV A330/A340 FLEET FCTM Page 5 of 5...

  • Page 353: General

    The difference between the MIX IRS position and the FMS position is referred to as the TO BIAS. The TO BIAS is added to the MIX IRS position, for the subsequent FMS position. FMS POSITION UPDATING AT TAKE OFF ENV A330/A340 FLEET FCTM Page 1 of 9...
  • Page 354 The MCDU PROG page displays the HIGH/LOW indications, according to the EPE. These indications reflect the probable accuracy of the FMS navigation compared to the determined accuracy criteria. WITH GPS PRIMARY ENV A330/A340 FLEET FCTM Page 2 of 9...
  • Page 355 If the GPS position fulfils both the integrity and the accuracy criteria, GPS PRIMARY is displayed on the MCDU PROG page and the GPS position is the best raw data position available. SUMMARY FM POSITION Flight phase WITHOUT GPS WITH GPS PRIMARY PRIMARY ENV A330/A340 FLEET FCTM Page 3 of 9...

  • Page 356: Use Of Fms

    FMS from using the GPS data to compute the position, in the case of a major problem. GPS PRIMARY lost is then displayed on MCDU and ND. The GPS can be reselected using the same page. PREDICTIVE GPS PAGE (IRS HONEYWELL ONLY) ENV A330/A340 FLEET FCTM Page 4 of 9...

  • Page 357: Aircraft Position Awareness And Operational Consequences

    NAVIGATION ACCURACY CROSSCHECK TECHNIQUE R (2) The principle consists in comparing the FMS position with the RADIO position (aircraft real position). NAVIGATION ACCURACY CROSS CHECK TECHNIQUE 1 ENV A330/A340 FLEET FCTM Page 5 of 9...
  • Page 358 (these markers provide a bearing/distance, in relation to the FMS position). R (3) NAVIGATION ACCURACY CROSS CHECK TECHNIQUE 2 78 nm 78 nm Nav accuracy Nav accuracy check negative check positive FOF 04030 00201 0001 ENV A330/A340 FLEET FCTM Page 6 of 9...
  • Page 359 The potential error induced is approximately 4 to 5 NM. When the position update is achieved, the EPE is automatically set to a higher value and the navigation accuracy is low. ENV A330/A340 FLEET FCTM Page 7 of 9...
  • Page 360 60 nm. The flight crew will keep in mind the potential 180 degree error on bearing. FM POSITION UPDATE IN FLIGHT BEARING 210 60NM TOU/210/60 FOF 04030 03800 0001 ENV A330/A340 FLEET FCTM Page 8 of 9...
  • Page 361 FLIGHT CREW TRAINING MANUAL HIGHLIGHTS Enhancement of the graph, to show an example with good accuracy Deleted item ’Navigation accuracy cross check technique 2’ New item ’Navigation accuracy cross check technique 2’ for ’MSN 0002-0860’ ENV A330/A340 FLEET FCTM Highlights 1 of 1...

  • Page 362: General

    . Transmitted to the FE. 3. The FE transmits the GW and CG to the: . FM, for predictions and speeds . PRIM, for the computation of the VS1G and for flight control laws ENV A330/A340 FLEET FCTM Page 1 of 4...
  • Page 363 FCMC OVHT Vs1g computation PRIM Flight control laws Predictions Speeds AP control laws Back up EXCESS CG and GW AFT CG FE computed WARNING Characteristic speeds on PFD FOF 04040 03731 0001 ENV A330/A340 FLEET FCTM Page 2 of 4...

  • Page 364: Entry Error And Operational Consequences

    . Erroneous GW and CG appear on both the ECAM and on the FUEL PRED page of the MCDU. . Slightly affects CG regulation, because the aft CG target depends on the weight. However the EXCESS AFT CG warning remains reliable. ENV A330/A340 FLEET FCTM Page 3 of 4...

  • Page 365: Operational Recommendations

    . The CG on the load and trim sheet should be compared with the CG on the ECAM. If the flight crew detects a GW error in flight (e.g. a characteristic speeds error), then a GW update can be made via the FUEL PRED page of the MCDU. ENV A330/A340 FLEET FCTM Page 4 of 4...

  • Page 366: Preface

    . The weight applied on the CG . The lift applied on the Center of Pressure (CP) . The downward force created by the Trimmable Horizontal Stabilizer (THS). FORCES APPLIED ON FLYING AIRCRAFT ENV A330/A340 FLEET FCTM Page 1 of 10...
  • Page 367 THS downward force. Therefore, a forward CG will result in a greater stall speed value. On A330/A340, the stall speed increases by 1.5 knots, when the CG varies from 26% to full forward CG.
  • Page 368 For example: A340Performance decrement with CG full forward, in comparison with CG 26%Conf. 3, Packs On, ISA, Zp=0 CG 26 % CG full forward 3165 m 3241 m 76 m ENV A330/A340 FLEET FCTM Page 3 of 10...
  • Page 369 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.
  • Page 370 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 ENV A330/A340 FLEET FCTM Page 5 of 10...
  • Page 371 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. ENV A330/A340 FLEET FCTM Page 6 of 10...
  • Page 372 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. ENV A330/A340 FLEET FCTM Page 7 of 10...

  • Page 373: The Cg And Trim Position

    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. ENV A330/A340 FLEET FCTM Page 8 of 10...
  • Page 374 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. ENV A330/A340 FLEET FCTM Page 9 of 10...
  • Page 375 SUPPLEMENTARY INFORMATION 04.050 CENTRE OF GRAVITY JAN 09/07 FLIGHT CREW TRAINING MANUAL HIGHLIGHTS The specific case of A340-500/600 is now taken into account. ENV A330/A340 FLEET FCTM Highlights 1 of 1...

  • Page 376: Technical Background

    Aural warning Crew action collision threat No threat No threat traffic or others -17(w) Proximate Consider as No threat -10(w) Traffic Potential "TRAFFIC" Establish visual Advisory threat contactNo evasive (TA) maneuver -09(a) ENV A330/A340 FLEET FCTM Page 1 of 5...

  • Page 377: Operational Recommendation

    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. ENV A330/A340 FLEET FCTM Page 2 of 5...
  • Page 378 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 ENV A330/A340 FLEET FCTM Page 3 of 5...
  • Page 379 JAN 09/07 FLIGHT CREW TRAINING MANUAL descent, especially when they are aware of traffic that is converging in altitude and intending to level off 1000 ft above or below the pilots assigned altitude. ENV A330/A340 FLEET FCTM Page 4 of 5...
  • Page 380 SUPPLEMENTARY INFORMATION 04.060 TCAS JAN 09/07 FLIGHT CREW TRAINING MANUAL HIGHLIGHTS Harmonization of call out with FCOM ENV A330/A340 FLEET FCTM Highlights 1 of 1...

  • Page 381: Use Of Radar

    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. ENV A330/A340 FLEET FCTM Page 1 of 9...
  • Page 382 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) ENV A330/A340 FLEET FCTM Page 2 of 9...
  • Page 383 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. ENV A330/A340 FLEET FCTM Page 3 of 9...
  • Page 384 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. ENV A330/A340 FLEET FCTM Page 4 of 9...
  • Page 385 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 ENV A330/A340 FLEET FCTM Page 5 of 9...
  • Page 386 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. ENV A330/A340 FLEET FCTM Page 6 of 9...
  • Page 387 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 OPERATIONAL RECOMMENDATIONS FOR WEATHER DETECTION FLIGHT DETECTION AND MONITORING COMMENTS PHASE PROCEDURES ENV A330/A340 FLEET FCTM Page 7 of 9...

  • Page 388: Other Operationnal Recommendation

    . 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) ENV A330/A340 FLEET FCTM Page 8 of 9...
  • Page 389 47 nm to 190 nm 5˚DN 36 nm to 70 nm 7˚ DN 26 nm to 41 nm 10˚ DN However, flight crew should NOT USE the weather radar as a terrain avoidance system. ENV A330/A340 FLEET FCTM Page 9 of 9...

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