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A330/A340 FLIGHT CREW TRAINING MANUAL
OPERATIONAL PHILOSOPHY
AP / FD / ATHR
A330/A340 FLEET OP-030 P 2/14
FCTM 17 JUN 09
OPERATIONAL RECOMMENDATION
With the FMS, anticipate flight plan updates by: Preparing EN ROUTE DIVERSIONS,
DIVERSION TO ALTN, CIRCLING, LATE CHANGE OF RWY in the SEC F-PLN. This enables
the MCDU to be used for short-term actions.
TASKSHARING AND COMMUNICATIONS
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 other’s intentions)
• Comfortable operations (use "available hands", as appropriate)
AP/FD MONITORING
The FMA indicates the status of the AP, FD, and A/THR, and their corresponding operating
modes. The PF must monitor the FMA, and announce any FMA changes. The flight crew uses the
FCU or MCDU to give orders to the AP/FD. The aircraft is expected to fly in accordance with these
orders.
The main concern for the flight crew should be:
WHAT IS THE AIRCRAFT EXPECTED TO FLY NOW ?
WHAT IS THE AIRCRAFT EXPECTED TO FLY NEXT ?
If the aircraft does not fly as expected:
Or, disengage the AP, and fly the aircraft manually.
A330/A340 FLIGHT CREW TRAINING MANUAL
OPERATIONAL PHILOSOPHY
AP / FD / ATHR
A330/A340 FLEET OP-030 P 3/14
FCTM 17 JUN 09
1AUTOPILOT (AP) OPERATION
The AP can be engaged within the normal flight envelope, 5 s after liftoff and at least 100 ft. It
automatically disengages, when the aircraft flies significantly outside the normal flight envelope
limits.
The AP cannot be engaged, when the aircraft is outside the flight envelope. Flight control laws
are designed to assist the flight crew to return within the flight envelope, in accordance with the
selected strategy.
The AP may be used:
• For autoland: Down to the aircraft landing rollout, in accordance with the limitations indicated in
the FCOM
• For other approaches, the minimum height is :
▪ The MDA for straight in Non Precision Approach
▪ The DA for straight in LNAV/VNAV approach
▪ MDA - 100 ft for circling approach
▪ 160 ft for ILS approach with CAT1 displayed on
▪ 500 ft for all others phases.
It may also be used, in case of:
• Engine failure: Without any restriction, within the demonstrated limits, including autoland
• Abnormal configuration (e.g. slats/flaps failure): Down to 500 ft AGL. Extra vigilance is required
in these configurations. The flight crew must be ready to take over, if the aircraft deviates from
its intended, safe flight path.
The sidestick's instinctive disconnect pushbutton should be used to disengage the AP. Instinctive
override action on the sidestick consists of pushing or pulling the sidestick, when the AP is
engaged. This action disengages the AP, and should be done as per design, i.e. in case of an
instinctive reaction (to an AP hard over for example).
USE OF THE FD WITHOUT THE AP
When manually flying the aircraft with the FDs on, the FD bars or the FPD symbol provide lateral
and vertical orders, in accordance with the active modes that the flight crew selects.
Therefore:
• Fly with a centered FD or FPD
• 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.
A330/A340 FLIGHT CREW TRAINING MANUAL
OPERATIONAL PHILOSOPHY
AP / FD / ATHR
A330/A340 FLEET OP-030 P 4/14
FCTM 17 JUN 09
AUTOTHRUST (A/THR)
Applicable to: ALL
OBJECTIVE
The A/THR computer (within the FG) interfaces directly with the engine computer, referred to as
the FADEC.
The A/THR sends to the FADEC the thrust targets that are needed to:
• Obtain and maintain a target speed, when in SPEED mode
• Obtain a specific thrust setting (e.g. CLB, IDLE), when in THRUST mode.
INTERFACE
When the A/THR is active, the thrust lever position determines the maximum thrust that the A/THR
can command in SPEED or THRUST mode. Therefore, with A/THR active, thrust levers act as a
thrust limiter or a thrust-rating panel.
The A/THR computer does not drive back the thrust levers. The PF sets them to a specific detent
on the thrust lever range.
The A/THR system provides cues that indicate the energy of the aircraft:
• Speed, acceleration, or deceleration, obtained by the speed trend vector
• N1, and N1 command on the N1 gauge (or EPR, and EPR command on the EPR gauge).
All these cues are in the flight crew’s direct line of vision.
In other words, the Thrust Lever Angle (TLA) should not be used to monitor correct A/THR
　
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