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But the CG must not be too far forward. The maximum elevator deflection must enable at least
the maximum acceptable load factor (e.g. 2.5 g) to be pulled. This condition defines the forward
CG limit in terms of maneuverability.
Maximum elevator deflexion and extern load factor
THE CG AND TRIM POSITION
Applicable to: ALL
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.
The position of the pitch trim surfaces that is required to maintain Flight Level depends obviously
on the center of gravity of the aircraft. However, it also depends on several other parameters, such
as altitude, speed, aircraft weight and aircraft configuration
TAKEOFF
For takeoff, the pitch trim surface must be set to an appropriate position depending on the CG.
This is done automatically on A340-500/600, A330/A340 Enhanced (with specific aircraft definition)
and aircraft equipped with the automatic trim setting function �� . It is set manually on others
models.
Setting the pitch trim on ground, before takeoff, provides consistent rotation characteristics and
a trimmed aircraft at V2 +10 kt. The setting results from a compromise, because the rotation
characteristics and the trim at V2 +10 kt do not only depend on the CG, but are also a function of
the flap configuration, thrust and V2.
A330/A340 FLIGHT CREW TRAINING MANUAL
SUPPLEMENTARY INFORMATION
CENTRE OF GRAVITY
A330/A340 FLEET SI-050 P 10/10
FCTM 17 JUN 09
However, the takeoff trim setting must also be limited, in order to cover required abuse cases at
takeoff. These limitations define the green band.
Take off trim vs aircraft CG
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.
A330/A340 FLIGHT CREW TRAINING MANUAL
SUPPLEMENTARY INFORMATION
TCAS
A330/A340 FLEET SI-060 P 1/4
FCTM 17 JUN 09
TECHNICAL BACKGROUND
Applicable to: ALL
GENERAL
A Traffic Alert and Collision Avoidance System (TCAS) provides the flight crew with traffic
information and warnings of potential conflicts with vertical avoidance instructions. The TCAS can
only detect and indicate other traffic, that is equipped with a transponder.
The ND displays the traffic information, together with:
• The bearing and range to the intruder
• The intruder closure rate
• The relative altitude difference.
If the TCAS considers the intruder to be a potential collision threat, it generates a visual and aural
Traffic Advisory (TA). If it considers the intruder to be real collision threat, it generates a visual and
aural Resolution Advisory (RA).
1 INTRUDER CLASSIFICATION
Intruder Display Type of
collision threat
Aural warning Crew action
No threat
traffic or others
-17(w)
No threat - -
Proximate
-10(w)
Consider as
No threat
- -
Traffic
Advisory (TA)
-09(a)
Potential threat "TRAFFIC TRAFFIC" Establish visual contact.
No evasive maneuver
Preventive, e.g.
"MONITOR V/S"
Do not alter your flight path
and keep VS out of red sector
Corrective, e.g. "CLIMB" Smoothly and firmly (0.25 g)
follow VSI green sector within 5 s.
Resolution
Advisory (RA)
-06(r)
Collision threat
Corrective, e.g.
"CLIMB NOW" or
"INCREASE CLIMB"
Smoothly and firmly (0.35 g) follow
VSI green sector within 2.5 s
A330/A340 FLIGHT CREW TRAINING MANUAL
SUPPLEMENTARY INFORMATION
TCAS
A330/A340 FLEET SI-060 P 2/4
FCTM 17 JUN 09
OPERATIONAL RECOMMENDATION
Applicable to: ALL
The flight crew should select:
• ABV in climb (+9 900 ft / -2 700 ft)
• ALL in cruise (+2 700 ft /-2 700 ft)
• BELOW, if the cruise altitude is within 2 000 ft of FL 410, or in descent (+2 700 ft / -9 900 ft )
• THRT in heavy traffic terminal area
• TA, in the case of:
‐ Engine failure
‐ Flight with landing gear down
‐ Known nearby traffic, that is in visual contact
‐ Operations at specific airports, and during specific procedures that an operator identifies as
having a significant potential for not wanted and not appropriate RAs, e.g. closely spaced
parallel runways, converging runways.
Pilots should comply with the vertical speed limitations during the last 2 000 ft of a climb or descent.
In particular, pilots should limit vertical speeds to 1 500 ft/min during the last 2 000 ft of a climb or
　
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