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Pilots should be aware that it is possible to select and fly a speed below green dot but there would
be no operational benefit in doing this.
When selected speed is used, the predictions on the F-PLN page assume the selected speed
is kept till the next planned speed modification, e.g. 250 kt /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.
Finally, as selected speed does not provide the optimum climb profile, it should only be used when
operationally required, e.g. ATC constraint or weather.
VERTICAL PERFORMANCE PREDICTIONS
Applicable to: ALL
The MCDU PROG page provides the crew with the MAX REC ALT and with the OPT ALT
information (See cruise section). This information is to be used to rapidly answer to ATC: "CAN YOU
CLIMB TO FL XXX?"
The MCDU PERF CLB page provides predictions to a given FL in terms of time and distance
assuming CLB mode. This FL is defaulted to the FCU target altitude or it may be manually inserted.
The symbol level arrow on the ND assumes the current AP engaged mode. This information is to
be used to rapidly answer to ATC: "CAN YOU MAKE FL XXX by ZZZ waypoint?". The crew will use
a PD (Place/Distance), i.e. ZZZ,-10 waypoint if the question is "CAN YOU MAKE FL XXX , 10 N.m
before ZZZ point?"
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
CLIMB
A330/A340 FLEET NO-060 P 4/4
FCTM 17 JUN 09
LATERAL NAVIGATION
Applicable to: ALL
If the aircraft is following the programmed SID, the AP/FD should be in NAV. If ATC vectors the
aircraft, HDG will be used until a time when clearance is given to either resume the SID or track
direct to a specific waypoint. In either case, the crew must ensure that the waypoints are properly
sequenced.
The crew should keep in mind that the use of HDG mode e.g. following ATC radar vectors, will revert
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
Applicable to: ALL
10 000 ft FLOW PATTERN
EFIS Option:
The PF will select CSTR for grid MORA
The PNF will select ARPT
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
CRUISE
A330/A340 FLEET NO-070 P 1/12
FCTM 17 JUN 09
PREFACE
Applicable to: ALL
Once the cruise flight level is reached, "ALT CRZ" is displayed on the FMA. The cruise Mach number
is targeted and cruise fuel consumption is optimized.
FMS USE
Applicable to: ALL
CRUISE FL
If the aircraft is cleared to a lower cruise flight level than the pre-planned cruise flight level
displayed on MCDU PROG page, "ALT CRZ" will not be displayed on the FMA and cruise Mach
number will not be targeted. The crew will update the MCDU PROG page accordingly.
When in cruise i.e. ALT CRZ on FMA, the thrust control is soft. This means that the thrust will
allow small speed variation around the cruise Mach (typically ± 3 kt) before a readjustment of
thrust occurs. This optimizes the fuel consumption in cruise.
WIND AND TEMPERATURE
When reaching cruise FL, the crew will ensure that the wind and temperatures are correctly
entered and the lateral and vertical F-PLN reflect the CFP. Wind entries should be made at
waypoints when there is a difference of either 30 ° or 30 kt for the wind data and 5 °C for
temperature deviation. These entries should be made up to four different levels to reflect the
actual wind and temperature profile. This will ensure that the FMS fuel and time predictions are as
accurate as possible and provide an accurate OPT FL computation.
STEP CLIMB
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
If at D waypoint, the CFP provides the wind at FL 350 but not at FL 310, it is recommended to
insert the same wind at FL 310 as the one at FL 350. This is due to wind propagation rules, which
might affect the optimum FL computation.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
CRUISE
A330/A340 FLEET NO-070 P 2/12
FCTM 17 JUN 09
ETP
The ETP function should be used to assist the crew in making a decision should an en-route
diversion be required. Suitable airport pairs should be entered on the ETP page and the FMS will
then calculate the ETP. Each time an ETP is sequenced, the crew should insert the next suitable
diversion airfield.
　
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