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In addition, Operators may amend them, as needed. However, the manufacturer recommends that
Operators using the FCOM as onboard operational manual submit suggested changes to expedite
publication, and maintain consistency of the manual. The Operator should note that they may rewrite
this Chapter, at their own responsibility ; this could, however, make it difficult to update the manual
and keep it consistent with the other Chapters.
The following sections contain expanded information on normal procedures.
Standard Operating Procedures consist of inspections, preparations, and normal procedures. All
items of a given procedure are listed in a sequence that follows a standardized scan of the cockpit
panels, unless that sequence goes against the action priority logic, to ensure that all actions are
performed in the most efficient way.
Standard Operating Procedures are divided into flight phases, and are performed by memory.
These procedures assume that all systems are operating normally, and that all automatic functions
are used normally.
Some normal procedures, that are non-routine will be found in the SUPPLEMENTARY
TECHNIQUES (Refer to PRO-SUP-10 General) and in the SPECIAL OPERATIONS (Refer to
PRO-SPO-20 GENERAL).
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
NORMAL PROCEDURES
STANDARD OPERATING PROCEDURES - GENERAL INFORMATION
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A330/A340 FLEET PRO-NOR-SOP-01 P 2/2
FCOM 19 AUG 10
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
NORMAL PROCEDURES
STANDARD OPERATING PROCEDURES - FLIGHT PREPARATION
A330/A340 FLEET PRO-NOR-SOP-02 P 1/4
FCOM 19 AUG 10
TECHNICAL CONDITION OF THE AIRCRAFT
Applicable to: ALL
The crew will verify the technical state of the aircraft (deferred defect list), with regard to
airworthiness, acceptability of malfunctions (MEL), and influence on the flight plan.
WEATHER BRIEFING
Applicable to: ALL
‐ The crew will get a weather briefing.
‐ The briefing should include:
• Actual and expected weather conditions including runway conditions for takeoff and climb-out.
• Significant weather enroute, including winds and temperatures.
• Terminal forecasts for destination and alternate airports.
• Actual weather for destination and alternates, for short range flights and recent past weather, if
available.
• Survey of the meteorological conditions at airports along the planned route.
Weather can affect the choice of routing (for example, influence which route is quickest) and
the choice of flight level. The flight crew must also consider the possibility of runways being
contaminated at the departure and destination airfields. The flight crew must also verify ISA
deviations and enroute icing conditions, and must consider the possibility of holding due to weather
at the destination.
NOTAMS
Applicable to: ,
The flight crew must examine NOTAMs for changes to routings, unserviceable navaids, availability of
runways and approach aids etc, all of which may affect the final fuel requirement.
NOTAMS
Applicable to:
The flight crew must examine NOTAMs for changes to routings, unserviceable navaids, availability of
runways and approach aids etc, all of which may affect the final fuel requirement.
GPS Primary availability:
For RNP AR operations, the GPS Primary availability prediction should be checked to ensure the
RNP will be available for the estimated time of operation.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
NORMAL PROCEDURES
STANDARD OPERATING PROCEDURES - FLIGHT PREPARATION
A330/A340 FLEET PRO-NOR-SOP-02 P 2/4
FCOM 19 AUG 10
FLIGHT PLAN AND OPERATIONAL REQUIREMENTS
Applicable to: ALL
‐ The crew will check the company flight plan for routing, altitudes and flight time.
‐ The Captain will check the ATC flight plan and ensure that it:
• Is filled in an filed, in accordance with the prescribed procedures,
• Agrees with the fuel flight plan routing.
‐ The crew will check the estimated load figures, and will calculate the maximum allowable takeoff
and landing weights.
OPTIMUM FLIGHT LEVEL
Applicable to:
The flight crew should choose a flight level that is as close to the optimum as possible. To obtain
the optimum flight level use the chart in the QRH or in the FCOM (Refer to PER-CRZ-AEO-ALT-10
CRUISE LEVEL CHARTS)
As a general rule, an altitude that is 4 000 ft below the optimum produces a significant penalty
(approximately 5 % of fuel). Flight 8 000 ft below the optimum altitude produces a penalty of more
than 10 % against trip fuel. (The usual contingency allowance is 5 %).
If flight above optimum (up to ceiling) is intended the increase in consumption may reach 4 %.
　
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