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VLS shown on the PFD ensures 0.3 g buffet margin, and therefore no additional margin.is.necessary.in.cruise.
FMS.USE
When reaching cruise FL, ensure that the wind and temperatures are correctly entered and that the lateral and vertical F-PLN reflect the CFP. This is normally done by the PNF. Wind entries should be made at waypoints when there is a difference of either 30. or 30 kts for the wind data and 5.C for temperature deviation. These entries should be made for as many levels as possible 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.
Sensible use of the ETP function will assist the crew in making a decision should an enroute 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, insert the next suitable diversion airfield. Additionally, the PROG page can be used to provide an indication of direct track to any selected en-route diversion.airfield.
The SEC F-PLN is a useful tool and should be used practically. By programming a potential enroute diversion, workload would be reduced should a failure occur. This is particularly significant when terrain considerations apply to the intended diversion.route.
5.20.2

A330/A340 Climb,.Cruise.And.Descent
REV.1.(6.JUN.05)
FCTM Cruise

The DATA > STORED ROUTES function in the MCDU can be used to store up to five possible diversion routes. These routes can be entered into the SEC F-PLN using the SEC INIT prompt. This prompt will only be available if the SEC F-PLN.is.deleted..FCOM.4.04.30.refers.
COST.INDEX
The CI is calculated by the Company, taking into account several parameters. From an operational point of view, the CI affects speeds and cruise altitude. CI 0 corresponds to minimum fuel consumption whereas CI 999 corresponds to minimum flight time. From a practical point of view, CI 0 equates to maximum range. The CI should be considered as a means of long-term speed management rather than a means of short-term speed control. For example, if a speed reduction is required for the entire flight to comply with curfew requirements, then it would be appropriate to reduce the CI. CI for LRC are approximately A333:.40, A343:.50 and A346:.140.
The SEC F-PLN can be used to check the predictions associated with a new CI. However, be aware that any modification of the CI in the primary F-PLN will affect.trip.cost.
Cruise
FCTM REV.1.(6.JUN.05)
SPEED.CONSIDERATIONS
With "ALT CRZ" annunciated on the FMA, the A/THR engages in "soft" mode, which means that small deviations around the target Mach (typically .4 kt) are tolerated before a thrust adjustment occurs. This minimises cruise fuel consumption.
The.cruise.speed.may.be.either:
.
Managed

.
Selected

Managed
When the cruise altitude is reached, i.e. "ALT CRZ" on the FMA, the A/THR operates in SPEED/MACH mode. The optimum cruise Mach number is automatically.targeted..Its.value.depends.on:
. CI . Cruise.flight.level . Temperature.deviation
. Weight . Headwind.component.
The optimum Mach number will vary according to the above-mentioned parameters, e.g. it will increase with an increasing headwind. If there is no overriding operational constraint, e.g. ATC speed control, the managed Mach should.be.maintained.as.it.provides.the.optimum.trip.cost.
Should ATC require a specific time over a waypoint, enter a time constraint at that waypoint via a vertical revision. The managed Mach number will be modified accordingly, between Green Dot and M0.84, in an attempt to achieve this constraint. If the constraint can be met within the defined tolerance, a magenta asterisk will be displayed on the MCDU. If the constraint cannot be met, an amber asterisk will be displayed. Once the constrained waypoint is sequenced, the.ECON.Mach.is.resumed..FCOM.4.refers.
　
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