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Step climbs can either be planned at waypoints or be optimum step points calculated by the FMGS. The FMGS computed step climb provides for minimum trip cost for the flight. The CFP tends to indicate a step climb as soon as the predicted aircraft weight would allow. Constraints in the CFP design mean that climbs can only be designated at waypoints and not at the ideal point. For most flights, one or more step climbs may be required. It may be advantageous to request an initial cruise altitude above optimum, if altitude changes are difficult to obtain on specific routes. This could minimise the possibility of being held at a low altitude and high fuel consumption condition for a long period of time. The requested/cleared cruise altitude should be compared to the REC MAX altitude. Before accepting an altitude above optimum, determine that it will continue to be acceptable considering the projected flight conditions such as turbulence, standing.waves.or.temperature.change.
Cruise
FCTM REV.1.(6.JUN.05)

The selected cruise altitude should normally be as close to optimum as possible. As.deviation.from.optimum.cruise.altitude.increases,.economy.decreases.
The following diagram shows an approximation of the fuel penalties for flying at cruise levels other than optimum. Note that these figures only reflect fuel penalties as opposed to overall trip cost. For example, flying at a higher level often.increases.the.flight.time.and.consequently.the.overall.trip.costs.
5.20.8

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

FUEL Fuel.Monitoring
The flight plan fuel burn from departure to destination is based on certain assumed conditions. These include gross weight, cruise altitude, planned route, temperature, cruise wind and cruise speed. Actual fuel consumption should be compared.with.the.flight.plan.fuel.consumption.at.least.once.every.hour.
Many factors influence fuel consumption such as actual flight level, cruise speed, aircraft weight and unexpected meteorological conditions. If fuel consumption appears higher than expected, then calculate the actual kg/gnm and compare this with the planned figure on the Fuel Progress Log. The actual kg/gnm is calculated.by.dividing.the.actual.fuel.burn.per.hour.by.the.groundspeed.
If planned and actual fuel figures deviate significantly without reason, then suspect.a.fuel.leak.and.apply.the.appropriate.procedure.
ECAM FOB, Fuel Prediction (FMGC) and CFP should be used to maintain an awareness of the current and predicted fuel state. Both the ECAM FOB and the fuel remaining determined by calculating the difference between BEFORE START fuel and ECAM FUEL USED, are recorded on the Fuel Log. The lesser (more.conservative).of.these.figures.is.used.for.decision.making.
Cruise
FCTM  REV.1.(6.JUN.05)
At least once ever hour, when passing over a waypoint, perform the following fuel.check:
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Enter ECAM FOB in the GAUGE / TOTALISER column, on the CFP

progress.log. . To.the.right.of.FOB,.enter.the.F.USED.from.the.ECAM.CRZ.page.

.  
Subtract the F.USED from the BEFORE START fuel to obtain the Fuel Remaining,.and.enter.to.the.right.of.F.USED.

.  
Enter the lesser of FOB and Fuel Remaining in the ACTUAL FUEL column.

.  
From the ACTUAL FUEL subtract the FR X CONT X MAND and enter the result in.the.‘CONT./.MAND./.EXTRA’.column.for.the.waypoint.

.  
Compare this result against the CFP planned contingency fuel in the adjacent.column.

Fuel.Temperature
Extended cruise operations increase the potential for fuel temperatures to reach the freeze point. Fuel freeze refers to the formation of wax crystals suspended in the fuel, which can accumulate when fuel temperature is below the freeze point. This.can.prevent.proper.fuel.feed.to.the.engines.
During normal operations, fuel temperature rarely decreases to the point that it becomes limiting. Fuel temperature will slowly reduce towards TAT. If fuel temperature approaches the minimum allowed, attempt to achieve a higher TAT by descending or diverting to a warmer air mass, or increasing Mach number. When flying above the tropopause, TAT may only increase if descent is made to a level below the tropopause. In this case, consider climbing to increase TAT. Below the tropopause, if a descent is required, the CFP step below altitude usually results in sufficient increase in TAT. A 4000 ft descent will normally give a 7°C increase in TAT. An increase of 0.01 Mach will increase TAT approximately 0.7°C. Up to one hour may be required for the fuel temperature to stabilise.
　
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