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NORMAL OPERATIONS
CRUISE
 
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.
 
NORMAL OPERATIONS
CRUISE
 
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.
The SEC F-PLN is a useful tool and should be used practically. The ETP should be inserted in the
SEC F-PLN as a PD (Place/Distance) and the route to diversion airfield should be finalized. By programming a potential en-route diversion, the crew would reduce their workload should a failure
occur. This is particularly true when terrain considerations apply to the intended diversion route.
When an ETP is sequenced, the crew will
? Access the ETP page
? Insert the next applicable diversion airfield with associated wind
? Read new ETP
? Insert new ETP as a PD
? Copy active on the SEC F-PLN
? Insert the new diversion as New Dest in the SEC F-PLN from new ETP
　
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本文鏈接地址：A330/A340 機組訓(xùn)練手冊 FCTM Flight Crew Training Manual 1(52)