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OPERATIONAL RECOMMENDATIONS
TAKEOFF
Predictive Windshear ("WINDSHEAR AHEAD" aural warning)
If a predictive windshear aural warning is generated on the runway before takeoff, takeoff must be delayed.
If a predictive windshear aural warning is generated during the takeoff roll, the Captain must reject the takeoff (the aural warning is inhibited at speeds greater than 100 kt).
If a predictive windshear aural warning is generated during initial climb, the flight crew must:
? Set TOGA
? Closely monitor the speed and the speed trend
? Ensure that the flight path does not include areas with suspected shear
? Change the aircraft configuration, provided that the aircraft does not enter windshear.
 
SUPPLEMENTARY INFORMATION
ADVERSE WEATHER
 
Reactive windshear ("WINDSHEAR, WINDSHEAR, WINDSHEAR" aural warning) or windshear detected by pilot observation
If the windshear starts before V1, with significant speed and speed trend variations, and the Captain decides that there is sufficient runway to stop the airplane, the Captain must initiate a rejected takeoff.
If the windshear starts after V1, the flight crew must select TOGA and must apply the QRH checklist actions from memory. The following points should be stressed:
? The configuration should not be changed until the aircraft is definitely out of the shear, because operating the landing gear doors causes additional drag.
? The PF must fly SRS pitch orders rapidly and smoothly, but not aggressively, and must consider the use of full backstick, if necessary, to minimize height loss.
? The PNF should call out the wind variations from the ND and V/S and, when clear of the shear, report the encounter to ATC.
? For a DRT Takeoff �� , asymmetric TOGA thrust cannot be applied, if the speed is less than F in CONF 2 or 3, due to VMCA considerations.
APPROACH
Predictive Windshear
In case the "MONITOR RADAR DISPLAY" is displayed or the ADVISORY ICON appears, the flight crew should either delay the approach or divert to another airport. However, if the approach is continued, the flight crew should consider the following:
? The weather severity must be assessed with the radar display.
? A more appropriate runway must be considered.
? A CONF 3 landing should be considered
? Managed speed should be used, because it provides the GS mini function.
? The flight crew should increase the VAPP displayed on MCDU PERF APP page up to a maximum VLS +15 kt.
? Using the TRK/FPA or ILS, for an earlier detection of vertical path deviation should be considered.
? In very difficult weather conditions, the A/THR response time may not be sufficient to manage the instantaneous loss of airspeed. For the description of the applicable technique, Refer to NO-100 final approach.
? In case the "GO AROUND WINDSHEAR AHEAD" message is triggered, the PF must set TOGA for go-around. The aircraft configuration can be changed, provided that the windshear is not entered. Full back stick should be applied, if required, to follow the SRS or minimize loss of height.
　
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本文鏈接地址：A330/A340 機(jī)組訓(xùn)練手冊 FCTM Flight Crew Training Manual 2(61)