Air-bus A330 Installation guide

A330/A340

Flight Crew Training Manual

The content of this document is the property of Airbus. It is supplied in

confidence and commercial security on its contents must be maintained.

It must not be used for any purpose other than that for which it is supplied, nor may

information contained in it be disclosed to unauthorized persons. It must not be

reproduced in whole or in part without permission in writing from the owners of the copyright.

ENV A330/A340 FLEET FCTM

FLIGHT CREW TRAINING MANUAL

INTRODUCTION

TABLE OF CONTENTS

00.000

JAN 09/07

00.010 GENERAL INTRODUCTION

-- FOREWORDS 1

-- COMMENTS - QUESTIONS - SUGGESTIONS 1

00.030 AIRCRAFT ALLOCATION TABLE

00.040 LIST OF SECTIONS

00.070 LIST OF MODIFICATIONS

ENV A330/A340 FLEET FCTM Page 1 of 1

FLIGHT CREW TRAINING MANUAL

INTRODUCTION

GENERAL INTRODUCTION

00.010

JAN 09/07

RMSN 0002-0860

FOREWORDS

The Flight Crew Training Manual (FCTM) is published as a supplement to the

Flight Crew Operating Manual (FCOM) and is designed to provide pilots with

practical information on how to operate the Airbus A330 and A340 aircraft. It

should be read in conjunction with the FCOM. If there is any conflicting

information, the FCOM is the overriding reference.

Airline training policy may be different for some sections. If this is the case, the

airline training policy is the overriding authority.

RMSN 0002-0860

COMMENTS - QUESTIONS - SUGGESTIONS

FCTM holders and users are encouraged to submit any questions and

suggestions about this manual to:

The following email address:

fltops.trainingdata@airbus.com

Or, to the following mailing address:

ATTN: Flight Operations Support STLT

1, Rond point Maurice BELLONTE

31707 BLAGNAC CEDEX- FRANCE

ENV A330/A340 FLEET FCTM Page 1 of 1

FLIGHT CREW TRAINING MANUAL

OPERATIONAL PHILOSOPHY

TABLE OF CONTENTS

01.000

JAN 09/07

01.010 INTRODUCTION

-- INTRODUCTION 1

-- OPERATIONAL GOLDEN RULES 1

01.020 FLIGHT CONTROLS

-- INTRODUCTION 1

-- NORMAL LAW 1

-- TWO-ENGINE FAILURE 6

-- ALTERNATE LAW 6

-- DIRECT LAW 7

-- INDICATIONS 8

-- PROTECTIONS 11

-- MECHANICAL BACKUP 17

-- BACKUP 18

-- ABNORMAL ATTITUDES 19

-- SIDESTICK AND PRIORITY P/B 20

01.030 AP / FD / ATHR

-- AUTOPILOT/FLIGHT DIRECTOR 1

-- AUTOTHRUST (A/THR) 5

-- AP, FD, A/THR MODE CHANGES AND REVERSIONS 12

-- TRIPLE CLICK 16

01.040 ECAM

-- PURPOSE OF THE ECAM 1

-- MAIN PRINCIPLES 1

-- ECAM HANDLING 3

-- USE OF SUMMARIES 8

ENV A330/A340 FLEET FCTM Page 1 of 1

FLIGHT CREW TRAINING MANUAL

OPERATIONAL PHILOSOPHY

INTRODUCTION

01.010

JAN 09/07

INTRODUCTION

RMSN 0002-0860

The Airbus cockpit is designed to achieve pilot operational needs throughout the

aircraft operating environment, while ensuring maximum commonality within the

Fly by Wire family. The cockpit design objectives are driven by three criteria:

. Reinforce the safety of flight

. Improve efficiency of flight

. Answer pilot requirements in a continuously changing environment

Airbus operational rules result from the design concept, more particularly from

the following systems:

.TheFly by wire system with its control laws and protections, commanded

through the side stick,

.Anintegrated Auto Flight System comprising:

-- The FMS interfaced through the MCDU

-- The AP/FD interfaced through the FCU,

-- The A/THR interfaced through the non back driven thrust levers,

-- The FMA, providing Guidance targets and Information, to monitor the AFS

.AsetofDisplay units (DU) providing information and parameters required by

the crew

-- To operate and to navigate the aircraft (the EFIS)

-- To communicate (the DCDU)

-- To manage the aircraft systems (the ECAM)

-- FMA interface to provide Guidance targets and information to monitor the

AFS/FD

.AForward Facing Cockpit Layout with "Lights out" or "Dark Cockpit"

concept assisting the crew to properly control the various aircraft systems.

The operational rules applicable to these specific features are given in the other

sections of this chapter.

OPERATIONAL GOLDEN RULES

RMSN 0002-0860

1. The aircraft can be flown like any other aircraft

ENV A330/A340 FLEET FCTM Page 1 of 2

FLIGHT CREW TRAINING MANUAL

OPERATIONAL PHILOSOPHY

INTRODUCTION

01.010

JAN 09/07

2. Fly, navigate, communicate - in that order

3. One head up at all times

4. Cross check the accuracy of the FMS

5. Know your FMA at all times

6. When things dont go as expected - take over

7. Use the proper level of automation for the task

8. Practice task sharing and back-up each other

ENV A330/A340 FLEET FCTM Page 2 of 2

FLIGHT CREW TRAINING MANUAL

OPERATIONAL PHILOSOPHY

FLIGHT CONTROLS

01.020

JAN 09/07

INTRODUCTION

RMSN 0002-0860

The relationship between the Pilot Flyings (PFs) input on the sidestick, and the

aircrafts response, is referred to as control law. This relationship determines the

handling characteristics of the aircraft.

There are three sets of control laws, and they are provided according to the

status of the: Computers, peripherals, and hydraulic generation.

The three sets of control laws are:

. Normal law

. Alternate law

. Direct law.

NORMAL LAW

RMSN 0002-0860

OBJECTIVES

The aim of normal law is to provide the following handling characteristics within

the normal flight envelope (regardless of aircraft speed, altitude, gross weight

and CG):

. Aircraft must be stable and maneuverable

. The same response must be consistently obtained from the aircraft

. The Actions on the sidestick must be balanced in pitch and in roll.

The normal law handling characteristics, at the flight envelope limit are:

. The PF has full authority to achieve Maximum aircraft Performance

. The PF can have instinctive/immediate reaction, in the event of an emergency

. There is a reduced possibility of overcontrolling or overstressing the aircraft.

Normal Law is the law that is most commonly available, and it handles single

failures.

ENV A330/A340 FLEET FCTM Page 1 of 21

FLIGHT CREW TRAINING MANUAL

OPERATIONAL PHILOSOPHY

FLIGHT CONTROLS

01.020

JAN 09/07

CHARACTERISTICS IN PITCH

IN FLIGHT

When the PF performs sidestick inputs, a constant G-load maneuver is ordered,

and the aircraft responds with a G-Load/Pitch rate. Therefore, the PFs order is

consistent with the response that is "naturally" expected from the aircraft: Pitch

rate at low speed; Flight Path Rate or G, at high speed.

So, if there is no input on the stick:

. The aircraft maintains the flight path, even in case of speed changes

. In case of configuration changes or thrust variations, the aircraft compensates

for the pitching moment effects

. In turbulence, small deviations occur on the flight path. However, the aircraft

tends to regain a steady condition.

AIRBUS PITCH CHARACTERISTIC

+ 2.5 g

+ 1.0 g

0 g

− 1.0 g

Sidestick released

Sidestick pulled

Sidestick released

Sidestick pushed

FOF 01020 03732 0001

Operational Recommendation:

Since the aircraft is stable and auto-trimmed, the PF needs to perform minor

corrections on the sidestick, if the aircraft deviates from its intended flight path.

The PF should not fight the sidestick, or overcontrol it. If the PF senses an

overcontrol, the sidestick should be released.

AT TAKEOFF AND LANDING

ENV A330/A340 FLEET FCTM Page 2 of 21

FLIGHT CREW TRAINING MANUAL

OPERATIONAL PHILOSOPHY

FLIGHT CONTROLS

01.020

JAN 09/07

The above-mentioned pitch law is not the most appropriate for takeoff and flare,

because the stable flight path is not what the PF naturally expects. Therefore,

the computers automatically adapt the control laws to the flight phases:

. GROUND LAW: The control law is direct law

. FLARE LAW: The control law is a smoother direct law.

Operational Recommendation:

Takeoff and landing maneuvers are naturally achieved. For example, a flare

requires the PF to apply permanent aft pressure on the sidestick, in order to

achieve a progressive flare. Whereas, derotation consists of smoothly flying

the nosegear down, by applying slight aft pressure on the sidestick.

LATERAL CHARACTERISTICS

NORMAL CONDITIONS

When the PF performs a lateral input on the sidestick, a roll rate is ordered and

naturally obtained.

Therefore, at a bank angle of less than 33 degrees, with no input on the

sidestick, a zero roll rate is ordered, and the current bank angle is maintained.

Consequently, the aircraft is laterally stable, and no aileron trim is required.

However, lateral law is also a mixture of roll and yaw demand with:

-- Automatic turn coordination

-- Automatic yaw damping

-- Initial yaw damper response to a major aircraft assymetry.

In addition, if the bank angle is less than 33 degrees, pitch compensation is

provided.

If the bank angle is greater than 33 degrees, spiral stability is reintroduced and

pitch compensation is no longer available. This is because, in normal situations,

there is no operational reason to fly with such high bank angles for a long

period of time.

AIRBUS LATERAL CHARACTERISTIC

ENV A330/A340 FLEET FCTM Page 3 of 21

FLIGHT CREW TRAINING MANUAL

OPERATIONAL PHILOSOPHY

FLIGHT CONTROLS

01.020

JAN 09/07

Bank angle limit

67°

33°

FOF 01020 03733 0001

(When pilot releases the stick)

Turn coordination provided

Return to 33°

Attitude maintained

Pitch and bank remain constant

No Pitch compensation

Bank angle reduces

to 33°

Operational Recommendation:

During a normal turn (bank angle less than 33 degrees), in level flight:

. The PF moves the sidestick laterally (the more the sidestick is moved

laterally, the greater the resulting roll rate - e.g. 15 degrees/second at max

deflection)

. Not necessary to make a pitch correction

. Not necessary to use the rudder.

In the case of steep turns (bank angle greater than 33 degrees), the PF must

apply:

. Lateral pressure on the sidestick to maintain bank

. Aft pressure on the sidestick to maintain level flight.

ENGINE FAILURE

In flight, if an engine failure occurs, and no input is applied on the sidestick,

lateral normal law controls the natural tendency of the aircraft to roll and yaw.

If no input is applied on the sidestick, the aircraft will reach an approximate

5-degree constant bank angle, a constant sideslip, and a slowly-diverging

heading rate.

The lateral behavior of aircraft is safe.

However, the PF is best suited to adapt the lateral trimming technique, when

necessary. From a performance standpoint, the most effective flying technique, in

ENV A330/A340 FLEET FCTM Page 4 of 21

FLIGHT CREW TRAINING MANUAL

OPERATIONAL PHILOSOPHY

FLIGHT CONTROLS

01.020

JAN 09/07

the event of an engine failure at takeoff, is to fly a constant heading with roll

surfaces retracted. This technique dictates the amount of rudder that is required,

and the resulting residual sideslip.

As a result, to indicate the amount of rudder that is required to correctly fly with

an engine-out at takeoff, the measured sideslip index is shifted on the PFD by

the computed, residual-sideslip value. This index appears in blue, instead of in

yellow, and is referred to as the beta target. If the rudder pedal is pressed to

center the beta target index, the PF will fly with the residual slip, as required by

the engine-out condition. Therefore, the aircraft will fly at a constant heading with

ailerons and spoilers close to neutral position.

BETA TARGET ON PFD

Blue Side Slip

target or

Bêta Target

FOF 01020 03734 0001

Operational Recommendation:

In the case of an engine failure at takeoff, the PF must:

. Smoothly adjust pitch to maintain a safe speed (as per SRS guidance)

. Center the Beta target (there is no hurry, because the aircraft is laterally

safe)

. When appropriate, trim the aircraft laterally using the rudder trim

. Apply small lateral sidestick inputs, so that the aircraft flies the appropriate

heading.

AVAILABLE PROTECTIONS

Normal Law provides five different protections (Refer to the "Protections"

paragraph):

. High angle-of-attack protection

. Load factor protection

. High pitch attitude protection

. Bank angle protection

. High speed protection.

ENV A330/A340 FLEET FCTM Page 5 of 21

FLIGHT CREW TRAINING MANUAL

OPERATIONAL PHILOSOPHY

FLIGHT CONTROLS

01.020

JAN 09/07

TWO-ENGINE FAILURE

RMSN 0002-0011 0013-0016 0018-0029 0031-0035 0038-0044 0046-0049 0051-0053 0056-0058

0061 0063 0074-0076 0078-0081 0084-0085 0088-0094 0097 0101 0103-0104 0114-0115 0117

0123-0126 0128-0131 0133-0137 0139 0141-0142 0145-0147 0149-0152 0154 0156-0161

0163-0164 0166-0170 0173-0176 0178-0180 0182 0185-0187 0190 0192-0194 0196-0197 0199

0201-0202 0204 0207-0208 0210 0212-0218 0220-0221 0225 0227-0228 0233 0235-0237

0239 0242-0243 0245-0246 0252 0257 0260 0263-0264 0268 0270 0273-0274 0278 0280

0282 0292 0297 0302 0304 0307 0310 0318-0319 0321 0325 0327 0329 0331-0332

0335 0347 0352 0354-0355 0359 0363 0367 0371 0373-0374 0376-0379 0381 0383 0385

0387 0390-0391 0394-0395 0399 0402 0406 0410-0411 0413-0417 0424 0426 0429-0431

0433-0436 0438 0440 0442 0445-0447 0449-0450 0453 0457 0459-0460 0464 0467-0468

0470-0471 0474-0475 0478 0482-0483 0485 0488 0492 0495 0499 0514 0517 0520 0523

0528 0531 0534 0537-0538 0540-0541 0543-0547 0554 0556-0557 0559-0563 0566 0569

0572 0575 0577 0580 0582-0583 0585-0586 0590 0598 0601 0604 0606 0608 0611 0615

0617 0619 0622 0624 0626 0628 0630 0639 0643 0646 0651 0668 0672 0677 0681 0685

0689 0694 0698 0702 0706 0710 0715 0719 0723 0727 0731 0736 0740 0744 0748 0753

0757 0761-0768 0771 0775 0779 0783 0787 0790 0793-0794 0798 0800 0804 0812 0829

0835 0837 0844 0846 0848

In the case of a two-engine failure during go-around, the aircraft speed will most

probably be below VMCL-2. In this case, even with full rudder pedal, the PF will

not be able to center the Beta Target, because the rudder is less efficient at

such a low speed. This is a good indication that the PF should accelerate.

Furthermore, this indication is enhanced by a VLS increase on the PFD, and by

a pitch down order of the FD bars in SRS mode.

RMSN 0002-0860

ALTERNATE LAW

In some double failure cases, the integrity and redundancy of the computers and

of the peripherals are not sufficient to achieve normal law and associated

protections. System degradation is progressive, and will evolve according to the

availability of remaining peripherals or computers.

In addition, depending on the type of failure, the control law may either be

Alternate 1 or Alternate 2.

Alternate law characteristics (usually triggered in case of a dual failure):

ENV A330/A340 FLEET FCTM Page 6 of 21

FLIGHT CREW TRAINING MANUAL

OPERATIONAL PHILOSOPHY

FLIGHT CONTROLS

01.020

JAN 09/07

. In pitch: Same as in normal law

. In roll: Same as in normal law (ALTN1), or Roll Direct (ALTN2)

. In yaw: Same as in normal law (ALTN1), or degraded (ALTN2)

. Most protections are lost, except :

-- Load factor protection

-- Bank angle protection, if normal roll is still available (ALTN1 only).

At the flight envelope limit, the aircraft is not protected:

. In high speed, natural aircraft static stability is restored with an overspeed

warning

. In low speed, the auto pitch trim stops at Vc prot (below VLS), and natural

longitudinal static stability is restored, with a stall warning at 1.03 VS1g.

In certain failure cases, such as the loss of VS1g computation or the loss of two

ADRs, the longitudinal static stability cannot be restored at low speed. In the

case of a loss of three ADRs, it cannot be restored at high speed.

In alternate law, VMO/MMO settings are reduced (see ECAM indications here

after), and A FLOOR is inhibited.

Operational Recommendation:

The handling characteristics within the normal flight envelope, are identical in

pitch with normal law.

Outside the normal flight envelope, the PF must take appropriate preventive

actions to avoid losing control, and/or avoid high speed excursions. These

actions are the same as those that would be applied in any case where non

protected aircraft (e.g. in case of stall warning: add thrust, reduce pitch, check

speedbrakes retracted).

DIRECT LAW

RMSN 0002-0860

In most triple failure cases, direct law triggers. When this occurs:

. Elevator deflection is proportional to stick deflection. Maximum deflection

depends on the configuration and on the CG

. Aileron and spoiler deflections are proportional to stick deflection, but vary with

the aircraft configuration

ENV A330/A340 FLEET FCTM Page 7 of 21

FLIGHT CREW TRAINING MANUAL

OPERATIONAL PHILOSOPHY

FLIGHT CONTROLS

01.020

JAN 09/07

. Pitch trim is commanded manually

. Yaw damper and minimum turn coordination are provided.

Handling characteristics are natural, of high-quality aircraft, almost independent of

the configuration and of the CG. Therefore, the aircraft obviously has no

protections, no automatic pitch trim, but overspeed or stall warnings.

Operational Recommendation:

The PF must avoid performing large thrust changes, or sudden speedbrake

movements, particularly if the center of gravity is aft. If the speedbrakes are out,

and the aircraft has been re-trimmed, the PF must gently retract the

speedbrakes, to give the aircraft time to retrim, and thereby avoid a large,

nose-down trim change.

INDICATIONS