Air-Bus A330 Installation guide

A330/A340
Flight Crew Training Manual
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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.
©AIRBUS 2002. All rights reserved.
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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
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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:
[e-mail]
Or, to the following mailing address:
ATTN: Flight Operations Support STLT
1, Rond point Maurice BELLONTE
31707 BLAGNAC CEDEX- FRANCE
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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
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FLIGHT CREW TRAINING MANUAL
OPERATIONAL PHILOSOPHY
INTRODUCTION
01.010
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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
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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
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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.
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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 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
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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
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Bank angle limit
Bank angle limit
67°
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
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