The altitude constraints in the F-PLN are observed only when the climb is managed, i.e. when CLB is displayed on the FMA. Any other vertical mode will disregard altitude constraints. During all climbs, ensure that the next altitude restriction is set on the FCU.
ADVERSE WEATHER
Adverse weather which may be encountered during the climb includes:
· CB activity
· Icing
· Turbulence
A330/A340 FCTM
Climb, Cruise And Descent 5.10.5
Climb REV 1 (6 JUN 05)
CB Activity
Areas of known turbulence associated with CBs should be avoided. Good radar tilt management is essential to accurately evaluate the vertical development of CBs. Normally the gain should be left in AUTO. However, selective use of manual gain may help in the assessment of the overall weather situation. Manual gain is particularly useful when operating in heavy rain if the radar picture has become saturated. In this instance, reduced gain will help the crew identify the areas of heaviest water droplet concentration, normally associated with active CB cells. After using manual gain, it should be re-selected to AUTO to recover optimum radar sensitivity. A decision to avoid a CB should be made as early as possible and lateral avoidance should ideally be 20 nm.
Cathay Pacific Weather Radar manual refers.
Icing
Whenever icing conditions are encountered or anticipated, ENG ANTI-ICE should be selected on. Even though the actual TAT prior to entering cloud might not require engine anti-ice, crews should be aware that the TAT often decreases significantly when entering cloud. When the SAT reduces to below -40°C, engine anti-ice should be selected off, unless flying in the vicinity of CBs. Failure to follow the recommended anti-ice procedures may result in engine stall, over-temperature or engine damage.
Wing anti-ice should be selected if either severe ice accretion is anticipated or there is an indication that airframe icing exists.
Turbulence
If turbulence is anticipated or encountered, consider reducing speed towards turbulence speed for passenger comfort. If severe turbulence is anticipated or encountered, reduce speed to turbulence speed.
A333 A343 A346
The flight control law is designed to cope with turbulence. If flying manually, avoid the temptation to over-control on the sidestick in an attempt to overcome the turbulence.
A330/A340 FCTM
Reverse side blank
INTENTIONALLY BLANK
Climb, Cruise And Descent 5.20.1
Cruise REV 1 (6 JUN 05)
PREFACE
Once the cruise flight level is reached, “ALT CRZ” is displayed on the FMA, and cruise Mach number for best economy based on cost index is targeted by the A/THR system. On reaching cruise level, the PF shall confirm the commanded thrust is set correctly and the desired speed/mach target is properly maintained.
If ATC limits CRZ FL to a lower level than that displayed on the PROG page, insert this lower CRZ FL. Otherwise, there is no transition into CRZ phase:
consequently the managed speed and Mach targets are not modified and A/THR SOFT mode is not available. FMA will display ALT instead of ALT CRZ in the second column.
When established in the cruise, conduct an abbreviated flow pattern to ensure correct switch positions. In addition, relevant SD pages are selected to monitor system operation and trends. This scan of panels and system pages should be repeated at least once per hour during the cruise. In addition, ECAM MEMO should be routinely scanned as it serves as a reminder of system functions or crew actions that are normally only required for a relatively short period of time.
VLS shown on the PFD ensures 0.3 g buffet margin, and therefore no additional margin is necessary in cruise.
FMS USE
When reaching cruise FL, ensure that the wind and temperatures are correctly entered and that the lateral and vertical F-PLN reflect the CFP. This is normally done by the PNF. Wind entries should be made at waypoints when there is a difference of either 30° or 30 kts for the wind data and 5°C for temperature deviation. These entries should be made for as many levels as possible 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.
Sensible use of the ETP function will assist the crew in making a decision should an enroute 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, insert the next suitable diversion airfield. Additionally, the PROG page can be used to provide an indication of direct track to any selected en-route diversion airfield.
The SEC F-PLN is a useful tool and should be used practically. By programming a potential enroute diversion, workload would be reduced should a failure occur.
This is particularly significant when terrain considerations apply to the intended diversion route.
A330/A340 FCTM
5.20.2 Climb, Cruise And Descent
REV 1 (6 JUN 05) Cruise
The DATA > STORED ROUTES function in the MCDU can be used to store up to five possible diversion routes. These routes can be entered into the SEC F-PLN using the SEC INIT prompt. This prompt will only be available if the SEC F-PLN is deleted. FCOM 4.04.30 refers.