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Flaps 1).
IN FLIGHT
USE OF THE RADAR
Areas of known turbulence, associated with CBs, must be avoided. Good management of the
radar tilt is essential, in order to accurately assess and evaluate the vertical development of
CBs. Usually, the gain should be left in AUTO. However, selective use of manual gain may help
to assess the general weather conditions. Manual gain is particularly useful, when operating in
heavy rain, if the radar picture is saturated. In this case, reduced gain will help the flight crew
to identify the areas of heaviest rainfall, that are usually associated with active CB cells. After
using manual gain, it should be reset to AUTO, in order to recover optimum radar sensitivity.
A weak echo should not be a reason for the flight crew to underestimate a CB, because only
the wet parts of the CB are detected. The decision to avoid a CB must be taken as early as
possible, and lateral avoidance should, ideally, be at 20 nm upwind.
USE OF THE AP AND A/THR
If moderate turbulence is encountered, the flight crew should set the AP and A/THR to ON with
managed speed.
If severe turbulence is encountered, the flight crew should keep the AP engaged. Thrust levers
should be set to turbulence N1 (Refer to QRH), and the A/THR should then be disconnected.
Use of the A/THR is, however, recommended during approach, in order to benefit from the GS
mini.
If the aircraft is flown manually, the flight crew should be aware of the fact that flight control
laws are designed to cope with turbulence. Therefore, they should avoid the temptation to fight
turbulence, and should not over-control the sidestick.
In some cases (e.g. A340 aircraft), and/or with heavy weights, turbulence speed may be less
than the green dot speed. The turbulence speed must be flown for structural reasons. Green
A330/A340 FLIGHT CREW TRAINING MANUAL
SUPPLEMENTARY INFORMATION
ADVERSE WEATHER
A330/A340 FLEET SI-010 P 9/16
FCTM 17 JUN 09
dot speed is not a limitation, but merely a maneuver speed and the flight crew may fly below this
speed.
VMO/MMO EXCEEDANCE
In turbulence, during climb, cruise or descent, the aircraft may slightly exceed VMO/MMO with
the autopilot (AP) engaged.
To prevent such an exceedance, adapt speed or Mach target.
If severe turbulence is known or forecasted, consider the use of turbulence speed.
If the current speed is close to the VMO (maximum operating speed), monitor the speed trend
symbol on the PFD.
If the speed trend reaches, or slightly exceeds, the VMO limit:
• Use the FCU immediately to select a lower speed target.
If the speed trend significantly exceeds the VMO red band, without high speed protection
activation:
• Select a lower target speed on the FCU and, if the aircraft continues to accelerate, consider
disconnecting the AP.
• Before re-engaging the AP, smoothly establish a shallower pitch attitude.
If the aircraft accelerates above VMO with the AP engaged, the AP will disengage on reaching
the high speed protection. The high speed protection will apply a nose-up order up to 1.75 g, in
addition to pilot input during VMO recovery. Therefore, make a smooth pitch correction in order
to recover proper speed.
Speedbrakes may be used in case of high speed exceedance, but the flight crew should be
aware of pitch influence. In addition, speedbrakes will be used with caution, close to the ceiling.
High Speed Protection may also result in activation of the angle of attack protection.
In all events, check the AP engagement status, and re-engage it when appropriate. It may have
tripped and the associated aural warning may have been superseded by the overspeed aural
warning.
CONSIDERATIONS ON CLEAR AIR TURBULENCE (CAT)
Clear Air Turbulence (CAT) can be expected by referring to weather charts and pilot reports.
However, the radar cannot detect CAT, because it is "dry turbulence".
If CAT is encountered, the flight crew may consider avoiding it vertically, keeping in mind that
the buffet margin reduces as the altitude increases.
MISCELLANEOUS
• The flight crew must set the harness to on, check that the seat belts signs are on and use all
white lights in thunderstorms.
• Turbulence speeds are indicated in the QRH.
A330/A340 FLIGHT CREW TRAINING MANUAL
SUPPLEMENTARY INFORMATION
ADVERSE WEATHER
A330/A340 FLEET SI-010 P 10/16
FCTM 17 JUN 09
• It is not necessary to set the ENG START selector to IGN. In the case of an engine flameout,
the igniters will trigger automatically.
• The handling characteristics of "fly-by-wire" aircraft are independent of the CG in normal and
alternate law. Therefore, it is not necessary to command a FWD fuel transfer, in the event of
　
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