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• "FLIGHT": it may not be possible to complete the flight, there may be a risk of diversion.
• "AIRCRAFT": Possibility of damage to the aircraft
• "PAX": Possibility of injury to passengers.
‐ A reference to the FCTM chapter, section, and/or paragraph, where the related explanations and
recommendations (for prevention and/or recovery) are located.
RISK SYMBOLS
CONTROL NAV GROUND
PERSONNEL
FLIGHT AIRCRAFT PAX
A330/A340 FLIGHT CREW TRAINING MANUAL
PREVENTING IDENTIFIED RISKS
PREVENTING IDENTIFIED RISKS
A330/A340 FLEET PIR-010 P 2/4
FCTM 17 JUN 09
NORMAL OPERATIONS
Applicable to: ALL
Flight
Phase
Risk Consequences Refer to FCTM
PREP During takeoff briefing,
the flight crew does
not check that the
FMS SID (including the
constraints) is correct.
Erroneous trajectory Refer to NO-020 Cockpit
Preparation
TAKEOFF The flight crew calls out
“THRUST SET” before
reaching N1 value
Engine check not valid Refer to NO-050 Takeoff
Roll
CLIMB
/DESC
The flight crew uses the
V/S knob without setting
a target
Climb or descent does not stop
DESC In managed descent,
the flight crew uses
the speed brakes, in
an attempt to descend
below the computed
profile
Unless the aircraft is above the
computed profile, the autothrust
increases thrust to remain on the
computed profile. The expected
increased rate of descent will
not be reached. In addition, fuel
consumption will increase
Refer to NO-080
GUIDANCE AND
MONITORING
DESC The flight crew does not
set the TERR ON ND
switch to ON
Reduced situational awareness Refer to NO-080
PREFACE
APPR The flight crew activates
approach phase without
crosschecking with each
other
The other flight crewmember may
perceive the speed change as
undue, and may react to it
Refer to NO-010
Communication
APPR The flight crew clears
the F-PLN using the
DIR TO or DIR TO RAD
IN functions, although
the aircraft is in radar
vectoring
NAV mode is armed. If this mode
setting is not relevant, it may lead to
an erroneous trajectory
Refer to NO-100 initial
approach and Refer to
NO-100 intermediate
approach
APPR The flight crew does not
sufficiently monitor raw
data
Any erroneous computation leads to
an erroneous trajectory
Refer to NO-100 final
approach
Refer to NO-120 final
approach
To be continued on next page
A330/A340 FLIGHT CREW TRAINING MANUAL
PREVENTING IDENTIFIED RISKS
PREVENTING IDENTIFIED RISKS
A330/A340 FLEET PIR-010 P 3/4
FCTM 17 JUN 09
Continued from previous page
Flight
Phase
Risk Consequences Refer to FCTM
ILS APPR Glide slope interception
from above: G/S not
rearmed
The aircraft descends through the
glide slope axis, without intercepting
it
Refer to NO-110 final
approach
NPA APPR When the aircraft
reaches the minimum
altitude, the flight crew
sets the bird to ON and
the AP to OFF, but does
not set the FDs to OFF.
The FDs orders may not be correct
below the minima.
Refer to OP-030
Autopilot/Flight Director
Refer to NO-120 reaching
the minima
SYSTEM OPERATIONS / FAILURES
Applicable to: ALL
ATA Risk Consequences Csqce type Refer to FCTM
22 The flight crew
uses the instinctive
disconnect pushbutton
on the thrust levers
to disconnect autothrust,
without reducing the
Throttle Lever Angle (TLA)
Immediate and undue speed increase Refer to OP-030
AUTOTHRUST
(A/THR)
22 Alpha floor/TOGA LOCK,
with no disconnection of
autothrust
TOGA thrust is maintained, with an
undue speed increase, and may lead to
overspeed
Refer to OP-030
AUTOTHRUST
(A/THR)
22 The flight crew does not
use the correct knob to
change heading or speed
Trajectory not correct
22 The flight crew does not
sequence the F/PLN
Erroneous computation (e.g. time, fuel)
and trajectory
Refer to NO-120
intermediate approach
At takeoff:
When flaps/slats are locked, if the flight
crew does not select the current speed,
the aircraft continues to accelerate and
possibly exceeds Max Speed
Refer to AO-027
ABNORMAL
FLAPS/SLATS
CONFIGURATION
27 The flight crew does not
select the speed after slat
or flap failure
　
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