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The SEC F-PLN is a useful tool and should be used practically. The ETP should be inserted in the
SEC F-PLN as a PD (Place/Distance) and the route to diversion airfield should be finalized. By
programming a potential en-route diversion, the crew would reduce their workload should a failure
occur. This is particularly true when terrain considerations apply to the intended diversion route.
When an ETP is sequenced, the crew will
• Access the ETP page
• Insert the next applicable diversion airfield with associated wind
• Read new ETP
• Insert new ETP as a PD
• Copy active on the SEC F-PLN
• Insert the new diversion as New Dest in the SEC F-PLN from new ETP
Example of SEC F-PLN use during cruise
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
CRUISE
A330/A340 FLEET NO-070 P 3/12
FCTM 17 JUN 09
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. Refer to FCOM/DSC-22_20-60-50
SECONDARY FLIGHT PLAN for further information
For diversion purpose, the crew can also use the CLOSEST AIRPORT page which provides
valuable fuel/time estimates to the four closest airports from the aircraft position, as well as to
an airport the crew may define. The fuel and time predictions are a function of the average wind
between the aircraft and the airport.
MISCELLANEOUS
If ATC requires a position report, the crew will use the REPORT page which can be accessed from
PROG page.
If ATC modifies the routing, the crew will revise the F-PLN. Once achieved, the crew may perform
a new F-PLN print.
If ATC requires to report on a given radial, the crew will use the FIX INFO page which can be
accessed from a lateral revision on F-PLN page at PPOS.
If ATC requires a report at a given time, the crew will insert a time marker pseudo waypoint.
If there is weather, the crew will use the OFFSET function which can be accessed from a lateral
revision at PPOS. The crew will determine how many NM are required to avoid the weather. Once
cleared by ATC, the crew will insert the offset.
If ATC gives a DIR TO clearance to a waypoint far from present position, the crew will use the
ABEAM facility. This facility allows both a better crew orientation and the previously entered winds
to be still considered.
COST INDEX
Applicable to: ALL
The Cost Index (CI) is used to take into account the relationship between fuel and time related
costs in order to minimize the trip cost. The CI is calculated by the airline for each sector. From an
operational point of view, the CI affects the speeds (ECON SPEED/MACH) and cruise altitude (OPT
ALT). CI=0 corresponds to maximum range whereas the CI=999 corresponds to minimum time.
The CI is a strategic parameter which applies to the whole flight. However, the CI can be modified
by the crew in flight for valid strategic operational reasons. For example, if the crew needs to reduce
the speed for the entire flight to comply with curfew requirements or fuel management requirements
(XTRA gets close to 0), then it would be appropriate to reduce the CI.
The SEC F-PLN can be used to check the predictions associated with new CI. If they are
satisfactory, the crew will then modify the CI in the primary F-PLN. However, the crew should be
aware that any modification of the CI would affect trip cost.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
CRUISE
A330/A340 FLEET NO-070 P 4/12
FCTM 17 JUN 09
SPEED CONSIDERATIONS
Criteria: S14275, LR, 22-4037
Applicable to: , , , , , , , , , , , , , ,
, , , , , , , ,
The cruise speed may be either:
• Managed
• Selected
MANAGED
When the cruise altitude is reached, i.e. "ALT CRZ " on the FMA, the A/THR operates in
SPEED/MACH mode. The optimum cruise Mach number is automatically targeted. Its value
depends on:
• CI
• Cruise flight level
• Temperature deviation
• Weight
• Headwind component.
The crew should be aware that the optimum Mach number will vary according to the above
mentioned parameters, e.g. it will increase with an increasing headwind, e.g. +50 kt head wind
equates to M +0.01.
Should ATC require a specific time over a waypoint, the crew can perform a vertical revision
on that waypoint and enter a time constraint. The managed Mach number would be modified
accordingly, between green dot and M 0.84, to achieve this constraint. If the constraint can be met,
i.e. within ± 2 min, a magenta asterix will be displayed on the MCDU; if the constraint cannot be
　
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