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A default cruise FL equal to 220 if the airway distance is less than 200 nm. Otherwise, it is‐
FL 310
Simplified wind/temperature models based on flight crew entries:‐
• ALTN CRZ wind as entered in the primary DESCENT WIND page.
• Wind temperature at primary destination (APPR page)
A zero wind and/or zero ISA deviation is assumed by default if there is no flight crew entry.
Initial aircraft weight is equal to landing weight at primary destination‐
A track equal to mean track between active primary and ‐alternative destination
A constant delta ISA and a constant cruise wind‐
Cost index = 0 (minimum fuel).‐
Note: 1. No step can be inserted in alternate flight plan.
2. No predictions are displayed for the selected alternate on flight plan pages, but the
flight crew can read ALTN trip fuel and time on the INIT B page before engine start,
and estimated time and estimated fuel on board at alternate on the FUEL PRED page
after engine start.
Applicable to: ALL
PREDICTIONS FOR SECONDARY FLIGHT PLAN
Predictions are provided on the SEC F-PLN, SEC INIT and SEC PERF pages as for the active
primary flight plan.
A330/A340 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
PERFORMANCE - PREDICTIONS
A330/A340 FLEET DSC-22_20-40-30 P 10/18
FCOM 19 AUG 10
However, the predictions are provided for the SEC F-PLN on the condition that primary and
secondary flight plans have their active leg common (same TO WPT).
Applicable to: ALL
PREDICTIONS FOR FUEL
Up to 8 fuel policy records may be specified in the navigation database.
If a specific data is not provided in the database fuel policy, the value is the default value given
here after:
PARAMETERS DEFAULT VALUES
RTE RSV (Percentage of route reserve) 5 %
RSV MIN (Minimum value of route reserve) 0 kg
RSV MAX (Maximum value of route reserve) 25 600 kg
RSV FLT (Reserve remains computed in flight) yes
RSV ALTN (Reserve is computed with alternate trip fuel) no
FINAL TIME (Time for final holding pattern) 30 min
FINAL FIX (Fuel burnt in the final holding pattern) 0 kg
FINAL ALT (Altitude for final holding pattern) 1 500 ft AGL
TAXI (Fuel for taxi) 600 kg
FINAL DEST (Final holding pattern is flown at ALTN) ALTN
Furthermore, RTE RSV, FINAL TIME and TAXI may be modified on the MCDU through the INIT B
or FUEL PRED pages.
RETURN-TO-TRAJECTORY ASSUMPTIONS
Applicable to: ALL
If the aircraft is not on the lateral flight plan, the FMGEC assumes (for prediction) that it will return
immediately to the active lateral leg with a 45 ° convergence angle or that it will fly directly to the "TO"
waypoint whenever the required convergence angle is greater than 45 °.
A330/A340 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
PERFORMANCE - PREDICTIONS
A330/A340 FLEET DSC-22_20-40-30 P 11/18
FCOM 19 AUG 10
If the flight crew flies outside the planned flight plan, predictions are still available but they assume an
immediate return to flight plan.
IDLE/PERF FACTORS - GENERAL
Applicable to: ALL
MCDU fuel predictions can be corrected to match the actual aircraft fuel consumption. This is done
on ground only, by modifying the IDLE/PERF factor.
IDLE FACTOR
Applicable to:
IDLE and PERF factors use the same principle.
The PERF factor is mainly used for prediction during the cruise phase and the IDLE factor is
dedicated to the FM descent segment.
The aim of the IDLE factor is to adjust the FM descent predictions, in particular the Top of Descent
(T/D) position, with the actual engine idle thrust used during descent.
A positive IDLE factor gives an earlier T/D (shallower path).
A negative IDLE factor delays the T/D (steeper path).
The following figure shows the IDLE factor effect on the descent length.
A330/A340 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
PERFORMANCE - PREDICTIONS
A330/A340 FLEET DSC-22_20-40-30 P 12/18
FCOM 19 AUG 10
IDLE FACTOR AT DELIVERY
The IDLE factor to be used at delivery is 0 %.
IDLE FACTOR
Applicable to: ,
IDLE and PERF factors use the same principle.
The PERF factor is mainly used for prediction during the cruise phase and the IDLE factor is
dedicated to the FM descent segment.
The aim of the IDLE factor is to adjust the FM descent predictions, in particular the Top of Descent
(T/D) position, with the actual engine idle thrust used during descent.
A positive IDLE factor gives an earlier T/D (shallower path).
A negative IDLE factor delays the T/D (steeper path).
　
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