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VR
VR is the speed at which the pilot rotates in order to reach V2 at a height of 35 ft above the end of the runway with one engine inoperative. It is inserted manually via the PERF TAKE-OFF page.
V2
V2 is the take-off safety speed that the aircraft achieves at a height of 35 ft above the end of the runway with one engine inoperative. V2 is maintained during the second segment. It is represented by the Target Airspeed symbol on the PFD speed scale. The minimum value is 1.13 VS for the corresponding configuration. It is inserted manually via the PERF TAKE-OFF page.
VREF
VREF is the reference speed used for normal final approach and is equal to 1.23 VS of Landing Configuration FULL. It is represented on the PERF APPR page if landing is planned in CONF FULL (VLS CONF FULL).
VAPP
VAPP is the final approach speed. It is displayed on the PERF APPR page and calculated by the FMGCs. VAPP = VLS + wind correction. The wind correction is limited to a minimum of 5 kt and a maximum of 15 kt. VAPP may be modified on the PERF APP page for operational reasons, e.g. ice accretion
VAPP.TARGET
VAPP target is calculated by the FMGC and is represented on the PFD speed scale by a magenta triangle. It gives effective speed guidance on approach for varying wind conditions. VAPP is computed as follows:
.  
VAPP TARGET = GS mini + actual headwind (measured by ADIRS).

.  
GS mini = VAPP . Tower wind (headwind component along runway axis calculated by FMGC from tower wind entered on the MCDU).

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A330/A340 10.60.1 PFD/FMA.Call.Procedure
FCTM O.I..(30.JUL.04)
PFD/FMA.CHANGES.TO.BE.CALLED
All changes on the FMA are to be called by the PF, except "LAND GREEN" which is called by the PNF on AUTOLAND approaches. If any change has not been called, then the PNF shall call the change. There is no competition to see who can be the first to call these changes. The PNF should allow reasonable time for the PF to call and not pre-empt him with every change. Any target changes shall be confirmed on the PFD and ND. The result of any selection on the FCU shall be confirmed on the FMA. The effect on the flight path shall be monitored using raw data. Selection of an autopilot shall be confirmed by reading the.AP1(2).annunciation.on.the.FMA.
Examples of standard calls are shown below to demonstrate how FMA changes should.be.announced..(B).=.Blue,.(G).=.Green.and.(W).=.White.
Take-off
MAN FLX.50.(W)  SRS.(G) CLB.(W)  RWY.(G) NAV.(B)  1.FD.2.(W) A/THR.(B) 
“Flex.50.SRS.Runway” 

Thrust.Reduction.Altitude.And.Acceleration.Altitude
THR.CLB.or THR DCLB1(2)  CLB.(G) ALT.(B)  NAV.(G)  AP1.(W) 1FD2.(W) A/THR.(W) 
Initially,.above.30.ft,.NAV.will.change.to.green.."NAV".then "Thrust.Climb,.Climb,.Auto.Thrust",.or "Thrust.D.Climb.1.(2),.Climb,.Auto.Thrust" When.autopilot.has.been.engaged,."Autopilot.1" 

Climb.In.Heading.Mode
THR.CLB  OP.CLB.(G) ALT.(B)  HDG.(G)  AP1.(W) 1FD2.(W) A/THR.(W) 
"Open.Climb,.Heading" 

10.60.2

A330/A340 Training.Guide
O.I..(30.JUL.04)
FCTM PFD/FMA.Call.Procedure Climbing.And.Intercepting.FCU.Altitude
SPEED  ALT*.(G)  NAV.(G)  AP1.(W) 1FD2.(W) A/THR.(W) 
"Speed.ALT.Star" 

Maintaining.FCU.Altitude
SPEED  ALT.(G)  NAV.(G)  AP1.(W) 1FD2.(W) A/THR.(W) 
“ALT” 

At.Cruise.Level.In.Prog.Page
MACH  ALT.CRZ  NAV  AP1.(W) 1FD2.(W) A/THR.(W) 
“ALT.Cruise” 

Descent
THR.IDLE  DES.(G) ALT.(B)  NAV  AP1.(W) 1FD2.(W) A/THR.(W) 
"Thrust.Idle,.Descent,.ALT.Blue.230" (FL.230.set.on.FCU.and.indicated.blue.on.the.bottom.of.the altitude.scale.of.the.PFD) 
　
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