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OPT FL
The optimum flight level is computed as a function of present gross weight, CI, temperature, winds and a minimum estimated cruise time of 15 min. The optimum flight level will never be greater than the recommended maximum flight level. Provided there are no operational constraints, fly as close as possible to the optimum flight level.
Altitude Constraint
The altitude constraints in the F-PLN are observed only when the climb is managed, i.e. when CLB is displayed on the FMA. Any other vertical mode will disregard altitude constraints. During all climbs, ensure that the next altitude restriction is set on the FCU.
ADVERSE WEATHER
Adverse weather which may be encountered during the climb includes:
. CB activity
.
Icing

.
Turbulence

Climb
FCTM REV 1 (6 JUN 05)
CB Activity
Areas of known turbulence associated with CBs should be avoided. Good radar tilt management is essential to accurately evaluate the vertical development of CBs. Normally the gain should be left in AUTO. However, selective use of manual gain may help in the assessment of the overall weather situation. Manual gain is particularly useful when operating in heavy rain if the radar picture has become saturated. In this instance, reduced gain will help the crew identify the areas of heaviest water droplet concentration, normally associated with active CB cells. After using manual gain, it should be re-selected to AUTO to recover optimum radar sensitivity. A decision to avoid a CB should be made as early as possible and lateral avoidance should ideally be 20 nm.
Cathay Pacific Weather Radar manual refers.
Icing
Whenever icing conditions are encountered or anticipated, ENG ANTI-ICE should be selected on. Even though the actual TAT prior to entering cloud might not require engine anti-ice, crews should be aware that the TAT often decreases significantly when entering cloud. When the SAT reduces to below -40oC, engine anti-ice should be selected off, unless flying in the vicinity of CBs. Failure to follow the recommended anti-ice procedures may result in engine stall, over-temperature or engine damage.
Wing anti-ice should be selected if either severe ice accretion is anticipated or there is an indication that airframe icing exists.
Turbulence
If turbulence is anticipated or encountered, consider reducing speed towards turbulence speed for passenger comfort. If severe turbulence is anticipated or encountered, reduce speed to turbulence speed.
A333  A343  A346 
240 kt up to FL 200 then 260 kt / M0.78  260 kt up to FL 200 then 280 kt / M0.78  280 kt up to FL 220 then 300 kt / M0.81 

Severe Turbulence Speeds
The flight control law is designed to cope with turbulence. If flying manually, avoid the temptation to over-control on the sidestick in an attempt to overcome the turbulence.
Reverse.side.blank
INTENTIONALLY
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Cruise
FCTM REV.1.(6.JUN.05)
PREFACE
Once the cruise flight level is reached, “ALT CRZ” is displayed on the FMA, and cruise Mach number for best economy based on cost index is targeted by the A/THR system. On reaching cruise level, the PF shall confirm the commanded thrust.is.set.correctly.and.the.desired.speed/mach.target.is.properly.maintained.
If ATC limits CRZ FL to a lower level than that displayed on the PROG page, insert this lower CRZ FL. Otherwise, there is no transition into CRZ phase: consequently the managed speed and Mach targets are not modified and A/THR SOFT mode is not available. FMA will display ALT instead of ALT CRZ in the second.column.
When established in the cruise, conduct an abbreviated flow pattern to ensure correct switch positions. In addition, relevant SD pages are selected to monitor system operation and trends. This scan of panels and system pages should be repeated at least once per hour during the cruise. In addition, ECAM MEMO should be routinely scanned as it serves as a reminder of system functions or crew.actions.that.are.normally.only.required.for.a.relatively.short.period.of.time.
　
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本文鏈接地址：A330/A340 機組訓練手冊 FCTM Flight Crew Training Manual(34)