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assess the general weather conditions. Manual gain is particularly useful, when operating in heavy rain, if the radar picture is saturated. In this case, reduced gain will help the flight crew to identify the areas of heaviest rainfall, that are usually associated with active CB cells. After using manual gain, it should be reset to AUTO, in order to recover optimum radar sensitivity. A weak echo should not be a reason for the flight crew to underestimate a CB, because only the wet parts of the CB are detected. The decision to avoid a CB must be taken as early as possible, and lateral avoidance should, ideally, be at 20 nm upwind.
USE OF THE AP AND A/THR
If moderate turbulence is encountered, the flight crew should set the AP and A/THR to ON with managed speed.
If severe turbulence is encountered, the flight crew should keep the AP engaged. Thrust levers should be set to turbulence N1 (Refer to QRH), and the A/THR should then be disconnected. Use of the A/THR is, however, recommended during approach, in order to benefit from the GS mini.
If the aircraft is flown manually, the flight crew should be aware of the fact that flight control laws are designed to cope with turbulence. Therefore, they should avoid the temptation to fight turbulence, and should not over-control the sidestick.
In some cases (e.g. A340 aircraft), and/or with heavy weights, turbulence speed may be less than the green dot speed. The turbulence speed must be flown for structural reasons. Green dot speed is not a limitation, but merely a maneuver speed and the flight crew may fly below this speed.
 
SUPPLEMENTARY INFORMATION
ADVERSE WEATHER
 
VMO/MMO EXCEEDANCE
In turbulence, during climb, cruise or descent, the aircraft may slightly exceed VMO/MMO with the autopilot (AP) engaged.
To prevent such an exceedance, adapt speed or Mach target.
If severe turbulence is known or forecasted, consider the use of turbulence speed.
If the current speed is close to the VMO (maximum operating speed), monitor the speed trend symbol on the PFD.
If the speed trend reaches, or slightly exceeds, the VMO limit:
? Use the FCU immediately to select a lower speed target.
If the speed trend significantly exceeds the VMO red band, without high speed protection activation:
? Select a lower target speed on the FCU and, if the aircraft continues to accelerate, consider disconnecting the AP.
? Before re-engaging the AP, smoothly establish a shallower pitch attitude.
If the aircraft accelerates above VMO with the AP engaged, the AP will disengage on reaching the high speed protection. The high speed protection will apply a nose-up order up to 1.75 g, in addition to pilot input during VMO recovery. Therefore, make a smooth pitch correction in order to recover proper speed.
Speedbrakes may be used in case of high speed exceedance, but the flight crew should be aware of pitch influence. In addition, speedbrakes will be used with caution, close to the ceiling. High Speed Protection may also result in activation of the angle of attack protection.
　
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本文鏈接地址：A330/A340 機(jī)組訓(xùn)練手冊(cè) FCTM Flight Crew Training Manual 2(58)