FCTM_LR_ENV_June10

 PRELIMINARY PAGES Intentionally left blank PRELIMINARY PAGES TABLE OF CONTENTS FLIGHT CREW TRAINING MANUAL A330/A340 PLP PRELIMINARY PAGES TABLE OF CONTENTS........................................................................................................................................1/2 SUMMARY OF HIGHLIGHTS...............................................................................................................................1/2 LIST OF EFFECTIVE SECTIONS/SUBSECTIONS............................................................................................. 1/2 LIST OF EFFECTIVE OPERATIONS ENGINEERING BULLETIN.......................................................................1/2 LIST OF EFFECTIVE FLIGHT CREW TRAINING BULLETIN............................................................................. 1/2 AIRCRAFT ALLOCATION TABLE...................................................................................................................... 1/40 LIST OF MODIFICATIONS.................................................................................................................................1/10 IN Introduction OP Operational Philosophy NO Normal Operations AO Abnormal Operations SI Supplementary Information PIR Preventing Identified Risks ENV A330/A340 FLEET FCTM PLP-TOC P 1/2 15 JUN 10 PRELIMINARY PAGES TABLE OF CONTENTS FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM PLP-TOC P 2/2 15 JUN 10 PRELIMINARY PAGES SUMMARY OF HIGHLIGHTS FLIGHT CREW TRAINING MANUAL A330/A340 AAT AIRCRAFT ALLOCATION TABLE Localization Title Page 1/1 ID 1 Reason Fleet update: Addition of MSN 1004, 1032, 1051, 1053, 1062, 1070, 1071, 1073, 1074, 1079, 1080, 1081, 1084, 1085, 1086, 1087, 1088, 1089, 1090, 1091, 1093, 1094, 1095, 1096, 1097, 1098, 1099, 1100, 1101, 1102, 1103, 1104, 1105, 1106, 1107, 1108, 1110, 1112, 1114, 1116, 1118, 1120, 1122, 1123, 1124, 1126, 1127, 1129, 1130, 1131, 1132, 1133, 1135, 1137, 1138, 1141, 1143, 1145, 1146, 1147, 1149, 1150, 1151, 1153, 1155, 1156, 1157, 1159, 1160, 1161, 1163, 1165, 1167, 1168, 1169, 1170, 1171, 1172, 1173, 1174, 1177, 1178, 1181, 1183, 1184, 1186, 1188, 1189, 1190. Deletion of MSN 0660, 1024. ENV A330/A340 FLEET FCTM PLP-SOH P 1/2 15 JUN 10 PRELIMINARY PAGES SUMMARY OF HIGHLIGHTS FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM PLP-SOH P 2/2 15 JUN 10 PRELIMINARY PAGES LIST OF EFFECTIVE SECTIONS/SUBSECTIONS FLIGHT CREW TRAINING MANUAL A330/A340 M (1) R R R R R R R R R R R R R R R R R R R R R R R R R R R R R IN-010 OP-010 OP-020 OP-030 OP-040 NO-010 NO-020 NO-030 NO-040 NO-050 NO-060 NO-070 NO-080 NO-090 NO-100 NO-110 NO-120 NO-130 NO-140 NO-150 NO-160 NO-170 NO-180 AO-010 AO-020 AO-022 AO-024 AO-026 AO-027 AO-028 AO-029 AO-032 AO-034 AO-070 AO-090 SI-010 SI-020 SI-030 SI-040 SI-050 SI-060 Localization GENERAL INTRODUCTION INTRODUCTION FLIGHT CONTROLS AP / FD / ATHR ECAM GENERAL PRE START START TAXI TAKEOFF CLIMB CRUISE DESCENT HOLDING APPROACH GENERAL ILS APPROACH NON PRECISION APPROACH CIRCLING APPROACH VISUAL APPROACH PRECISION APPROACH LANDING GO AROUND TAXI IN GENERAL OPERATING TECHNIQUES AUTOFLIGHT ELECTRICAL FIRE PROTECTION FLIGHT CONTROLS FUEL HYDRAULIC LANDING GEAR NAVIGATION POWER PLANT MISCELLANEOUS ADVERSE WEATHER FLYING REFERENCE NAVIGATION ACCURACY ZFW - ZFCG ENTRY ERRORS CENTRE OF GRAVITY TCAS Subsection Title 1/2 to 2/2 1/2 to 2/2 1/18 to 18/18 1/14 to 14/14 1/10 to 10/10 1/4 to 4/4 1/16 to 16/16 1/8 to 8/8 1/12 to 12/12 1/18 to 18/18 1/6 to 6/6 1/14 to 14/14 1/8 to 8/8 1/2 to 2/2 1/10 to 10/10 1/4 to 4/4 1/8 to 8/8 1/6 to 6/6 1/4 to 4/4 1/8 to 8/8 1/20 to 20/20 1/4 to 4/4 1/4 to 4/4 1/6 to 6/6 1/34 to 34/34 1/2 to 2/2 1/10 to 10/10 1/14 to 14/14 1/6 to 6/6 1/2 to 2/2 1/6 to 6/6 1/6 to 6/6 1/20 to 20/20 1/6 to 6/6 1/10 to 10/10 1/16 to 16/16 1/4 to 4/4 1/8 to 8/8 1/4 to 4/4 1/10 to 10/10 1/4 to 4/4 Pages Rev. Date 13 JAN 09 09 JUL 08 15 JUN 10 15 JUN 10 15 JUN 10 15 JUN 10 15 JUN 10 15 JUN 10 15 JUN 10 15 JUN 10 15 JUN 10 15 JUN 10 15 JUN 10 09 JUL 08 17 JUN 09 09 JUL 08 15 JUN 10 15 JUN 10 15 JUN 10 15 JUN 10 15 JUN 10 15 JUN 10 15 JUN 10 17 JUN 09 15 JUN 10 09 JUL 08 15 JUN 10 15 JUN 10 09 JUL 08 09 JUL 08 15 JUN 10 15 JUN 10 15 JUN 10 15 JUN 10 15 JUN 10 15 JUN 10 15 JUN 10 15 JUN 10 09 JUL 08 09 JUL 08 17 JUN 09 ENV A330/A340 FLEET FCTM PLP-LESS P 1/2 15 JUN 10 PRELIMINARY PAGES LIST OF EFFECTIVE SECTIONS/SUBSECTIONS FLIGHT CREW TRAINING MANUAL A330/A340 M (1) R R SI-070 PIR-010 Localization USE OF RADAR PREVENTING IDENTIFIED RISKS Subsection Title 1/10 to 10/10 1/6 to 6/6 Pages Rev. Date 15 JUN 10 15 JUN 10 (1) Evolution code : N=New, R=Revised, E=Effectivity, M=Moved ENV A330/A340 FLEET FCTM PLP-LESS P 2/2 15 JUN 10 PRELIMINARY PAGES LIST OF EFFECTIVE OPERATIONS ENGINEERING BULLETIN FLIGHT CREW TRAINING MANUAL A330/A340 M Identification T E Rev. Date Title No Operations Engineering Bulletin impacting FCTM ENV A330/A340 FLEET FCTM PLP-LEOEB P 1/2 15 JUN 10 PRELIMINARY PAGES LIST OF EFFECTIVE OPERATIONS ENGINEERING BULLETIN FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM PLP-LEOEB P 2/2 15 JUN 10 Date Title No Flight Crew Training Bulletin ENV A330/A340 FLEET FCTM PLP-LEFCTB P 1/2 15 JUN 10 .PRELIMINARY PAGES LIST OF EFFECTIVE FLIGHT CREW TRAINING BULLETIN FLIGHT CREW TRAINING MANUAL A330/A340 M Identification Rev. PRELIMINARY PAGES LIST OF EFFECTIVE FLIGHT CREW TRAINING BULLETIN FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM PLP-LEFCTB P 2/2 15 JUN 10 . the cross reference between: M R R R R R R R R R R R R R R R R R R R R R R R R The Manufacturing Serial Number (MSN).PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 This table gives.A. The Fleet Serial Number (FSN) of the aircraft as known by AIRBUS S.S.S. for each delivered aircraft.A. (1) MSN 0002 0003 0004 0005 0006 0007 0008 0009 0011 0012 0013 0014 0015 0017 0018 0019 0020 0021 0022 0023 0024 0025 0026 0027 FSN Registration Number G-VHOL G-VSEA HZ-124 EC-KCL ZS-SLF EI-ELH ZS-SLA HZ-AJ1 ZS-SLB B-HLJ EC-KCF JY-AIC YA-TTB B-HLK ZS-SLC ZS-SLD D-AIGA ZS-SLE JY-AID TC-JDJ D-AIGB TC-JDK A7-HHK D-AIGC Model 340-311 340-311 340-213 340-311 340-212 340-312 340-212 340-211 340-212 330-342 340-311 340-212 340-311 330-342 340-212 340-212 340-311 340-212 340-212 340-311 340-311 340-312 340-211 340-311 PLP-AAT P 1/40 15 JUN 10 ENV A330/A340 FLEET FCTM . The aircraft model. The registration number of the aircraft as known by AIRBUS S. PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0028 0029 0030 0031 0032 0033 0034 0035 0037 0038 0039 0040 0041 0043 0044 0045 0046 0047 0048 0049 0050 0051 0052 0053 0054 0055 0056 0057 0058 FSN Registration Number D-AIGD F-GLZC OO-SFM YV1004 4R-ADA 4R-ADB 4R-ADC D-AIGF OO-SFN JY-AIA A9C-LB A9C-LC CS-TOA JY-AIB CS-TOB OO-SFO V8-BKH V5-NMF LV-BMT PZ-TCP HS-TEA V5-NME D-AIGH D-AIGI 9M-XAA VQ-BEU D-AIGK TC-JDL OH-LQA Model 340-311 340-311 330-301 340-211 340-311 340-311 340-311 340-311 330-301 340-212 340-312 340-312 340-312 340-212 340-312 330-301 340-212 340-312 340-312 340-311 330-321 340-312 340-311 340-311 330-301 330-301 340-311 340-311 340-311 PLP-AAT P 2/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0059 0060 0061 0062 0063 0064 0065 0066 0067 0069 0070 0071 0072 0073 0074 0075 0076 0077 0078 0079 0080 0081 0082 0083 0084 0085 0086 0087 0088 FSN Registration Number EI-ORD HS-TEB SU-GGG HS-TEC LV-ZPO HS-TED HS-TEE HS-TEF 9M-MKA 9M-MKC VQ-BCW B-HLA TC-OCA 9M-MKD LV-ZPJ F-RAJA 3B-NAU 9M-MKE F-GLZH CS-TOC LV-ZPX F-RAJB OO-SFW B-HLB F-GLZI LV-ZRA VQ-BEQ VN-A368 EC-KOU Model 330-301 330-321 340-212 330-321 340-211 330-321 330-321 330-321 330-322 330-322 330-301 330-342 330-322 330-322 340-211 340-211 340-312 330-322 340-311 340-312 340-211 340-211 330-322 330-342 340-311 340-211 330-301 330-322 340-313 PLP-AAT P 3/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0089 0090 0091 0093 0094 0095 0096 0097 0098 0099 0100 0101 0102 0103 0104 0106 0107 0109 0110 0111 0112 0113 0114 0115 0116 0117 0118 0119 0120 FSN Registration Number 9K-ANA 9K-ANB CS-TOD LV-BIT LV-CEK OO-SFV CS-TMT A9C-LD B-HYA B-HLC 9M-MKF 9K-ANC B-HLD A9C-LE 9K-AND B-HYB 9M-MKG B-HLE 9M-MKH C-GKTS HS-TEG B-HLF G-VSUN TC-JDM 9M-MKI CS-TQM B-HLG 9M-MKJ D-AERK Model 340-313 340-313 340-312 340-313 340-312 330-322 330-322 340-312 330-342 330-342 330-322 340-313 330-342 340-312 340-313 330-342 330-322 330-342 330-322 330-342 330-321 330-342 340-313 340-311 330-322 340-313 330-342 330-322 330-322 PLP-AAT P 4/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0121 0122 0123 0125 0126 0127 0128 0129 0131 0132 0133 0134 0135 0136 0137 0138 0139 0140 0141 0142 0143 0144 0145 0146 0147 0148 0149 0150 0151 FSN Registration Number B-HLH HS-TEH B-HXM EC-GGS B-HXN D-AERQ B-HXO B-2380 B-2381 B-HYD A9C-LF EC-GHX D-AIGL B-HXA B-HXB PK-GPA A6-ERS PK-GPC B-2382 B-HXC TC-OCC PK-GPD EC-GJT EC-GLE B-HXD PK-GPE A6-ERT HB-JMJ 5A-ONE Model 330-342 330-321 340-313 340-313 340-313 330-322 340-313 340-313 340-313 330-342 340-312 340-313 340-313 340-313 340-313 330-341 340-313 330-341 340-313 340-313 330-322 330-341 340-313 340-313 340-313 330-341 340-313 340-313 340-213 PLP-AAT P 5/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0152 0153 0154 0155 0156 0157 0158 0159 0160 0161 0162 0163 0164 0165 0166 0167 0168 0169 0170 0171 0172 0173 0174 0175 0176 0177 0178 0179 0180 FSN Registration Number 3B-NAY PK-GPF HB-JMM B-HLI SU-GBM B-HXE D-AIGM SU-GBN B-HXF B-2383 HL7550 A6-ERO G-VAIR PK-GPG A6-ERN CC-CQG F-GNIF HB-JMK EC-KSE D-AERS HL7551 RP-C3430 F-GNIG HB-JMN RP-C3431 C-GCTS SU-GBO HB-JMO TC-JDN Model 340-313 330-341 340-313 330-342 340-212 340-313 340-313 340-212 340-313 340-313 330-322 340-313 340-313 330-341 340-313 340-313 340-313 340-313 340-313 330-322 330-322 340-313 340-313 340-313 340-313 330-342 340-212 340-313 340-313 PLP-AAT P 6/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0181 0182 0183 0184 0185 0186 0187 0188 0189 0190 0191 0192 0193 0194 0195 0196 0197 0198 0199 0200 0201 0202 0203 0204 0205 0206 0207 0208 0209 FSN Registration Number CS-TOH B-2384 RP-C3330 RP-C3331 A6-ERP F-GLZJ RP-C3432 RP-C3332 RP-C3335 A6-ERQ RP-C3333 B-2385 EC-GPB 3B-NBD CS-TOI RP-C3434 EC-GQK RP-C3336 B-2386 RP-C3337 B-2387 A6-ERR RP-C3340 HZ-HMS PK-YVJ HL7524 F-GLZK B-HXG HS-TEJ Model 330-223 340-313 330-301 330-301 340-313 340-313 340-313 330-301 330-301 340-313 330-301 340-313 340-313 340-313 330-223 340-313 340-313 330-301 340-313 330-301 340-313 340-313 330-301 340-213 330-202 330-322 340-313 340-313 330-322 PLP-AAT P 7/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0210 0211 0212 0213 0214 0215 0216 0217 0218 0219 0220 0221 0222 0223 0224 0225 0226 0227 0228 0229 0230 0231 0232 0233 0234 0235 0236 0237 0238 FSN Registration Number F-GLZL EC-KIM A9C-LG D-AIGN G-VELD A9C-LH TC-JIJ EC-GUP B-HXH HL7525 B-HXI EC-GUQ HL7538 CS-TOJ HS-TEK G-VFAR HL7539 B-HXJ B-HXK HB-IQA OY-GRN HS-TEL PT-MVA D-AIGO B-HYF SX-DFA A6-ERM F-GLZM PT-MVB Model 340-313 330-202 340-313 340-313 340-313 340-313 340-313 340-313 340-313 330-322 340-313 340-313 330-223 330-223 330-322 340-313 330-223 340-313 340-313 330-223 330-223 330-322 330-223 340-313 330-342 340-313 340-313 340-313 330-223 PLP-AAT P 8/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0239 0240 0241 0242 0243 0244 0245 0246 0247 0248 0249 0250 0251 0252 0253 0254 0255 0256 0257 0258 0259 0260 0261 0262 0263 0264 0265 0266 0267 FSN Registration Number SX-DFB F-OPTP HL7540 B-2388 B-2389 B-HLL F-GLZN F-GLZO PT-MVC A6-EKQ HB-IQC C-GGTS A6-EKR D-AIGP F-OFDF G-MLJL VN-A369 HL7554 TC-JIK HL7552 PT-MVD F-GLZP G-SMAN VN-A370 HB-JML B-2390 G-EOMA G-MDBD HL7553 Model 340-313 330-223 330-322 340-313 340-313 330-342 340-313 340-313 330-223 330-243 330-223 330-243 330-243 340-313 330-223 330-243 330-223 330-323 340-313 330-223 330-223 340-313 330-243 330-223 340-313 340-313 330-243 330-243 330-323 PLP-AAT P 9/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0268 0269 0270 0271 0272 0273 0274 0275 0276 0277 0278 0279 0280 0281 0282 0283 0284 0285 0286 0287 0288 0290 0291 0292 0293 0294 0295 0296 0297 FSN Registration Number 3B-NBE EI-LAX TC-JIH C-GITS EI-DIR 9M-XAB D-AIGR VN-A371 A9C-KA C-GFAF 9M-XAC C-GFAH SX-DFC A9C-KB A9C-LJ A6-EKS C-GFAJ F-HCAT A9C-KC A9C-KD HB-IQH 9M-MKX HB-IQI SX-DFD A6-EKT VN-A372 A6-EKU 9M-MKV D-AIGS Model 340-313 330-202 340-313 330-243 330-202 340-313 340-313 330-223 330-243 330-343 340-313 330-343 340-313 330-243 340-313 330-243 330-343 330-243 330-243 330-243 330-223 330-223 330-223 340-313 330-243 330-223 330-243 330-223 340-313 PLP-AAT P 10/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0299 0300 0301 0302 0303 0304 0305 0306 0307 0308 0309 0310 0311 0312 0313 0314 0315 0316 0317 0318 0319 0320 0321 0322 0323 0324 0325 0326 0327 FSN Registration Number VN-A374 9M-MKW G-OMYT EC-HDQ 4R-ALA D-AIGT CS-TOE 4R-ALB F-GLZR CS-TOF OY-VKF F-GLZS 4R-ALC CS-TOG 4R-ALD A6-EKV N270AY A6-EKW CS-TOK EC-HGU F-GLZT F-HBIL D-AIGU HB-IQQ N271AY VH-SSA D-AIGV A6-EKX D-AIGW Model 330-223 330-223 330-243 340-313 330-243 340-313 330-223 330-243 340-313 330-223 330-243 340-313 330-243 330-223 330-243 330-243 330-323 330-243 330-223 340-313 340-313 330-243 340-313 330-223 330-323 330-223 340-313 330-243 340-313 PLP-AAT P 11/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0328 0329 0330 0331 0332 0333 0334 0335 0337 0338 0339 0340 0342 0343 0344 0345 0346 0347 0348 0349 0350 0351 0352 0353 0354 0355 0356 0357 0358 FSN Registration Number A6-EKY EC-HGV PK-YVI TC-JII EC-HGX N272AY A9C-KE D-AIGY N273AY HL7584 EI-DIP A9C-KF N274AY HB-IQO C-GFUR A6-EKZ HS-TEM D-AIGZ A6-EAA OY-VKG HL7585 HL7586 D-AIFA VT-IWA D-AIGX D-AIFB OY-VKH OY-VKI TC-ETK Model 330-243 340-313 330-202 340-313 340-313 330-323 330-243 340-313 330-323 330-323 330-202 330-243 330-323 330-223 330-343 330-243 330-323 340-313 330-243 330-343 330-323 330-323 340-313 330-223 340-313 340-313 330-343 330-343 330-223 PLP-AAT P 12/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0359 0361 0362 0363 0364 0365 0366 0367 0368 0369 0370 0371 0372 0373 0374 0375 0376 0377 0378 0379 0380 0381 0382 0383 0384 0385 0386 0387 0388 FSN Registration Number CC-CQA PT-MVE VT-IWB CC-CQC TC-ETL A6-EAB VN-A375 4R-ADE HL7587 HB-IQZ N275AY G-VGOA A6-EAC F-GNIH 4R-ADF N276AY G-VATL F-GLZU EC-HQF D-AIFC N277AY B-HXL A6-EAD G-VSHY A6-EAE F-OJGF B-HLM EC-HQH N278AY Model 340-313 330-223 330-223 340-313 330-223 330-243 330-223 340-312 330-323 330-243 330-323 340-642 330-243 340-313 340-312 330-323 340-642 340-313 340-313 340-313 330-323 340-313 330-243 340-642 330-243 340-313 330-343 340-313 330-323 PLP-AAT P 13/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0389 0390 0391 0392 0393 0394 0395 0396 0397 0398 0399 0400 0401 0402 0403 0404 0405 0406 0407 0408 0409 0410 0411 0412 0413 0414 0415 0416 0417 FSN Registration Number B-HLN D-AIFD G-VMEG A6-EAF B-HLO A6-ERF F-OJTN A6-EAG EI-DAA G-WWBM F-GNII C-GHKR G-WWBD B-18801 D-ALPA 4R-ALG B-HYG B-18802 TC-SGJ C-GHKW A6-EAH ZS-SNA B-18803 C-GHKX LN-RKF EC-HQN B-18805 G-VOGE ZS-SNB Model 330-343 340-313 340-642 330-243 330-343 340-541 340-313 330-243 330-202 330-243 340-313 330-343 330-243 340-313 330-223 330-243 330-343 340-313 330-343 330-343 330-243 340-642 340-313 330-343 340-313 340-313 340-313 340-642 340-642 PLP-AAT P 14/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0418 0419 0420 0421 0422 0423 0424 0425 0426 0427 0428 0429 0430 0431 0432 0433 0434 0435 0436 0437 0438 0439 0440 0441 0442 0443 0444 0445 0446 FSN Registration Number B-HLP C-GHLM B-HLQ B-HLR F-GZCA B-HLS LN-RKG HL7701 ZS-SNC G-OJMB HL7702 CC-CQE OY-KBI EC-INO D-ALPB B-18806 D-AIFE OY-KBA B-6508 A6-EAI F-OSEA B-HLT EC-IOB A7-ACH CC-CQF F-GZCB D-ALPC PT-MSN F-OSUN Model 330-343 330-343 330-343 330-343 330-203 330-343 340-313 330-323 340-642 330-243 330-323 340-313 340-313 340-642 330-223 340-313 340-313 340-313 340-642 330-243 340-313 330-343 340-642 330-202 340-313 330-203 330-223 340-541 340-313 PLP-AAT P 15/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0447 0448 0449 0450 0451 0452 0453 0454 0455 0456 0457 0458 0459 0460 0461 0462 0463 0464 0465 0466 0467 0468 0469 0470 0471 0472 0473 0474 0475 FSN Registration Number D-AIFF F-GZCC G-VFOX OY-KBM A6-EAJ A6-EAK B-6509 D-ALPD A6-EAS G-OJMC A6-ERA F-GZCD EC-ICF EC-IQR CS-TRA A6-EAL TC-JNF PT-MSL F-GZCE PT-MVF OY-KBC B-6050 D-ALPE OY-KBD A6-ERB PT-MVG A7-ACA EC-IDF B-6510 Model 340-313 330-203 340-642 340-313 330-243 330-243 340-642 330-223 330-243 330-243 340-541 330-203 340-313 340-642 330-243 330-243 330-203 340-541 330-203 330-203 340-313 340-642 330-223 340-313 340-541 330-203 330-202 340-313 340-642 PLP-AAT P 16/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0476 0477 0478 0479 0480 0481 0482 0483 0484 0485 0486 0487 0488 0489 0490 0491 0492 0493 0494 0495 0496 0497 0498 0499 0500 0501 0502 0503 0504 FSN Registration Number D-ALPF PT-MVH 9V-SGC B-HYI C-GPTS F-GZCF D-AIHA EC-IIH HL7709 A6-ERC PT-MVK A7-HJJ B-6051 A7-ACB HL7710 A6-EAM 9V-SGA D-ALPG A6-EAN A7-HHH OY-KBN LN-RKH F-GZCG 9V-SGB F-GZCH F-GRSQ F-GZCI F-GZCJ TC-JNG Model 330-223 330-203 340-541 330-343 330-243 330-203 340-642 340-313 330-323 340-541 330-203 330-202 340-642 330-202 330-323 330-243 340-541 330-223 330-243 340-541 330-343 330-343 330-203 340-541 330-203 330-243 330-203 330-203 330-203 PLP-AAT P 17/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0505 0506 0507 0508 0509 0510 0511 0512 0513 0514 0515 0516 0517 0518 0519 0520 0521 0522 0523 0524 0525 0526 0527 0528 0529 0530 0531 0532 0533 FSN Registration Number 5B-DBS VH-EBC F-OHSD VH-EBA A6-EAO F-OJSE A7-ACC B-HYJ VH-EBD B-6052 SE-REE F-GZCK D-AIHB A6-EAQ F-GZCL A6-ERD A7-ACD VH-EBB D-AIHC N801NW A6-EAP 5B-DBT A9C-KG A7-AAH A9C-KH B-16301 ZS-SND A9C-KI N802NW Model 330-243 330-202 330-202 330-202 330-243 330-202 330-202 330-343 330-202 340-642 330-343 330-203 340-642 330-243 330-203 340-541 330-202 330-202 340-642 330-323 330-243 330-243 330-243 340-313 330-243 330-203 340-642 330-243 330-323 PLP-AAT P 18/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0534 0535 0536 0537 0538 0539 0540 0541 0542 0543 0544 0545 0546 0547 0548 0549 0550 0551 0552 0553 0554 0555 0556 0557 0558 0559 0560 0561 0562 FSN Registration Number ZS-SNE B-16302 A6-EAR D-AIHD HB-JMA B-HLU D-AIHE B-18807 N803NW D-AIHF ZS-SXA HB-JMB HB-JMC ZS-SNF B-HLV N804NW HL7720 I-LIVM N805NW VH-QPA A9C-LI B-16303 HB-JMD ZS-SNG VH-QPB HB-JME 9V-SGD HB-JMF HB-JMG Model 340-642 330-203 330-243 340-642 340-313 330-343 340-642 340-313 330-323 340-642 340-313 340-313 340-313 340-642 330-343 330-323 330-323 330-243 330-323 330-303 340-313 330-203 340-313 340-642 330-303 340-313 340-541 340-313 340-313 PLP-AAT P 19/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0563 0564 0565 0566 0567 0568 0569 0570 0571 0572 0573 0574 0575 0576 0577 0578 0579 0580 0581 0582 0583 0584 0585 0586 0587 0588 0590 0591 0593 FSN Registration Number 9V-SGE VH-QPC B-HLW D-AIHH F-GZCM SE-REF D-AIHI D-AIKA A7-ACE A6-ERE B-16305 VH-QPD G-VEIL D-AIKB B-6053 N806NW D-AIKC D-AIHK B-HYQ ZS-SXB D-AIHL F-GZCN HB-JMH B-6055 B-16306 N807NW ZS-SXC N808NW VH-QPE Model 340-541 330-303 330-343 340-642 330-203 330-343 340-642 330-343 330-202 340-541 330-203 330-303 340-642 330-343 340-642 330-323 330-343 340-642 330-343 340-313 340-642 330-203 340-313 340-642 330-203 330-323 340-313 330-323 330-303 PLP-AAT P 20/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0595 0597 0598 0600 0601 0602 0603 0604 0605 0606 0607 0608 0609 0610 0611 0612 0614 0615 0616 0617 0618 0619 0620 0621 0622 0623 0624 0625 0626 FSN Registration Number VH-QPF I-LIVN HB-JMI SU-GCE EC-IZX B-18301 VH-QPG EC-IZY A7-HHM EC-JBA B-18302 A6-ERG N851NW SU-GCF A6-ERH A7-AFL N852NW G-VSSH A7-AFM EC-JCY N853NW EC-JCZ N854NW N855NW G-VNAP A7-AEA HS-TLA 7O-ADP ZS-SNH Model 330-303 330-243 340-313 330-243 340-642 330-302 330-303 340-642 330-202 340-642 330-302 340-541 330-223 330-243 340-541 330-202 330-223 340-642 330-202 340-642 330-223 340-642 330-223 330-223 340-642 330-302 340-541 330-243 340-642 PLP-AAT P 21/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0627 0628 0629 0630 0631 0632 0633 0634 0635 0636 0637 0638 0639 0640 0641 0642 0643 0644 0645 0646 0647 0648 0649 0650 0651 0652 0653 0654 0655 FSN Registration Number I-LIVL HS-TLB D-AIKD ZS-SNI N856NW 7O-ADT N857NW B-16307 F-GSEU D-AIKE A7-AEB A7-ACF G-VGAS HL7736 B-18303 D-AIKF ZS-SXD 7T-VJV D-AIKG ZS-SXE 7T-VJW D-AIKH B-6056 7T-VJX ZS-SXF B-6057 7T-VJY B-HWF B-16308 Model 330-243 340-541 330-343 340-642 330-223 330-243 330-223 330-203 330-243 330-343 330-302 330-202 340-642 330-323 330-302 330-343 340-313 330-202 330-343 340-313 330-202 330-343 330-243 330-202 340-313 330-243 330-202 330-343 330-203 PLP-AAT P 22/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0656 0657 0658 0659 0661 0662 0663 0664 0665 0666 0667 0668 0669 0670 0671 0672 0673 0674 0675 0676 0677 0678 0679 0680 0681 0682 0683 0684 0685 FSN Registration Number B-6058 F-GZCO A6-EYD A7-AEC B-16309 B-HWG N809NW B-6059 I-EEZJ SU-GCG 7T-VJZ F-OLOV B-LAA EC-JHP B-18305 EC-JFX B-LAB N810NW B-18306 HL7740 HS-TNA B-16310 B-LAC A7-AED HS-TNB PH-AOA SU-GCH A7-AFP A6-ERI Model 330-243 330-203 330-243 330-302 330-203 330-343 330-323 330-243 330-223 330-243 330-202 340-313 330-342 330-343 330-302 340-642 330-342 330-323 330-302 330-323 340-642 330-203 330-342 330-302 340-642 330-203 330-243 330-202 340-541 PLP-AAT P 23/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0686 0687 0688 0689 0690 0691 0692 0693 0694 0695 0696 0697 0698 0699 0700 0701 0702 0703 0704 0705 0706 0707 0708 0709 0710 0711 0712 0713 0714 FSN Registration Number PH-AOB D-AIKI A6-EYE HS-TNC N811NW B-18307 B-HWH B-16311 A6-ERJ VH-QPH SU-GCI TC-JNA HS-TLC B-18308 PT-MVL D-AIKJ EC-JLE PH-AOC TC-JNB VH-QPI G-VWKD B-18309 HL7741 SU-GCJ HS-TND A7-AEE VH-QPJ B-6119 B-18310 Model 330-203 330-343 330-243 340-642 330-323 330-302 330-343 330-203 340-541 330-303 330-243 330-203 340-541 330-302 330-203 330-343 340-642 330-203 330-203 330-303 340-642 330-302 330-323 330-243 340-642 330-302 330-303 330-343 330-302 PLP-AAT P 24/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0715 0716 0717 0718 0719 0720 0721 0722 0723 0724 0725 0726 0727 0728 0729 0730 0732 0733 0734 0735 0736 0737 0738 0739 0740 0741 0742 0743 0744 FSN Registration Number A7-AGB B-HWI A6-EYF N858NW HS-TNE B-6120 A7-AEF N859NW G-VBLU A6-EYG B-18351 SU-GCK EC-JNQ B-6121 A6-EYH A6-EYI B-6122 EC-JPF A7-AEG B-6123 G-VWIN A6-EYJ PH-AOD D-ALPH A7-AGA B-HWJ TC-JNC A7-ACG EC-JPU Model 340-642 330-343 330-243 330-223 340-642 330-343 330-302 330-223 340-642 330-243 330-302 330-243 340-642 330-243 330-243 330-243 330-243 330-202 330-302 330-243 340-642 330-243 330-203 330-223 340-642 330-343 330-203 330-202 340-642 PLP-AAT P 25/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0745 0746 0747 0748 0749 0750 0751 0752 0753 0754 0755 0756 0757 0758 0759 0760 0761 0762 0763 0764 0765 0766 0767 0768 0769 0770 0771 0772 0773 FSN Registration Number EC-JQG A7-ACI EC-330 A6-EHA EC-JQQ B-6070 VT-JWD B-18311 G-VFIT TC-JND B-16312 B-6071 A6-EHB F-ORLY B-6072 A7-ACJ A6-EHC D-AIHM D-AIHN G-VFIZ G-VYOU A7-AGC D-AIHO G-VRED B-18312 PH-AOE D-AIHP HL7746 B-6125 Model 330-202 330-202 330-203 340-541 330-202 330-243 330-243 330-302 340-642 330-203 330-203 330-243 340-541 330-323 330-243 330-202 340-541 340-642 340-642 340-642 340-642 340-642 340-642 340-642 330-302 330-203 340-642 330-323 330-343 PLP-AAT P 26/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0774 0775 0776 0777 0778 0779 0780 0781 0782 0783 0784 0785 0786 0787 0788 0789 0790 0791 0792 0793 0794 0795 0796 0797 0798 0799 0800 0801 0802 FSN Registration Number TC-JNE HS-TLD B-LAD B-6126 N860NW VP-CCC B-6073 B-6127 B-6128 A6-EHD N812NW B-6075 B-HWK G-VWEB A6-EYK A7-AEH D-AIHQ B-6129 A7-ACK 3B-NBI D-AIHR G-TCXA N861NW B-6076 A7-AGD N813NW 3B-NBJ PH-AOF EI-EZL Model 330-203 340-541 330-342 330-343 330-223 340-642 330-243 330-343 330-343 340-541 330-323 330-243 330-343 340-642 330-243 330-302 340-642 330-343 330-202 340-313 340-642 330-243 330-223 330-243 340-642 330-323 340-313 330-203 330-223 PLP-AAT P 27/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0803 0804 0805 0806 0807 0809 0810 0811 0812 0813 0814 0815 0817 0818 0819 0820 0821 0822 0823 0824 0825 0826 0827 0828 0829 0830 0831 0832 0833 FSN Registration Number HL7747 G-VBUG B-18352 N814NW VT-JWE A6-EYL B-6079 PH-AOH D-AIHS A7-AEI EC-JZL B-6080 N815NW B-6077 PH-AOI A7-ACL B-6082 I-EEZM B-18315 A6-EYM VT-JWF A7-AEJ N816NW D-ALPI A6-EHE B-6083 VT-JWG A6-EYN EC-KCP Model 330-323 340-642 330-302 330-323 330-243 330-243 330-243 330-203 340-642 330-302 330-202 330-243 330-323 330-243 330-203 330-202 330-243 330-223 330-302 330-243 330-202 330-302 330-323 330-223 340-642 330-343 330-202 330-243 330-343 PLP-AAT P 28/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0834 0835 0836 0837 0838 0839 0840 0841 0842 0843 0844 0845 0846 0847 0848 0849 0850 0851 0852 0853 0854 0855 0857 0858 0859 0860 0861 0862 0863 FSN Registration Number PH-AOK OH-LQB B-6085 A6-EHF B-18316 B-6081 B-6078 EI-DUO VH-EBE N817NW OH-LQC HL7754 D-AIHT EI-DUZ D-AIHU A7-ACM B-LAE B-6095 A6-EYO VH-EBF A6-EYP B-LAF N818NW N819NW N820NW B-6090 B-18317 B-6096 UP-A3001 Model 330-203 340-313 330-343 340-642 330-302 330-243 330-243 330-202 330-202 330-323 340-313 330-323 340-642 330-302 340-642 330-202 330-342 330-343 330-243 330-202 330-243 330-342 330-323 330-323 330-323 330-243 330-302 330-343 330-243 PLP-AAT P 29/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0865 0866 0867 0868 0869 0870 0871 0873 0874 0875 0876 0877 0879 0881 0882 0883 0884 0885 0886 0887 0888 0889 0890 0891 0892 0893 0894 0895 0896 FSN Registration Number N821NW B-6097 B-6091 A6-EYQ PT-MVM A6-EHH EC-332 B-6092 VT-VJK B-6116 PT-MVN CS-TOL B-6086 B-6118 VT-JWH 3B-NBM B-6093 VT-JWJ VT-VJA VH-EBG VT-JWK B-6087 B-6113 VT-VJL VH-EBH A7-AEM CS-TQL B-LAG D-AIKK Model 330-323 330-343 330-243 330-243 330-223 340-642 330-203 330-243 330-223 330-243 330-223 330-202 330-343 330-243 330-202 330-202 330-243 330-202 340-542 330-203 330-202 330-343 330-243 330-223 330-203 330-302 340-542 330-342 330-343 PLP-AAT P 30/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0897 0898 0899 0900 0901 0902 0903 0904 0905 0906 0907 0908 0909 0910 0911 0912 0913 0914 0915 0916 0917 0918 0919 0920 0921 0922 0923 0924 0925 FSN Registration Number D-AIHV VH-EBI CS-TOM PH-AOL VT-JWL TS-KRT B-6117 CS-TON D-AIKL B-6088 A7-AEN B-6098 B-6115 CS-TFW D-ALPJ CS-TFX D-AIKM CS-TOO B-LAH B-6099 7T-VPP A7-AEO B-6089 B-18353 OH-LQD D-AIKN VT-JWM F-WJKG F-WWKB Model 340-642 330-203 330-202 330-203 330-202 340-542 330-243 330-202 330-343 330-243 330-302 330-343 330-243 340-542 330-223 340-542 330-343 330-202 330-342 330-243 340-541 330-302 330-243 330-302 340-313 330-343 330-202 340-642 330-202 PLP-AAT P 31/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0926 0927 0928 0929 0930 0931 0932 0933 0934 0935 0936 0937 0938 0939 0940 0941 0942 0943 0944 0945 0946 0947 0948 0949 0950 0951 0952 0953 0954 FSN Registration Number F-ORMA VT-VJN B-6100 A6-EHI B-6130 EC-KOM VT-JWN A6-EHJ CS-TOP B-6111 B-6506 B-6112 OH-LQE VT-VJO VH-EBJ B-6131 B-6507 VN-A376 B-6132 VH-EBK VT-VJP VT-JWP N948AC PT-MVO EC-KTG EC-333 9M-XXA HS-TNF B-6500 Model 330-243 330-223 330-343 340-642 330-243 330-202 330-202 340-642 330-202 330-343 330-343 330-343 340-313 330-223 330-202 330-243 330-343 330-223 330-243 330-202 330-223 330-202 330-243 330-223 330-202 330-203 330-343 340-642 330-343 PLP-AAT P 32/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0955 0956 0957 0958 0959 0960 0961 0962 0963 0964 0965 0966 0967 0968 0969 0970 0971 0972 0973 0974 0975 0976 0977 0978 0979 0980 0981 0982 0983 FSN Registration Number M-ABUS VT-JWQ B-6505 B-6502 B-LAI EC-LEU PT-MVP VN-A377 VP-BLX B-6501 F-OONE XA-MXP N967CG PT-MVQ EC-334 JY-AIE XA-MXQ D-AIHW VP-BLY 9M-XXB A6-EYR VH-EBL PT-MVR 9V-STA JY-AIF EC-338 D-AIHX B-6133 9V-STB Model 340-313 330-202 330-243 330-343 330-342 340-642 330-223 330-223 330-243 330-343 330-323 330-243 330-243 330-223 330-203 330-223 330-243 340-642 330-243 330-343 330-243 330-203 330-223 330-343 330-223 330-202 340-642 330-243 330-343 PLP-AAT P 33/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 0984 0985 0986 0987 0988 0989 0990 0991 0992 0993 0994 0995 0996 0997 0998 0999 1000 1001 1002 1003 1004 1005 1006 1007 1008 1009 1010 1011 1012 FSN Registration Number OD-MEA EI-EAV 9V-STC D-AIHY PK-GPJ D-AIKO HS-TEN A6-EYS A9C-KJ EC-LCZ OH-LTM OD-MEC EC-331 9V-STD OD-MEB 5A-ONF HB-JHA HL7792 F-WWKP HS-TEO TC-JDO D-AIHZ 9V-STE OH-LTN CS-TFZ N968AV 9V-STF N279AY 9V-STG Model 330-243 330-302 330-343 340-642 330-243 330-343 330-343 330-243 330-243 340-642 330-302 330-243 330-202 330-343 330-243 330-202 330-343 330-323 330-223 330-343 330-243F 340-642 330-343 330-302 330-243 330-243 330-343 330-243 330-343 PLP-AAT P 34/40 15 JUN 10 R R R R R R R R R R R R R R R R R R R R N R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 1013 1014 1015 1016 1017 1018 1019 1020 1021 1022 1023 1025 1026 1028 1029 1030 1031 1032 1033 1034 1035 1036 1037 1038 1039 1040 1041 1042 1043 FSN Registration Number OH-LTO VQ-BBE 9V-STH N969AV EC-KZI HB-JHB VN-A378 PK-GPH F-GOTO N280AY OH-LTP EI-EDY HB-JHD PK-GPK HB-JHC A6-EHK B-LNC A6-DCA EC-335 F-WWKO HS-TEP EC-336 HS-TEQ A4O-DA F-WWYO A6-EHL N281AY B-LND 5A-ONH Model 330-302 330-243 330-343 330-243 340-642 330-343 330-223 330-243 330-323 330-243 330-302 330-302 330-343 330-243 330-343 340-642 330-223 330-243F 330-243 330-223 330-343 330-203 330-343 330-243 330-223 340-642 330-243 330-223 330-202 PLP-AAT P 35/40 15 JUN 10 R R R R R R R R R R R R R R R R R N R R R R R R R R R R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 1044 1045 1046 1047 1048 1049 1051 1052 1053 1054 1055 1057 1058 1059 1060 1061 1062 1063 1065 1066 1067 1069 1070 1071 1072 1073 1074 1075 1076 FSN Registration Number A4O-DB VQ-BBF EC-337 VQ-BBG 9M-XXC A4O-DC B-LNZ PK-GPI VP-CAC F-WWYC HL7793 3B-NBL VQ-BCQ F-WWKV HS-TER VH-EBM A4O-DD VQ-BCU 9M-XXD OH-LTR N282AY A6-DCB A6-AFA VQ-BCV N973AV HS-TES 9M-XXE N283AY Model 330-343 330-243 330-243 330-243 330-343 330-243 330-243F 330-243 330-243 330-223 330-323 330-202 330-343 330-223 330-343 330-202 330-243F 330-343 330-343 330-343 330-302 330-243 330-243F 330-343 330-343 330-243 330-343 330-343 330-243 PLP-AAT P 36/40 15 JUN 10 R R R R R R N R N R R R R R R R N R R R R R N N R N N R R ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 1077 1078 1079 1080 1081 1082 1084 1085 1086 1087 1088 1089 1090 1091 1093 1094 1095 1096 1097 1098 1099 1100 1101 1102 1103 1104 1105 1106 1107 FSN Registration Number VQ-BEK OH-LTS EC-LEV EC-339 A6-AFB B-6518 HB-JHE 9V-STI HS-TET B-6512 OH-LTT HB-JHF HS-TEU 9K-GBA A40-DE VH-EBN N284AY B-6135 EC-LEQ 9V-STJ 9V-STK N285AY HB-JHG VQ-BEL N380HA 9V-STL EI-ELA 9V-STM Model 330-343 330-302 340-642 330-243 330-343 330-243 330-343 330-343 330-343 330-343 330-302 330-343 330-343 340-541 330-343 330-202 330-243 330-223 330-343 330-343 330-343 330-243 330-343 340-541 330-343 330-243 330-343 330-302 330-343 PLP-AAT P 37/40 15 JUN 10 R R N N N R N N N N N N N N N N N N N N N N N N N N N N N ENV A330/A340 FLEET FCTM . PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 1108 1110 1112 1114 1116 1118 1120 1122 1123 1124 1126 1127 1129 1130 1131 1132 1133 1135 1137 1138 1141 1143 1145 1146 1147 1149 1150 1151 1153 FSN Registration Number HZ-AQA B-6511 PT-MVS N381HA B-6515 PT-MVT A40-DF EC-LFS EI-EJG 9V-STN 9M-XXF HZ-AQB B-6516 B-6513 9M-XXG 9V-STO HL8211 EI-EJH HZ-AQC B-6517 HZ-AQD SU-GDS HB-JHH 9V-STP HZ-AQE 9V-STQ TC-JNH HL7794 HZ-AQF Model 330-343 330-343 330-223 330-243 330-223 330-223 330-243 340-642 330-202 330-343 330-343 330-343 330-223 330-343 330-343 330-343 330-223 330-202 330-343 330-243 330-343 330-343 330-343 330-343 330-343 330-343 330-343 330-323 330-343 PLP-AAT P 38/40 15 JUN 10 N N N N N N N N N N N N N N N N N N N N N N N N N N N N N ENV A330/A340 FLEET FCTM . R=Revised ENV A330/A340 FLEET FCTM PLP-AAT P 39/40 15 JUN 10 .PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 M (1) MSN 1155 1156 1157 1159 1160 1161 1163 1165 1167 1168 1169 1170 1171 1172 1173 1174 1177 1178 1181 1183 1184 1186 1188 1189 1190 FSN Registration Number HL8212 9V-STR 9V-STS TC-JNI Model 330-223 330-343 330-343 330-243 330-343 330-203 330-342 N N N N N N N N N N N N N N N N N N N N N N N N N 9M-XXH 330-343 330-343 330-343 330-202 TC-JNJ N382HA 330-343 330-243 330-343 330-302 330-202 330-302 330-343 330-343 330-203 330-243 330-243 330-343 330-343 330-343 (1) Evolution code : N=New. PRELIMINARY PAGES AIRCRAFT ALLOCATION TABLE FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM PLP-AAT P 40/40 15 JUN 10 . 0464. 0740. 0534. 0771. 0464. 0082-0083. 0222-0224. 0812. 0531. 0247-0251. 0098-0100. 0478. Date 09 JUL 08 Title ENV A330/A340 FLEET FCTM PLP-LOM P 1/10 15 JUN 10 . 0540. 0976. 0575. 0787. 0383. 1123. 0753. 0783. 0981. 0234. 0607. 0337-0338. 0861. 0754-0755. 0383. 0086. 0489. 0299-0301. 0794. 0338-0340.PRELIMINARY PAGES LIST OF MODIFICATIONS FLIGHT CREW TRAINING MANUAL A330/A340 M (1) E E E E E WINGS . 0601. 0757. 0054-0055. 0206. 0095-0096. 0324-0332. 0070. 0376. 0563. 0279. 0569. 0677. 0719. 0605. 0727. 0575. 0502-0504. 0703-0705. 0774. 0410. 1135. 0798. 0682. 0162. 1013. 0519. 0657. 0376. 0253-0256. 0608. 0972. 0096-0099. 0416-0417. 0155. 1017. 0530. 0523. 0120-0314. 0535. 0719. 0912. 0608. 0619. 1169. 0468. 0993. 0956. 0933. 0639. 0628. 0219. 0972. 0805. 0757. 0391. 0710. 0205.DEFINE BASIC DESIGN FOR A340-500/600 Applicable to: MSN 0371. 0587. 0468. 0465-0466. 0283-0291. 1030. 0127. 1183 S13608 22-3016 02 09 JUL 08 AUTO FLIGHT . 0634. 0583. 0847. 0106-0113. 0892-0893. 0924. 0644. 0993. 0064-0069. 0604.B4 FOR A330 WITH GE ENGINES Applicable to: MSN 0030. 0471. 0929. 0226. 0091-0094. 0684. 0583. 0557. 0514. 0611. 0680. 0771. 0106. 0431. 0779. 1007. 0426. 0870. 0060.INSTALL STD L7 . 0543. 0650. 0426. 0616. 0547. 1030. 0960. 0453.CD4 FOR A330 WITH PW OR RR ENGINES Applicable to: MSN 0012. 0602-0603. 0261-0262. 0707. 0630. 0999. 0271. 0293-0296. 0200. 0702. 0848. 0981. 1040. 0281. 0458. 0177. 0059. 0804. 0517. 0931-0932. 0710. 0672. 0558. 0917. 1094. 0330. 0760. 0238. 0499. 0790. 1122 S13455 22-3019 07 09 JUL 08 AUTO FLIGHT-FLIGHT CONTROL UNIT. 0577. 0431. 0553. 0945. 0543. 0685. 0272. 0753. 0617. 0165. 0897. 0211. 0322-0324. 0449. 0448. 0752. 0615. 0333-0334. 0326. 0912. 0639. 0702. 0586. 0316-0322. 0531. 0723. 0748. 0537. 0183-0184. 0907. 0622. 0188-0189. 0488. 0769-0770. 0171-0172. 0894. 0960. 0557. 0394. 0520. 0994. 0516. 1067. 0102-0103. 0846. 0877. 1017. 0846. 1102. 0790. 0606. 0334-0335. 0449. 0917. 0902. 0787. 0706. 0882-0883. 0626. 0460. 0445. 0265-0267. 0929. 0472-0473. 0775. 0985. 0547. 0482. 0269. 0925. 0492. 0697. 0953. 0733-0734. 1091. 0203. 0798. 0482. 0659-0661. 0577. 1079. 0381-0387. 0853. 0389-1190 S13607 22-3015 01 09 JUL 08 AUTO FLIGHT . 0801. 0410. 0812. 0898-0901. 0838. 0902. 0258-0259. 0445. 0612. 0924. 0485. 0460. 0829. 0143-0144. 1161. 0849. 0584. 0422. 0566. 0950-0951. 0792. 0244. 0339. 0181. 0886. 0725. 0567. 0615. 0564. 0209. 0492. 0195. 0848. 0475. 0619. 0513. 0740. 0593-0595. 0416-0417. 0037. 0742-0743. 0804. 0837. 0841-0842. 0132. 0328. 0923. 0779.ACTIVATE 22-4017 08 AUTOMATIC ENGAGEMENT OF FLIGHT DIRECTOR WITH CROSS BARS IN GO AROUND Applicable to: MSN 0002-0088. 0996. 0520. 0116. 0371-0374. 0721. 0714. 0736. 0275-0277. 0748. 0017. 0540. 0904. 0394. 0823. 0695. 0606. 0723.INSTALL STD L7 . 0672. 0887-0888. 0471. 0140. 0698. 0837. 0886. 0628. 0920. 0744. 0617. 0586. 1122 H15352 32-5029 00 09 JUL 08 LANDING GEAR . 0320. 0727. 0303. 0514. 0611. 0698. 1061. 0571. 0715. 0914. 0498. 0623. 0637-0638. 0831. 0453. 0738. 0343-0369. 0510-0511. 0686. 0485. 0191. 0624. 0871. 0870. 0560. 1091. 1079. 0560. 1043. 0715. 0626. 0744. 0980. 1005. 0694. 0109-0118. 0940. 0910. 0653. 0499. 0671. 0477. MODIFICATION H13942 Linked SB Incorp. 0630. 1005. 0071-0073. 0555. 0689. 0050. 0934.FMGEC . 0311-0317. 1036. 0240-0241. 0641. 0062. 0783. 0486-0487. 0622. 0624. 0811. 0308-0309. 0694. 0987. 0675. 1078. 0376-0379. 1102. 0463. 0693. 0834. 0794. 0045. 0647. 0198.NORMAL BRAKING . 0563. 0391. 0761-0768. 0569. 0749. 0573-0574. 0457. 0478. 0475. 0829. 0604. 0894. 0601. 0534. 0678. 0572. 0706. 0077. 0441. 0819-0820. 0685. 0102. 0572. 0436.INSTALL NEW BSCU WITH HARDWARE DD8 AND SOFTWARE S3B Applicable to: MSN 0371. 0537. 0689. 0138. 0910. 0681. 0397. 0789. 0436.GENERAL . 0495. 0775. 0523. 0440. 1106. 1057. 0825-0826. 0745-0747. 0305-0306. 0933. 0443. 0153. 0517. 0500. 0953. 0761-0768. 0736. 0677. 0681. 0481. 0087.FMGEC . 0457. 1173-1177. 1040. 0711-0712. 1088. 0521-0522. 0118-0122. 0691. 0918. 0885. 0506-0508. 0580. 0947. 0566. 1023-1025. 0987. 0580. 0969. 0495. 0148. 0229-0232. 0813-0814. 0655. 0667. 0897. 0440. 0699-0700. 0488. 0891. 0479-0480. 0384. 0834. 0353. 0469. 0683. 0625. 1107-1120. 0102. 0911. 0631-0633. 0784-0786. 0721. 0581. 0366. 0412. 0742-0743. 0519. 0017. 0358. 0317. 1021. 0674. 0244. 0653. 0735. 0737. 0662-0666. 0223. 0326. 1155 S13669 09 JUL 08 ENGINE FUEL AND CONTROL . 0824. 0796. 0570. 0533. 0597. 0627. 0772-0773. 1133. 0879-0881. 0934. 0144. 0679. 0941-0944. 0908-0909. 1067. 1058-1060. 0571. 0885. 0676. 0961-0968. 0382. 0813-0814. 0949. 0943. 0728-0732. 0789. 1036. 1080-1087. 0940. 0098-0099. 0977. 0558. 0524-0527. 0745-0747. 1014-1016. 0980. 1170-1172. 0939. 0754-0755. 0380. 1173-1177. 1031-1035. 0913. 0346. 0815-0818. 0758. 0656. 0461-0462. 0832-0833. 0271. 0976. 0305. 0607. 0330. 0821-0822. 0756. 0982-0984. 0281. 1057. 0584. 0542. 0312. 0375. 0831. 0658. 0518. 1006. 0973-0975. 0758-0759. 1023-1025. 1163-1168. 0392-0393. 0427-0428. 0407-0409. 0248. 0903. 0388-0389. 0262. 0535. 0655. 0642. 0690. 0441. 0353. 1001-1002. 0663. 1184-1190 S13668 09 JUL 08 ENGINE FUEL AND CONTROL . 0788. 0957-0959. 0618. 0425. 0802-0803. 0633. 0822. 0806-0810. 0836. 0153. 0578-0579. 0588. 1062-1066. 0946. 0956. 0969. 1078. 0769-0770. 0261. 0422. 0811. 0722. 1088. 0148. 0516. 0714. 0678. 0671. 0337-0338. 1112. 0423. 0926-0928. 0802-0803. 0132. 0612. 0841-0842. 0935-0937. 0657. 0623. 0573-0574. 0693. 0521-0522. 0805. 0238. 0970. 1031. 1008-1012. 0593-0595. 0536. 0439. 0568. 0548-0552. 0229-0230. 0847. 0250-0251. 0631. 0713. 0299-0300. 0665. 0364. 0691. 1059. 0500. 0195. 0515. 0722. 0253. 0738. 1095-1101. 0907. 0667. 0695. 0918. 0356-0358. 0322-0324. 1019. 1043. 0428. 0995. 0368. 0490. 0530. 1044-1055. 0591.PROVIDE DERATED CLIMB FACILITY FOR RR ENGINES Applicable to: MSN 0012. 0915-0916. 0838. 0293. 0965. 0106. 0979. 1183 S13845 73-3018 02 09 JUL 08 ENGINE FUEL AND CONTROL . 0999. 1018-1022. 0930. 0451-0452. 1123.CONTROLLING . 0469. 0791. 0629. 0443. 0529. 0931-0932. 0947. 0121. 0854-0860. 0616. 0576. 0927. 0876. 1089-1090. 0333. 0887-0888. 0493. 0923. 0644. 0609. 0784. 0588. 0850-0852. 0620-0621. 0733-0734. 0513. 0676. 1124-1133. 0567. 0486-0487. 1007. 0232. 0542.CONTROLLING . 0489. 0925. 0234. 0985. 0476. 0177. 1000-1004. 0874. 0502-0504. 0970-0971. 0484. 0977-0979. 0869. 0396. 0501. 0448. 0155. 0774. 0140. 0549-0550. 0817. 0825-0826. 0109. 0889-0891. 0659-0661. 0283-0287. 1041-1042. 0739. 0961-0962. 0830. 0920. 0849. 0877. 0904. 0578. 0368-0370. 0432. 0882-0883. 0650. 0249. 1135. 0316. 1151. 0512. 0614. 1137-1160. 1026-1029. Date Title ENV A330/A340 FLEET FCTM PLP-LOM P 2/10 15 JUN 10 . 0397. 0778. 0306. 0690. 0165. 0510-0511. 0720. 0845. 0776-0778. 0652. 1178-1181. 0799. 0418-0421. 0524. 0799. 0484. 0892-0893. 0895-0896. 0911. 0565. 0823. 0532-0533. 0950-0951. 0255. 0444. 0587. 0294. 1061. 0801. 0618. 0637-0638. 0772. 0988-0992. 0476. 1161.PRELIMINARY PAGES LIST OF MODIFICATIONS FLIGHT CREW TRAINING MANUAL A330/A340 M (1) E E E 0340-0346. 0370. 0640. 0986. 1096. 0697. 0506-0508. 1054-1055. MODIFICATION Linked SB Incorp. 0716-0718. 0862-0869. 0914. 0320. 0308. 0361-0362. 0946. 0752. 0444. 0490-0491. 0707. 0463. 0843. 0555. 0686. 0509. 0919. 0437. 0350-0351. 0620-0621. 0749. 1093. 0591. 1013. 1129. 0342-0343. 0498. 0997-0998. 0873-0876. 0477. 1169. 0795-0797. 0254. 0647. 0113. 0432. 0309. 0739. 1094. 0400-0401. 0845.PROVIDE DERATED CLIMB FACILITY FOR PW ENGINES Applicable to: MSN 0181. 0725. 0948-0949. 0465-0466. 0865. 0265-0266. 0726. 0553. 0945. 0806. 0388. 0403-0405. 0386. 0493-0494. 0276-0277. 0701. 0692. 0718. 0118. 0996. 0724. 0853. 0454. 0472-0473. 0372. 0760. 0673-0674. 1069-1077. 0792. 0708-0709. 0496-0497. 1106. 0711-0712. 0641. 0259. 0138. 0680. 0364-0366. 0380. 0675. 0279. 0857-0859. 0275. 0861. 1116-1118. 0609-0610. 0954. 0898-0901. 0564. 1037-1039. 1042. 0819-0820. 0605. 0708. 0682. 0684. 0539. 0303. 0288-0291. 0458. 0295. 0614. 0669-0670. 1034. 0654. 0348-0351. 0071. 1103-1105. 0741. 0311.INCORPORATE A330/GE DERATED CLIMB MODIFICATION Applicable to: MSN 0269. 0640. 0696. 0703-0705. 0454-0456. 0635-0636. 0905-0906. 0884. 0648-0649. 0111. 0645. 0687-0688. 0315. 0398. 0425. 0403. 0871. 0602-0603. 0301. 0505. 0827-0828. 0968. 0699-0700. 0375. 0600. 0552. 0296. 0634. 0780-0782. 0247. 0952. 0481. 0994. 1039. 0939. 0827-0828. 0083. 0843. 0240. 0313-0314. 0361-0362. 0922. 0839-0840. 0750-0751. 0669-0670. 0482-0483. 0945. 0455-0456. 0689. 0394-0395. 0585-0586. 0400-0401. 0800. 0925. 0117. 0190. 0749. 0369. 0630. 0715. 0556-0557. 0957-0959. 0839-0840. 0736. 0325. 0919. 0173-0176. 0642. 0753. 0838. 0790. 0018-0029. 0463. 0645. 0500. Date Title ENV A330/A340 FLEET FCTM PLP-LOM P 3/10 15 JUN 10 . 0539. 0818. 0196-0197. 0745-0747. 0335. 1135. 0727. 0013-0015. 0830. 1067. 0114-0115. 0543-0547. 0884. 0860. 0478. 0437. 0914. 0474-0475. 0997-0998. 1102. 0128-0131. 1089-1090. 0801. 0530. 0498. 0825-0826. 0741. 1044-1053. 0651. 0297. 0793-0794. 0657. 0088-0094. 0348-0349. 0321. 0862-0863. 0481. 0331-0332. 0212-0218. 1014-1016. 0625. 0344-0345. 0204. 0877. 0903. 0584. 0659-0661. 0270. 1080-1087. 1094. 0639. 0929. 0709. 0604. 1163-1168. 0807-0810. 0779. 0695. 0635-0636. 0902. 0149-0152. 0133-0137. 0581. 0783. 0260. 0282. 0580. 0773. 0352. 0795. 0759. 0486-0487. 0535. 0995. 0210. 0567. 0509. 0847. 0846. 0787.INSTALL FMGEC P1-B7 FOR GE ENGINES Applicable to: MSN 0397. 1000. 0668. 0875. 0304. 0470-0471. 0873. 0472-0473. 0740. 0577. 0672. 0145-0147. 0696. 0615. 0031-0035. 0947. 0488. 1183 MODIFICATION Linked SB Incorp. 0178-0180. 0844. 0429-0431. 0548. 0656. 0664. 0701. 0699-0700. 1173-1177. 0623. 0805. 0570. 1114. 0685. 0752. 0812. 1153. 0720. 0593-0595. 0046-0049. 0426. 0572. 0798. 0771. 0686. 0677. 0513. 0707. 0390-0391. 0559-0563. 0422. 0496-0497. 0853. 0971. 0678. 0225. 0520. 1091. 0406. 1156-1160. 0921. 0273-0274. 0245-0246. 0123-0126. 0163-0164. 0233. 0383. 0611. 0605. 0986. 0423. 0646. 0679. 0913. 0831. 0948. 0963-0964. 1107-1110. 0365. 0506-0508. 0756. 0424. 0387. 0601. 0612. 0910. 0555. 0894. 0682. 0960. 0655. 0713. 0882-0883. 0327. 0242-0243. 0207-0208. 0367. 1032-1033. 0227-0228. 0653. 0502-0504. 0598. 0693. 0841-0842. 0934. 0505. 1169. 0824. 0641. 0738. 1057. 0392-0393. 1124-1127. 0761-0768. 0931-0932. 0944. 1161. 0569. 0791. 1095. 0924. 0359. 0667. 0887-0888. 0837. 0442. 0973-0975. 0897. 0038-0044. 0754-0755. 0521-0522. 1062-1066. 0402. 1079. 0518. 0680. 0410-0411. 0451-0452. 0969. 0558. 0384. 0789. 1041. 0363. 0220-0221. 0742-0743. 0813-0814.FWC . 0616. 0536. 0624. 0492. 0061. 0528. 0811. 0671. 1137-1150. 0996. 0898-0901. 0675. 0529. 0710. 0398. 0564. 0566. 0479-0480. 0953. 0769-0770. 1037-1038. 0517. 0721. 0938. 1093.INSTALL NEW FWC STANDARD L7-0 Applicable to: MSN 0002-0011. 0832-0833. 0895-0896. 0933. 0692. 0280. 1040. 0854-0855. 0579. 0389. 0836. 0413-0417. 0084-0085. 0412. 0956. 0643. 0955. 0634. 0683. 0457. 0551. 0373-0374. 1020. 0491. 1008-1012. 0785-0786. 0706. 0553. 0440. 0652. 0981. 0257. 1178-1181. 0576. 1026-1029.FMGEC . 0628. 0879-0881. 0908-0909. 1184-1190 S14181 31-4042 00 09 JUL 08 INDICATING/RECORDING SYSTEMS . 0637-0638. 0445-0447. 0737. 0310. 1123. 0568. 0201-0202. 0780-0782. 0078-0081. 0892-0893. 0733-0734. 0941-0942. 0870. 1003-1004. 0774. 0385. 0750-0751. 0698. 1043. 0918. 0622. 0885. 0516. 0627. 0439. 0371. 0748. 0629. 0519. 0654. 0757. 0988-0992. 0850-0852. 0523. 0923. 0525-0527. 0292. 0467-0468. 0617. 0141-0142. 1058. 0607. 1030. 0495. 0928. 0703-0705. 0966-0967. 0461-0462. 0575. 1078. 0694. 0866-0868. 1035. 0760. 1018. 0608. 0263-0264. 0268. 0386. 0571. 0582-0583. 0976. 0834. 0453. 0606. 0448. 1023-1025. 1013. 0534. 0531. 1122 S14273 09 JUL 08 AUTO FLIGHT . 0917. 1007. 0464. 0318-0319. 0861. 0433-0436. 0404-0405. 1097-1101. 0465-0466. 0407-0409. 0334. 0658. 0711-0712. 0804. 0565. 0427. 0540-0541. 0716-0717. 0354-0355. 0915-0916. 0930. 0776-0777. 0074-0076. 0329. 1060. 0982-0984. 0347. 0097. 0920. 0725. 1106. 0515. 0723. 0510-0511. 1120. 0192-0194. 0340. 0687-0688. 0950-0951. 0458. 0418-0421. 0650. 0252. 0905-0906. 0886. 1006. 0904. 0848. 0537-0538. 0788. 0199. 0980. 0489.PRELIMINARY PAGES LIST OF MODIFICATIONS FLIGHT CREW TRAINING MANUAL A330/A340 M (1) E E 0328. 1022. 0648-0649. 0239. 0935-0937. 0602-0603. 0644. 0597. 0278. 0441. 0554. 0587. 0372. 0166-0170. 0610. 0185-0187. 0926. 0819-0820. 0681. 0514. 0922. 0512. 0666. 0399. 1061. 0714. 0156-0161. 0940. 0728-0732. 0590. 1069-1077. 0182. 0835. 0987. 0994. 1170-1172. 0449-0450. 0459-0460. 0307. 0815. 0684. 0735. 0993. 0726. 0907. 0662. 0626. 0381. 0139. 1130-1132. 0673. 0501. 0302. 1103-1105. 0849. 0494. 0235-0237. 0871. 0978. 0797. 0396. 0691. 0532. 0573-0574. 0999. 0063. 0356-0357. 0477. 0051-0053. 0823. 0775. 1036. 0912. 0697. 0101. 0103-0104. 0619. 0443. 0499. 0792. 0647. 0821. 0954. 0376-0379. 0952. 0985. 0702. 1017. 0719. 0600. 0972. 0056-0058. 0632. 0154. 1088. 1005. 0438. 0744. 0829. 0382. 0724. 0485. 0889-0890. 0305-0306. 0279. 0719. 0834. 1122 MODIFICATION S14275 Linked SB 22-3026 03 Incorp. 0970-0971. 0398. 0948-0949. 0737. 0946. 0873-0876. 1017. 0794. 0627. 0772-0773. 1107-1120. 0879-0881. 0112. 1037-1039. 1030. 0900. 0183-0186. 0635-0636. 0148-0151. 0736. 0578-0579. 0174-0175. 0748. 0439. 0815-0818. 0957-0959. 0622. 0682. 0953. 0687-0688. 0209-0211. 0779. 0724. 0911. 0895-0896. 0407-0409. 0482. 0427. 0908-0909. 0509. 0368. 0179-0181. 0375. 0391. 0576. 0924. 0776-0778. 0291. 0328. 0138-0140. 0626. 0850-0852. 0062. 0060. 0939. 0023-0025. 0960. 0981. 0703. 0790. 0283-0285. 1093. 0403-0405. 0135. 0536. 0837. 0323. 0930. 0806-0810. 0388-0389. 0219. 0488. 0118-0122. 0253. 0052-0060. 0597. 0469. 0143-0144. 0740. 1161 S15139 09 JUL 08 COMMUNICATIONS . 0791. 0575. 0606. 0799. 0460. 0515. 0824. 0501. 0518. 0523. 0565. 1170-1172. 0495. 0517. 0543. 0738. 0821-0822. 0444. 0933. 0177. 0630. 0710.INSTALL A TAXIING AID CAMERA SYSTEM (TACS) Applicable to: MSN 0371. 0761-0768. 0722. 0418-0421. 0275. 0897. 0247-0251. 0376. 0512. 0365-0366. 0993. 0954. 0586. 0588. 1062-1066. 0265. 0383. 0432. 1178-1181. 1080-1087. 0529. 0188-0191. 0461-0462. 1137-1160. 0683. 0929. 0846. 0798. 0753. 0534. 0843. 0727. 0035-0037. 0741. 0802-0803. 0454-0456. 0255. 0258-1190 S14494 73-3041 00 09 JUL 08 ENGINE FUEL AND CONTROL-CONTROLLINGDEACTIVATE DERATED CLIMB FUNCTION FOR PW AND RR ENGINES Applicable to: MSN 0261. 0903. 0884. 0412. 0382. 0293-0295. 0158. 0784-0786. 0926-0928. 0735. 0658. 0436. 0181. 0392-0393. 0609-0610. 0229. 0440. 0656. 0935-0937. 0153-0155. 0812. 0410. 0449. 1018-1022. 0625. 0702. 0132. 0027-0030. 0205-0207. 0062. 0830. 0082-0084. 0905-0906. 0757. 0619. 1044-1055. 1000-1004. 0839-0840. 0811. 0531. 1008-1012. 0524-0527. 0338. 0569. 0750-0751. 0532-0533. 0716-0718. 0539. 0277. 0195. 0771. 0832-0833. 1124-1133. 0240. 0677. 0961-0968. 0692. 0086-0087. 0629. 0312-0317. 0706. 0320. 0854-0860. 0870. 0713. 0581. 0165-0172. 0952. 0431. 0570. 0348. 0008. 1031-1035. 0972. 0547. 0451-0452. 0400-0401. 0913. 0350-0351. 0577. 0011-0012. 0198. 0122. 0827-0828. 0988-0992. 0620-0621. 0195. 0238. 0922. Date 09 JUL 08 Title ENV A330/A340 FLEET FCTM PLP-LOM P 4/10 15 JUN 10 . 0557. 0676. 0973-0975. 0077-0078. 0303. 0226. 0836. 0681. 0288. 0615. 0617. 0639. 0756. 1103-1105. 1040. 0758-0759. 0919. 0475. 0202-0203. 0369-0370. 0715. 0098-0100. 1079. 0514.EXTERNAL VIDEO MONITORING . 0915-0916. 0788. 0468. 0548-0549. 0384. 0045-0046. 0361. 0064-0066. 0337. 0537. 0728-0732. 0479-0480. 1026-1029. 0372. 0600. 0342-0346. 0333. 0423.PRELIMINARY PAGES LIST OF MODIFICATIONS FLIGHT CREW TRAINING MANUAL A330/A340 M (1) E E E E AUTO FLIGHT . 0739. 1089-1090. 0271. 1184-1190 S14445 22-3022 01 09 JUL 08 AUTO FLIGHT MANAGEMENT-GUIDANCE AND 22-3023 00 ENVELOPE COMPUTER-ACTIVATE AUTOFLIGHT 22-4025 04 MODE SEQUENCE ALERTNESS 22-4037 04 22-4041 01 22-4063 04 Applicable to: MSN 0004-0006. 0889-0891. 0648-0649. 0095-0096. 1041-1042. 0669-0670. 0845. 0696. 0583. 0652. 0568. 0064-0073. 0505. 0262. 0162-0163. 0708-0709. 0259. 0701. 0631-0633. 0200. 0662-0666. 0209. 0819. 0476. 0551-0552. 0222-0224. 0580.FMGEC . 0542. 0720. 0672. 0540. 0770. 0862-0869. 0686. 0780-0782. 0642. 0848. 0493-0494. 0380. 0115-0116. 0690. 0804. 0106-0113. 0618. 1005. 0102. 1058-1060. 0591. 0017-0021. 0995. 0783. 0299. 0723. 0213. 0977-0979. 0640. 0982-0984. 0426. 0326. 0986. 1095-1101. 0127. 1006. 0997-0998. 0416-0417. 0801.INSTALL FMGEC P1-CD7 FOR RR OR PW ENGINES Applicable to: MSN 0050. 0654. 0987. 0496-0497. 0453. 0491. 0396. 0604. 0566. 0787. 0744. 1163-1168. 0601. 0229-0256. 0673-0674. 0231-0232. 0829. 1069-1077. 0679. 0437. 0614. 0223-0224. 1014-1016. 0386. 0049-0050. 0645. 0795-0797. 0941-0944. 0726. 0689. 1160. 0658-0671. 0722. 0993-0995. 0446-0447. 0459. 0912. 0825. 1108. 0727. 0812. 0938. 1077-1079. 0920-0921. 0650. 0442. 0777-0778. 0693. 1041-1078. 0699-0701. 0925-0928. 1007. 0411. 0830-0836. 0395. 1055. 0544. 0663. 0544. 0591. 0838-0845. 0741-0743. 0886. 0644-0645. 0849-0869. 0754-0756. 0154. 0668. 0578-0579. 0618. 0771. 0294. 0827. 0429-0430. 0381. 1103-1120. 0624. 0921. 0544-0546. 0406. 0390. 0678-0680. 0561-0562. 0391. 0471. 0744. 0675-0676. 0570-0571. 0609. 1177. 0549. 0582. 0767. 1141. 0694. 0578-0580. 0587-0588. 0371. 0813-0828. 1093-1101. 0775. 0902. 0988-0992. 1081. 0642. 0759. 0651. 0483. 1150-1153. 1123-1190 ER S16420 34-3172 02 09 JUL 08 NAVIGATION-WEATHER RADAR SYSTEM-INSTALL 34-3233 00 HONEYWELL DUAL CONTROL PANEL CAPABLE OF 34-4159 04 THE AUTOTILT AND PWS FUNCTIONS 34-5021 03 34-5023 02 Applicable to: MSN 0058. 0622-0623. 0930-0932. 0791-0793. 0310. 0723. MODIFICATION S16061 Linked SB 22-4025 04 Incorp. 0573-0574. 0655-0656. 0347. 0555. 0713. 0297. 0799-0800. 0602-0603. 0552. 0874. 0698. 0590. 0614. 0531. 0780-0782. 1147. 0363. 0955 E S16279 09 JUL 08 FLIGHT CONTROLS . 0615. 0245-0246. 0402. 1001. 0533. 1067. 0984. 0677-0678. 0821. 0616. 1017. 0762-0763. 0035. 0154. 0800. 0537. 0938-0939. 0158. 0768-0769. 0433-0435.INSTALL RUDDER FLY-BY WIRE ON A330/A340 Applicable to: MSN 0524. 0020. 0352. 0724-0726. 0620-0621. 0169. 0975. 0329. 1114. 0918-0923. 0590. 0646. 0667. 0278. 0585. 0605. 0926-0927. 0533.INSTALL 34-3180 00 COLLINS DUAL CONTROL PANEL CAPABLE OF 34-5038 00 MULTISCAN FUNCTION 34-5047 00 Applicable to: MSN 0482. 0686-0688. 0784-0786. 0643. 0449. 0671-0672. 0633-0634. 0470. 0636-0638. 0549. 0327. 0559. 1167. 0399. 1031-1039. 0745-0747. 0318-0319. 0795-0797. 0542.PRELIMINARY PAGES LIST OF MODIFICATIONS FLIGHT CREW TRAINING MANUAL A330/A340 M (1) AUTO FLIGHT . 0758-0760. 0861. 0732-0733.ELECTRICAL FLIGHT CONTROL SYSTEM (EFCS) . 0769-0770. 0027-0028. 0335. 0263. 0601-0602. 0651. 0541. 0367. 0835. 0946. 1032. 0607. 1070-1072. 0847. 0749-0752. 0575. 0913-0916. 1018-1029. 0179. 1045. 0631-0634. 0598-0600. 0583. 0517. 0637-0641. 0793-0794. 0680. 0725. 0702. 1006-1016. 0576. 0542-0543. 0150. 0606-0608. 1058. 0385. 0273-0274. 0903-0909. 0695-0697. 0299. 0150. 0954-0959. 0175. 0973. 0538. 0776-0778. 0823. 0523-0524. 0263. 0647-0648. 0814-0818. 0736. 1189 ER S16646 34-3158 01 09 JUL 08 NAVIGATION . 0135. 0640-0656. 0618. 1023. 0359. 0737-0739. 0689-0690. 0024. 0788-0789. 0585. 0598. 1170-1173. 0991. 0960. 1088. 0830-0831. 0233. 0413-0415. 0179. 0659. 0467. 0535. 0332. 0558. 0780-0782. 0426. 0911. 0871-0885. 0799-0803. Date 09 JUL 08 Title ENV A330/A340 FLEET FCTM PLP-LOM P 5/10 15 JUN 10 . 0929. 0752-0754. 0718-0720. 0552-0553. 0623. 0626. 0673-0676. 0934-0952. 1127. 0701. 0711-0714. 0052-0053. 0690-0693. 0749-0751. 0716-0718. 0844. 0629. 0631. 0646. 0617. 0302. 0784-0785. 0699. 0643. 0728. 0681. 0620-0621. 0170. 1137. 0652-0653. 1004. 0556. 0582. 0707-0709. 0619. 0438. 0628-0629. 0383. 1122. 0354-0355. 0564. 1080-1090. 0547. 0325. 0377-0379. 0963. 0674. 0416-0417. 0838. 0806-0807. 0728-0735. 0566. 0720-0722. 0625. 0891. 0612-0614.FMGEC . 0540. 0982-0986. 0573. 0569-0570. 0714. 0260. 0587-0595. 1102-1104. 0793. 0706-0708. 0895-0896. 0745. 0772. 0810. 0555. 0803-0805. 1065. 0735. 1030. 0056. 0998. 1040. 0387. 0576. 0611. 0609-0610. 0910. 0474. 0572. 0636. 0424. 0755-0756. 0772-0774. 0252. 0691. 0557. 0894. 0973-0980. 0933. 0213. 0787. 0373-0374. 0307. 0237. 0321. 1013-1014. 0604. 0835. 0682-0684. 0582.WEATHER RADAR SYSTEM . 1047. 0685. 0530. 0994-1004. 1091. 0790-0791. 0450. 0410. 0844-0845. 0167. 0630. 0710. 0175.INSTALL FMGEC P1A9 FOR CFMI ENGINES Applicable to: MSN 0004. 0764-0765. 0534. 0304. 0898-0901. 0661. 0796-0797. 0726. 0887-0893. 0376. 0805-0811. 0703-0705. 0774. 0687. 0961-0971. 0773. 0684-0686. 0601. 1138. 0418.ACTIVATE IMPROVEMENT 34-4179 00 FUNCTION ON ADIRU 34-5035 00 Applicable to: MSN 0029. 0583. 0498-0503. 0471. 0759-0768. 0710-0711. 0460. 1165. 0702-0703. 1165-1168. 0291. 0779.PRELIMINARY PAGES LIST OF MODIFICATIONS FLIGHT CREW TRAINING MANUAL A330/A340 M (1) E E E 0836. 0738. 0580. 0514. 1095-1096. 0932-0934. 0628. 0168. 0870. 1155-1159. 0985-0990. 0875-0885. 0785. 0897. 0659. 0812. 0510. 1017. 0366. 0478. 1149. 0557. 0619. 0698. 0981. 0628. 0715. 0567. 1034-1035. 0410. 0611. 0810-0813. 0644. 1122 MODIFICATION Linked SB Incorp. 1047-1060. 0970-0972. 1018-1020. 0275-0276.FMGEC . 0846-0849. 0727. 0488. 0481-0482. 0903-0909. 0672. 0495. 1041-1042. 0914. 1062-1093. 0783. 0899-0904. 0078. 0448-0449. 0844-0846. 0894. 0734. 0757. 0930-0932. 0756-0757. 1040. 0543. 0972. 0431. 0436. 0986-0995. 0468. 1098-1101. 0498-0500. 0819-0820. 1044. 0399. 1190 S16762 34-3165 00 09 JUL 08 NAVIGATION . 0689. 0794. 0237. 0997-1020. 0803-0804. 0475. 1105-1107. 0517. 0269. 0940-0945. 0987. 1048-1054. 0721. 0572. 0569. 0393-0395. 0992. 0464-0465. 1066. 1089-1090. 1107-1132. 0391. 0540. 0890-0891. 0873. 0471. 0389. 0952-0953. 1030.ADIRS. 0540. 0727. 0253. 0586. 0356-0357. 1073-1076. 0964. 0376. 0438-0440. 0174. 0736. 0946-0949. 0608. 0650. 0468. 0468. 1143-1146. 0560. 0539. 0049. 0307. 0887-0890. 0309. 0787. 0719. 0445-0446. 0207. 0775. 0839-0843. 0862-0867. 1008-1012. 0635. 0787. 0617. 0929. 0301. 0533. 0851. 0639. 0516-0517. 0657. 0349. 1057. 0495. 0485. 0416-0417. 0619. 0453. 0431. 0440. 0834-0835. 0917. 0913-0914. 0837. 0825-0826. 0977-0979. 0580. 1129-1135. 0902. 0966-0968. Date Title ENV A330/A340 FLEET FCTM PLP-LOM P 6/10 15 JUN 10 . 0371. 0783. 0240. 0552. 1031. 0929-0930. 1156-1161. 0563. 1170-1173. 0488. 0909-0910. 0383. 0748. 0893-0894. 0210. 0910. 0606. 0431. 1037-1045. 0681. 0457-0458. 0588. 0601. 0182. 0677. 1080. 0436. 0770-0772. 0436. 0383. 0426. 0443. 0272. 0637-0640. 0514. 0492. 0647. 0537. 0892-0893. 0715. 0657-1190 S16804 34-3185 01 09 JUL 08 NAVIGATION . 0831. 0753. 1037-1039. 0485. 0572. 0966-0968. 0829. 0464. 1025-1029. 1110-1112. 0839. 0475. 1082-1087. 0186. 0689. 0548-0549. 0921-0927. 0563. 0611-0624. 0997. 0867. 0495. 0457-0458. 0560. 0453. 0397. 0970-0975. 0744. 1059-1063. 0460. 0416. 0694. 0560. 0792-0794. 0740. 0563. 0534. 0807. 0422. 0615-0617. 0873-0877. 0229. 0630. 0516. 1184-1190 S17587 09 JUL 08 AUTO FLIGHT . 0478. 0888. 0748. 0485. 0383. 1123-1126. 0443. 0249. 0630-0631. 0320. 0371. 0710. 0566. 0543. 0492. 0453. 0846. 0956-0958. 0604-0609. 0319. 0449. 0411. 0736. 1161. 0829. 0626. 0922-0924. 0869. 0391. 0391. 0577. 0886. 0956-0957. 1093-1096. 0672. 1034-1035. 0761-0768. 0848. 0628. 0912. 0702. 0723. 0448-0449. 0488. 0750-0751. 0933. 1069. 0402. 0520. 0848-0849. 0285. 0492. 0798. 0415-0416. 1102. 0475. 0633. 0502-0503. 0519-0520. 0863. 0941. 1005-1006. 0373. 0440. 1000. 0952-0954. 1005. 0653. 1098-1105. 0924. 0583-0584. 0611-0612. 0445. 0523. 0541-0542. 0577-0578. 0471. 0775. 0339. 0743-0744. 0478. 1079. 0897. 0499. 1174. 1002-1003. 0531. 0565. 0698. 0800-0801. 0680-0682. 0604-0606. 0706. 0815. 0953. 1178-1181. 0981-0983. 0537. 0881-0886. 0860. 0514. 0330. 0260. 0938-0939. 0896-0899. 0906-0907. 0343. 1015-1016. 0960. 0394. 0601-0602. 0740. 0575. 0324. 0771. 0575. 1178-1181. 0577. 0857-0860. 0753. 0974. 0604. 0566-0567. 0622. 0523. 0976-0979. 0288. 0993. 0916-0919. 0464-0466. 0667. 0746.ADIRS . 0706. 0482. 0653. 0853. 0507. 0524. 0572. 0912.INSTALL 4MCU ADIRS 34-3176 01 HONEYWELL (AE21) 34-4166 00 34-5032 00 Applicable to: MSN 0086. 1026-1032. 0804. 1022-1023. 0299. 0947-0950. 0934-0937. 0591. 0575. 0960-0963. 0406. 1091. 0637-0641. 0084. 0385. 0626. 0310. 0981-0984. 0322. 0708. 0837. 0719. 0676-0677. 0547. 0376. 0694. 0685. 1116-1120. 0420-0423. 0247. 0790. 0460. 0519-0520. 0433. 0869-0870. 0481. 0584. 0238. 0797-0798. 1168-1169.INSTALL EIS STD P2-E3 FOR A340-600 Applicable to: MSN 0371. 1022. 0457. 0376-0377. 0394. 0608. 0650. 0901. 0917-0919. 0943-0944. 0928. 0644. 0622-0624. 0294. 0647. 0569. 0445. 0245-0246. 0961-0962. 0266. 0615. 1184-1188. 0259. 1135-1153. 0624. 0723. 0789-0790. 0779-0780. 0681. 0689. 0682. 0543. 1129. 0811. 0475. 0335-0338. 0121-0126. 0329. 0478-0479. 0922-0925. 0848. 0710. 0111-0114. 0478. 0825. 0568. 0517. 0956-0968. 0941-0949. 0692-0695. 0860-0869. 1041-1043. 0513-0514. 0642. 0871-0885. 0282. 0677-0678. 0463. 0342. 0427. 0801. 0569-0573. 0602. 0267-0268. 0819. 0945. 0309. 0504. 0468.RELOCATE DME1 POWER SUPPLY TO PROVIDE POWER IN EMERGENCY FOR A330 Applicable to: MSN 0229-0230. 0566. 0302. 0652. 0735. 0813. 0648-0649. 0911. 0908. 0535. 0823-0824. 0716-0717. 0304. 0327. 0217-0228. 1010-1012. 0276. 0334. 0703. 0576. 0713-0714. 0537. 0323. 0252. 0414. 0953-0954. 0404. E MODIFICATION S17750 Linked SB Incorp. 0398. 0887-0893. 0155. 0720. 1080. 0569-0574. 0049-0053. 0754. 0550-0551. 1022. 0645. 0616. 0711. 0482. 0823-0826. 0970-0975. 0755. 0712. 0563-0564. 0891. 0747. 1105. 0441. 0793-0794. 0922-0930. 0603. 1116. 0840. 0691-0694. 1028. 0755-0759. 0707. 0887-0889. 0315. 0485. 0464. 0733. 0922-0923. 0846. 0593-0597. 0024. 0648-0649. 0607-0608. 0291. 0749. 0703-0704. 0818-0821. 1059-1061. 0281. 0972. 0611. 0879-0883. 0375. 0325. 0899-0920. 0664. 0682. 0482-0485. 0515. 0742. 1037-1060. 0634. 0492. 0652. 0274. 0560. 0809. 0005-0022. 0346-0347. 0558. 0511-0513. 0769-0770. 1076. 0496-0497. 0471. 0425. 0934-0937. 0888-0889. 0786. 0853. 0522-0523. 0260. 0310. 0958. 0505-0506. 0183-0191. 0664. 0471. 0795. 0725. 1132-1133. 1098-1100. 0658-0662. 0499. 0258. 0244-0246. 0307. 0807. 0781-0783. 0776-0777. 0836-0838. 0885-0886. 0265-0266. 1090. 0812. 0206-0210. 0236-0237. 0489-0490. 0874-0883. 0566. 0074-0076. 0686. 1015. 1052. 1069. 0939. 0728-0732. 0321. 0193-0198. 0540. 0456-0457. 0098-0099.INSTALL IMPROVED LITTON 34-3145 01 ADIRU STANDARD ALSO CAPABLE OF A340-500 34-4141 01 34-5008 00 Applicable to: MSN 0002-0003. 0996-0997. 0368. 0790. 0555. 1033-1037. 0540. 0661-0662. 0202-0204. 1074. 0875. 0132. 0893-0897. 0737-0738. 0249. 0999. 1039. 0046-0047. 0814. 0969-0970. 0576. 0913. 0918-0920. 0390. 0212-0215. 0043. 0673. 0855. 0026-0029. 0724-0725. 0775. 0520. 0231. 0698. 0940. 0172-0174. 0528. 1031. 0083-0085. 0762-0763. 0848-0855. 0473-0474. 0457. 0885. 0751-0752. 0407. 0370. 0834. 0794-0795. 0080-0081. 0699. 0530. 0905-0906. 0583. 0142. 0774. 0506-0508. 0369. 0954. 0162-0166. 0956. 0343. 0399. 0898-0901. 0756. 1046. 0297. 0752. 0701. 0846. 0628-0629. 0697. 0354-0355. 1124. 0871. 0510. 0687. 0840. 0056. 0913-0916. 0517. 0767. 0678-0680. 0151-0153. 0102. 0977-1035. 0495. 0952-0954. 0950-0951. 0507. 0658. 0340. 0691. 0062-0066. 0685. 0707. 0976. 0106. 0751. 0705. 0607. 0740-0741. 0537. 0487. 0094. 1062-1093. 0935. 0286-0288. 0459. 0805. 0427-0428. 0790-0792. 0495. 0434. 1094-1096. 0932-0937. 0579-0581. 0526. 0157-0158. 0769-0771. 0818. 0587. 0786. 0832. 0850. 0719. 0332-0333. 0445. 0831. 0645. 1005-1006. 0829-0834. 0624. 0263. 0038. 0634. 0654-0656. 0499. 0492. 0962. 0641. 0685-0688. 0964. 1019-1020. 0563. 0200. 0301. 0071. 0520-0523. 0937. 0917. 0583. 0767. 0745. 0611. 0241. 0919. 0931-0932. 0109. 0838. 0176-0177. 0805. 0560. 0729-0730. 1085-1086. 0394. 0892. 0821. 0896-0898. 0261. 0807-0809. 0788. 0654-0656. 0587. 0943. 0401. 0830. 0605. 0842. 0078. 0608. 0535.DME . 0641-0642. 0447. 0373. 0317-0319. 0350-0352. 0986-0990. 0903-0909. 1149. 0181. 0801. 1002-1003. 0868-0870. 0714. 1146. 0144-0149.PRELIMINARY PAGES LIST OF MODIFICATIONS FLIGHT CREW TRAINING MANUAL A330/A340 M (1) 34-3132 01 09 JUL 08 NAVIGATION . Date Title ENV A330/A340 FLEET FCTM PLP-LOM P 7/10 15 JUN 10 . 1184-1190 ER S18882 34-3204 01 17 JUN 09 NAVIGATION . 1054. 0667. 1095-1181. 0895-0896. 1107. 0553-0555. 0671. 0842. 0629. 0675. 0128. 0978-0983. 0489. 0233-0234. 0669-0671. 0773. 0761-0763. 0675. 0861-0863. 0602. 0117-0118. 0031-0035. 0699-0701. 0930-0932. 0060. 1057. 1183-1186 ER S18144 34-3213 02 09 JUL 08 NAVIGATION-ADIRS-INTRODUCE AIR DATA 34-5060 02 MONITORING FUNCTION Applicable to: MSN 0394. 0510. 0939-0952. 0160. 0800. 0788. 0636. 1155-1159. 0377-0381. 0256. 0771. 0405. 0058. 0716. 0925-0928. 0811. 0356-0357. 0168-0169.ADIRS . 0748. 0688. 0741. 0579-0580. 0134-0140. 0487. 0636. 0947. 0543. 0717. 0508. 0530. 0901. 0386-0388. 0203. 0443-0444. 0598. 1079. 0430. 0425. 0322. 0209. 0241. 0832-0834. 0734. 0059-0060. 0567. 0441. 0132. 0362. 0634-0636. 0795. 0334. 0191. 0664-0666. 0258. 0495. 0772. 0883-0884. 0548. 0467-0468. 0981-0992. 0300-0301. 0913-0916. 0513. 0922. 0500-0502. 0122. 0350-0351. 0516. 0729-0730. 1102. 0581. 0226. 1091. 0987. 0343. 0891-0893. 0199. 0587. 0133. 0461. 0652. 0929. 0261. 0960. 0411. 0654-0661. 0776-0777.RELOCATE DME1 POWER 34-5055 00 SUPPLY TO PROVIDE POWER IN EMERGENCY FOR A340 Applicable to: MSN 0004. 0953. 0737-0739. 0138. 0181. 0610. 0356-0358. 0309. 0169. 0943-0946. 0910. Applicable to: MSN 0012. 0612. 0175-0176. 0457. 0458. 0185. 0106. 0215. 0039. 1030. 0692-0693.DME . 1034-1035. 0308. 0144. 0611. 1081-1120. 0195. 1122 ER S19417 31-3125 00 13 JAN 09 INDICATING / RECORDING SYSTEMS . 0161. 0648-0649. 0265-0267. 0424. 0234. 0550. 0760. 0700-0701. 1103-1120. 0173. 0703. 1031-1039. 0183-0184. 1017. 0565. 0219. 0917. 1006-1016. 0470-0471. 0427-0428. 0238. 0330 MODIFICATION Linked SB Incorp. 0685. 0340. 0961-0979. 0349. 0231-0232. 0572. 0242. 0797. 0721. 0276. 0678-0680. 0472-0473. 0312. 0353. 0061. 0577. 0761. 0386. 0973-0980. 0783. 0413. 0498. 0837. 0584. 0163. 0840-0842. 1188-1190 22-3044 01 09 JUL 08 AUTO FLIGHT . 0109-0113. 1093-1101. 0755. 0669-0670. 0981. 0103. 0570-0571. 0296. 0346. 0162. 0317. 0993. 0924. 0520. 0529-0530. 0708-0709. 0201-0202. 0118-0122. 0230-0231. 0485.INSTALL FMGEC P1CD7 FOR RR OR PW ENGINES (L10 PRE-MOD) Applicable to: MSN 0050. 0994-0995. 0788-0789. 0290. 0190. 0741. 0638. 0499. 0826. 0406. 0954. 0198. 0781. 0642. 0479-0481. 0403. 0545-0546. 0576. 0846. 0573. 1183 E S19361 34-4198 01 17 JUN 09 NAVIGATION . 0171-0172. 0450. 0505-0508. 0334. 0433.FWC INSTALL FWC STANDARD INCORPORATING A330 MRTT CHANGES STEP 1 (SB ONLY) Applicable to: MSN 0747. 0585-0586. 1080-1090. 0346. 0535. 0155. 0724. 0972. 0849-0850. 0937. 0673. 0402. 1036. 0676. 0492. 0997-1016.INSTALL FMGEC STANDARD P1B7 FOR GE ENGINES (L10 PRE-MOD) Applicable to: MSN 0269. 0686-0688. 0903-0906. 0541. 0148. 0597. 0166. 0554. 0605. 0179. 0818-0820.PRELIMINARY PAGES LIST OF MODIFICATIONS FLIGHT CREW TRAINING MANUAL A330/A340 M (1) 0956-0959. 0938. 0837. 0407. 0256. 0933. 0521-0522. 0301. 0994-1004. 0695-0696. 0045. 0196. 0165. 0476-0477. 0456. 0263. 0961-0971. 0486-0487. 0096. 0955. 0250.FLIGHT 31-5038 00 WARNING COMPUTER (FWC) . 0269. 0224. 0982-0986. 0908-0909. 0526-0527. 0886. 0271. 0116. 0286-0287. 0320. 1123-1181. 0187. 0046. 0368-0369. 0616. 0694. 0921. 0912. 0726. 0847. 0102. 0062. 0140. 0894. 0361. 0711. 0539. 0822. 0559-0563. 0060. 0149-0151. 0435. 0911. 0153. 0813-0815. 0489-0490. 0064-0066. 0645. 0454. 0205-0206. 0254. 0324. 0393. 0478. 0188-0189. 0432. 0868-0870. 0054. 0519. 0420-0423. 0465. 0415. 0209. 0340. 0177. 0951. 0112. 0969. 0852-0855. 0493. 0439. 0828-0829.FMGEC . 0448. 0848. 0469. 0873-0881. 0244. 0050. 0716-0717. 1047-1078. 0510-0511. 0418. 0600. 0958-0959. 0077. 0389. 0870. 0064-0066. 0222-0224. 0484. 1018-1029. 0556. 0902. 0929-0930. 0758. 0555. 0887. 0918-0919. 0030. 1041-1078. 0748. 0952. 0236. 0037. 0086. 0017. 1184. 0824. 0266.FMGEC . 0200. 0062. 0895-0896. 1018-1032. 0098-0100. 0770. 0097. 0305.INSTALL FWC STANDARD T2-0. 0809. 1123-1190 N S18955 15 JUN 10 INDICATING/RECORDING SYSTEMES . 0285-0287. 0811. Date Title ENV A330/A340 FLEET FCTM PLP-LOM P 8/10 15 JUN 10 . 1005. 0608. 0212. 0933-0935. 0640. 0948-0950. 0154. 0829. 0139. 1040. 0898-0900. 0538. 0593. 0740. 0757. 0801-0803. 0792. 0082-0083. 0845. 1037-1045. 0281. 0889. 0579. 0324. 0253-0254. 0069-0073. 0276. 0629. 0364 22-3045 00 09 JUL 08 AUTO FLIGHT . 0338. 0785-0786. 0897. 0988-0992. 0926-0927. 0127. 0405. 0863. 0939-0940. 0281. 0682-0684. 0532. 0265 MODIFICATION 22-3084 00 Linked SB Incorp. 0826 34-4203 00 15 JUN 10 NAVIGATION . 0325. 0027-0029. 0051-0053. 0680 34-3208 00 15 JUN 10 NAVIGATION . 0173-0176. 0659. 0760. 0378-0379. 0659. 0668. 0297. 0528. 0793.FMGEC . 0194. 0390. 0199. 0041. 0218. 0207-0208. 0538. 0273. 0359. 0267. 0321. 0711. 0258. 0347. 0789. 0063. 0798 73-3038 00 09 JUL 08 ENGINE FUEL AND CONTROL . 0186. 0395. 0256. 0399 22-4057 00 09 JUL 08 AUTO FLIGHT . 0598. 0084-0085. 0734. 0270. 0263-0264. 0766. 0813. 0541. 0278. 0402. 0921. 0186-0187. 0354-0355. 0446-0447. 0938 34-3199 00 15 JUN 10 NAVIGATION . 0114-0115. 0225. 0207.REPLACE HONEYWELL BY COLLINS WXR WITH MULTISCAN FUNCTION Applicable to: MSN 0495.WEATHER RADAR SYSTEM DEACTIVATION OF WEATHER RADAR AUTO-TILT FONCTION Applicable to: MSN 0623.WXR . 0561-0562. 0684. 0159. 0154. 0550 22-4042 03 09 JUL 08 AUTO FLIGHT . 0213-0214. 0637-0638. 0835. 0350-0351.REPLACE HONEYWELL BY COLLINS WXR WITH MULTISCAN FUNCTION Applicable to: MSN 0441. 0487. 0245-0246.WXR . 0470. 0623. 0226. 0174. 0304.INSTALL THALES/SMITHS T2CD8 FOR PW & RR ENGINES (LEGACY PREMOD). 0715. 0220. 0013. 0089-0093. 0206. 0104. 0168. 0222. 0450. 0424. 0406. 0035. 0029. 0385. 0201. 0084. 0310. 0015.CONTROLLING PROVIDE DERATED CLIMB FACILITY (2ND TIME) Applicable to: MSN 0261. 0820. 0101. 0260. 0245-0246. 0429.FMGEC .REPLACE HONEYWELL BY COLLINS WXR WITH MULTISCAN FUNCTION Applicable to: MSN 0026 34-5057 00 15 JUN 10 NAVIGATION . 0616. 0612.FWC . 0373. 0216.PRELIMINARY PAGES LIST OF MODIFICATIONS FLIGHT CREW TRAINING MANUAL A330/A340 M (1) N E N N N N AUTO FLIGHT . 0307. 0242-0243. 0046-0049.INSTALL NEW FWC STANDARD L11-0 ON A340. 0156. 0192. 0721. 0167-0169. 0335. 0007. R=Revised. 0061. Applicable to: MSN 0002. 0373. 0411.INSTALL FMS2 THALES/SMITHS (REV 2) FOR CFM ENGINES Applicable to: MSN 0005. 0172. 0377. 0438. 0257. 0740. 0792. 0020. 0746. 0399. 0241. 0425. 0056-0058. 0178 31-4125 01 13 JAN 09 INDICATING/RECORDING SYSTEMS . 0210. 0484. 0743. 0022-0025. 0233. 0800. 0467. 0844. 0129-0131. 0368. 0074-0076. 0268. Applicable to: MSN 0162. 0605. 0352. 0135-0137. 0556. 0544-0546. 0310. 0182. 0571. 0428. 0178-0180. 0585. Date 15 JUN 10 Title (1) Evolution code : N=New.FMGEC . 0590. 0141-0142. 0490. 0521.WXR . 0078-0081. 0559. 0031. 0327. 0260. 0489. 0307. 0473. 0433-0434. 0210. 0511. 0196. 0156-0161. 0049. 0338. 0302. 0252. 0237. 0146-0147. 0637-0638.INSTALL FMS2 THALES/SMITHS (REV 2+) T2A10 FOR CFM ENGINES Applicable to: MSN 0061. 0227-0228. 0044. 0415. 0219. 0078. 0150-0152. 0319. E=Effectivity ENV A330/A340 FLEET FCTM PLP-LOM P 9/10 15 JUN 10 . 0331. 0237. 0319. PRELIMINARY PAGES LIST OF MODIFICATIONS FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM PLP-LOM P 10/10 15 JUN 10 .   INTRODUCTION Intentionally left blank INTRODUCTION PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 TABLE OF CONTENTS IN-PLP PRELIMINARY PAGES TABLE OF CONTENTS........................................................................................................................................1/2 IN-010 GENERAL INTRODUCTION FOREWORDS....................................................................................................................................................... 1/2 COMMENTS - QUESTIONS - SUGGESTIONS...................................................................................................1/2 ENV A330/A340 FLEET FCTM IN-PLP-TOC P 1/2 15 JUN 10 INTRODUCTION PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 TABLE OF CONTENTS Intentionally left blank ENV A330/A340 FLEET FCTM IN-PLP-TOC P 2/2 15 JUN 10 INTRODUCTION GENERAL INTRODUCTION FLIGHT CREW TRAINING MANUAL A330/A340 FOREWORDS Ident.: IN-010-00003957.0001001 / 12 MAR 08 Criteria: LR Applicable to: ALL The Flight Crew Training Manual (FCTM) is published as a supplement to the Flight Crew Operating Manual (FCOM) and is designed to provide pilots with practical information on how to operate the Airbus A330 and A340 aircraft. It should be read in conjunction with the FCOM. If there is any conflicting information, the FCOM is the overriding reference. Airline training policy may be different for some sections. If this is the case, the airline training policy is the overriding authority. COMMENTS - QUESTIONS - SUGGESTIONS Ident.: IN-010-00003958.0001001 / 04 DEC 08 Criteria: LR Applicable to: ALL FCTM holders and users are encouraged to submit any questions and suggestions about this manual to: The following email address: [email protected] Or, to the following mailing address: ATTN: Flight Operations Support – STLS 1, Rond point Maurice BELLONTE 31707 BLAGNAC CEDEX- FRANCE ENV A330/A340 FLEET FCTM IN-010 P 1/2 13 JAN 09 INTRODUCTION GENERAL INTRODUCTION FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM IN-010 P 2/2 13 JAN 09   OPERATIONAL PHILOSOPHY Intentionally left blank OPERATIONAL PHILOSOPHY PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 TABLE OF CONTENTS OP-PLP PRELIMINARY PAGES TABLE OF CONTENTS........................................................................................................................................1/2 SUMMARY OF HIGHLIGHTS...............................................................................................................................1/2 OP-010 INTRODUCTION introduction............................................................................................................................................................ 1/2 operational golden rules........................................................................................................................................1/2 OP-020 FLIGHT CONTROLS INTRODUCTION................................................................................................................................................. 1/18 NORMAL LAW.................................................................................................................................................... 1/18 TWO-ENGINE FAILURE.....................................................................................................................................5/18 ALTERNATIVE LAW........................................................................................................................................... 5/18 DIRECT LAW...................................................................................................................................................... 6/18 INDICATIONS......................................................................................................................................................7/18 PROTECTIONS...................................................................................................................................................9/18 MECHANICAL BACKUP ..................................................................................................................................15/18 BACKUP............................................................................................................................................................ 16/18 ABNORMAL ATTITUDES................................................................................................................................. 17/18 SIDESTICK AND TAKEOVER P/B...................................................................................................................18/18 OP-030 AP / FD / ATHR autopilot/flight director......................................................................................................................................... 1/14 AUTOTHRUST (A/THR)......................................................................................................................................4/14 AP, FD, A/THR MODE CHANGES AND REVERSIONS................................................................................... 9/14 TRIPLE CLICK.................................................................................................................................................. 13/14 OP-040 ECAM PURPOSE OF THE ECAM.................................................................................................................................1/10 MAIN principles................................................................................................................................................... 1/10 ECAM HANDLING.............................................................................................................................................. 2/10 use of summaries................................................................................................................................................8/10 ENV A330/A340 FLEET FCTM OP-PLP-TOC P 1/2 15 JUN 10 OPERATIONAL PHILOSOPHY PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 TABLE OF CONTENTS Intentionally left blank ENV A330/A340 FLEET FCTM OP-PLP-TOC P 2/2 15 JUN 10 1091. 1159. 1093. 1186. 1146. 1156. 1116. 1177. 1150. 1189. 1100. 1127. 1178. 1074. 1167. 1173. 1024. 1105. 1087. 1053. 1070. 1032. 1145. 1143. 1137. 1089. 1098. 1161. 1172. 1096.OPERATIONAL PHILOSOPHY PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 5/18 7/18 8/18 OP-020 TWO-ENGINE FAILURE OP-020 INDICATIONS OP-020 INDICATIONS Localization Title ID 1 2 3 Reason Effectivity update: The information now also applies to MSN 1079. 1165. 1177. 1124. 1090. 1070. 1133. 1123. 1178. 1081. 1073. 1087. 1161. 1188. 1062. 1084. 1096. 1104. 1094. 1071. 1079. 1074. 1131. 1130. 1169. 1135. 1032. 1110. 1160. 1147. 1181. Introduction of the statement: the fluctuation caution cancels inhibitions for the whole active flight phases (harmonization with A380 FCTM). 1155. 1151. 1106. 1184. 1129. 1110. 1112. 1184. 1073. OP-020 MECHANICAL BACKUP OP-020 BACKUP 15/18 16/18 4 5 OP-030 autopilot/flight director OP-030 autopilot/flight director OP-040 ECAM HANDLING 3/14 3/14 3/10 1 2 1 OP-040 ECAM HANDLING 7/10 2 ENV A330/A340 FLEET FCTM OP-PLP-SOH P 1/2 15 JUN 10 . 1102. 1151. 1135. 1169. The information no longer applies to MSN 0660. 1102. The memory items list is revised to clarify that only the immediate actions of the "EMERGENCY DESCENT" procedure are considered as memory item. 1122. 1126. 1165. 1101. 1181. 1168. 1051. 1126. 1143. 1170. 1053. 1091. 1118. 1099. 1112. 1095. 1157. 1098. 1122. 1153. 1095. 1086. 1183. Effectivity update: The information no longer applies to MSN 0660. 1157. 1085. 1107. 1147. 1099. 1173. 1107. 1137. Effectivity update: The information now also applies to MSN 1079. 1122. 1103. 1124. Introduction of AP switching notion Introduction of recommended practice for Autopilot engagement DU revised to indicate that in addition to already mentioned selectors and push-buttons. 1170. 1171. 1114. 1108. 1104. 1102. Effectivity update: The information now also applies to MSN 1004. 1141. 1174. 1091. 1105. 1132. The information no longer applies to MSN 1024. 1114. 1183. 1084. 1080. 1085. 1168. 1103. 1133. 1131. 1097. 1086. 1071. 1100. 1101. 1062. 1149. 1116. 1153. 1127. 1155. 1123. 1141. 1130. Effectivity update: The information now also applies to MSN 1004. 1090. 1138. 1088. 1171. 1149. 1051. 1145. 1106. 1150. 1120. 1188. The stall recovery and stall warning at lift-off are introduced as new memory items. 1190. 1186. 1081. 1189. 1080. 1138. 1159. 1093. 1129. 1174. 1120. cockpit Circuit Breakers must also be crosschecked by both PF and PNF. 1163. 1089. 1156. 1167. 1146. 1163. 1108. 1160. 1172. 1094. 1190. 1088. 1132. 1097. 1118. OPERATIONAL PHILOSOPHY PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 8/10 OP-040 use of summaries Localization Title ID 3 Reason Text modified to be in accordance with the USE OF SUMMARIES section of the FCOM ENV A330/A340 FLEET FCTM OP-PLP-SOH P 2/2 15 JUN 10 . in that order 3. Fly. providing Guidance targets and Information. commanded through the side stick.take over ENV A330/A340 FLEET FCTM OP-010 P 1/2 09 JUL 08 . The aircraft can be flown like any other aircraft 2.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The Airbus cockpit is designed to achieve pilot operational needs throughout the aircraft operating environment. The cockpit design objectives are driven by three criteria: • Reinforce the safety of flight • Improve efficiency of flight • Answer pilot requirements in a continuously changing environment Airbus operational rules result from the design concept. One head up at all times 4. ‐ The A/THR interfaced through the non back driven thrust levers. OPERATIONAL GOLDEN RULES Ident. • An integrated Auto Flight System comprising: ‐ The FMS interfaced through the MCDU ‐ The AP/FD interfaced through the FCU. ‐ The FMA.OPERATIONAL PHILOSOPHY INTRODUCTION FLIGHT CREW TRAINING MANUAL A330/A340 INTRODUCTION Ident. Cross check the accuracy of the FMS 5. communicate . The operational rules applicable to these specific features are given in the other sections of this chapter.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL 1. navigate.: OP-010-00003960.: OP-010-00003961. more particularly from the following systems: • The Fly by wire system with its control laws and protections. When things don’t go as expected . while ensuring maximum commonality within the Fly by Wire family. Know your FMA at all times 6. to monitor the AFS • A set of Display units (DU) providing information and parameters required by the crew ‐ To operate and to navigate the aircraft (the EFIS) ‐ To communicate (the DCDU) ‐ To manage the aircraft systems (the ECAM) ‐ FMA interface to provide Guidance targets and information to monitor the AFS/FD • A Forward Facing Cockpit Layout with "Lights out" or "Dark Cockpit" concept assisting the crew to properly control the various aircraft systems. Use the proper level of automation for the task 8.OPERATIONAL PHILOSOPHY INTRODUCTION FLIGHT CREW TRAINING MANUAL A330/A340 7. Practice task sharing and back-up each other ENV A330/A340 FLEET FCTM OP-010 P 2/2 09 JUL 08 . : OP-020-00003963. and hydraulic generation. and the aircraft’s response. The normal law handling characteristics.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The relationship between the Pilot Flying’s (PF’s) input on the sidestick.: OP-020-00003962. Normal Law is the law that is most commonly available. The three sets of control laws are: • Normal law • Alternate law • Direct law. at the flight envelope limit are: • The PF has full authority to achieve Maximum aircraft Performance • The PF can have instinctive/immediate reaction. Therefore. Flight Path Rate or G. and the aircraft responds with a G-Load/Pitch rate. NORMAL LAW Ident. gross weight and CG): • Aircraft must be stable and maneuverable • The same response must be consistently obtained from the aircraft • The Actions on the sidestick must be balanced in pitch and in roll. This relationship determines the handling characteristics of the aircraft. peripherals. There are three sets of control laws.OPERATIONAL PHILOSOPHY FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 INTRODUCTION Ident. ENV A330/A340 FLEET FCTM OP-020 P 1/18 15 JUN 10 . CHARACTERISTICS IN PITCH IN FLIGHT When the PF performs sidestick inputs. altitude. a constant G-load maneuver is ordered. is referred to as control law. in the event of an emergency • There is a reduced possibility of overcontrolling or overstressing the aircraft. and it handles single failures.0001001 / 29 MAY 08 Criteria: LR Applicable to: ALL OBJECTIVES The aim of normal law is to provide the following handling characteristics within the normal flight envelope (regardless of aircraft speed. and they are provided according to the status of the: Computers. at high speed. the PF’s order is consistent with the response that is "naturally" expected from the aircraft: Pitch rate at low speed. because the stable flight path is not what the PF naturally expects. or overcontrol it.OPERATIONAL PHILOSOPHY FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 So. the aircraft compensates for the pitching moment effects • In turbulence. even in case of speed changes • In case of configuration changes or thrust variations. by applying slight aft pressure on the sidestick. Whereas. the sidestick should be released. a flare requires the PF to apply permanent aft pressure on the sidestick. Therefore. the PF needs to perform minor corrections on the sidestick. if there is no input on the stick: • The aircraft maintains the flight path. AT TAKEOFF AND LANDING The above-mentioned pitch law is not the most appropriate for takeoff and flare. For example. derotation consists of smoothly flying the nosegear down. If the PF senses an overcontrol. the computers automatically adapt the control laws to the flight phases: • GROUND LAW: The control law is direct law • FLARE LAW: The control law is a smoother direct law. ENV A330/A340 FLEET FCTM OP-020 P 2/18 15 JUN 10 . AIRBUS PITCH CHARACTERISTIC Operational Recommendation: Since the aircraft is stable and auto-trimmed. small deviations occur on the flight path. in order to achieve a progressive flare. Operational Recommendation: Takeoff and landing maneuvers are naturally achieved. However. The PF should not fight the sidestick. the aircraft tends to regain a steady condition. if the aircraft deviates from its intended flight path. a zero roll rate is ordered.OPERATIONAL PHILOSOPHY FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 LATERAL CHARACTERISTICS NORMAL CONDITIONS When the PF performs a lateral input on the sidestick. if the bank angle is less than 33 °. the PF must apply: • Lateral pressure on the sidestick to maintain bank • Aft pressure on the sidestick to maintain level flight. in level flight: • The PF moves the sidestick laterally (the more the sidestick is moved laterally. Therefore. and the current bank angle is maintained. lateral law is also a mixture of roll and yaw demand with: ‐ Automatic turn coordination ‐ Automatic yaw damping ‐ Initial yaw damper response to a major aircraft assymetry. spiral stability is reintroduced and pitch compensation is no longer available. a roll rate is ordered and naturally obtained.e. with no input on the sidestick. pitch compensation is provided. However. there is no operational reason to fly with such high bank angles for a long period of time. In addition. and no aileron trim is required. the aircraft is laterally stable. at a bank angle of less than 33 °. AIRBUS LATERAL CHARACTERISTIC Operational Recommendation: During a normal turn (bank angle less than 33 °). the greater the resulting roll rate . in normal situations. If the bank angle is greater than 33 °. In the case of steep turns (bank angle greater than 33 °). ENV A330/A340 FLEET FCTM OP-020 P 3/18 15 JUN 10 . Consequently. This is because.g. 15 °/s at max deflection) • It is not necessary to make a pitch correction • It is not necessary to use the rudder. the PF will fly with the residual slip. if an engine failure occurs. in the event of an engine failure at takeoff. and the resulting residual sideslip. lateral normal law controls the natural tendency of the aircraft to roll and yaw. the aircraft will fly at a constant heading with ailerons and spoilers close to neutral position. because the aircraft is laterally safe) • When appropriate. and is referred to as the beta target. when necessary. and a slowly-diverging heading rate. is to fly a constant heading with roll surfaces retracted. instead of in yellow. a constant sideslip. BETA TARGET ON PFD Operational Recommendation: In the case of an engine failure at takeoff. the most effective flying technique. the PF must: • Smoothly adjust pitch to maintain a safe speed (as per SRS guidance) • Center the Beta target (there is no hurry. As a result.OPERATIONAL PHILOSOPHY FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 ENGINE FAILURE In flight. and no input is applied on the sidestick. as required by the engine-out condition. AVAILABLE PROTECTIONS Normal Law provides five different protections (Refer to OP-020 PROTECTIONS): • High angle-of-attack protection • Load factor protection • High pitch attitude protection • Bank angle protection • High speed protection. the aircraft will reach an approximate 5 ° constant bank angle. If no input is applied on the sidestick. trim the aircraft laterally using the rudder trim • Apply small lateral sidestick inputs. Therefore. the measured sideslip index is shifted on the PFD by the computed. the PF is best suited to adapt the lateral trimming technique. This index appears in blue. This technique dictates the amount of rudder that is required. However. If the rudder pedal is pressed to center the beta target index. From a performance standpoint. residual-sideslip value. ENV A330/A340 FLEET FCTM OP-020 P 4/18 15 JUN 10 . so that the aircraft flies the appropriate heading. to indicate the amount of rudder that is required to correctly fly with an engine-out at takeoff. The lateral behavior of aircraft is safe. 0084-0085. 0352. 0145-0147. 0325. this indication is enhanced by a VLS increase on the PFD. System degradation is progressive. Alternate law characteristics (usually triggered in case of a dual failure): • In pitch: same as normal law • In roll: Same as in normal law (ALTN1). 0531. 0133-0137. if normal roll is still available (ALTN1 only). 0608. 0383. 0736.: OP-020-00003965. 0540-0541. 0537-0538. 0534. 0225. 0775. 0429-0431. 0897. 0955. 0449-0450. 1005. 0278. 0921. 0103-0104. 1122 In the case of a two-engine failure during go-around. 0520. 0748. 0846. 0626. 0790. 0038-0044. except : ‐ Load factor protection ‐ Bank angle protection. 0543-0547. 0245-0246. 0639. 0482-0483. 0837.OPERATIONAL PHILOSOPHY FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 TWO-ENGINE FAILURE Ident. 0163-0164. 0528. 0727. 0018-0029. the integrity and redundancy of the computers and of the peripherals are not sufficient to achieve normal law and associated protections. 0938. 0304. 0492. In this case. 0779. 0270. 0235-0237. 0702. the aircraft speed will most probably be below VMCL-2. 0514. 0685. 0178-0180. and natural longitudinal static stability is restored. natural aircraft static stability is restored with an overspeed warning • In low speed (at a speed threshold that is below VLS). 0046-0049. 0677. depending on the type of failure. 0606. 0385. 0242-0243. 0929. 0347. 0575. 0260. 0335. 0894. 0310. 0981. 0354-0355. 0689. 0128-0131. 0273-0274. 340-300. 0987. 0829. 0196-0197. 0924. 0182. 0212-0218. 0438. 0097. 0630. 0800. 0812. 0719. 0233. 0474-0475. 0783. 0835. 0706. 0619. 0367. 0192-0194. 0381. 0668. 0282. with a stall warning at 1. 0185-0187. or degraded (ALTN2) • Most protections are lost. 0993. 0972. 0078-0081. 0149-0152. 0624. 0359. ENV A330/A340 FLEET FCTM OP-020 P 5/18 15 JUN 10 . 1091. 0457.0001001 / 16 JUN 08 Criteria: LR Applicable to: ALL In some double failure cases. 0114-0115. and by a pitch down order of the FD bars in SRS mode. 0523. 0559-0563. 0694. 0297. 0651. 0698. 0517. even with full rudder pedal. 0646. 0074-0076. 0141-0142. 0580. 0387. 0268. 0166-0170. 0413-0417. 0402. 0307. 0394-0395. 0061. 0582-0583. 0220-0221. 0710. 0917. 0554. 0798. At the flight envelope limit. 0210. 0123-0126. the PF will not be able to center the Beta Target. 0433-0436. 0399. 0611. 0753. 0327. Furthermore. 0088-0094. 0910. 0156-0161. 0013-0015. 0467-0468. 0804. 0031-0035. 0569. 0912. 0239. 0622. 0201-0202. 0252. 0601. and will evolve according to the availability of remaining peripherals or computers. 0426. 0604. 0902. 0488. 0459-0460. 0173-0176. 0870. 0793-0794. 0886. In addition. 0371. 0723. 0442. 0585-0586. 0590. 0101. 340-600 1 Applicable to: MSN 0002-0011. 0063. 0445-0447. 0207-0208. 0056-0058. 0280. 0051-0053. 0787. 1030. 1017. 1079. 0390-0391. 1040. 0139. 0117. 0757. 0953. 0464. 0373-0374. 0643. 0598. 0577. 0933. 0617. ALTERNATIVE LAW Ident. 0848. the automatic pitch trim stops. the control law may either be Alternate 1 or Alternate 2. 0227-0228. 0495. 0363. or Roll Direct (ALTN2) • In yaw: Same as in normal law (ALTN1). because the rudder is less efficient at such a low speed. 0190. 0440. 0960. 0556-0557. 0740. 340-500. 0844. 0744. 0628. 0263-0264.0001001 / 27 MAR 08 Criteria: 340-200. 0331-0332.: OP-020-00003964. 0321. 0302. 0329. 0154. 0478. 0410-0411. 0681. 0715.03 VS1G. 0485. 0761-0768. 0406. 0453. 0672. 0318-0319. 0424. 0771. 1102. 0615. 0566. the aircraft is not protected: • In high speed. 0376-0379. 0499. 0572. 0199. This is a good indication that the PF should accelerate. 0292. 0470-0471. 0257. 0204. nose-down trim change. and thereby avoid a large. but vary with the aircraft configuration • Pitch trim is commanded manually • Yaw damper and minimum turn coordination are provided. OPERATIONAL RECOMMENDATION The PF must avoid performing large thrust changes. ENV A330/A340 FLEET FCTM OP-020 P 6/18 15 JUN 10 . such as the loss of VS1G computation or the loss of two ADRs. Therefore. These actions are the same as those that would be applied in any case where non protected aircraft (e. particularly if the center of gravity is aft. When this occurs: • Elevator deflection is proportional to stick deflection. direct law triggers. If the speedbrakes are out. are identical in pitch with normal law. the PF must take appropriate preventive actions to avoid losing control.OPERATIONAL PHILOSOPHY FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 In certain failure cases. the longitudinal static stability cannot be restored at low speed. to give the aircraft time to retrim.: OP-020-00003966. Handling characteristics are natural. but overspeed or stall warnings.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL In most triple failure cases. DIRECT LAW Ident. or sudden speedbrake movements. Outside the normal flight envelope. In the case of a loss of three ADRs. almost independent of the configuration and of the CG. OPERATIONAL RECOMMENDATION The handling characteristics within the normal flight envelope. no automatic pitch trim. in case of stall warning: add thrust.g. In alternate law. reduce pitch. the PF must gently retract the speedbrakes. it cannot be restored at high speed. of high-quality aircraft. and/or avoid high speed excursions. and the aircraft has been re-trimmed. VMO/MMO settings are reduced (see ECAM indications here after). and α FLOOR is inhibited. Maximum deflection depends on the configuration and on the CG • Aileron and spoiler deflections are proportional to stick deflection. the aircraft obviously has no protections. check speedbrakes retracted). 0993. 0263-0264. 0347. 0433-0436. 0154. 0031-0035. and specific formatting of low speed information on the speed scale in normal law. 0182. 0894. 0123-0126. 0844. 0846. 0575. 0413-0417. 0582-0583. 0101. 0611. 0329. 0467-0468. 0178-0180. 0917. 0719. 0790. 0114-0115. 0753. 0273-0274. 0464. 0270. 0373-0374. 0233. 0327. 0543-0547. 0540-0541. ON THE ECAM  In ALTN Law: FLT CTL ALTN LAW (PROT LOST) MAX SPEED 305/0. 0141-0142. 0117. 0220-0221. 0424. 0204. 0078-0081. 0537-0538. 0426. 0886. 0598. 0800. 0787. 0924. 0517. 0429-0431. 0606. 1040. 0566. 0149-0152. 0528. 0207-0208. 0608. 0352. 0702. 1017. 0835. 0902. 0520. 0402. 0488. 0457. 0185-0187. indicate which protections are available. 1030. 1091. 0381. 0038-0044. 0744. 0166-0170. 0252. 0363. 0793-0794. 0495. 0523. 1122 The ECAM and PFD indicate any control law degradation. 0199. 0646. instead of the green protection symbols (=). amber crosses (X) appear. 0282.80 MAN PITCH TRIM USE ON THE PFD The PFD enhances the PF's awarness of the status of flight controls. 0622. 0748. 0619. 0331-0332. 0145-0147. 0325. 0485. 0063. 0933. 0812. 0383. 0385. 0668. 0088-0094. 0694. 0354-0355. 0706. 0643. 0723. 0577. 0590.82  In Direct Law: FLT CTL DIRECT LAW (PROT LOST) MAX SPEED 305/0. 0757.: OP-020-00003967. 0585-0586. 0677. Specific symbols (= in green). 0798. 0227-0228. 0534. 0302. 0394-0395. 0910. 0870. 0617.OPERATIONAL PHILOSOPHY FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 INDICATIONS Ident. 0371. 0442. 0440. 0938. 0190. 0829. 0367. 0310. 0630. 0736. 0474-0475. 0321. 0572.0003001 / 27 JUN 08 Criteria: 340-200. 0103-0104. 0453. 0449-0450. 0139. 0260. 0639. 0514. 0783. 0921. 0981. 0387. 0235-0237. 0715. 0297. 0601. 0212-0218. When automatic pitch trim is no longer available. 340-600 2 Applicable to: MSN 0002-0011. 0061. 0580. 0156-0161. 0626. 0046-0049. 0972. 0492. 0559-0563. 1102. 0912. 0280. 0804. 0056-0058. 0399. 0376-0379. 0929. 0698. 0245-0246. 1079. 0390-0391. 0710. 0779. 0459-0460. 0359. 0242-0243. 0685. 0569. 0074-0076. 0196-0197. 340-500. 0470-0471. 0628. 0478. 0406. When protections are lost. 0335. 0013-0015. 0051-0053. the PFD indicates this with an amber “USE MAN PITCH TRIM” message below the FMA. 0897. 1005. 0097. 0531. 0837. 0304. 0672. 0556-0557. 0482-0483. 0771. 0438. 0410-0411. 0554. 0163-0164. 0953. 0615. 0210. 0201-0202. 0761-0768. 0292. 0445-0447. 0133-0137. 0987. 0084-0085. 0257. 0278. 0960. 0018-0029. 0848. 0775. 0173-0176. 0727. 0624. 0604. 0128-0131. 340-300. 0268. 0239. 0499. 0307. 0740. 0681. ENV A330/A340 FLEET FCTM OP-020 P 7/18 15 JUN 10 . 0225. 0318-0319. 0689. 0192-0194. 0651. 0955. 0308-0309. 0407-0409. 0261-0262. 0203. 0847. 0375. 0454-0456. 0788-0789. 0749-0752. 0982-0986. 0578-0579. and the operational consequences. 0226. 0716-0718. 0388-0389. 0064-0073. 0380. 0106-0113. 0311-0317. 0754-0756. 0392-0393. 0918-0920. 0386. 0045. 0644-0645. 0988-0992. 0830-0834. 0567-0568. 0382. 0961-0971. 1080-1090. 0465-0466. 0703-0705. 0791-0792. 0711-0714. 0384. 0587-0588. 0469. 1006-1016. 0486-0487. 0219. 0337-0346. 0372. 0724-0726. 0801-0803.OPERATIONAL PHILOSOPHY FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 Fly-by-Wire Status Awareness via the PFD Therefore.80 MAN PITCH TRIM USE ENV A330/A340 FLEET FCTM OP-020 P 8/18 15 JUN 10 . 0678-0680. 0607. 0737-0739. 0448. the flight crew is immediately aware of the status of flight controls. 0903-0909. 0195. 0412. 0132. 0573-0574. 0605. 0925-0928. 0476-0477. 0330. 0017. 0059-0060. 0234. 0934-0937. 0153. 0922-0923. 0425. 0098-0100. 0484. 0555. 0500-0513. 0095-0096. 0188-0189. 0265-0267. 0148. 0625. 0050. 0054-0055. 0518-0519. 0322-0324. 0253-0256. 0062. 0939-0952. 0229-0232. by simply looking at this main instrument (PFD). 0479-0481. 0118-0122. 0461-0463. 0209. 0769-0770. 0326. 0584. 0564-0565. 0348-0351. 0570-0571. 0539. 0784-0786. 0086-0087. 0911. 0279. 0609-0610. 0353.82  In Direct Law: FLT CTL DIRECT LAW (PROT LOST) MAX SPEED 330/0. 0627. 0418-0423. 0458. 0524-0527. 0535-0536. 0127. 0871-0885. 0600. 0293-0296. 0673-0676. 0913-0916. 0140. 0887-0893. 1123-1190 The ECAM and PFD indicate any control law degradation. 0795-0797. 0758-0760. 0198. 0328. 0618. 0631-0638. 0845. 0813-0828. 0275-0277. 0364-0366. 0441. 0956-0959. 0493-0494. 0205-0206. 0542. 1031-1039. 1041-1078. 0532-0533. 0489-0491. 0616. 0244. 0165. 0780-0782. 0745-0747. 0303. 0521-0522. 0320. 0612-0614. 0037. 0443-0444. 0647-0650.: OP-020-00003967. 0720-0722. 0305-0306. 0849-0869. 0690-0693. 0082-0083. 0240-0241. ON THE ECAM  In Alternate Law: FLT CTL ALTN LAW (PROT LOST) MAX SPEED 330/0. 0138. 0403-0405. 0191. 0836. 0451-0452. 0427-0428. 0741-0743. 0162. 0077. 1103-1120. 0669-0671. 0640-0642. 0200. 0623. 0258-0259. 0805-0811. 0686-0688. 0548-0553. 0930-0932. 0620-0621. 0776-0778. 0994-1004. 0629. 0143-0144. 0247-0251. 0177. 0898-0901. 0973-0980. 330-200F. 0496-0498. 0155. 0299-0301. 1018-1029. 0437. 0283-0291. INDICATIONS Ident. 0238. 0576. 0472-0473. 0529-0530. 0361-0362. 0281. 0799. 0396-0398. 0695-0697. 0652-0667. 0954. 0271-0272. 0558. 0515-0516. 0439. 0432. 0581.0001001 / 27 JUN 08 Criteria: 330-200. 0895-0896. 0183-0184. 0211. 0591-0597. 0838-0843. 0602-0603. 0181. 0400-0401. 1093-1101. 0728-0735. 0772-0774. 0116. 330-300 3 Applicable to: MSN 0012. 0171-0172. 0333-0334. 0269. 0356-0358. 0102. 0707-0709. 0030. 0699-0701. 0222-0224. 0368-0370. 0682-0684. and the operational consequences. PROTECTIONS Ident. the PFD indicates this with an amber “USE MAN PITCH TRIM” message below the FMA. by simply looking at this main instrument (PFD). When automatic pitch trim is no longer available.: OP-020-00003968. may provoke the violation of these limits. and specific formatting of low speed information on the speed scale in normal law. due to extreme situations or aircraft mishandling. the flight crew is immediately aware of the status of flight controls.0001001 / 20 MAY 09 Criteria: LR Applicable to: ALL OBJECTIVES One of the PF's primary tasks is to maintain the aircraft within the limits of the normal flight envelope. some circumstances. the PF must not deliberately exceed the normal flight envelope. Rather. ENV A330/A340 FLEET FCTM OP-020 P 9/18 15 JUN 10 . indicate which protections are available. amber crosses (X) appear. instead of the green protection symbols (=). or overstressing the aircraft • Provide PF with an instinctive and immediate procedure to ensure that the PF achieves the best possible result.OPERATIONAL PHILOSOPHY FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 ON THE PFD The PFD enhances the PF's awarness of the status of flight controls. However. opposite rudder pedal inputs). When protections are lost.g. where only instinctive and rapid reactions will be effective. Protections are intended to: • Provide full authority to the PF to consistently achieve the best possible aircraft performance in extreme conditions • Reduce the risks of overcontrolling. they are designed to assist the PF in emergency and stressful situations. these protections are not designed to be structural limit protections (e. In addition. Despite system protections. Specific symbols (= in green). Fly-by-Wire Status Awareness via the PFD Therefore. High speed protection adds a positive nose-up G demand to a sidestick order. or PF mishandling. within the Normal Flight envelope (2. Bank angle protection provides the PF with full authority to efficiently achieve any required roll maneuver. this enables a reduction in the margin between VMO/MMO and VD/MD. the pitch nose-down authority smoothly reduces to zero (which does not mean that the aircraft stabilizes at that speed).04. The maximum achievable bank angle is plus or minus: • 67 °. due to high air loads. in a dive situation: • If there is no sidestick input on the sidestick. ENV A330/A340 FLEET FCTM OP-020 P 10/18 15 JUN 10 . At approximately VMO +16 / MMO +0. • If the sidestick is maintained full forward. HIGH SPEED PROTECTION When flying beyond maximum design speeds VD/MD (which are greater that VMO/MMO). the aircraft will slightly overshoot VMO/MMO and fly back towards the envelope. in order to protect the aircraft. Therefore.OPERATIONAL PHILOSOPHY FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 BANK ANGLE PROTECTION Bank angle protection prevents that any major upset. due to the difficulty to properly assess such a situation and readily react). the aircraft will significantly overshoot VMO/MMO without reaching VD/MD. in high AOA protection or high speed protection. As a result. the margin between VMO/MMO and VD/MD must be such that any possible overshoot of the normal flight envelope should not cause any major difficulty.5 g level flight) • 45 °. in the event of a dive or vertical upset. Therefore. there is an increased potential for aircraft control difficulties and structural concerns. causes the aircraft to be in a high-bank situation (wherein aircraft recovery is complex. which minimizes the risk of a spiral dive.OPERATIONAL PHILOSOPHY FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 airbus HIGH SPEED PROTECTION The PF. • 2. high load factors can be encountered during evasive maneuvers due to potential collisions. the bank angle limit is reduced from 67 to 45 °. when required. On commercial aircraft.5 g in clean configuration. LOAD FACTOR PROTECTION On commercial aircraft. If the aircraft is not able to fly this trajectory. the maximum load that is structurally allowed is: • 2. Note: 1. via a reflex action on the sidestick. pulling "g" will be detrimental. At high altitude. ENV A330/A340 FLEET FCTM OP-020 P 11/18 15 JUN 10 . therefore. An OVERSPEED warning is provided. has full authority to perform a high speed/steep dive escape maneuver. 2. In addition. or CFIT … Pulling "g" is efficient. or to perform this maneuver. if the resulting maneuver is really flown with this "g" number.0 g with the flaps extended. this may result in activation of the angle of attack protection. HIGH PITCH ATTITUDE PROTECTION Excessive pitch attitudes. as G Load information is not continuously provided in the cockpit. caused by upsets or inappropriate maneuvers. which reveals that: In emergency situations. and high AOA protection. the potential for an efficient 2. Load factor protection enables immediate PF reaction. pitch attitude protection limits pitch attitude to plus 30 °/minus 15 °. without any risk of overstressing the aircraft. because the danger still exists. and the high AOA protection minimizes the risk of stalls or control loss. and thus consistently achieve the best possible aircraft lift. then aggressive. This is further evidenced by inflight experience. the PF may immediately and instinctively pull the sidestick full aft: The aircraft will initially fly a 2. This action on the sidestick is instinctive. With load factor protection. Pitch attitude protection enhances high speed protection.5 g reaction provides larger obstacle clearance. initial PF reaction on a yoke or sidestick is hesitant.5 g maneuver is very remote. Load factor protection enhances this high AOA protection. than a hesitant and delayed high G Load maneuver (two-second delay). there is no emergency situation that requires flying at excessive attitudes. lead to hazardous situations: • Too high a nose-up ▸ Very rapid energy loss • Too low a nose-down ▸ Very rapid energy gain Furthermore. if the PF still needs to maintain the sidestick full aft stick. Flight experience has also revealed that an immediate 2.OPERATIONAL PHILOSOPHY FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 AIRBUS LOAD FACTOR PROTECTION and safety On most commercial aircraft. Then. ENV A330/A340 FLEET FCTM OP-020 P 12/18 15 JUN 10 . For these reasons. airline pilots are not used to controlling this parameter. then the high AOA protection will take over. Furthermore. high load factor protection.5 g maneuver without losing time. HIGH ANGLE-OF-ATTACK (AOA) PROTECTION High AOA protection enables the PF to pull the sidestick full aft in dangerous situations. the aircraft will sink to maintain its current AOA (alpha PROT. airbus AOA PROTECTION ENV A330/A340 FLEET FCTM OP-020 P 13/18 15 JUN 10 . strong static stability). In addition. a maximum AOA (approximately corresponding to CL Max) is commanded. because the autopitch trim will stop. if extended. • If the PF then pulls the sidestick full aft. and a significant change in aircraft behavior will occur.OPERATIONAL PHILOSOPHY FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 High AOA protection is an aerodynamic protection: • The PF will notice if the normal flight envelope is exceeded for any reason. the speedbrakes will automatically retract. ‐ Horizontal deceleration rate. ‐ The FPA is -4 °. The FCPC computes the energy level with the following inputs: ‐ Aircraft configuration. • If the angle-of-attack still increases and reaches ALPHA Floor threshold. the alert will trigger at approximately VLS -8. it must be cancelled with the instinctive disconnect pushbutton (on either thrust lever). if the aircraft decelerates at 1 kt/sec. the speed cannot drop below VLS. For example. such as Windshear or CFIT. the PF must exit it as quickly as possible. there are three more energy features: • If ATHR is in SPEED mode. and indicates the need to adjust thrust. except for brief periods. the alert will trigger at approximately VLS -2. as soon as a safe speed is resumed. the A/THR triggers TOGA thrust and engages (unless in some cases of one engine-out). if necessary. If alpha protection is inadvertently entered.OPERATIONAL PHILOSOPHY FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 In addition to this aerodynamic protection. CONF 3 and CONF FULL. The PF must not deliberately fly the aircraft in alpha protection. by easing the sidestick forward to reduce the angle-of-attack. or has been cancelled). when maximum maneuvering speed is required. even if the target speed is below VLS • An aural low-energy "SPEED SPEED SPEED" warning. in order to regain a positive flight path angle through pitch control. while simultaneously adding power (if alpha floor has not yet been activated. and: ‐ The FPA is -3 °. the PF is assisted in order to optimize aircraft performance via the: • A/THR: Adds thrust to maintain the speed above VLS • Low energy warning "SPEED SPEED SPEED": Enhances PF awareness • ALPHA FLOOR: Provides TOGA thrust • HIGH AOA protection: Provides maximum aerodynamic lift • Automatic speedbrake retraction: Minimizes drag. OPERATIONAL RECOMMENDATIONS: When flying at alpha max. ENV A330/A340 FLEET FCTM OP-020 P 14/18 15 JUN 10 . It is available in CONF 2. If alpha floor has been triggered. This alert draws the PF's attention to the SPEED scale. the PF can make gentle turns. ‐ Flight path angle. It comes immediately before the ALPHA Floor. In case of an emergency situation. warns the flight crew that the energy of the aircraft is below a threshold under which they will have to increase thrust. 0521-0522. 0545-0546. to ensure a duck-under that is 50 % lower. the loss of both elevators. the temporary loss of five fly-by-wire computers. 0567-0568. Therefore. 0556. 0384-0390. 0476-0477. 0479-0481. or an all-engine flameout. The graph demonstrates the efficiency of the protection. • Initially maintain the wings level This immediately provides maximum lift/maximum thrust/minimum drag. or the total loss of ailerons and spoilers. 0483-0484. 0635. 0500-0513. 0469-0470. 0532. 0395-0409.: OP-020-00003969. 0377-0382. These characteristics are common to all protected aircraft. 0538-0539. 0597. 0372-0375. 0565. and a significant altitude gain (± 250 ft). 0584. 0541. 0437-0439. 0550-0551. a bucket-distance that is 50 % shorter. 0392-0393. 0441-0444. 0561-0562. 0518-0519. due to the fly-by-wire architecture. MECHANICAL BACKUP Ident. For example. 0427-0430. 0432-0435. It must be noted that it is very unlikely that the mechanical backup will be used. 0472-0474. CFIT ESCAPE MANOEUVRES ON PROTECTED AND NON PROTECTED AIRCRAFT The above-illustrated are typical trajectories flown by all protected or not protected aircraft. 0446-0448. and enables the PF to fly the aircraft at a constant AOA. alternate law remains available. CFIT escape maneuvers will be much more efficient. 0559. a safety margin that more than doubles (due to a quicker reaction time). It is much more difficult to fly the stick shaker AOA on an aircraft that is not protected. when the PF applies the escape procedure after an aural " GPWS PULL UP" alert. 0627. until full aft sidestick). ENV A330/A340 FLEET FCTM OP-020 P 15/18 15 JUN 10 .0001001 / 29 MAY 08 Criteria: LR 4 Applicable to: MSN 0002-0370. 0581. 0515-0516. in case of electrical emergency configuration. 0525-0530. 0450-0452. 0489-0491. 0493-0494. 0548. fly the SRS. 0657 The purpose of the mechanical backup is to achieve all safety objectives in MMEL dispatch condition: To manage a temporary and total electrical loss. 0535-0536. 0486-0487. 0418-0425. 0465-0467. 0461-0463. close to the max AOA. 0454-0456. because the escape procedure is easy to achieve. 0496-0498. 0554. 0411-0415.OPERATIONAL PHILOSOPHY FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 In case of GPWS/SHEAR: • Set the thrust levers to TOGA • Pull the sidestick to full aft (For shear. 0458-0459. the objective is not to fly the aircraft accurately. 0460. 0547. the objective is not to fly the aircraft accurately. 0492. 0569-0580. 0658-1190 The purpose of the backup is to achieve all safety objectives in MMEL dispatch condition: To manage a temporary and total electrical loss. mechanical backup enables the PF to safely stabilize the aircraft. 0376. Any action on the pitch trim wheel should be applied smoothly. 0426. the loss of both elevators. because the THS effect is significant due to its large size. 0628-0634. 0531. while reconfiguring the systems. 0383. Any action on the pitch trim wheel should be applied smoothly. 0464. because the THS effect is significant due to its large size. 0542-0544. The PF should apply some rudder to turn. ENV A330/A340 FLEET FCTM OP-020 P 16/18 15 JUN 10 . using the rudder and manual pitch trim. 0566. 0391. It must be noted that it is very unlikely that the backup will be used. in case of electrical emergency configuration. 0517. 0485. in order to allow the restoration of lost systems. 0582-0583. alternate law remains available. but to maintain the aircraft attitude safe and stabilized. 0478. In such cases. 0468. For example.: OP-020-00003970. but to maintain the aircraft attitude safe and stabilized. 0636-0656. 0552-0553. 0549. The pitch trim wheel is used to control pitch. 0471. 0416-0417. due to the fly-by-wire architecture. 0560. In the unlikely event of such a failure. The rudder provides lateral control. In such cases.0002001 / 29 MAY 08 Criteria: H13942. in order to allow the restoration of lost systems. 0436. The pitch trim wheel is used to control pitch. 0557-0558.OPERATIONAL PHILOSOPHY FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 In the unlikely event of such a failure. 0514. 0555. 0475. while reconfiguring the systems. To stabilize and level the wings. and wait for the aircraft reaction. 0537. 0482. 0563-0564. 0523-0524. 0533-0534. 0431. or an all-engine flameout. back-up indication on PFD BACKUP Ident. 0394. and induces a significant roll with a slight delay. 0453. 0585-0595. 0540. 0449. 0499. 0598-0626. anticipate by releasing the rudder pedals. 0410. 0440. the temporary loss of five fly-by-wire computers. 0495. A red "MAN PITCH TRIM ONLY" message appears on the PFD to immediately inform the PF that the mechanical backup is being used. 0488. or the total loss of ailerons and spoilers. backup enables the PF to safely stabilize the aircraft. S16279 5 Applicable to: MSN 0371. 0457. using the rudder and manual pitch trim. 0445. 0520. 0. when extreme values are reached: • Pitch (50 ° up. -10 °) • Speed (440 kt.: OP-020-00003971. The effectiveness of fly-by-wire architecture. for any reason. eliminate the need for upset recovery maneuvers to be trained on protected Airbus aircraft. and wait for the aircraft reaction.0001001 / 29 MAY 08 Criteria: LR Applicable to: ALL If the aircraft is. the normal controls are modified and provide the PF with maximum efficiency in regaining normal attitudes. and induces a significant roll with a slight delay. ENV A330/A340 FLEET FCTM OP-020 P 17/18 15 JUN 10 .1).OPERATIONAL PHILOSOPHY FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 The rudder provides lateral control. 60 kt) • Mach (0. back-up indication on PFD ABNORMAL ATTITUDES Ident.96. (An example of a typical reason for being far outside the normal flight envelope would be the avoidance a mid-air collision). far outside the normal flight envelope and reaches an abnormal attitude. A red "MAN PITCH TRIM ONLY" message appears on the PFD to immediately inform the PF that the backup is being used. This will minimize the effect and potential for such aerodynamic upsets. 30 ° down) • Bank (125 °) • AOA (30 °. because fly-by-wire provides protection to ensure rapid reaction far in advance. To stabilize and level the wings. It is very unlikely that the aircraft will reach these attitudes. anticipate by releasing the rudder pedals. The PF should apply some rudder to turn. and the existence of control laws. The so-called "abnormal attitude" law is : • Pitch alternate with load factor protection (without autotrim) • Lateral direct law with yaw alternate These laws trigger. PF and PNF must not act on their sidesticks at the same time. This automatically deactivates the affected sidestick. the affected sidestick order (sent to the computer) is forced to zero. an order (an electrical signal) is sent to the fly-by-wire computer. If a flight crewmember falls on a sidestick. the other not affected flight crewmember must press the sidestick takeover pushbutton for at least 40 s. or a mechanical failure leads to a jammed stick (there is no associate ECAM caution). then both signals/orders are added. If the PNF (or Instructor) needs to take over. This explains why there is no procedure associated with this warning. and announce: "I have control". In case of a "SIDE STICK FAULT" ECAM warning. as on any other aircraft type. in order to deactivate the "failed" sidestick. ENV A330/A340 FLEET FCTM OP-020 P 18/18 15 JUN 10 . the "failed" sidestick order is added to the "non failed" sidestick order. A pilot can at any time reactivate a deactivated stick by momentarily pressing the takeover pushbutton on either stick. In this case.: OP-020-00003972.OPERATIONAL PHILOSOPHY FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 SIDESTICK AND TAKEOVER P/B Ident. If the Pilot Not Flying (PNF) also acts on the stick. due to an electrical failure. Therefore.0001001 / 29 MAY 08 Criteria: LR Applicable to: ALL When the Pilot Flying (PF) makes an input on the sidestick. the PNF must press the sidestick takeover pushbutton. MANAGED AND SELECTED MODES The choice of mode is a strategic decision that is taken by the PF. MAIN INTERFACES WITH THE AP/FD ENV A330/A340 FLEET FCTM OP-030 P 1/14 15 JUN 10 . This gives the Pilot Flying (PF) the necessary time and resources to assess the overall operational situation. Managed modes require: • Good FMS navigation accuracy (or GPS PRIMARY) • An appropriate ACTIVE F-PLN (i. climb. and enables the PF to accurately fly the aircraft manually.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL OBJECTIVE The Auto Pilot (AP) and Flight Director (FD) assist the flight crew to fly the aircraft within the normal flight envelope. go-around.OPERATIONAL PHILOSOPHY AP / FD / ATHR FLIGHT CREW TRAINING MANUAL A330/A340 AUTOPILOT/FLIGHT DIRECTOR Ident.: OP-030-00003973. • The FD provides adequate attitude or flight path orders. and the sequencing of the F-PLN is monitored).e. in order to: • Optimize performance in the takeoff. To achieve these objectives: • The AP takes over routine tasks. the intended lateral and vertical trajectory is entered. or descent phases • Follow ATC clearances (lateral or vertical) • Repeatedly fly and land the aircraft with very high accuracy in CAT II and CAT III conditions. OPERATIONAL PHILOSOPHY AP / FD / ATHR FLIGHT CREW TRAINING MANUAL A330/A340 *The DIR TO function is an exception to this rule. ENV A330/A340 FLEET FCTM OP-030 P 2/14 15 JUN 10 . disengage the AP. in accordance with the rules outlined below. FD. and their corresponding operating modes. and A/THR. The main concern for the flight crew should be: WHAT IS THE AIRCRAFT EXPECTED TO FLY NOW ? WHAT IS THE AIRCRAFT EXPECTED TO FLY NEXT ? If the aircraft does not fly as expected: Or. anticipate flight plan updates by: Preparing EN ROUTE DIVERSIONS. TASKSHARING AND COMMUNICATIONS The FCU and MCDU must be used. The flight crew uses the FCU or MCDU to give orders to the AP/FD. The aircraft is expected to fly in accordance with these orders. The PF must monitor the FMA. as appropriate) AP/FD MONITORING The FMA indicates the status of the AP. This enables the MCDU to be used for short-term actions. LATE CHANGE OF RWY in the SEC F-PLN. in order to ensure: • Safe operation (correct entries made) • Effective inter-pilot communication (knowing each other’s intentions) • Comfortable operations (use "available hands". CIRCLING. and fly the aircraft manually. and announce any FMA changes. OPERATIONAL RECOMMENDATION With the FMS. DIVERSION TO ALTN. Extra vigilance is required in these configurations. if the aircraft deviates from its intended. The flight should use the FCU AP pushbutton when they perform an AP switching (change over from AP1(2) to AP2(1)). when the aircraft flies significantly outside the normal flight envelope limits.OPERATIONAL PHILOSOPHY AP / FD / ATHR FLIGHT CREW TRAINING MANUAL 1 A330/A340 AUTOPILOT (AP) OPERATION The AP can be engaged within the normal flight envelope.100 ft for circling approach ▪ 160 ft for ILS approach with CAT1 displayed on ▪ 500 ft for all others phases. Flight control laws are designed to assist the flight crew to return within the flight envelope. within the demonstrated limits. including autoland • Abnormal configuration (e. and the appropriate guidance mode(s) as required ‐ Center the FD bars with the aircraft symbol on the PFD Note: Engaging the AP while large orders are required to achieve the intended flight path may result in the AP overshooting the intended vertical and/or lateral target. in accordance with the selected strategy. The sidestick's instinctive disconnect pushbutton should be used to disengage the AP. 2 RECOMMENDED PRACTICE FOR AUTOPILOT ENGAGEMENT Before engaging the Autopilot (AP).   ENV A330/A340 FLEET FCTM OP-030 P 3/14 15 JUN 10 . select FD ON. safe flight path. if not. in case of: • Engine failure: Without any restriction. The AP cannot be engaged. The flight crew must be ready to take over. slats/flaps failure): Down to 500 ft AGL. the flight crew should: ‐ Fly the aircraft on the intended path ‐ Check on FMA that Flight Director (FD) is engaged with the appropriate guidance modes for the intended flight path. Instinctive override action on the sidestick also disengages the AP. It automatically disengages. It consists in pushing or pulling the sidestick beyond a given threshold. in accordance with the limitations indicated in the FCOM • For other approaches. when the aircraft is outside the flight envelope.g. the minimum height is : ▪ The MDA for straight in Non Precision Approach ▪ The DA for straight in LNAV/VNAV approach ▪ MDA . This situation may surprise the pilot due to the resulting large pitch / roll changes and thrust variations. 5 s after liftoff and at least 100 ft. The AP may be used: • For autoland: Down to the aircraft landing rollout. It may also be used. 0001001 / 20 MAY 09 Criteria: LR Applicable to: ALL OBJECTIVE The A/THR computer (within the FG) interfaces directly with the engine computer. CLB. turn off the FD. IDLE). when in THRUST mode.: OP-030-00003974. be considered a cue because. in many hazardous situations. The A/THR system provides cues that indicate the energy of the aircraft: • Speed. Therefore. to ensure that the A/THR is in SPEED mode. referred to as the FADEC. or deceleration. if the A/THR is active. The A/THR sends to the FADEC the thrust targets that are needed to: • Obtain and maintain a target speed. AUTOTHRUST (A/THR) Ident. Therefore: • Fly with a centered FD or FPD • If not using FD orders. when in SPEED mode • Obtain a specific thrust setting (e. Neither should the thrust lever position of a conventional autothrottle. the Thrust Lever Angle (TLA) should not be used to monitor correct A/THR operation. engine failure. INTERFACE When the A/THR is active. The PF sets them to a specific detent on the thrust lever range. and EPR command on the EPR gauge).OPERATIONAL PHILOSOPHY AP / FD / ATHR FLIGHT CREW TRAINING MANUAL A330/A340 USE OF THE FD WITHOUT THE AP When manually flying the aircraft with the FDs on. thrust lever jammed).g. and N1 command on the N1 gauge (or EPR. thrust levers act as a thrust limiter or a thrust-rating panel.g. It is strongly recommended to turn off both FDs. the thrust lever position can be misleading (e. in accordance with the active modes that the flight crew selects. ENV A330/A340 FLEET FCTM OP-030 P 4/14 15 JUN 10 . All these cues are in the flight crew’s direct line of vision. acceleration. In other words. The A/THR computer does not drive back the thrust levers. the thrust lever position determines the maximum thrust that the A/THR can command in SPEED or THRUST mode. obtained by the speed trend vector • N1. the FD bars or the FPD symbol provide lateral and vertical orders. with A/THR active. CRZ. When the thrust levers are beyond the CLB detent.g. therefore. However. This is ENV A330/A340 FLEET FCTM OP-030 P 5/14 15 JUN 10 . THRUST LEVER(S) BELOW THE CLB DETENT If one thrust lever is set to below the CLB detent. be the maximum normal thrust setting that will be commanded by the A/THR in CLB. The FMA indicates this in blue. when the thrust levers are between IDLE and the CLB detent. this configuration might be required due to an engine’s high vibration level). This means that the A/THR is ready to be re-activated. the flight crew sets the thrust levers back to the CLB detent. if all thrust levers are set to below the CLB detent. as a reminder to the flight crew (e. Thrust is manually controlled to the TLA. then the ECAM repeatedly triggers the AUTO FLT A/THR LIMITED caution. DES. as required. or to the FLX detent. AFTER TAKEOFF When the aircraft reaches THR RED ALT. or APPR. thrust is controlled manually to the thrust lever Angle. and A/THR is armed. when the flight crew sets the thrust levers back to the CLB detent (or below).OPERATIONAL PHILOSOPHY AP / FD / ATHR FLIGHT CREW TRAINING MANUAL A330/A340 The TLA Determines Max Thrust for the A/THR NORMAL OPERATIONS The A/THR can only be active. This activates A/THR. A/THR operating sectors _ all engines operating AT TAKEOFF The thrust levers are set either full forward to TOGA. and the A/THR is armed (A/THR appears in blue on the FMA). MAX CLB will. the FMA triggers a LVR ASYM message. with the A/THR active. A/THR operating sectors .g. CLB. DES or APPR ). when the thrust levers are set between IDLE and MCT. the thrust levers will be in MCT detent for remainder of the flight. except that A/THR can only be active. This will cause an unwanted thrust increase and may destabilize the approach. all thrust levers should either be brought back to the CLB detent. In this case. thrust will increase to MAX CL. ENV A330/A340 FLEET FCTM OP-030 P 6/14 15 JUN 10 .one engine inoperative In case of engine failure. and to permanently limit A/THR authority on all engines. or the A/THR should be set to OFF. OPERATIONS WITH ONE ENGINE INOPERATIVE The above-noted principles also apply to an one-engine inoperative situation. in all flight phases (e.OPERATIONAL PHILOSOPHY AP / FD / ATHR FLIGHT CREW TRAINING MANUAL A330/A340 because there is no operational reason to be in such a situation. This is because MCT is the maximum thrust that can usually be commanded by the A/THR for climb or acceleration. TO SET AUTOTHRUST TO OFF How to set A/THR off 1) USE OF INSTINCTIVE DISCONNECT (I/D) PUSHBUTTON If the I/D pushbutton is pressed when the thrust levers are in CL detent. CRZ. when setting A/THR to off. This technique is usually used in descent. As a reminder. When pressed. in order to avoid an ECAM "AUTO FLT A/THR LIMITED" message 3) USE OF THE FCU PUSHBUTTON Use of the FCU pushbutton is considered to be an involuntary A/THR off command (e.MOVE ENV A330/A340 FLEET FCTM OP-030 P 7/14 15 JUN 10 .. this aural alert will occur at 20 ft.. the thrust levers are set to the CLB detent. In flare. and returning the thrust levers to the applicable detent. where it occurs at 10 ft.. and set A/THR to off. therefore. This will retard thrust. It should be noted that. recommended technique to set A/THR off 2) THRUST LEVERS SET TO IDLE If thrust levers are set to IDLE. except in the case of autoland.. the "RETARD" aural alert will sound. the recommended technique for setting A/THR to off is: ‐ Return the thrust levers to approximately the current thrust setting. An ECAM caution and an FMA message trigger during thrust lock: ‐ THR LK appears in amber on the FMA ‐ The ECAM caution is: AUTO FLT: A/THR OFF THR LEVERS.. A/THR is set to off. with the A/THR active.OPERATIONAL PHILOSOPHY AP / FD / ATHR FLIGHT CREW TRAINING MANUAL A330/A340 Therefore. in the case of a failure). unlocked.. as long as the thrust levers remain in the CLB or MCT detent. thrust is manually controlled and..g. the thrust levers should be moved rapidly and set to the IDLE stop. by observing the TLA symbol on the thrust gauge ‐ Press the I/D pushbutton This technique minimizes thrust discontinuity.MOVE ENG: THRUST LOCKED THR LEVERS.. thrust is frozen and remains locked at the value it had when the flight crew pressed the A/THR pushbutton. when thrust reduction is required for landing. The thrust levers should be immediately returned to the applicable detent. when the thrust levers are set back to IDLE and A/THR set to off: The A/THR can be reactivated by pressing the pushbutton on the FCU. If thrust levers are out of detent. when the A/THR is in THR IDLE. Then. During flare. or at landing. This feature should not be used. A/THR USE . ALPHA FLOOR When the aircraft's angle-of-attack goes beyond the ALPHA FLOOR threshold. even during autoland • Abnormal configurations However. The desired thrust can only be recovered by setting A/THR to off. with the instinctive disconnect pushbutton. It is inhibited in some cases of engine failure. including: • Engine failure. regardless of the thrust lever position. ALPHA floor is available. the angle-of-attack drops below the ALPHA FLOOR threshold. and the THRUST LOCKED message disappears from the FMA. Speed Scale and FMA Indications in a Typical A Floor Case When the speed decreases. unless the instinctive disconnect pushbuttons are inoperative. from lift off to 100 ft RA at landing. When the aircraft accelerates again. TOGA LK appears on the FMA to indicate that TOGA thrust is locked. as necessary. as indicated on the FMA. This enables the flight crew to reduce thrust. so that the angle-of-attack reaches the ALPHA FLOOR threshold. full manual control is recovered. TOGA thrust is maintained or locked.OPERATIONAL PHILOSOPHY AP / FD / ATHR FLIGHT CREW TRAINING MANUAL A330/A340 In this case. despite the fact that the thrust levers are at IDLE. • The aircraft decelerates.SUMMARY Use of A/THR is recommended during the entire flight. use of manual thrust is recommended when the autotrim function is lost. The aim of this recommendation is to avoid large thrust changes. this means that the aircraft has decelerated significantly (below ALPHA PROT speed): A/THR activates automatically and orders TOGA thrust. when the flight crew moves the thrust levers out of detent. during manual flight with the FD off. It may be used in most failures cases. The example below illustrates that: • The aircraft is in descent with the thrust levers manually set to IDLE. ENV A330/A340 FLEET FCTM OP-030 P 8/14 15 JUN 10 . A/THR activates and orders TOGA thrust. when the flight controls are in NORMAL LAW. : OP-030-00003975. AP. However. ENV A330/A340 FLEET FCTM OP-030 P 9/14 15 JUN 10 .OPERATIONAL PHILOSOPHY AP / FD / ATHR FLIGHT CREW TRAINING MANUAL A330/A340 A/THR use in flight A/THR should be monitored via the: • FMA – SPEED / SPEED TREND on the PFD • N1/N1 command (EPR) on the ECAM E/WD. they may change automatically.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL INTRODUCTION The flight crew manually engages the modes. FD. FD. and A/THR system integration • Logical sequence of modes • So-called "mode reversions". AP. and engine thrust control. FD. ATHR SYSTEM INTEGRATION There is a direct relationship between aircraft pitch control. depending on the: • AP. A/THR MODE CHANGES AND REVERSIONS Ident. e. OP CLB. and expect the aircraft to capture and track this altitude. they usually define an altitude target. Note: For this reason. and APPNAV-FINAL. when the flight crew selects a climb mode. the mode will change sequentially. • If the AP/FD pitch mode controls a vertical trajectory (e.OPERATIONAL PHILOSOPHY AP / FD / ATHR FLIGHT CREW TRAINING MANUAL A330/A340 This relationship is designed to manage the aircraft's energy. AP is off and FD is off): A/THR controls speed Therefore. ENV A330/A340 FLEET FCTM OP-030 P 10/14 15 JUN 10 . when the flight crew selects a climb mode. Typically. so that the AP/FD intercepts a defined trajectory. V/S. the FMA displays the A/THR mode and the AP/FD vertical mode columns next to each other. OP DES): A/THR controls thrust (THR CLB.g. when the modes are armed. any change in the AP/FD pitch mode is associated with a change in the A/THR mode. ALT. LOC-G/S. When the capture or tracking conditions occur. Therefore. THE LOGICAL SEQUENCE OF MODES In climb. They appear in blue on the FMA. THR IDLE) • If no AP/FD pitch mode is engaged (i. For example: AP/FD mode capture and tracking (1) The flight crew may also manually arm a mode in advance. the next logical mode is automatically armed. G/S): A/THR controls speed • If the AP/FD pitch mode controls a speed (e. FPA. the flight crew may arm NAV.g. AP/FD mode capture and tracking (2) These logical mode changes occur. Vertical managed modes can only be used.OPERATIONAL PHILOSOPHY AP / FD / ATHR FLIGHT CREW TRAINING MANUAL A330/A340 MODE REVERSIONS GENERAL Mode reversions are automatic mode changes that unexpectedly occur. and A/THR operations. Therefore. when the flight crew: • Changes the FCU ALT target in specific conditions • Engages a mode on one axis. : Therefore. Due to the unexpected nature of their occurrence. FLIGHT CREW HDG OR TRK MODE ENGAGEMENT ▸ DISENGAGEMENT OF ASSOCIATED MODE ON THE VERTICAL AXIS This reversion is due to the integration of the AP. but does not follow the FD orders. It is the flight crew’s responsibility to change it as required. if the lateral managed NAV mode is used. the autopilot will no longer guide the aircraft along the vertical F-PLN. the AP will guide the aircraft along the entire F-PLN • Along the LAT F-PLN (NAV – APP NAV modes) • Along the VERT F-PLN (CLB – DES – FINAL modes). in conjunction with flight crew input (or when entering a F-PLN discontinuity). FD. FLIGHT CREW CHANGE OF FCU ALT TARGET ▸ ACTIVE VERTICAL MODE NOT POSSIBLE FCU change resulting reversion to VS mode This reversion to the V/S (FPA) mode on the current V/S target does not modify the pitch behaviour of the aircraft. FD. When the flight crew defines a F-PLN. which leads to the aircraft to the limits of the flight envelope. If the flight crew decides to divert from the lateral F-PLN. in climb: ENV A330/A340 FLEET FCTM OP-030 P 11/14 15 JUN 10 . but are designed to ensure coherent AP. the FMS considers this F-PLN as a whole (lateral + vertical). that will automatically disengage the associated mode on the other axis • Manually flies the aircraft with the FD on. a reversion will occur. and A/THR with the FMS. For example. the FMA should be closely-monitored for mode reversions. AND DOES NOT FOLLOW THE FD PITCH ORDERS If the flight crew does not follow the FD pitch orders.OPERATIONAL PHILOSOPHY AP / FD / ATHR FLIGHT CREW TRAINING MANUAL A330/A340 Lateral mode change and vertical mode reversion In descent: Lateral mode change and vertical mode reversion This reversion to V/S (FPA) mode on the current V/S target does not modify the pitch behavior of the aircraft. the aircraft reverts to HDG (or TRK) mode. an A/THR mode reversion occurs. THE AIRCRAFT ENTERS A F-PLN DISCONTINUITY NAV mode is lost. the same reversion (as the one indicated above) occurs. VMAX): ENV A330/A340 FLEET FCTM OP-030 P 12/14 15 JUN 10 . if necessary. and the aircraft reaches the limits of the speed envelope (VLS. This reversion is effective. THR CLB). It is the flight crew’s responsibility to adapt pitch. THE PF MANUALLY FLIES THE AIRCRAFT WITH THE FD ON. when entering a F-PLN discontinuity. when the A/THR is in THRUST MODE (THR IDLE. On the lateral axis. On the vertical axis. designed to draw the flight crew's attention to the FMA. and leads to VLS/VMAX. S14181. The reversions.0001001 / 27 MAR 08 Criteria: 22-3022. It is an attention-getter. Note: The triple click also appears in the following. S14445 Applicable to: ALL The "triple click" is an aural alert. are also emphasized via the triple click aural alert. 22-4041. 22-4063. ENV A330/A340 FLEET FCTM OP-030 P 13/14 15 JUN 10 . described in the previous paragraph. and the pulsing of its associated FD bar. The FD bars will disappear. 22-4025. the flight crew selects a speed on the FCU • The V/S selection is "refused" during ALT*: The flight crew pulls the V/S knob. because the selected target is too high. cases: • SRS ▸ CLB (OP CLB) reversion: If. 22-3023.: OP-030-00003976.OPERATIONAL PHILOSOPHY AP / FD / ATHR FLIGHT CREW TRAINING MANUAL A330/A340 Reversion to speed mode A/THR in SPEED mode automatically readjusts thrust to regain the target speed. because they are not being followed by the PF. 31-4042. The PFD FMA highlights a mode change or reversion with a white box around the new mode. TRIPLE CLICK Ident. less usual. 22-4037. while in ALT* • The V/S target is not followed. OPERATIONAL PHILOSOPHY AP / FD / ATHR FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM OP-030 P 14/14 15 JUN 10 . ENV A330/A340 FLEET FCTM OP-040 P 1/10 15 JUN 10 . because most system failures will not affect the aircraft’s ability to continue a takeoff or landing.: OP-040-00003977. on an "as needed" basis.0001001 / 02 JUN 08 Criteria: LR Applicable to: ALL INFORMATION PROVIDED WHEN NEEDED One of the main advantages of the ECAM is that it displays applicable information to the flight crew. As the ECAM is available in most failure situations. MAIN PRINCIPLES Ident. • Manual Mode: Enables the flight crew to manually select any system synoptic via the ECAM Control Panel (ECP). • Failure Mode: Automatically displays the appropriate emergency/abnormal procedures. abnormal and emergency situations. associated with a drifting parameter. The following outlines the ECAM’s operating modes: • Normal Mode: Automatically displays systems and memos. it is a significant step in the direction towards a paperless cockpit and the reduction of memory items. The purpose of the ECAM is to: • Display aircraft system information • Monitor aircraft systems • Indicate required flight crew actions. • Advisory Mode: Automatically displays the appropriate system synoptic. Most warnings and cautions are inhibited during critical phases of flight (T/O INHIBIT – LDG INHIBIT). in accordance with the flight phase. which also takes the "dark cockpit" and "forward-facing crew" philosophies into account. in most normal. in addition to their associated system synoptic.0001001 / 02 JUN 08 Criteria: LR Applicable to: ALL The Electronic Centralized Aircraft Monitoring (ECAM) system is a main component of Airbus’ two-crewmember cockpit.OPERATIONAL PHILOSOPHY ECAM FLIGHT CREW TRAINING MANUAL A330/A340 PURPOSE OF THE ECAM Ident.: OP-040-00003978. This ensures that the flight crew sees the most important failures first.OPERATIONAL PHILOSOPHY ECAM FLIGHT CREW TRAINING MANUAL A330/A340 FAILURE LEVELS The ECAM has three levels of warnings and cautions. NORMAL OPERATIONS On ground. for which feedback is not available). then Monitoring When there are several failures. not necessary to refer to the OVHD panel. and a Single Chime (SC) indicates a Level 2 failure.g. therefore. It is. • The Memo: Displays the status of a number of systems selected by the flight crew (e. the FWC displays them on the Engine Warning Display (E/WD) in an order of priority. Failure Level Level 3 Level 2 Level 1 Priority Safety Abnormal Degradation Color Coding Red Amber Amber Aural Warning CRC SC None Recommended Crew Action Immediate Awareness. after action is taken on affected controls: • The System Synoptic: Displays the status change of affected components. FEEDBACK The ECAM provides the flight crew with feedback. particularly in the case of abnormal operations. the ECAM MEMO is reviewed for feedback on temporarily-selected items (e. • The Procedures: When the flight crew performs a required action on the cockpit panel. Failures will appear in a specific color.g. ECAM HANDLING Ident. If alignment is not complete. unambiguous manner. then action Awareness. ENV A330/A340 FLEET FCTM OP-040 P 2/10 15 JUN 10 . and to check whether IRs are aligned. SEAT BELTS/IGNITION/ENG A/I). The ECAM reacts to both failures and pilot action. according to a defined color-coding system. determined by the severity of the operational consequences.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL Task sharing is essential to effective ECAM operation. Level 2 and 3 failures are accompanied by a specific aural warning: A Continuous Repetitive Chime (CRC) indicates a Level 3 failure. the ECAM usually clears the applicable line of the checklist (except for some systems or actions.: OP-040-00003979. anti ice). In addition. the time remaining will be displayed. that advises the flight crew of the urgency of a situation in an instinctive. Each level is based on the associated operational consequence(s) of the failure. The PF usually remains the PF for the entire flight. The PNF never touches the thrust levers. it should be blank. In cruise. If time permits. configuration.OPERATIONAL PHILOSOPHY ECAM FLIGHT CREW TRAINING MANUAL A330/A340 In cruise. FUEL. If there is a STS at engine shutdown. F/CTL). indicates that there is a STATUS to be reviewed. Therefore. The PF will also manage navigation and communication. and engines. The PF will then control the aircraft’s flight path. The ECAM MEMO must be included in the instrument review. The PNF has a considerable workload: Managing ECAM actions and assisting the PF on request. the PNF may refer to the QRH non normal procedures section. requests PF confirmation to clear actions. and to detect any potential problem in advance. displayed at the bottom of the E/WD. If this is the case. • The PNF's task is to manage the failure. It is important to remember that. IDG and. It helps to make the flight crew aware of any system that a flight crewmember temporarily selected. A STS label. all guarded switches) must be crosschecked by both the PF and PNF. • and conscious monitoring and crosschecking. 1 ABNORMAL OPERATIONS TASK SHARING RULES When the ECAM displays a warning or a caution. containing recommended actions in various advisory situations. after ECAM ACTIONS annoucement by the PF: • The PF's task is to fly the aircraft. before ENV A330/A340 FLEET FCTM OP-040 P 3/10 15 JUN 10 . on PF command. in general. press STS. and performs actions required by the PF. the PF requests the PNF to review the drifting parameter. The PNF reads the ECAM and checklist. but forgot to deselect. ECAM ADVISORY The flight crewmember that first notices an advisory announces: "ADVISORY on XYZ system". ELEC AC/DC. even if requested by the ECAM. HYD. Then. when a C/L calls for STATUS review. Some selectors or pushbuttons (including the ENG MASTER switch. The successful outcome of any ECAM procedure depends on: • Correct reading and application of the procedure. to ensure that they are operating normally. only if the label appears. FIRE pushbutton. IR. and check that the actions are completed correctly. the STATUS page should be reviewed for help in completing the technical log. the main systems should periodically be reviewed during flight (ENG. • effective task sharing. and initiate the ECAM actions to be performed by the PNF. it will pulse at the bottom of the E/WD. and communicate. navigate. BLEED. the first priority is to ensure that a safe flight path is maintained. performs ECAM actions on PF command. in most of the cases. unless the Captain decides to take control. speed. if a system fails. When selecting a system switch or pushbutton. ENV A330/A340 FLEET FCTM OP-040 P 4/10 15 JUN 10 .g. the PNF should check the SD to verify that the selected action has occurred (e. As a general rule.g. then procedure/selector. to prevent the flight crew from inadvertently performing irreversible actions. the correct system panel can be identified by referring to the white name of the system on the side of each panel. the PNF should keep this sequence in mind: "System. When the ECAM requires action on overhead panel pushbuttons or switches. and enable correct identification. close").OPERATIONAL PHILOSOPHY ECAM FLIGHT CREW TRAINING MANUAL A330/A340 they are moved or selected. and announcing an intended selection before action. the associated FAULT light on the system pushbutton (located on the overhead panel) will come on in amber. Airbus’ overhead panels are designed to be uncluttered. closing the crossbleed valve should change the indications that appear on the SD). enables the PNF to keep the PF aware of the progress of the procedure. It is important to remember that. Before performing any action. then action" (e. crossbleed. any computer reset must be also crosschecked by both the PF and the PNF. "air. To avoid mistakes in identifying the switches. This approach. When all necessary actions are completed. In case of a failure during takeoff or go-around. then request and confirmation. the sequence (request and confirmation before clearance) should be repeated for each system page. and should bear in mind that the sensors used for the SD may be different from the sensors that trigger the failure.OPERATIONAL PHILOSOPHY ECAM FLIGHT CREW TRAINING MANUAL A330/A340 Crew Coordination 1. prior to taking any action. amber messages and red titles will no longer appear on the E/WD. 2. and is stabilized on a safe trajectory. This is an appropriate compromise between stabilizing the aircraft and delaying action. before clearance) should be repeated for each failure. 3. the sequence (action. The PNF should review the overhead panel and/or associated SD to analyze and confirm the failure. When the ECAM displays several failures. When the ECAM displays several system pages. 4. ENV A330/A340 FLEET FCTM OP-040 P 5/10 15 JUN 10 . ECAM actions should be delayed until the aircraft reaches approximately 400 ft. When the flight crew selects CONF 1 for approach. the warning can be considered no longer applicable. and the ECAM status has been reviewed. if the fire is successfully extinguished with the first fire extinguisher bottle. the PF must call out: "CONTINUE ECAM". and the required procedure applied. if other specific actions must be performed (normal C/L. the ECAM displays: "LAND ASAP" (As Soon As Possible): ‐ RED LAND ASAP: Land as soon as possible at the nearest suitable airport at which a safe approach and landing can be made. in critical situations the flight should not be prolonged only to consult the FCOM.OPERATIONAL PHILOSOPHY ECAM FLIGHT CREW TRAINING MANUAL A330/A340 5. and are displayed regardless of their suitability. ‐ AMBER LAND ASAP: Advice to the flight crew to consider landing at the nearest suitable airport. while a procedure is being applied. the PNF may refer to the FCOM procedure for supplementary information. Note: The CLOSEST AIRPORTS MCDU page may help the flight crew to determine the nearest suitable airport: This page displays the four airports that are the nearest to the aircraft's current position. ENV A330/A340 FLEET FCTM OP-040 P 6/10 15 JUN 10 . SOME ADDITIONAL REMARKS • There are very few memory items: ‐ Immediate actions of EMER DESCENT ‐ Immediate actions. if time permits. and the procedure no longer applies. Any remaining ECAM procedures should be performed as usual. When the action is completed. 7. The flight crew should keep in mind that the four closest airports are sorted according to distance. These airports are found in the navigation database. For example. 6. or performing a computer reset). The STS should be carefully reviewed. and should refer to the Estimated Time of Arrival (ETA). the SD automatically displays the STATUS. or sets QNH (QFE) during descent (when APPR C/L should be requested). The PF may call out "STOP ECAM" at any time. IF THE ECAM WARNING (OR CAUTION) DISAPPEARS WHILE APPLYING THE PROCEDURE If an ECAM warning disappears. the ENG FIRE warning disappears. Application of the procedure can be stopped. However. When ECAM actions have been completed. during the application of an engine fire procedure. in case of an unreliable speed indication ‐ Loss of braking ‐ Windshear (reactive and predictive) ‐ EGPWS and GPWS ‐ TCAS ‐ Stall recovery and stall warning at lift-off • In some cases. To review two or three pages of status messages: The PNF should release the STS pushbutton for less than two seconds. ECP FAILURE In the case of an ECP failure. and the caution for the remainder of the flight. or it may be added to the ECAM STATUS. DMC FAILURES In case all of the ECAM DMC channels fail. by the "CANCELLED CAUTION" title. by pressing the assigned system pushbutton on the ECP. each flight crewmember may display the engine standby page on their respective ND (generated by the DMCs’ EFIS channel). STS. the system or status page are not displayed automatically. Therefore. ENV A330/A340 FLEET FCTM OP-040 P 7/10 15 JUN 10 . When pressed. the switch should be set to "F/O". when necessary. In such failure cases. in such a case. the ECAM will display the : "Refer to QRH Proc" line. because they are hardwired to the FWC/DMC. A double ECAM screen configuration can be recovered using the ECAM/ND switching selector: • If the Captain is the PNF. when the desired SD page appears). the "ALL" key can be used to scroll all SD pages and display the desired one (by releasing the key. the remaining one will display the E/WD. OEBs are filed in the QRH. if a failure or advisory occurs. If the OEB reminder function is activated for an ECAM warning/caution. RCL. the flight crew should refer to the applicable procedure in the QRH. as long as the pushbutton is pressed. This line may appear instead of the procedure. the EMER CANCEL pushbutton deletes both the aural alert. then press and hold it again. Therefore. • If the First Officer is the PNF. the switch should be set to "CPT". in the case of an advisory and/or failure (indicated by an ADV flag that pulses in white on the bottom of the E/WD). ALL and EMER CANCEL keys will continue to operate. However. This is indicated on the STATUS page. the CLR.OPERATIONAL PHILOSOPHY ECAM FLIGHT CREW TRAINING MANUAL A330/A340 • OEB Reminder Some Operational Engineering Bulletins (OEBs) contain information that may impact flight crew action. • Some procedures require reference to the QRH 2 IN CASE OF AN ECAM SYSTEM FAULT DISPLAY UNIT FAILURE If one ECAM screen fails. The synoptic will appear. FLUCTUATING CAUTION Any fluctuating caution can be deleted with the EMER CANCEL pushbutton. in the event of a system failure. the PNF must call up the affected system synoptic. The PNF can display a system synoptic on the remaining display unit. by pressing the related pushbutton. The applicable ND screen will then display the second ECAM image. ECAM actions should be applied first (actions and STATUS review). only after announcing: "ECAM ACTIONS COMPLETED". As mentioned. However. the PNF should refer to the VAPP computation methodology (QRH part 2) in order to determine whether an "Additional Factor" is applicable. but does not affect the warning itself. or not. the landing distance and the LDG DIST Factors provided in the SUMMARIES do not take into account the credit of the reverser thrust. Also. In any case. if necessary. only the LDG DIST Factors are provided in the SUMMARIES. the landing distances provided in the SUMMARIES do not take into account possible additional factor linked to the "APPR COR". In this case. ‐ There is an "APPR COR". the PNF must check in the "CRUISE" section of the SUMMARIES whether an "APPR COR" appears in the VAPP formula.OPERATIONAL PHILOSOPHY ECAM FLIGHT CREW TRAINING MANUAL A330/A340 The EMER CANCEL pushbutton inhibits any aural warning that is associated with a red warning. Two different cases are possible: ‐ There is no "APPR COR". USE OF SUMMARIES Ident. the flight crew must consider the landing distance with failure computed before to divert. the Actual Landing Distances with failure are provided in the SUMMARIES. The PNF should refer to the applicable QRH SUMMARIES. the flight crew can still compute an ACTUAL LANDING DISTANCE WITH REV by referring to the QRH part 2. the PNF should refer to the "ACTUAL LANDING DISTANCES WITH FAILURE WITHOUT REV" table of the SUMMARIES.: OP-040-00003980. and after performing the ECAM actions. Therefore. to determine the landing distance with failure. When a failure occurs. in the event of an ELEC EMER CONFIG ECAM warning or a dual hydraulic failure. and are designed to assist the flight crew to manage applicable actions. Any alerts that have been inhibited by the EMER CANCEL pushbutton are displayed when the flight crew holds the RCL pushbuttom down for more than three seconds.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL 3 GENERAL SUMMARIES consist of QRH procedures. or not. The flight crew must consider the resulting landing distance to divert. For dry and wet runways. ENV A330/A340 FLEET FCTM OP-040 P 8/10 15 JUN 10 . For contaminated runways. RCL PUSHBUTTON The RCL pushbutton allows to call up all ECAM alerts and the STATUS page that may have been suppressed by the CLR pushbutton or by flight-phase-related inhibition. and that it will not be necessary for the flight crew to consult the "LANDING WITH FLAPS (SLATS) JAMMED” paper procedure. After reviewing the STATUS. in the event that failure results in the loss of the MCDU. to determine the VREF correction. and uses the VREF displayed on the MCDU (with the updated destination). the APPROACH section of the SUMMARIES should be read (mainly because of the flap extension procedure. ENV A330/A340 FLEET FCTM OP-040 P 9/10 15 JUN 10 . the PNF should refer to the "CRUISE" section of the SUMMARIES. The SUMMARIES provides a VREF table. provided in this part of the SUMMARIES are sufficient for understanding. that does not entirely appear on the ECAM). The LANDING and GO-AROUND sections of the SUMMARIES should be used for the approach briefing. and compute the VAPP. and check that all the APPR PROC actions have been completed. This assumes that the PNF is aware of the computation method. The PNF should then review the ECAM STATUS. approach preparation includes a review of the ECAM STATUS. This assumes that the recommendations.OPERATIONAL PHILOSOPHY ECAM FLIGHT CREW TRAINING MANUAL A330/A340 APPROACH PREPARATION As usual. APPROACH To perform the APPR PROC. OPERATIONAL PHILOSOPHY ECAM FLIGHT CREW TRAINING MANUAL A330/A340 sequence ENV A330/A340 FLEET FCTM OP-040 P 10/10 15 JUN 10 .   NORMAL OPERATIONS . Intentionally left blank . .................................................................................................................................................... 3/16 SAFETY EXTERIOR INSPECTION........................................................................................................................................................................................................................................................................................................................................3/8 average idle engine parameters.......................................................................................................................1/6 SUMMARY OF HIGHLIGHTS............................................................................................................... 3/8 engine start malfunction..................................................................................4/16 PRELIMINARY COCKPIT PREPARATION...................................................................................................................... 4/16 EXTERIOR INSPECTION............................................................................................................ 6/8 NO-040 TAXI TAXI ROLL AND STEERING.......................................................................................................................................................................................... 5/8 tailpipe fire....................................................................................................................................................................................................................................................................................5/12 CARBON BRAKE WEAR....................................................... 6/8 After Start Flow Pattern................................ 7/16 COCKPIT PREPARATION............................................. 4/12 BRAKE CHECK...............6/12 BRAKING ANOMALIES.......................................................................................................................................................................................................................................................................................................6/12 BRAKE TEMPERATURE ......................................................................................................10/16 MISCELLANEOUS.......................6/12 TAXI SPEED AND BRAKING............................................................................................................................................................................................................................................... 6/8 engine warm-up period........ 7/12 ENV A330/A340 FLEET FCTM NO-PLP-TOC P 1/6 15 JUN 10 ....NORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 TABLE OF CONTENTS NO-PLP PRELIMINARY PAGES TABLE OF CONTENTS.................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................5/8 manual engine start.............. 7/12 Brake Fans  ......................................................................................... 1/4 COMMUNICATION..................................2/4 NO-020 PRE START MEL...................................................................... 1/12 TAXI CAMERA...................... 1/8 automatic starting sequence............................................................... 16/16 NO-030 START introduction................................................... 1/8 AFTER ENGINE START............................................................................................ 6/16 ADIRS INITIALIZATION................................................................................................................................................................................................................................................................................................................................................................................... 1/16 SECURED AND TRANSIT STOP................................................ 1/4 USE OF THE NORMAL CHECKLIST...................1/10 NO-010 GENERAL INTRODUCTION........................................................................................ ......NORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 TABLE OF CONTENTS FLIGHT CONTROL CHECK.................................................................................................................................................................................................................................................................................................................................................15/18 ACCELERATION ALTITUDE.......... 17/18 NO-060 CLIMB Climb Thrust.............................................................................................................................................. 11/12 TAXI FLOW PATTERN............................................ 4/6 LATERAL NAVIGATION........................................................................................................................................................................................... 8/12 TAKEOFF BRIEFING CONFIRMATION.10/12 MISCELLANEOUS.........................13/18 VERTICAL PROFILE........................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................12/12 1 NO-050 TAKEOFF THRUST SETTING............. 17/18 LOW ALTITUDE LEVEL-OFF......................................................................................................................................... 4/18 ROTATION ....................................................................... 5/6 ENV A330/A340 FLEET FCTM NO-PLP-TOC P 2/6 15 JUN 10 ............................................8/18 AIRCRAFT GEOMETRY. 16/18 IMMEDIATE TURN AFTER TAKE-OFF .. 1/18 TAKEOFF ROLL....................................................................................................................................................................8/12 TAXI WITH ONE ENGINE SHUTDOWN.............9/18 AiRCRAFT GEOMETRY ......................................................................8/18 AIRCRAFT GEOMETRY...........................................................................................................................................................5/18 LONG AIRCRAFT SPECIFICITY.............................................................. 15/18 TAKEOFF AT HEAVY WEIGHT..................................................................................... 13/18 LATERAL PROFILE............................................................... 17/18 NOISE ABATEMENT TAKE-OFF... 4/6 10 000 ft FLOW PATTERN............ 4/18 TYPICAL AIRCRAFT ATTITUDE AT TAKEOFF AFTER LIFT-OFF.................................................. 1/6 AP/FD CLIMB MODES ............................................................................9/12 TAXI WITH TWO ENGINES SHUTDOWN...................................................... 10/18 AP ENGAGEMENT ...................................................2/6 SMALL ALTITUDE CHANGES....................................................................................................................................................................................................................................................................................................................................... 3/6 SPEED CONSIDERATIONS...................7/18 AIRCRAFT GEOMETRY ..........................................................10/18 TAIL STRIKE AVOIDANCE...............................................................................................................................................................................................................................................................................................................................................................................................................3/6 VERTICAL PERFORMANCE PREDICTIONS................................................................................................................................................................................................................8/18 AIRCRAFT GEOMETRY .................................................................................................................................................... 15/18 THRUST REDUCTION ALTITUDE.......................................................................................................................................................................................................................................................................................................................................... .............................. 11/14 APPROACH PREPARATION...................................................................3/4 ENV A330/A340 FLEET FCTM NO-PLP-TOC P 3/6 15 JUN 10 .............................................................................................7/14 STEP CLIMB..........................................................4/14 ALTITUDE CONSIDERATIONS.............................3/10 final approach...................................................................................................................................... 6/8 10 000 FT FLOW PATTERN....................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................2/4 ILS raw data................................................................................................................................................................... 6/8 DESCENT CONSTRAINTS................................................................ 13/14 NO-080 DESCENT PREFACE......1/8 COMPUTATION PRINCIPLES................................................................................................................................................................................................................................................................. 1/10 intermediate approach............................................................................................. 2/8 MODE REVERSION..................................................................................................................................................................................................................................................................................................................... 1/8 GUIDANCE AND MONITORING............................................................11/14 APPROACH BRIEFING...................................................... 1/4 intermediate approach.....................................................1/2 in the holding pattern..............................................................................7/8 NO-090 HOLDING preface............................................................................................................................................................................................................... 4/14 SPEED CONSIDERATIONS.....................................................................................................................................................................................................................................................................................2/4 final approach.........................................................................................................................................................................................1/10 initial approach.....NORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 TABLE OF CONTENTS NO-070 CRUISE PREFACE.................................................................................................................................................................................................................................................. 1/14 COST INDEX.............................................................1/2 holding speed and configuration............................................................................................... 7/14 EFFECT OF ALTITUDE ON FUEL CONSUMPTION........................................................................................................................10/14 FUEL TEMPERATURE....1/14 FMS USE...............................5/10 NO-110 ILS APPROACH preface.................................................................8/14 FUEL MONITORING...................................................................................................................................................................................... 1/2 NO-100 APPROACH GENERAL preface...............1/4 initial approach............................. ........................................................................... 7/8 NO-130 CIRCLING APPROACH preface................................................. 17/20 ENV A330/A340 FLEET FCTM NO-PLP-TOC P 4/6 15 JUN 10 ...................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... 1/4 intermediate/final approach.......................7/8 2 NO-160 LANDING PREFACE..........................................................................................................................................................................................................................6/20 FACTORS AFFECTING LANDING DISTANCE..........................................................................................................1/6 approach preparation..........................................................................................................................................................................................................................................................................................................................................................................................................1/20 FLARE.....................2/8 APPROACH PREPARATION.............................................................................................................................................................................................................................................6/8 Cold Weather Operations............................................................................................................................................................................ 1/8 FLIGHT PREPARATION...................... 2/8 intermediate approach................................................................................................................................................................................................................1/20 MAIN GEAR CLEARANCE........................................ 13/20 CLEARANCE AT TOUCH DOWN...................................................................................................................................................................................................................................................................1/8 limitations.......................................................................................................................................................................................................................................................................................................................................................................3/8 final approach................................................................................................................................................................................................. 1/4 NO-150 PRECISION APPROACH GENERAL............................................................................................. 1/6 final instrument approach..................................4/20 DEROTATION............................................................................................................................................................................................................................................................... 4/8 FAILURE AND ASSOCIATED ACTIONS.............NORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 TABLE OF CONTENTS NO-120 NON PRECISION APPROACH preface............................................................................................................................................................................................................................................................6/8 LOC BACK course approach.................................................................................................. 3/8 APPROACH PROCEDURE.................................................2/6 circling approach..............................................1/8 initial approach............................................................................. 14/20 TAIL STRIKE AVOIDANCE...................................................................................................................... 5/20 ROLL OUT..................5/8 LOC ONLY approach......................................................4/8 reaching the minima..........................................................1/8 approach strategy.......................................................... 7/8 AUTOLAND IN CAT 1 OR BETTER WEATHER CONDITIONS....................................................................................... 2/20 CALL OUT...........................................................................1/8 DEFINITION........................... 2/6 NO-140 VISUAL APPROACH INITIAL APPROACH.................................... 5/20 BRAKING............................ ....................................................................................................................................................................................................................................................... 1/4 ENGINES COOLING PERIOD.......................................................................................................................................................................................3/4 ENV A330/A340 FLEET FCTM NO-PLP-TOC P 5/6 15 JUN 10 ..................................................................................2/4 LEAVING THE GO-AROUND PHASE ..............................................................1/4 TAXI WITH ONE ENGINE SHUTDOWN.........................................................................................................................................................NORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 TABLE OF CONTENTS NO-170 GO AROUND PREFACE............................................................................................................................................................1/4 TAXI WITH TWO ENGINES SHUTDOWN......... 3/4 REJECTED LANDING......................... 1/4 AP/FD GO-AROUND PHASE ACTIVATION...............................................................................................2/4 AFTER LANDING FLOW PATTERN.... 4/4 NO-180 TAXI IN BRAKE TEMPERATURE......................... 1/4 GO-AROUND PHASE.............................................................................................................................1/4 CONSIDERATIONS ABOUT GO-AROUND........................................................................................................................................................................................ NORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 TABLE OF CONTENTS Intentionally left blank ENV A330/A340 FLEET FCTM NO-PLP-TOC P 6/6 15 JUN 10 . Documentation update: Addition of "COMMUNICATION" documentary unit Effectivity update: The information no longer applies to all MSN. Documentation update: Deletion of the "00004095.0009001 Maximum Demonstrated Crosswind for Takeoff" documentary unit.0007001 Maximum Certified Crosswind for Takeoff" documentary unit. Documentation update: Deletion of the "00004023 Maximum Demonstrated/Certified Crosswind for Takeoff" table of content entry.0020001 Maximum Demonstrated Crosswind for Takeoff" documentary unit.0005001 MAXIMUM DEMONSTRATED CROSSWIND FOR LANDING" documentary unit.0004001 MAXIMUM demonstrated CROSSWIND FOR LANDING" documentary unit. Documentation update: Deletion of the "00004095 Maximum Demonstrated/Certified Crosswind for Landing" table of content entry. The "USE OF NORMAL CHECK LIST" is revised to indicate that PF may also request that the corrective action is performed by the PNF. Documentation update: Deletion of the "00004095.NORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 2/6 NO-PLP-TOC TAKEOFF Localization Title ID 1 Reason Documentation update: Deletion of the "00004023.0006001 Maximum Demonstrated Crosswind for Takeoff" documentary unit. Documentation update: Deletion of the "00004023. Documentation update: Deletion of the "00004095. if the aircraft configuration does not correspond to the normal check list response.0003001 MAXIMUM DEMONSTRATED CROSSWIND FOR LANDING" documentary unit. Documentation update: Addition of "PRELIMINARY COCKPIT PREPARATION" documentary unit NO-PLP-TOC LANDING 4/6 2 NO-010 USE OF THE NORMAL CHECKLIST NO-010 COMMUNICATION NO-010 COMMUNICATION NO-020 PRELIMINARY COCKPIT PREPARATION 1/4 1 2/4 3/4 4/16 2 3 1 ENV A330/A340 FLEET FCTM NO-PLP-SOH P 1/10 15 JUN 10 . Documentation update: Deletion of the "00004023. Documentation update: Deletion of the "00004095. Documentation update: Deletion of the "00004023. Documentation update: Deletion of the "00004023.0007001 Maximum Demonstrated Crosswind for Landing" documentary unit.0010001 Maximum Certified/demonstrated Crosswind for Takeoff" documentary unit. 1107. 1173. 1032. The information no longer applies to MSN 0660. 1095. 1122. 1093. 1183. 1132. 1031. 1156. 1184. 1073. 1053. 1124. 1120. 0567. 1156. 1073. 1099. 1110. 1169. 1132. Effectivity update: The information now also applies to MSN 0422. 1159. 0481. 1146. 1147. 1165. 1055. 1004. 1101. 1086. 0584. 1002. 1102. 1103. 1160. 1105. 1032. 1184. 1122. 1108. 1165. 1145. 0481. 1151. 1100. 1088. The information no longer applies to MSN 0660. 1070. 1147. 1163. 1039. 1141. 0584. 1135. 1098. 1186. 1116. 1094. 1034. 1124. 1190. 1173. 1053. 1155. 1096.NORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 5/16 7/16 NO-020 PRELIMINARY COCKPIT PREPARATION NO-020 ADIRS INITIALIZATION NO-020 ADIRS INITIALIZATION Localization Title ID 2 3 Reason Effectivity update: The information no longer applies to all MSN. 1189. The flight crew should delay the acceleration until the engine is secured. 1190. 1108. 1129. 1157. 1087. 1086. 1112. 1133. 1146. 1163. 0498. 1091. 1090. 1054. 1159. 1024. 1129. 1104. 0503. 1019. 0502. 1172. 1133. 1101. 1123. 1149. 1135. 1174. 1189. The Abnormal Operations section of the takeoff briefing is reviewed in order to reflect the changes done on the ENG FAILURE AFTER V1 procedure. 1188. 1137. 1150. 1089. 1138. 1084. 1118. 1104. 1126. 1081. 1161. 1131. 1051. Effectivity update: The information now also applies to MSN 1094. 0465. 1171. 1157. 1081. 1088. 0498. 1181. 1149. 1105. 0443. 1155. 1059. 1093. 1103. 1071. 1127. 1120. 1084. 1129. 1087. 0502. 1168. 0503. 1118. 1186. 1145. 1051. 1127. 1153. 0519. 1102. 1116. 1097. 1126. 0500. 0448. 1097. 1169. 1178. 1112. 1137. 1143. 1071. 0443. 1151. 1089. Effectivity update: The information now also applies to MSN 1004. 0516. 1153. 0458. 1130. 1062. 1170. 1096. 1079. 1151. 1141. 1095. 1178. 1118. 1171. 1168. 1070. 1116. 1100. 1181. 1112. 1062. The thrust rating FLEX/TOGA is checked on the MCDU (not on the EWD) during the takeoff briefing before the engine start. 1177. 1167. 1155. 0519. 1106. 1085. 0500. 1143. Effectivity update: The information now also applies to MSN 1079. 1123. 0516. 1110. 1074. 1107. 1080. 1021. 1172. 0465. 0458. 1161. 1150. 1042. 1098. 1133. 0448. 1024. 1130. 1099. 1085. 1090. 1177. 1114. 1106. The information no longer applies to MSN 0422. 1138. 1074. 0567. 1170. Effectivity update: The information now also applies to MSN 1001. 1188. 1091. 1096. 1131. 1183. 1174. 1114. 1080. 1167. 1160. 8/16 4 NO-020 COCKPIT PREPARATION 13/16 5 NO-030 automatic starting sequence NO-030 automatic starting sequence 1/8 2/8 1 2 NO-030 average idle engine parameters 3/8 3 ENV A330/A340 FLEET FCTM NO-PLP-SOH P 2/10 15 JUN 10 . 1060. 1126. 1088. 1051. 0995. 1074. 1178. 1159. 1106. 1169. 1081. 1066. 1131. 1082. 1015. 1157. 1029. 1168. The information no longer applies to MSN 0660. 1100.NORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 3/8 NO-030 average idle engine parameters Localization Title ID 4 Reason Effectivity update: The information now also applies to MSN 0989. 0999. 1177. NO-030 average idle engine parameters NO-030 average idle engine parameters 4/8 4/8 5 6 NO-030 average idle engine parameters NO-030 average idle engine parameters NO-030 average idle engine parameters NO-040 TAXI CAMERA NO-040 BRAKE CHECK 4/8 5/8 5/8 4/12 5/12 7 8 9 1 2 NO-040 BRAKE CHECK 6/12 3 ENV A330/A340 FLEET FCTM NO-PLP-SOH P 3/10 15 JUN 10 . 1105. 1122. 1170. Effectivity update: The information now also applies to MSN 0994. 1063. 1129. 0998. 1132. 1089. Administrative update: No technical change. 1165. 1041. 1122. 1075. 1053. 1057. 1133. 0997. 1087. 1091. 1079. 1074. 1067. 1006. 1008. 1090. 1169. 1024. 1037. 1091. 1171. 1159. 1084. 1138. 1071. 1137. 1073. 1016. 1000. 1186. 1130. 1103. 1150. 1127. 1038. 1110. 1150. 1094. 1160. 1104. 1122. 1007. 1072. 1097. Effectivity update: The information now also applies to MSN 0993. 1120. 1181. 1030. 1023. 1076. 1188. 1085. 1123. 1012. 1047. 1172. 1108. 1168. 1124. 1135. 1160. 1170. 1141. 1186. 1044. 1073. 1080. 1145. 1107. 1062. 1181. 1102. 1114. 1127. 1105. 1014. 1028. 1143. 1070. 1178. 1161. 1102. 1010. 1149. 1025. 1188. 1103. 1120. 1065. 1086. 1084. 1009. 1184. 1107. 1167. 1146. 1106. 1153. 1118. 1147. 1086. 1190. 1017. 1058. 1116. 1177. 1049. 1045. 1184. 1126. 1141. 1069. 1183. 1156. 1070. 1011. 1078. 1040. 1173. 1171. 1174. 1032. 1032. 1095. 1096. 0991. 1146. 1036. 1108. 1022. 1018. The information no longer applies to MSN 0660. 1005. 1147. 1098. 1061. 1020. 1114. 1048. 1124. 1104. 1085. Effectivity update: The information now also applies to MSN 1079. 1163. 1190. 1051. 1165. 1156. 1149. 1101. 1173. 0992. 1098. 1163. 1071. 1077. 1110. 1046. 1132. 1174. 1153. 1138. 1088. 0990. 1145. 1053. 1013. 1161. Administrative update: No technical change. 1112. Administrative update: No technical change. 1035. 1080. 1131. 1135. 1099. 1099. 1101. 1026. 1097. 1130. 0996. 1157. 1143. 1189. 1043. Effectivity update: The information now also applies to MSN 1079. 1093. 1089. 1155. 1081. 1100. 1095. 1151. 1137. 1090. 1123. 1189. 1172. 1167. 1033. 1062. 1087. 1004. 1052. 1183. 1094. Effectivity update: The information now also applies to MSN 1004. 1003. 1093. 1130. 1149. 1155. 1130. 1045. 1135. 1177. 1085. 1074. 1088. 1188. 1127. 1172. 1172. 1177. 1168. 1110. 1024. 1067. 1124. 1095. 1153. The information no longer applies to MSN 0660. 1122. 1126. 1186. 1052. 1138. 1168. 1110. 1160. 1086. 1105. 1084. 1146. 1163. 1107. 1190. 1145. 1190. 1097. 1098. 1048. 1099. 1091. 1171. 1047. 1150. 1170. 1114. 1093. 1051. 1072. 1130. 1150. 1074.NORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 7/12 NO-040 Brake Fans  Localization Title ID 4 Reason Effectivity update: The information now also applies to MSN 1004. 1062. 1141. 1069. 1189. 1137. 1055. 1146. 1132. 1178. 1046. 1145. 1123. 1131. 1141. 1177. 1146. 1096. 1133. 1174. 1106. 1169. 1149. 1049. 1174. 1118. 1090. 1160. 1116. Effectivity update: The information now also applies to MSN 1004. 1078. 1118. 1104. 1133. 1189. 1085. Effectivity update: The information now also applies to MSN 1004. 1186. 1094. 1122. 1168. The information no longer applies to MSN 0660. 1112. 1077. 1156. Effectivity update: The information now also applies to MSN 1079. 1081. Effectivity update: The information now also applies to MSN 1079. 1131. 1070. 1095. 1044. 1127. 1070. 1156. 1108. 1188. 1098. 1057. 1156. 1051. 1181. 1102. 1110. 1137. 1186. 1105. 1153. 1084. 1122. 1167. 1184. 1098. 1107. 1074. 1087. 1127. 1167. 1101. 1101. 1112. 1129. 1071. 1094. 1032. 1167. 1120. 1183. 1159. 1096. 1088. 1094. 1161. 1132. 1138. 1062. 1080. 1137. 1173. 1108. 1135. 1169. 1051. 1178. 1063. 1070. 1157. 1133. 1116. 1129. 1108. 1073. 1157. 1183. 1073. 1120. 1181. 1169. 1124. 1100. 1024. 1093. 1104. 1082. 1124. 1081. 1123. 1129. 1143. 1151. 1135. 1076. 1102. 1165. 1143. 1147. 1126. 1103. 1075. 1188. 1190. 1032. 1141. 1104. 1171. 1173. 1123. 1060. 1053. 1101. 1043. 1080. 1155. 1089. 1165. 1102. 1118. 1138. 1131. 1088. 1145. NO-040 TAXI WITH ONE ENGINE SHUTDOWN 9/12 5 NO-040 TAXI WITH TWO ENGINES SHUTDOWN NO-050 THRUST SETTING 10/12 1/18 6 1 NO-050 THRUST SETTING NO-050 THRUST SETTING 2/18 3/18 2 3 ENV A330/A340 FLEET FCTM NO-PLP-SOH P 4/10 15 JUN 10 . 1079. 1061. 1114. 1157. 1155. 1089. 1150. 1089. 1183. 1093. 1053. 1105. 1189. 1086. 1090. 1097. 1184. 1126. Effectivity update: The information now also applies to MSN 1042. 1066. 1081. 1132. 1159. 1053. 1100. 1116. 1147. 1106. The information no longer applies to MSN 0660. 1085. 1095. 1099. 1024. 1170. 1147. 1091. 1165. 1096. 1065. 1071. 1099. 1151. 1170. 1084. 1097. 1143. 1062. 1114. 1163. 1073. 1071. 1103. 1173. 1161. 1032. 1059. 1184. 1106. 1087. 1159. 1087. 1080. 1161. 1178. 1100. 1086. 1120. 1163. 1151. 1149. 1091. 1172. 1174. 1160. 1171. 1058. 1103. 1112. 1181. 1107. 1090. 1054. 1153. 1133. 1062. 1181. 1009. 1008. 0999. 1170. Effectivity update: The information now also applies to MSN 1079. 1188. 1073. 1089. 1032. 1099. 1063. 1173. 1146. 1145. 1149. 1043. 1114. 1189. 1074. 1017. 1103. 1073. 1178. 1090. 1018. 1118. 1118. 1184. 1104. 1153. 1146. 1184. 1167. 1122. 1107. 1098. 1160. 1080. 1020. 1104. 1071. 1129. 1066. 1067. Effectivity update: The information now also applies to MSN 0991. 1044. 1096. 1019. 1097. 1030. 1046. 1094. 1138. 1163. 1079. 1129. 1165. 1000. 1159. 1045. 1131. 1070. 1122. 1084. 1034. 1078. 1021. 1112. 1062. 1116. 1098. 1003. 1096. NO-050 LONG AIRCRAFT SPECIFICITY NO-050 AIRCRAFT GEOMETRY 7/18 8/18 5 6 NO-050 AIRCRAFT GEOMETRY NO-050 AIRCRAFT GEOMETRY NO-050 AIRCRAFT GEOMETRY 8/18 8/18 8/18 7 8 NO-050 AIRCRAFT GEOMETRY NO-050 AiRCRAFT GEOMETRY NO-050 TAIL STRIKE AVOIDANCE 9/18 10/18 13/18 Effectivity update: The information now also applies to MSN 0994. 1172. 1135. 1135. 1075. 1072. 1138. 1141. 1101. 1013. 1047. 1174. 1038. 1025. 1086. 1124. 1054. 1130. 1188. 1090. 1103. 1005. 1023. 1011. 1051. 1088. 1124. 1077.NORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 5/18 NO-050 TYPICAL AIRCRAFT ATTITUDE AT TAKEOFF AFTER LIFT-OFF Localization Title ID 4 Reason Effectivity update: The information now also applies to MSN 1004. 1015. 1127. 1106. 1108. 1057. 10 Effectivity update: The information now also applies to MSN 1091. 1095. 1081. 1169. 1001. 1183. 1006. 1123. 1161. 1080. 1014. 1039. 1132. 1186. 1160. 1171. 1051. 1159. 1093. 1055. 1042. 1069. 1097. 0997. The information no longer applies to MSN 0660. 1120. 1079. 1052. 1082. 1031. 1091. 1123. 1061. 1132. 1099. 1155. 1147. 1157. 1181. 1131. 1100. 1070. 1183. 1156. 1167. 0992. 1155. 1150. 1032. 1049. 1122. 1112. 1137. 1149. 1081. 1126. 1110. 1114. 1156. 1036. 1071. 1048. 1143. 1040. 1095. 1002. 1033. 1029. 1102. 1108. 1157. 1126. 1035. 0990. 1110. 1087. 1102. 1024. 1151. 1085. 1130. 1163. 1116. 1085. 1168. 1074. 1171. 1089. 1053. 1086. 1190. 1101. 1076. 1143. 1053. 1107. 1145. 1127. 1102. 1177. 1141. The information no longer applies to MSN 0660. 1150. 1190. 1041. 1012. 1153. 1094. 1004. 1088. 1173. 1151. 1105. 1161. 12 DU revised to clarify on which aircraft type the tail strike prevention system is applicable ENV A330/A340 FLEET FCTM NO-PLP-SOH P 5/10 15 JUN 10 . 1178. 1137. 0995. 9 Effectivity update: The information now also applies to MSN 0989. 1147. 1105. 1010. 1189. 1120. 1168. 1170. Administrative update: No technical change. 1093. 1174. 0996. 1022. 1169. 1091. 1065. 1133. 1165. 11 Effectivity update: The information now also applies to MSN 0993. 1058. 1106. 1172. 1037. 1186. 1100. 1028. 1087. 1059. 1007. 1016. 1026. 1177. 1084. 1060. 0998. 1095. 0484. 1112. 1171. 1171. 1133. 1178. 0428. 1120. 1087. 0425. 1081. 1188. 1124. 0115. 1107. 1163. 1163. 1155. 1132. 1098. 0162. 1131. 1186. 1143. 1085. 1093. 1070. 1170. 1114. 0351. 1084. 1129. 1051. 1104. 1127. 1149. 1149. 1099. 1160. 1089. 0270. 1188. 1097. 1098. 1181. 1120. 0140. 1143. 1172. 1124. 1086. 1165. 0258. 1149. 1163. 1091. 1151. 1161. 0025. 1088. 1169. 2 Administrative update: No technical change. 1137. 1032. 0256. 1053. 1159. 1024. 1070. 1141. 1157. 1173. 1051. 1112. 1073. 0222. 1146. 14 Effectivity update: The information now also applies to MSN 1079. 1183. 1104. 1131. 1168. 1146. 1123. 1106. 1129. 0368. 1135. 1062. 1118. 1105. 1178. 0148. 1137. 1122. 1129. 1138. 1074. 1114. 0140. 1150. 1138. 1118. 1132. 1168. 1102. 1071. 0057. 1103. 1096. 1116. 1165. 1108. 1156. 1 Effectivity update: The information now also applies to MSN 0023. 1126. 1135. 1177. 1122. 1094. 0490. 1095. The information no longer applies to MSN 0660. 1160. 1177. 1032. 1118. 1190. 1004. 1156. 0338. 1091. 1108. 1051. 1120. 1184. 1183. 1102. 1073. 1138. 1100. 1157. 1089. 1178. 1161. 1186. 1096. 1181. 1110. 0172. 1085. 0350. 1153. 1169. 1070. 1086. 1032. 1080. 1098. 1147. 1132. 1108. 1074. 1107. 1073. 0331. 1147. 1110. 0144. 1151. 1133. 1103. 1165. 1091. 1114. 1151. 1145. 1090. 1087. 0226. 1080. The information no longer applies to MSN 0660. 1126. 1190. 1137. 1153. 1127. 0305. 1170. 1101. 1181. 0241. 1147. 1150. 1189. 0312. 1099. 1190. 1106. 1103. 1172. 1093. 1153. 1130. 1097. 1062. 1099. 1126. 1127. 1107. 1053. 1171. 1145. 0165. 1160. 1084. 1094. 1112. 1087. 1094. 1105. 1177. 1089. ENV A330/A340 FLEET FCTM NO-PLP-SOH P 6/10 15 JUN 10 . 1173. 1095. 0153. 0219. 1024. 1071. 0144. 1188. 1100. 1169. 1079. 1116. 1100. 1122. 0153. 1174. 1024. 1174. 1106. 1085. 1088. 1186. 1170. 1130. 0165. 1123. 1143. 2 Effectivity update: The information now also applies to MSN 1079. 1135. 1084. 1157. 1080. 1004. 0206. 1159. 1062. 1 Effectivity update: The information now also applies to MSN 0138. 1088. 1168. 1145. 1167. 1053. 1124. 0550. 1172. 0267. 1189. 1071. 1081.NORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 13/18 NO-050 VERTICAL PROFILE Localization Title ID Reason NO-050 VERTICAL PROFILE NO-060 Climb Thrust 14/18 1/6 NO-060 Climb Thrust NO-070 SPEED CONSIDERATIONS 1/6 4/14 NO-070 SPEED CONSIDERATIONS 4/14 13 Effectivity update: The information now also applies to MSN 1004. 1161. 1150. 1141. 1101. The information no longer applies to MSN 0660. 1156. 1096. 1101. 1074. 1090. 1130. 1093. 1184. 1133. 1189. 1184. 1141. 1131. 0180. 1086. 1110. 1104. 0058. 1146. 1167. 1155. 1183. The information no longer applies to MSN 0138. 1173. 1102. 1155. 0148. 1105. 1159. 1090. 1123. 1081. 1116. 1174. 1167. 1097. 1098. 0258. 1105. 1127. 0351. 1170. 1100. 1070. 0025. 1071. 0368. 1159. 1093. The information no longer applies to MSN 0660. autobrake. 0428. 1130. 1122.) Documentation update: Deletion of information. 0312.NORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 6/14 NO-070 SPEED CONSIDERATIONS NO-070 SPEED CONSIDERATIONS NO-070 EFFECT OF ALTITUDE ON FUEL CONSUMPTION Localization Title ID 3 Reason Effectivity update: The information no longer applies to MSN 0023. Effectivity update: The information now also applies to MSN 1004. 1095. 1143. DU revised to clarify the F-PLN checks that the flight crew has to perform before flying a Non-Precision Approach. 1096. 1106. 1102. 0115. 1153. 1173. 0267.. 0219. 1141. 1169. 1126. 0180.. 1103. 1155. 0226. 1174. 1120. 1160. 1073. 1132. 1131. Documentation update: Deletion of information. 1163. 0172. 1122. 1137. Effectivity update: The information now also applies to MSN 1079. 1183. 1112. 1172. 1062. 1189. The Approach Briefing DU is revised to highlight that during the briefing. Correction about the time to meet constraints Documentation update: Deletion of text. 0350. 1088. 6/14 8/14 4 5 NO-070 EFFECT OF ALTITUDE ON FUEL CONSUMPTION NO-070 APPROACH PREPARATION NO-070 APPROACH BRIEFING NO-120 intermediate approach NO-120 final approach NO-120 Cold Weather Operations NO-130 circling approach 9/14 12/14 13/14 6 7 8 3/8 4/8 1 2 7/8 2/6 3 1 ENV A330/A340 FLEET FCTM NO-PLP-SOH P 7/10 15 JUN 10 . 1102. 1135. 1177. the fly crew should review braking means (use a reversers. 1091. 0305. 1108. 1107. 1178. 1074. 1099. manual breaking anticipated. 1116. 1145. 1114. 1089. 1084. 1147. 1161. 1171. 1024. 0338. 0206. 1051. 0490. 1151. 1080. 1129. 0270. 1091. 1167. 1165. 1149. 1157. 1190. 0256. 1110. 1086. 1104. If FINAL APP does not engages as expected. 0162. 1181. 1123. 1184. 0550. 1156. 1150. 1124. 0425. 0057. 0222. 1087. 1101. Documentation update: Addition of "Cold Weather Operations" documentary unit Effectivity update: The information now also applies to MSN 1079. 1032. 1188. DU revised to precise the engagement conditions of FINAL APP mode. 0058. 0484. 1097. 1118. 1146. 1138. 1085. 1053. 1094. the flight crew should envisage a go-around and not try to manually come back on the vertical profile. 1133. 1081. 0331. 1186. DU revised to set FCTM in accordance with FCOM. 1090. 1168. 0241. 1174. 1032. 1184. 1096. 1114. 1150. 1053. 1173. Update of the crosswind flare technique in the LATERAL AND DIRECTIONAL CONTROL paragraph: the pilot must be prepared to put roll control during the de-crab. 1132. 1124. 1102. 1170. 1080. 1145. 1123. 1127. 1127. 1073. 1101. Effectivity update: The information no longer applies to all MSN. 1124. 1169. 1146. 1186.NORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 4/6 NO-130 circling approach Localization Title ID 2 Reason Effectivity update: The information now also applies to MSN 1004. 1085. 1053. 1118. 1183. 1129. 1112. 1071. 1099. The information no longer applies to MSN 0660. 1112. 1172. 1086. 1084. Documentation update: Addition of "BRAKING" documentary unit Effectivity update: The information now also applies to MSN 1004. 1138. 1129. 1141. 1123. 1120. 1096. 1087. 1186. 1096. 1087. 1184. 1107. 1120. 1151. 1159. 1161. 1146. 1163. 1080. 1177. 1130. 1085. 1132. 1071. 1095. 1024. 1160. 1103. 1118. 1089. 1094. 1167. 1051. 1190. 1130. 1086. 1080. 1126. 1173. 1070. The task sharing in callout has been revised to clarify that during the approach the PNF should monitor the FMA and should callout all mode changes when below 350 feet (after PF calls out "LAND"). 1153. 1062. Effectivity update: The information now also applies to MSN 1004. 1133. 1165. 1123. 1093. 1081. 1157. 1098. 1116. 1116. 1156. 1189. 1084. 1093. 1168. 1106. 1188. 1172. 1169. 1103. 1070. 1171. 1094. 1184. 1155. 1174. 1156. 1074. 1178. 1135. 1135. 1118. 1147. 1114. 1170. 1051. 1161. DU harmonized with FCOM recommendation. Effectivity update: The information now also applies to MSN 1079. 1190. 1161. 1105. 1189. 1149. 1186. 1074. The information no longer applies to MSN 0660. 1104. 1165. 1177. 1097. 1090. 1181. 1183. 1160. 1101. 1126. 1149. 1073. 1167. 1143. 1169. 1032. 1138. 1151. 1147. 1110. 1104. 1094. 1089. 1108. 1131. 1150. 1108. 1131. 1100. 1120. 1100. 1171. The information no longer applies to MSN 0660. 1088. 1155. 1188. 1091. 1107. 1133. 1032. 1178. 1157. 1163. 1104. 1097. 1081. 1024. 1024. 1183. 1135. 1168. 1138. 1053. NO-150 APPROACH PROCEDURE NO-160 FLARE NO-160 CALL OUT 4/8 1 3/20 4/20 1 2 NO-160 CALL OUT NO-160 BRAKING NO-160 BRAKING NO-160 BRAKING NO-160 CLEARANCE AT TOUCH DOWN 5/20 6/20 7/20 10/20 14/20 3 4 5 6 7 ENV A330/A340 FLEET FCTM NO-PLP-SOH P 8/10 15 JUN 10 . 1116. 1129. 1088. 1171. 1095. 1106. 1145. 1143. 1062. 1070. 1051. 1159. 1062. 1099. 1098. 1133. 1137. 1095. 1100. 1181. 1155. 1105. 1090. 1141. 1159. 1137. 1114. 1174. 1110. 1112. 1153. 1122. 1073. 1093. 1137. 1126. 1147. Clarification of the procedure to activate the Go Around. 1156. 1097. 1167. 1133. 1171. 1186. 1124. 1095. 1103. 1153. 1099. 1137. 1080. 1051. 1122. 1053. 1086. 1132. 1074. 1124. 1102. The information no longer applies to MSN 0660. Explanation of operational impacts if the Go Around is not correctly initiated. 1151. 1085. 1159. 1178. 1160. 1122. 1145. 1087. 1127. 1093. 1161. 1090. 1157. 1081. 1149. 1126. 1145. 1102. Explanation of operational impacts if the Go Around is not correctly initiated. 1183. 1163. 1071. 1106. 1130. 1170. 1074. 1150. 1088. 1110. 1153. 1024. 1146. 1032. 1143. 1160. 1141. 1070. NO-170 AP/FD GO-AROUND PHASE ACTIVATION 2/4 4 ENV A330/A340 FLEET FCTM NO-PLP-SOH P 9/10 15 JUN 10 . 1087. 1118. 1098. 1177. 1149. 9 Effectivity update: The information now also applies to MSN 1091. 1112. 10 Effectivity update: The information now also applies to MSN 1079. 1114. 1146. 11 Documentation update: Deletion of information. 1004. 1131. 1110. 1101. 1172. 1089. 1101. 1091. 1127. 1107. 1188. 1167. 1116. 1123. 1189. 1084. 1143. 1131. 1184. 1130.NORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 15/20 NO-160 CLEARANCE AT TOUCH DOWN Localization Title ID 8 Reason NO-160 CLEARANCE AT TOUCH DOWN NO-160 CLEARANCE AT TOUCH DOWN NO-160 TAIL STRIKE AVOIDANCE NO-160 TAIL STRIKE AVOIDANCE NO-170 AP/FD GO-AROUND PHASE ACTIVATION NO-170 AP/FD GO-AROUND PHASE ACTIVATION NO-170 AP/FD GO-AROUND PHASE ACTIVATION 16/20 16/20 18/20 18/20 1/4 1/4 2/4 Effectivity update: The information now also applies to MSN 1071. 1098. 1141. 1090. 1172. 1147. Effectivity update: The information now also applies to MSN 0143. 1084. 1157. 1100. 1155. 1104. 1132. 1173. 1163. 1088. 1105. 1190. 1108. 1097. 1170. 1177. 1079. 1081. 1108. 1174. 1151. 1168. 1150. 1096. 1103. 1106. 1086. 1188. 1129. 2 3 Clarification of the procedure to activate the Go Around. 1190. 1168. 1138. 1165. 1099. 1178. 1062. 1105. 1173. 1085. 1107. 1089. 1094. 1073. 12 DU revised to clarify on which aircraft type the tail strike prevention system is applicable 1 Effectivity update: The information no longer applies to MSN 0143. 1165. 1169. 1120. 1181. 1135. 1189. 1181. 1156. 1122. 1173. 1097.NORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 1/4 NO-180 TAXI WITH ONE ENGINE SHUTDOWN Localization Title ID 1 Reason Effectivity update: The information now also applies to MSN 1004. 1053. 1084. 1130. 1093. 1032. 1131. 1099. 1123. 1145. 1085. 1151. 1096. 1102. 1127. 1104. 1188. 1089. 1087. 1172. 1073. 1137. 1071. 1135. 1190. 1163. 1133. 1090. 1165. 1184. 1159. 1171. 1024. NO-180 TAXI WITH TWO ENGINES SHUTDOWN 2/4 2 ENV A330/A340 FLEET FCTM NO-PLP-SOH P 10/10 15 JUN 10 . 1095. 1070. 1132. 1167. 1051. 1149. 1160. 1138. 1147. 1120. 1178. 1183. 1118. 1146. 1186. 1168. 1170. 1129. 1080. 1103. 1086. 1124. 1116. 1177. 1062. 1114. 1189. 1105. 1181. 1100. 1153. 1110. 1074. 1157. 1088. 1169. 1101. The information no longer applies to MSN 0660. 1156. 1126. 1112. 1081. 1150. 1098. 1107. 1141. 1143. Effectivity update: The information now also applies to MSN 1079. 1091. 1155. 1094. 1108. 1161. 1174. 1106. The checklist actions are referred to as "challenge/response"-type actions. all actions should be completed from memory before the flight crew performs the checklist). the "BEFORE START . The challenger (PNF) waits for a response before proceeding with the checklist. the response should correspond to the real condition or configuration of the system. The Pilot Flying (PF) requests the NORMAL CHECKLIST.Down to the Line" checklist may be called out. the PF must take corrective action before "responding" to the "challenge". When necessary.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The NORMAL OPERATIONS Chapter outlines the techniques that should be applied for each flight phase. BEFORE TAKEOFF.e. and checklists. ENV A330/A340 FLEET FCTM NO-010 P 1/4 15 JUN 10 . before completing an applicable checklist. and the "Below the Line" section. This format is designed to help flight crews to manage the workload. Refer to SI-010 general. in order to optimize the use of Airbus aircraft. callouts. and includes only those items that can directly impact flight safety and efficiency. This chapter must be read in parallel with the FCOM. the other flight crewmember must crosscheck the validity of the response. All flight crewmembers must apply the flow patterns. which provides normal procedures. the "BEFORE START Below the Line" checklist may be called out after obtaining start-up clearance. The PF may request that this action is performed by the PNF depending on the situation. as soon as the Load and Trim Sheet is available and takeoff data is set. All of these flying techniques are applicable to normal conditions. For the checklist items that are identified as "AS RQRD". then the PF must modify the response to reflect the real situation (with a specific answer).NORMAL OPERATIONS GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 INTRODUCTION Ident. Other techniques applicable to adverse weather conditions. The BEFORE START. The PF "responds" to the "challenge" only after checking the current status of the aircraft. and the Pilot Non Flying (PNF) reads it. There are flow patterns at the end of some flight phases to indicate where the actions are to be performed.: NO-010-00003981. and their associated tasksharing.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL 1 Airbus’ NORMAL CHECKLIST takes into account ECAM information. if actions are not correctly performed. to ensure that the flight crew performs the actions necessary for a specific flight phase. and AFTER TAKEOFF checklists are divided in two sections: The "Down to the Line" section. These checklists are of a "non-action" type (i. For example. On the other hand. If corrective action is not possible.: NO-010-00003982. The NORMAL CHECKLIST includes 9 flight phases. USE OF THE NORMAL CHECKLIST Ident. If the configuration does not correspond to the checklist response. anti-ice system) When using cross-cockpit communication. 1051. COMMUNICATION   2 Ident. This communication is vital for any flight crew. This phraseology should be concise and exact. The flight crew must reply CROSS-COCKPIT COMMUNICATION The term "cross-cockpit communication" refers to communication between the PF and the PNF. To ensure effective communication between the flight crew and cabin occupants. 330-200F Applicable to: MSN 1004.0004001 / 09 JUN 10 Criteria: LR.: NO-010-00003983. the standard phraseology may be recalled at the preflight phase. and an acknowledgement must be obtained. and is defined in the FCOM (Refer to FCOM/STLO-SOP-27 COMMUNICATIONS AND STANDARD TERMS). FROM Cockpit Cockpit Cockpit Cabin   TO Cabin Cabin Cabin Cockpit PHRASEOLOGY Passenger Address (PA) System: "SOMEBODY TO COCKPIT PLEASE!" Passenger Address (PA) System: "PASSENGERS REMAIN SEATED!" Passenger Address (PA) System: "PASSENGERS EVACUATE!" Interphone: "PRIO CAPT" REMARKS A cabin occupant must immediately go to the cockpit The Captain decides that an evacuation is not required The Captain orders an immediate evacuation Any cabin occupant can make such a call. ENV A330/A340 FLEET FCTM NO-010 P 2/4 15 JUN 10 . the other flight crewmember must be notified.NORMAL OPERATIONS GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 The PNF must announce "LANDING CHECKLIST COMPLETED". 1062. Each time one flight crewmember adjusts or changes information and/or equipment on the flight deck. standard phraseology is essential to ensure effective flight crew communication. Such adjustments and changes include: • FMGS alterations • Changes in speed or Mach • Tuning navigation aids • Flight path modifications • System selections (e. 1070 2 EMERGENCY CALL Some abnormal/emergency procedures require flight and cabin crews to use specific phraseology to communicate to cabin occupants. 1032. after reading and completing the checklist.g. including conversations between cockpit crewmembers. 1071-1190 EMERGENCY CALL Some abnormal/emergency procedures require flight and cabin crews to use specific phraseology when communicating with each other. 1063-1069. To ensure effective communication between the flight and cabin crews. 1052-1061. This communication is vital for any flight crew. "STERILE" COCKPIT RULE When the aircraft is below 10 000 ft. It is important to adhere to this policy. or any other cabin "PURSER TO COCKPIT. COMMUNICATION Ident. or conversations with cabin occupants. 1005-1031. Each time one flight crewmember adjusts or changes information and/or equipment on the flight deck. and an acknowledgement must be obtained. ENV A330/A340 FLEET FCTM NO-010 P 3/4 15 JUN 10 . must go to the cockpit Passenger Address (PA) System: An emergency evacuation may soon be required "ATTENTION CREW! AT STATIONS!" Passenger Address (PA) System: The Captain decides that an "CABIN CREW and PASSENGERS evacuation is not required REMAIN SEATED!" Passenger Address (PA) System: The Captain orders an immediate evacuation "PASSENGERS EVACUATE!" Interphone: Any cabin crewmember can make "PRIO CAPT" such a call. the standard phraseology may be recalled at the preflight phase. in order to facilitate communication between both pilots. any conversation that is not essential should be avoided. between flight crew and cabin occupants. PLEASE!" crewmember. The flight crew must reply CROSS-COCKPIT COMMUNICATION The term "cross-cockpit communication" refers to communication between the PF and the PNF. FROM cockpit cockpit cockpit cockpit cabin TO cabin cabin cabin cabin cockpit PHRASEOLOGY REMARKS Passenger Address (PA) System: The Purser.0001001 / 27 MAR 08 Criteria: LR 3 Applicable to: MSN 0002-1003. and to ensure the effective communication of emergency or safety-related information.: NO-010-00003983. the other flight crewmember must be notified. 1033-1049.NORMAL OPERATIONS GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 The flight crew must use the headset: • From the ENGINE START phase until the TOP OF CLIMB phase • From The TOP OF DESCENT phase until the aircraft is parked. between flight and cabin crew members.NORMAL OPERATIONS GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 Such adjustments and changes include: • FMGS alterations • Changes in speed or Mach • Tuning navigation aids • Flight path modifications • System selections (e. and is defined in the FCOM (Refer to FCOM/STLO-SOP-27 COMMUNICATIONS AND STANDARD TERMS). and to ensure the effective communication of emergency or safety-related information. anti-ice system) When using cross-cockpit communication. The flight crew must use the headset: • From the ENGINE START phase until the TOP OF CLIMB phase • From The TOP OF DESCENT phase until the aircraft is parked. in order to facilitate communication between both of the flight crew. This phraseology should be concise and exact.g. "STERILE" COCKPIT RULE When the aircraft is below 10 000 ft. any conversation that is not essential should be avoided: This includes conversations that take place in the cockpit. standard phraseology is essential to ensure effective flight crew communication. ENV A330/A340 FLEET FCTM NO-010 P 4/4 15 JUN 10 . It is important to adhere to this policy. or between the flight and cabin crewmembers. and approved by local authorities. ATA 100 FORMAT All items/equipment listed in the MEL are identified using the Air Transport Association (ATA) format. i. this level of safety is maintained provided (o) or (m) procedures are observed. The MMEL cannot be used to replace the MEL. In this case. the failure that has the most critical effect on aircraft operation when added to the initial failure. or functions inoperative. For example. The aircraft systems/functions are classified with six digits. MMEL PHILOSOPHY To introduce an item in the MMEL. maintains the level of safety. The Minimum Equipment List (MEL) is published by the operator. the manufacturer must demonstrate first that the consequences of the system failure are no more than minor on the flight. the aircraft dispatch with one pack inoperative induces a flight level limitation whereas a pack failure in flight does not induce a flight level limitation. As an example. or more. The manufacturer must demonstrate then. It is a certified document that enables an aircraft to be dispatched. In some cases. the flight crew must refer to the Configuration Deviation List (CDL).e. 21-52-01 refers to: 21: ATA 21: Air conditioning 52: Air-cooling system 01: Air conditioning pack MEL DESCRIPTION The MEL has four parts: • ECAM warnings/ MEL entry • List of items that may be inoperative for dispatch • Associated operational procedures • Associated maintenance procedures ENV A330/A340 FLEET FCTM NO-020 P 1/16 15 JUN 10 . that the next critical failure. Aircraft can be dispatched with one.NORMAL OPERATIONS PRE START FLIGHT CREW TRAINING MANUAL A330/A340 MEL Ident. The ATA is the official reference for the classification of aircraft systems and/or functions. It must be at least as restrictive as MMEL. operational procedures and/or maintenance procedures may have to be performed. with some equipment. secondary airframe part/parts missing.: NO-020-00003984. in the Aircraft Flight Manual.0001001 / 11 JUN 08 Criteria: LR Applicable to: ALL GENERAL The Master Minimum Equipment List (MMEL) is published by the aircraft manufacturer. Some limitations. entertainment systems. items that do not affect the airworthiness of the aircraft. the decision to continue the flight is subject to pilot judgment and good airmanship. and should be consulted before taxi out. the maintenance procedures must be performed before applying the operational procedures. During preliminary cockpit preparation. and MEL items. The ECAM Warnings/MEL Entry section provides the relationship between the ECAM caution/warnings. do not re-engage any fuel pump C/Bs.NORMAL OPERATIONS PRE START FLIGHT CREW TRAINING MANUAL A330/A340 MEL OPERATIONAL USE The MEL usually applies to revenue flights. it is not possible to dispatch the aircraft. ENV A330/A340 FLEET FCTM NO-020 P 2/16 15 JUN 10 . in order to recall any previous cautions or warnings that have been cleared or cancelled. When on ground. provided that all dispatch conditions are fulfilled: • Check the rectification time interval has not expired • Consider location and. the dispatch of the aircraft is authorized. However. if applicable. If a failure occurs during taxi out. In most cases. such as galley equipment. and before the take off roll starts. and the cause of the tripped C/B is identified. for at least 3 s. A failure may occur if a Circuit Breaker (C/B) disengages. The flight crew may re-engage any other tripped C/Bs. if the failed item appears in the MEL. The flight crew should consult the technical logbook to confirm that the indications are compatible with the MEL. or passenger convenience items. provided that the action is coordinated with the maintenance team. the flight crew must press the RCL P/B. When the MEL requires both maintenance and operational procedures. do not appear in the MEL: The dispatch applicability of these items is not relevant to the MEL. The MEL section 0 is called ECAM Warnings/MEL Entry. The Captain may consult the MEL before deciding to continue the flight (particularly if the failure has an effect on the takeoff performance). when an ECAM caution/warning message triggers. The purpose of this section is to help the flight crew to determine the MEL entry point. If a failed item does not appear in the MEL. where repair is possible • (*) Means that an INOP placard is required • (O) Means that a specific operational procedure or limitation is required (all listed in the MEL OPERATIONAL PROCEDURES Chapter) • (M) Means that a specific maintenance procedure is required. SECURED AND TRANSIT STOP Ident. • Mandatory items for CATII/III are available in QRH • Mandatory items for RVSM are available in FCOM (Refer to FCOM/PRO-SPO-50 REQUIRED EQUIPMENT/FUNCTIONS FOR RVSM) • Mandatory items for RNP are available in FCOM (Refer to FCOM/PRO-SPO-51 BRNAV IN EUROPEAN AIRSPACE) The ECAM STATUS page displays maintenance messages that are for maintenance purposes only.NORMAL OPERATIONS PRE START FLIGHT CREW TRAINING MANUAL A330/A340 MMEL symbol If some items are mandatory for ETOPS dispatch. Dispatch with maintenance messages displayed on the ECAM STATUS page is permitted without specific conditions. a mention "ER" (Extended Range) is added but mandatory items for CATII. However. CATIII operations. the aircraft is in TRANSIT STOP. If it is not the case. the flight crew must perform all items in the Standard Operations Procedure (SOP). RNP and RVSM may be not mentioned in the MMEL.0001001 / 20 MAY 09 Criteria: LR Applicable to: ALL If the last checklist performed by the flight crew is SECURING THE AIRCRAFT C/L. for the next flight.: NO-020-00003987. the aircraft is in SECURED STOP. ENV A330/A340 FLEET FCTM NO-020 P 3/16 15 JUN 10 . After a SECURED STOP. the MEL should include these requirements. If the last checklist performed by the flight crew is PARKING C/L. e.: NO-020-00003988. are safe for operations.: NO-020-00003989. During the Preliminary Cockpit Preparation. • To check the liquid levels i. the flight crew must check the safety equipment of the cabin. EXTERIOR INSPECTION.0001001 / 11 JUN 08 Criteria: LR Applicable to: ALL Safety Exterior Inspection is performed to ensure that the aircraft. and more particularly to the red OEBs that must be applied before the ECAM procedure. 330-200F Applicable to: MSN 1004. the flight crew must also review all OEBs applicable to the aircraft.NORMAL OPERATIONS PRE START FLIGHT CREW TRAINING MANUAL A330/A340 After a TRANSIT STOP. 1032. ENV A330/A340 FLEET FCTM NO-020 P 4/16 15 JUN 10 . 1070 1 OBJECTIVES The objectives of the preliminary cockpit preparation are: • To ensure that all safety checks are performed before applying electrical power: ‐ Press the RCL pb on the ECAM control panel for at least 3 s to recall the ECAM cautions and warnings triggered during the previous flight ‐ Check the aircraft technical logbook and the MEL . for example. i. oil. Finally. SAFETY EXTERIOR INSPECTION Ident.0002001 / 09 JUN 10 Criteria: LR. PRELIMINARY COCKPIT PREPARATION. are the only steps to be completed for TRANSIT PREPARATION. items indicated by (*). and its surroundings. and COCKPIT PREPARATION. 1051. hydraulic and oxygen pressure: ‐ Press the HYD pb on the ECAM control panel to check the level of the three hydraulic circuits ‐ Press the ENG pb on the ECAM control panel to check the oil level of each engine (Refer to FCOM/STLO-SOP-04-C BEFORE WALK-AROUND . slats/flaps. Items that must be checked include: • Chocks in place • Doors status • Ground crew present • Aircraft environment PRELIMINARY COCKPIT PREPARATION   1 Ident. 1062. The flight crew must pay a particular attention to the red OEBs.e. SAFETY EXTERIOR INSPECTION. and parking brake.ECAM) ‐ Press the DOOR pb to check the oxygen pressure level • To check the position of the surface control levers. and adequately brief the cabin occupants (see below). to check the hydraulic level ‐ The ENG pb is pressed. ‐ The technical logbook and the MEL are checked at this stage. slide release) ‐ The location and use of emergency equipment and supplementary oxygen (automatic and portable) in the cabin ‐ The aural and visual cues that will alert cabin occupants in case of turbulence.e.0001001 / 25 JUN 08 Criteria: LR 2 Applicable to: MSN 0002-1003.: NO-020-00003989. ENV A330/A340 FLEET FCTM NO-020 P 5/16 15 JUN 10 . for example. oil. and parking brake. 1033-1049. 1071-1190 OBJECTIVES The objectives of the preliminary cockpit preparation are: • To ensure that all safety checks are performed before applying electrical power: ‐ The RCL pb is pressed for at least 3 s to display the cautions and warnings from the previous flight. BRIEFING TO CABIN OCCUPANTS Prior to departure.ECAM) ‐ The DOOR pb is pressed. hydraulic and oxygen pressure: ‐ The HYD pb is pressed. if an emergency occurs while some occupants are in the MDCC ‐ Any additional item required by National Authority regulation. When the oxygen pressure is below a defined threshold. the flight crew must adequately brief the cabin occupants on: ‐ The use of the two-way communication system between the flight deck and the cabin ‐ The use of emergency escape means (door opening.NORMAL OPERATIONS PRE START FLIGHT CREW TRAINING MANUAL A330/A340 OXYGEN The ECAM DOOR page displays the oxygen pressure. slats/flaps. an amber half box highlights the value. to check engine oil level (Refer to FCOM/STLO-SOP-04-C BEFORE WALK-AROUND . depressurization or smoke. PRELIMINARY COCKPIT PREPARATION Ident. and the applicable emergency instructions. to check the oxygen pressure level • To check the position of the surface control levers. 1063-1069. This advises the flight crew that the bottle should be refilled. 1052-1061. • To check the liquid levels i. and what cabin occupants actions are required in these cases ‐ The limitations and safety instructions that cabin occupants must observe to access the main deck cargo compartment (MDCC). 1005-1031. The flight crew should refer to the minimum flight crew oxygen pressure (Refer to FCOM/LIM-35 COCKPIT FIXED OXYGEN SYSTEM). The prolonged dispatch of the aircraft in such condition is not recommended. This advises the flight crew that the bottle should be refilled. a 10 bar low pressure in oleo. OXYGEN The ECAM S/D DOOR page displays the oxygen pressure. The objectives of the exterior inspection are: • To obtain a global assessment of the aircraft status. Typically.NORMAL OPERATIONS PRE START FLIGHT CREW TRAINING MANUAL A330/A340 During the Preliminary Cockpit Preparation. Any difference between the two main landing gears must be reported. and more particularly to the red OEBs that must be applied before the ECAM procedure. wear. When the oxygen pressure is below a defined threshold. The flight crew should refer to the minimum flight crew oxygen pressure (Refer to FCOM/LIM-35 COCKPIT FIXED OXYGEN SYSTEM). For example. ENV A330/A340 FLEET FCTM NO-020 P 6/16 15 JUN 10 .0001001 / 11 JUN 08 Criteria: LR Applicable to: ALL Standard Operating Procedures (SOP) outline the various elements that the flight crew must review in greater detail. leading to 60 mm oleo reduction. cracks) ‐ Safety pins are removed ‐ Brakes status (brake wear pin length with parking brake ON) ‐ Length of oleo. • To check the status of the essential visible sensors. turbine exhaust. engine cowl and pylon status ‐ Access door closed. EXTERIOR INSPECTION Ident. • To ensure that main control surfaces are in adequate position relative to surface control levers. decreases the tail clearance by approximately 1 ft. the flight crew must also review all OEBs applicable to the aircraft. AOA. engine drain mast. i. pitot and static probes. hydraulic lines. • To check that there are no leaks. or panels will be checked against the Configuration Deviation List (CDL) for possible dispatch. Any missing parts.e. an amber half box highlights the value. • To observe any possible abnormalities on the landing gear status: ‐ Wheels and tires status (cut.: NO-020-00003990. and any potential operational consequences. The prolonged dispatch of the aircraft in such condition is not recommended. The flight crew must pay a particular attention to the red OEBs. • To observe any possible abnormalities on the engines: ‐ Fan blades. provided that this data is published or available ENV A330/A340 FLEET FCTM NO-020 P 7/16 15 JUN 10 . In this case. 34-3176. 0658. 0724-0726. 0585-0600. 0561-0562. especially if flown outside radio NAVAID coverage with Aircraft not equipped with GPS. 0417-0421.0001001 / 11 JUN 08 Criteria: 34-3132. 0784. 0466-0467. 0614. 0905. 0799. 0607. and are normally used for initialization. 0446-0447. 0441-0442. 0915-0916. 34-3145. They are the airport reference coordinates. 0791. 0911. 1155. 0521-0522. 0879. 1183 ALIGNMENT At the beginning of the pre-flight checks. 0030-0048. The alignment takes approximately 10 min. 0678-0679. 0809. 0964-0965. INITIALIZATION The F-PLN origin airport coordinates are extracted from the FMS database. 0950-0951. 1097. 0661-0666. 0747. 0515. 0641-0643. 0838. 0570-0571. 0773-0774. 0372. 0625-0627. 0609-0610. 1133. and updating the IRS position to the position of the coordinates on the INITA page (usually airport reference coordinates). 1163. 34-4141. 0985. 0745. 1046. 0898. the crew should adjust the airport reference coordinates to the gate coordinates. 0958-0959. 0754-0755. 0699-0701. S16762. The fast alignment takes approximately one minute. 0908. 0850-0859. 0871. 0781-0782. 0620-0621. 0576. 0827-0828. 0928. 1094. 0261-0306. 0211-0236. 0832-0833. If a high navigation performance is desired. 0169-0173. 0749. 0648-0649. 34-4166. 0683.NORMAL OPERATIONS PRE START FLIGHT CREW TRAINING MANUAL A330/A340 ADIRS INITIALIZATION Ident. for long-range flights without GPS and without radio navigation updates. 1169. and must be completed before pushback (before any aircraft movement). 0814. 0887. LR 3 Applicable to: MSN 0002-0028. 0651-0652. 0690-0693. in order to start alignment. 0568. 0493-0494. 0469-0470. 0752. 0847. 0437-0439. 0573-0574. 0716-0718. 34-3165. 0720. 0786. 0954-0955. 0479-0480. 0581-0582. (i. 0668-0671. 0741-0742. if one of the ADIRS displays a residual ground speed greater than 5 kt. 1174-1177. 0695-0697. IN TRANSIT: ADIRS re-alignment is only necessary. 0712-0714. 0707. 0996. 0524-0536. 0739. 0737. 1061. the crew sets the ADIRS selectors to NAV. 0461-0463. 0175-0185. 0544-0559. 0769. 0501. 0945. 0895-0896. 0735. 0722. 0308-0309. 1036. 0423-0430. 0673-0675. 0085-0167. 0378-0382. 0392-0393. 1025. 1106. 0969. 0861-0862. 0518. 0050-0077. 0247-0259. 0935-0937. 0836. 0942. 0486-0487. 0913. 0238-0244. 0374-0375. 0892. 0889. 0450-0452. 0489-0491. 0758. 0940. 0476-0477. 0432-0435. 0079-0083. 0830. 0400-0415. then all back to ON within 5 s). S17750. 0578-0579. 0805-0806. 0931. 0728-0733. 0788. 0821-0824. 0802. 0980. 0483-0484. These coordinates appear on the MCDU INITA page. 0868. 0795-0796. 0602-0603. 0444. 0629-0636. 0709. 0645-0646. 1021. 1033. 0865-0866. 0459. 0817-0818. 0538-0539.: NO-020-00003985. 0187-0206. 0395-0398. It involves setting the ground speed to 0. 0496-0497. 0654-0656. 0472-0474. a rapid re-alignment should be performed on all 3 IRSs (by setting all the ADIRS to OFF. 0976. 0618. 0776-0778. 0384-0390. 0840-0843. 0320-0370. 0311-0318. A complete re-alignment is only recommended for Long-range flights. 0564-0565. 0208-0209. 0687-0688. or if low RNP operation is expected). 0541-0542. 0920. 0454-0456. 0504-0513.e. 0704-0705. 0460. In this case. the message may be cleared without realigning the IRSs. In most cases the ADIRS position and the airport position do not differ significantly. 0583-0584. 0495. 0575. 0803-0804. 0580. 0448-0449. Checking runway and SID display on the ND in comparison with the aircraft symbol representing the aircraft present position. 0566-0567. 0770-0772. (in order to avoid errors). 0560. 0740. 0723. to indicate that the ADIRS are in NAV mode. 0577. 0647. is a good way to check the global consistency of FMGS entries (Position and flight plan). 0373. 0376-0377. 0436. check the coordinates on the INITA page and compare them with: • The coordinates of the origin airport. which is not visible as long as GPS PRIMARY is available. 0492. 0084. ENV A330/A340 FLEET FCTM NO-020 P 8/16 15 JUN 10 . 0667. 0719. 0710-0711. the flight crew should use the slew keys successively for Latitude and Longitude. 0756-0757. 0514. 0440. 0783. 0475. 0637-0640. 0049. 0815. 0371. 0416. 0727. 0715. instead of inserting the coordinates on the scratchpad. 0519-0520. 0394. 0523. 0738. ADIRS INITIALIZATION Ident. 0800-0801. This occurs in transit. 0307. 0569. 0797-0798. "RESET IRS TO NAV" MCDU MESSAGE When the ADIRS are in NAV mode. 0608. 0779-0780. 0672. 0601. 0698. that the distance between IRS and FMS position is lower than 5 nm. and new origin airport coordinates are inserted. 0787. 0684-0686. 34-5008. 0657. 0516-0517. 0622-0624. 0748. 0819-0820. The crew will check on the POSITION MONITOR page. S16762. 0422. LR 4 Applicable to: MSN 0029. When performing the BEFORE START C/L. 0680-0682. 0604-0606. 0753. 0310.: NO-020-00003985. 0391. 0383. 0789-0790.NORMAL OPERATIONS PRE START FLIGHT CREW TRAINING MANUAL A330/A340 on board. 34-5032. the RESET IRS TO NAV message triggers. 0689. 0619. 0457-0458. 0736. 0478. (ARC or NAV mode. 0734. 0186. and does not re-align the ADIRS. when the flight crew enters a new CO-RTE. that are provided on the Airport chart. 0485. 0399. 34-4179. This will permit to detect any gross error for IRS initialization. 0702-0703. 0168. 0807. 0471. 0078. 0260. 0628. in order to detect a possible error in airport entry • The ADIRS position (IRS monitor page). 0174.0006001 / 11 JUN 08 Criteria: 34-3165. 0572. 0746. 0775. 0237. 0443. 34-4141. 0453. 0488. 0644. or enters a new FROM-TO airport pair on the INIT A page. 0810-0813. 0785. 0464-0465. 0540. 0537. 0207. 0498-0500. 0543. S17750. 0563. 0445. S16804. 0706. 0615-0617. 0611-0612. 0468. 0210. In this case. 0653. 0750-0751. range 10 nm) during taxi. 0694. 0319. 0759-0768. 0659. 0481-0482. the flight crew will check that the IRS IN ALIGN ECAM MEMO no longer appears. 34-5035. 0721. 0743-0744. 0792-0794. Therefore. 0245-0246. 34-3185. 0708. 0650. 0676-0677. 0502-0503. 0431. "RESET IRS TO NAV" MCDU MESSAGE When the ADIRS are in NAV mode. 1107-1132. after the pilot entered the FROM-TO city pair. 0867. 0977-0979. 0837. 0844-0846. The alignment takes approximately 10 min. It involves setting the ground speed to 0. This occurs. the crew sets the ADIRS selectors to NAV. 0981-0984. range 10 nm) during taxi. 1156-1161. since this fast alignment is usually completed before the crew enters the FROM-TO airport pair. 1178-1181. 0899-0904. 0914. 0869-0870. 1095-1096. 0929-0930. a rapid re-alignment should be performed on all 3 IRSs (by setting all the ADIRS to OFF. 0863. is a good way to check the global consistency of FMGS entries (Position and flight plan). (ARC or NAV mode. 1034-1035. When performing the BEFORE START C/L. Check the validity of the IRS initialization. before clearing this message. 1098-1105. 1135-1153. the crew will check that the IRS IN ALIGN ECAM MEMO has disappeared. 0970-0975. 1184-1190 A330/A340 ALIGNMENT At the beginning of the pre-flight checks. 0997-1020. Checking runway and SID display on the ND in comparison with the aircraft symbol representing the aircraft present position. In this case. 0956-0957. 0966-0968. 0860. 0888. 0921-0927. 0912. 0831. 0943-0944. 0881-0886. 1165-1168. 0952-0953. 0839. 0909-0910. 0897. when the crew performs a fast alignment. 0893-0894. 0834-0835. The fast alignment takes approximately one minute. These GPS coordinates are displayed on the MCDU INIT A page. 1037-1045. the RESET IRS TO NAV message triggers. 0960-0963. and must be completed before pushback (before any aircraft movement). if one of the ADIRS displays a residual ground speed greater than 5 kt. 1022-1023. 0873-0877. IN TRANSIT: ADIRS re-alignment is only necessary. 0848-0849. in replacement of the airport reference coordinates. 0946-0949. then all back to ON within 5 s). in order to start alignment. 0829. 0938-0939. INITIALIZATION The ADIRS are automatically initialized at the GPS position. ENV A330/A340 FLEET FCTM NO-020 P 9/16 15 JUN 10 . in transit. 0890-0891. 1026-1032. 1170-1173. and new origin airport coordinates are inserted. 1047-1060. 0932-0934. and updating the IRS position to the position of the coordinates on the INITA page (usually airport reference coordinates). 1062-1093. 0986-0995. as a confirmation that the ADIRS are in NAV mode.NORMAL OPERATIONS PRE START FLIGHT CREW TRAINING MANUAL 0825-0826. 0941. 0906-0907. 0917-0919. Glareshield 6.e PF. CM1.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL FLOW PATTERN The scan pattern varies. and when both pilots are seated: 5. PNF. and the areas of responsibility: 1. Center instrument panel 3. Overhead panel: Turn off any white lights 2. then performance data. or CM2.: NO-020-00003986. Pedestal 4.NORMAL OPERATIONS PRE START FLIGHT CREW TRAINING MANUAL A330/A340 COCKPIT PREPARATION Ident. Lateral consoles and CM1/CM2 panels Cockpit preparation flow patterne FMGS PROGRAMMING FMGS programming involves inserting navigation data. FMGS preparation. depending on the pilot status. ENV A330/A340 FLEET FCTM NO-020 P 10/16 15 JUN 10 . i. and cannot be changed • Magenta characters identify limits (altitude. The history wind is the vertical wind profile. that FMS will attempt to meet • Yellow characters indicate a temporary flight plan display • Amber characters signify that the item being displayed is important and requires immediate action • Small font signifies that data is FMS computed • Large font signifies manually entered data.NORMAL OPERATIONS PRE START FLIGHT CREW TRAINING MANUAL A330/A340 It is to be noted that: • Boxed fields must be filled • Blue fields inform the crew that entry is permitted • Green fields are used for FMS generated data. ENV A330/A340 FLEET FCTM NO-020 P 11/16 15 JUN 10 . that has been encountered during the previous descent and should be entered at this stage if it is representative of the vertical wind profile for the next flight. with available planned data for the flight: • DATA The database validity. The sequence-of-entry in the illustration above is the most practical. The flight crew will check that it corresponds to the real aircraft position. and PERF FACTOR must be checked on the STATUS page. the fields of the various pages must be completed correctly. NAVAIDs and waypoints (possibly stored in previous flight). (Refer to ADIRS INITIALIZATION part). speed or time). • INIT A The INIT A page provides access to aircraft present position. To obtain correct predictions. • RAD NAV The RAD NAV page is checked. according to the Computerized Flight Plan (CFP). it must be deselected on the MCDU DATA/POSITION MONITOR/SEL NAVAID page. If a NAVAID is reported on NOTAM as unreliable. The flight crew should also check the overall route distance (6th line of the F-PLN page). and any required NAVAID should be manually entered using ident.NORMAL OPERATIONS PRE START FLIGHT CREW TRAINING MANUAL A330/A340 • F-PLN The F-PLN A page is to be completed thoroughly including: ‐ The take-off runway ‐ SID ‐ Altitude and speed constraints ‐ Correct transition to the cruise waypoint ‐ Intended step climb/descents. a return to departure airfield or a routing to a take-off alternate. ENV A330/A340 FLEET FCTM NO-020 P 12/16 15 JUN 10 . the wind profile along the flight plan may be inserted using vertical revision through wind prompt. If time permits. versus CFP distance. • SEC F-PLN The SEC F-PLN should be used to consider an alternate runway for take-off. When the predictions are available. When a main parameter is referred to by the PF. The takeoff briefing should be relevant. or at a value defined by airline policy. The minimum value satisfies the first two criteria. the PNF should then cross check the information before the take-off briefing. The flight crew will update weight and CG on receipt of the load sheet. The crew may also check on the PROG page the CRZ FL. because the FMGS would begin to compute F-PLN predictions. The FMS uses the trip wind for the entire flight from origin to destination. and may be updated as required. if required. the crew may print the PREFLIGHT DATA. The maximum value satisfies the last one. The trip wind is an average wind component that may be extracted from the CFP. when the flight crew workload permits. the INIT B page is no longer available. When the FMGS has been programmed. concise and chronological. there are generally a minimum and a maximum one-engine-out acceleration altitude values. both flight crewmembers must crosscheck that the parameter has been set or programmed correctly. The one-engine-out acceleration altitude must: ‐ Be at least 400 ft above airport altitude ‐ Ensure that the net flight path is 35 ft above obstacles ‐ Ensure that the maximum time for takeoff thrust is not exceeded. Cockpit preparation has been completed and. The INIT B page should not be completed immediately after INIT A. Therefore. For example. Any value between those two may be retained. before engine start. The THR RED/ACC may be changed in the PERF TAKE-OFF page. The trip wind facility is available if the wind profile has not already been entered. if required. 5 TAKE-OFF BRIEFING The PF should perform the takeoff briefing at the gate . ‐ Checks fuel figures consistent with flight preparation fuel figures. and block fuel to initialize a F-PLN computation. The one-engine-out acceleration altitude is usually defaulted to 1 500 ft AGL. This print provides all the predictions that may be used during the initial part of the flight. • PERF The thrust reduction altitude/acceleration altitude (THR RED /ACC) are set to default at 1 500 ft. The flight crew should use the FUEL PRED page for weight and fuel data insertion.NORMAL OPERATIONS PRE START FLIGHT CREW TRAINING MANUAL A330/A340 • INIT B The flight crew: ‐ Inserts the expected ZFWCG/ZFW. MAX REC FL and OPT FL. The takeoff briefing covers the following: ENV A330/A340 FLEET FCTM NO-020 P 13/16 15 JUN 10 . This would slow down the entry procedure. The flight crew uses the PERF CLB page to pre-select a speed. The flight crew should consider the applicable noise abatement procedure. "Green Dot" speed for a sharp turn after take-off. After Engine start. Takeoff Perf Page TO RWY TO CONF FLEX / TOGA (1) (FOB on EW/D) (FLEX TOGA on MDCU) Continued on the following page ENV A330/A340 FLEET FCTM NO-020 P 14/16 15 JUN 10 . relevant OEB) NOTAMS Weather RWY conditions Use of ENG/Wing Anti Ice ENG Start Procedure Push Back Expected Taxi Clearance Use of Radar Use of Packs for Takeoff 2.INIT B Page Block Fuel (1) Estimated TOW Extra time at destination 3.Miscellaneous Aircraft type and model (Tail strike awareness) Aircraft technical status (MEL and CDL considerations.NORMAL OPERATIONS PRE START FLIGHT CREW TRAINING MANUAL A330/A340 Take off briefing with associated checks 1. after TO C/L.Takeoff Perf Page Continued from the previous page (V1. ENV A330/A340 FLEET FCTM NO-020 P 15/16 15 JUN 10 .Abnormal Operations In case of failure after V1: continue TO. no actions before 400 ft AGL except gear up reaching 400 ft AGL. SID. V2 (1) TRANS ALT THR RED / ACC Altitude Minimum Safe Altitude First assigned FL (1) Flight Plan description (1) RAD NAV (1) For any failure before V1: CAPT will call "STOP" or "GO" 3. immediate return . radar vector. accelerate and clean up ‐ Otherwise continue climbing until engine is secured (but not above EO maximum acceleration altitude) at green dot: OP CLB.NORMAL OPERATIONS PRE START FLIGHT CREW TRAINING MANUAL A330/A340 V1. the flight crew prints out the pre-flight data. status ENG OUT routing: EOSID.Flight Plan (altitude target in blue on PFD) (SID on MCDU FPLN page) (RAD NAV on ND) 5. VR. FMS UPDATING When the load and trim sheet is available. level off.. continue ECAM. (1) Items that must be cross-checked on the associated display. V2 on PFD) 4. ECAM actions reaching EO ACC altitude ‐ If the engine is secured. the flight crew: • Updates the ZFWCG/ZFW • Checks that the TOW is consistent with the load sheet • Checks the updated fuel figures • Changes the FLEX TEMP and the take-off speeds as required • Enters the THS position on the PERF TAKE OFF page When the predictions are available. MCT.. in order to maximize the visual segment. and not being able to make small. The eye-position indicator has two balls on it. This ensures that the pilot can accomplish flight maneuvers by moving the wrist instead of lifting the forearm from the armrest.: NO-020-00003991. to avoid increasing the cockpit cut-off angle. and full braking simultaneously on the same side. the aircraft is fitted with an eye-position indicator on the centre windscreen post. The flight crew should not sit too low. and consequently. MCDU USE When clear for start-up and taxi. During Low Visibility Procedures (LVP). increase the possibility of achieving the appropriate visual reference for landing as early as possible. it is important that the pilot's eyes are positioned correctly. when holding the sidestick. therefore reducing the visual segment. ENV A330/A340 FLEET FCTM NO-020 P 16/16 15 JUN 10 . The rudder pedals must then be adjusted to ensure the pilot can achieve both full rudder pedal displacement. the PF displays the MCDU PERF TAKE OFF page. These positions should be noted and set accordingly for each flight.NORMAL OPERATIONS PRE START FLIGHT CREW TRAINING MANUAL A330/A340 MISCELLANEOUS Ident. they indicate that the pilot's eyes are in the correct position. precise inputs. each pilot should adjust the outboard armrest. while the PNF displays the MCDU F-PLN page. When the balls are superimposed on each other.0001001 / 25 JUN 08 Criteria: LR Applicable to: ALL SEATING POSITION To achieve a correct seating position. The pilot's wrist should not be bent when holding the sidestick. After adjusting the seat. There should be no gaps between the pilot's forearm and the armrest. Symptoms of incorrect armrest adjustment include over-controlling. The armrest and the rudder pedals have position indicators. so that the forearm rests comfortably on it. 0582-0583. 0426. 0433-0436.NORMAL OPERATIONS START FLIGHT CREW TRAINING MANUAL A330/A340 INTRODUCTION Ident. 0566. 0924. 0406. 0630. 0204. 0537-0538. 0273-0274. 0520. 0929. 0775. 0449-0450. 0478. 0185-0187. Engine 1 and 2 should be started first. 0242-0243. 0325. 0757. 0993. 0467-0468. 0402. 0608. 0987. 0710. 0074-0076. 0347. 0715. 0145-0147. 0727. 0572. 0534.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL Engines usually start using the Automatic Starting function. one after the other with a slight delay (N2 about 10 %). 0611. 0051-0053. 0061. 0038-0044. 0117. 0318-0319. 0753. 0844. 0837. 0394-0395. 0779. 0643. 0846. 0018-0029. 0955. 0798. 0668. 0912. 0282. 0499. 0960. AUTOMATIC STARTING SEQUENCE Ident. 0245-0246. This function extends significantly the duration of engine life. 0894. 0685. 0972. 1102. 0617. 0235-0237. 0698. 0385. 0910. 0225. 0981. 0359. 0252. 0622. 0257. 0615. 0178-0180. 0424. 0103-0104. 0606. and takes appropriate action. 0492. 0719. 0399. an ENG START FAULT ECAM warning triggers. 0559-0563. 0270. However. 0554. 0233. 0543-0547. 0182. 0517. 0307. 0736. 0626. 0163-0164. 0128-0131. 0156-0161. 1079. 0585-0586. 0523. 0528. 0580. 0383. 0689. in order to allow a proper functioning of the NO Break Power Transfer function of the electrical generators. 0056-0058. 0429-0431. 0046-0049. 0933. 0329. to indicate that the flight crew must set the thrust levers to "idle". 0239. 0212-0218. 0321. 0598. the thrust increases above idle after engine-start. 1030. 0771. 0744. 0227-0228. the PF begins the start sequence by setting the ENG MASTER switches to ON. 0485. 0166-0170. 1017. 0848. 0331-0332. 0268. 0292. 0173-0176. 0363.0002001 / 19 DEC 08 Criteria: A340 1 Applicable to: MSN 0002-0011. 0651. 0201-0202. that supplies the parking brake accumulator. 0800. 0601. 1005. 0410-0411. 0804.: NO-030-00003994. 0761-0768. 0078-0081. 0371. 0540-0541. 0354-0355. 0327. 0278. 0263-0264. 0031-0035. 0442. 0387. 0220-0221. 0464. The Full Authority Digital Engine Control (FADEC) systems control this engine Automatic Starting function. 0302. 0199. 0604. 0790. 0681. 1091. 0902. 0575. 0829. 0123-0126. The flight crew should monitor the start sequence: • Start valve opens • N2 (or N3 for Rolls-Royce engines) increases • IGN A(B) • Fuel flow ENV A330/A340 FLEET FCTM NO-030 P 1/8 15 JUN 10 . 0672. 0453. 0376-0379. 0139. 0886. 0706. the ENG MASTER switches have to be set ON with a certain delay (Delta N2 about 10 %). 0577. 0646. 0154. When there is sufficient BLEED PRESS. 0474-0475. 0190. 0114-0115. 0917.: NO-030-00003993. 0304. and can result in a hazardous situation. 0740. 0531. 0297. 0793-0794. avoid electrical transients on computers and display units. 0352. 0590. 0624. 0413-0417. 0694. the FADECs are electrically-supplied. 0381. 0141-0142. 0390-0391. When the ENG START selector is set to "START". 0084-0085. 0953. 0196-0197. 0101. 0445-0447. 0088-0094. 1040. 0335. 0482-0483. 0897. 1122 The APU bleed allows to start two engines simultaneously. 0459-0460. 0783. 0373-0374. 0514. 0921. 0280. 0639. 0938. 0835. 0133-0137. 0556-0557. 0438. 0702. 0628. 0260. if engine parameters are exceeded. 0207-0208. 0748. 0192-0194. in order to pressurize the blue hydraulic system. If the thrust levers are not at "idle". 0013-0015. 0787. 0488. and therefore. 0870. 0812. However. 0063. 0440. 0310. 0495. 0619. 0677. 0149-0152. 0367. 0457. 0470-0471. 0723. The thrust levers must be confirmed at "idle" before engine-start. 0569. 0210. 0097. 0616. 0293-0296. 0847. 0631-0638. 0669-0671. 0493-0494. 0707-0709. 0454-0456. 0741-0743. 0607. 0177. 0261-0262. 1006-1016. 0448. 0584. 0353. 0153. 0472-0473. 0322-0324. 0303. 0939-0952. 0849-0869. 0132. 0368-0370. 0412. 0813-0828. 0776-0778. 1103-1120. 0529-0530. 0699-0701. 0484. 0515-0516. 0050. 0652-0667. 0791-0792. 0425. 0299-0301. 0195. ENV A330/A340 FLEET FCTM NO-030 P 2/8 15 JUN 10 . 0386. 0625. 0678-0680. 0086-0087. 0138. 0518-0519.: NO-030-00003994. in order to pressurize the blue hydraulic system. 0037. 0479-0481. 0612-0614. 0356-0358. 0191. 0961-0971. 0605. 0609-0610. 0308-0309. 0690-0693. 0275-0277. 0388-0389. 0333-0334. 0375. the FADECs are electrically-supplied. 0361-0362. 0629. 0644-0645. 0716-0718. 0269. the PF begins the start sequence by setting the ENG MASTER switch to ON. 0258-0259. 0911. 0673-0676.NORMAL OPERATIONS START FLIGHT CREW TRAINING MANUAL A330/A340 • • • • • EGT N1 Oil pressure increases Start valve closes IGN indication off (Refer to FCOM/STLO-SOP-08 AUTOMATIC ENGINE START ). 0311-0317. 0758-0760. 0116. 0238. 0396-0398. 0209. 0602-0603. preferably engine 1 first. 0524-0527. 0954. 0539. When the engine is at idle. 0461-0463. 0203. 0728-0735. 0392-0393. 1041-1078. 0102. 0745-0747. 0845. 0925-0928. 0695-0697. 0578-0579. 0427-0428. 0171-0172. that supplies the parking brake accumulator. 0222-0224. 0443-0444. 0326. 0720-0722. 0140. 0328. 0465-0466. 0198. 0799. 0682-0684. 0271-0272. 0576. 0548-0553. 0795-0797. 0062. 0564-0565. 0573-0574. 0973-0980. 0247-0251. 0772-0774. 0181. 0098-0100. 0647-0650. 0234. 0784-0786. 0082-0083. 0211. 0627. 0253-0256. 0555. 0403-0405. 0095-0096. 0956-0959. 0330. or when AVAIL is displayed. 0162. 0384. 0903-0909. 0407-0409. 0618. 0439. 0337-0346. 0320. 1031-1039. 0703-0705. 0200. 1018-1029. 0205-0206. 0581. AUTOMATIC STARTING SEQUENCE Ident. 1123-1190 The engines are started in sequence. 1093-1101.0001001 / 19 DEC 08 Criteria: A330 2 Applicable to: MSN 0012. 0265-0267. 0017. 0486-0487. When the ENG START selector is set to "START". 0780-0782. The flight crew should monitor the start sequence: • Start valve opens • N2 (or N3 for Rolls-Royce engines) increases • IGN A(B) • Fuel flow • EGT • N1 • Oil pressure increases • Start valve closes • IGN indication off (Refer to FCOM/STLO-SOP-08 AUTOMATIC ENGINE START ). 0724-0726. 0521-0522. 0155. 0558. 0030. 0930-0932. 0226. 0934-0937. 0988-0992. 0348-0351. 0871-0885. 0994-1004. 0749-0752. 0437. When engines 1 and 2 are at idle. 0469. 0400-0401. or when AVAIL is displayed. 0143-0144. 0838-0843. 0769-0770. 0476-0477. 0600. 0418-0423. 0183-0184. 0918-0920. 0064-0073. 0805-0811. 0620-0621. 0458. 0188-0189. 0219. 0451-0452. 0898-0901. 0587-0588. 0567-0568. 0059-0060. 0106-0113. 0711-0714. 0148. 0279. 0045. 0737-0739. 0623. 0432. 0305-0306. 0118-0122. 0382. 1080-1090. 0372. 0496-0498. 0380. 0127. 0542. 0591-0597. 0640-0642. 0281. 0500-0513. When there is sufficient BLEED PRESS. 0244. 0913-0916. 0283-0291. 0887-0893. 0364-0366. 0535-0536. the PF can start engines 3 and 4. 0895-0896. 0922-0923. 0982-0986. 0229-0232. 0054-0055. 0570-0571. 0165. 0836. the PF can start engine 2. 0801-0803. 0077. 0830-0834. 0441. 0240-0241. 0788-0789. 0686-0688. 0489-0491. 0754-0756. 0532-0533. 0234. 0369. 0437. 0255-0256. 0119-0120. 0303. 0780-0782. 0927. 0275. 0444. 0062. FF about 580 kg/h-1 280 lb/h. 0889-0890. 1054-1055. 0109. 0118. 0262. 0454. 0219. 0248. 0132. 0683. 1034.: NO-030-00003996. 0077. 0250-0251. 0386. 0425. 0536. g. 0610. 0427. 0629. 0591. 0261. 0631. 0267. 0484. 0832-0833. 0299-0300. 0758. 0785-0786. 0815. 1151. 0796. 0609. 0315. 0271. 330-200. ENV A330/A340 FLEET FCTM NO-030 P 3/8 15 JUN 10 . When the ENG START selector is set to NORM. 0666. 0741. 0642. 0501. 0316. 0968. 0525-0527. 0633. 0772. 0328. 0701. to avoid engine ingestion of exhaust gas. 0836. 0496-0497. 0645. 0177. 0640. 0418-0421. 0400-0401. 0676. 0279. 0876. 330-300 3 Applicable to: MSN 0050. 0253. 0579.: NO-030-00003996. 0549-0550. 0064-0069. 0673. 1096. 0165. 0071. 0407-0409. 0372. 0060. 0382. 0293. 0144. 0388. 0687-0688. 0850-0852. 0121. cranking after hot start). 0102. 0181. 0476. 0784. 0970. 0017. 0281. 0795. 0674. 0866-0868. 0326. 0875. 0873. 0361-0362. 0735. 0576.015. 0398. 0288-0291. 1021. 0082. 0911. the packs return to the OPEN position. 1059. 0116. 0977. 0891. 0305. 0113. 0301. N2 about 59 %. 0095-0096. 0195. 0552. 0111. 0143. 0265-0266. 0773. 0869. 0658. 0620-0621. AVERAGE IDLE ENGINE PARAMETERS Ident. 0370. 0568. 0295. 0348-0349. 0654. 0632. N1 about 23 %. 0107. 0532. 0879-0881. 0353. 0153. 0690. 0342-0343. 0249. AVERAGE IDLE ENGINE PARAMETERS Ident. 0722. 0127. 0865. 0662. 0322-0324. 0578. 0247. 0949. 1112. 0311. 0845. 0308. 0396. 0100. 0244. 0313-0314. 0648-0649. 0106. 1031. 0665. 0494. 0083. 0404-0405. 0505. 0839-0840. 0294. 0652. 0669-0670. 0098-0099. 0663. 0491. 0597. 0708.0005001 / 27 MAR 08 Criteria: PW. 0320. 0799. 0238. 0570. 0368. 0461-0462. 0696. 0110.: NO-030-00003995. 0312. 0380. 0679. 0854-0855. 0533. 330-200. 1042. 0162. 0206. 0229-0232. 0258-0259. 0827-0828. 0122. 0716-0717. 0965. 0276-0277. 0317. 0943. 0451-0452. 0756. 0148. 0087. 0138. 0600. 0512. 0392-0393. 0830. 0209. the flight crew must use the ECAM as usually done. 0551. 0692. 0724. 0776-0777. 0346. 0365. 0565. 0588. 0728-0732. 0455-0456. 0344-0345. 0283-0287. 0539. 0515. 0493. 0750-0751. 0548. 0614. EGT about 320 °C. 0384. 1129. 0797. 0358. 1001-1002. 0635-0636. 0226. 0403. 0518. 0072-0073. 0340. 0618. 0334. 0718. 0726. 0155.NORMAL OPERATIONS START FLIGHT CREW TRAINING MANUAL A330/A340 AFTER ENGINE START Ident. 1039. 0479-0480. 0490. 0296. 0509. 0366. 0817. 0713. 0524. 0375.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The flight crew should check the relative engine vibration level. 0423. 0806. 0874. 0788. 0333. 0428. 0171-0172. 1133.0007001 / 27 MAY 10 Criteria: RR. 0818. 0240-0241. 1155 As soon as the engine-start is complete. 0306. 0625. 0824. 0802-0803. 0737. 1116-1118. 0432. 0656. 0860. 0946. 0822. 0439. 0939. 0389. 0337-0338. 0581. 0979. 0961-0962. 330-300 4 Applicable to: MSN 0012. 0356-0357. 0350-0351. 0821. 0720. 0778. 0254. 0627. 0709. 0739. 0843. 0112. 0140. 0857-0859. 330-200F. APU Bleed should immediately be turned off. 0664. 0542. 0807-0810. 1019. This would interrupt the FADEC protective actions (e. At ISA sea level: EPR about 1. 0884. If the start is not successful. 0759. 0862-0863. the flight crew should check the stabilized parameters. 0364. 0791. 0529. 0412. and avoid instinctively selecting the ENG MASTER switch to OFF. 0222-0224. 0309. 0469. 0973-0975. 0871. 0634. 1094. 1041. 1044-1053. 1035. 0211. 1037-1038. 0971. 0948. 0330. 1023-1025. 0302. 1000. EGT about 400 °C. 0760. 0097. 0182. 0976. 1014-1016. 0823. 0655. 0793. 0825-0826. 0707. 1007. 0789. 0922. 1008-1012. 0477.0001001 / 27 MAY 10 Criteria: CFMI. 0882-0883. 0923. 0459. 0553. 1043. 0051-0053. 0584. 0733-0734. 0918. 0571. 0327. 0269. 0045. 1078. N2 about 47 %. 1062-1066. 0841-0842. 0913. 0201-0202. 0994. 0500. 0054-0055. 0947. 0650. 0268. 0190. 0651. 0519. 0103-0104. 0443. 0225. 0926. 0659-0661. 0980. 1183 As soon as the engine-start is complete. 0646. 0699-0700. 0325. 0530.: NO-030-00003996. 0272. 0898-0901. 1058. 0675. 0335. 0711-0712. 0986. 0963-0964. 0128-0131. 0641. 0429-0430. AVERAGE IDLE ENGINE PARAMETERS Ident. 0233. 0086. 0163-0164. 0252. 0598. 0559. 1057. 0056-0058. 0684. 0442. 0101. 0544-0546. 0697. 0691. 0593-0595. 0813-0814. 0528. 0556. 0273-0274. N2 about 60 %. 0982-0984. 0446-0447. 0270. N3 about 63 %. 0185-0187. 1114. 0297. 0470. ENV A330/A340 FLEET FCTM NO-030 P 4/8 15 JUN 10 . FF about 550 kg/h-1 210 lb/h. 0046-0049. 0038-0044. 0978. EGT about 380 °C. 0483. 0149-0152. 0070. 1080-1087. 1161. 1003-1004. 0474. 0941-0942. 0847. 0925. 0191. 0210. 0013-0015. 0877. 0905-0906. 0693. 0805. 0178-0180. 0207-0208. 0352. 0424. 0031-0035. 1135. 0074-0076. 0686.015. 0680. 0657. 0278. 0954. 1060. 0402.NORMAL OPERATIONS START FLIGHT CREW TRAINING MANUAL 0895-0896. 0145-0147. 0678. 0448. 1020. 1061. 0774. 0397. 0931-0932. 0465-0466. 0792. 0668. 0463. 0139. 1107-1110. 0800. 1067. 0745-0747. 0280. 0141-0142. 0573-0574. 0486-0487. 0955 7 As soon as the engine-start is complete. At ISA sea level: N1 about 23 %. 0084-0085. 0997-0998. 0204. 0885. the flight crew should check the stabilized parameters. 1097-1101. 0438. 0892-0893. 0318-0319. 0861. 1103-1105. 0399. 0192-0194. 1130-1132. 1153. 0203. 0367. FF about 300 kg/h-660 lb/h. 0903. 0413-0415. 1124-1127. 0714. 0196-0197. 0458. 0339. 0643. 0752. 0381. 0200. 0257. 0481. 330-200. 1137-1150. 340-300 Applicable to: MSN 0002-0011. 0682. 0205. 0904. 0235-0237. 0489. 0387. 0940. 0212-0218. 0811. 0754-0755. 0498. 0585. 0078-0081. AVERAGE IDLE ENGINE PARAMETERS Ident. 0037. 1120. 0390. 0966-0967. 0239. 0928. 0582. 0919. 0422. 0725. 0930. 0801. 0538. 0590. 0956. 0433-0435. 0554. the flight crew should check the stabilized parameters. 0742-0743. EGT about 360 °C. 0853. 0671. 0602-0603. 0969. 0535. 1170-1172. 0227-0228. N2 about 63 %. 0950-0951. 0623. 0373-0374. 0063. 0282. 0198. 0242-0243. 0310. 0061. 0516. 0385. 0985. 0406. 0558. 0260. FF≈ about 820 kg/h-1 800 lb/h. 0838. 0914. 0513. 0188-0189. 0612. 0506-0508. 0521-0522. 1088. 0154. 330-300 6 Applicable to: MSN 0030. 1169. 0616. 1022. 0363. 0667.: NO-030-00003996. 1095. 0304. 0887-0888. 0450. 0908-0909. 0644. 0647. 0555. At ISA sea level: EPR about 1. 0123-0126. 0510-0511. 0999. 0564. 0245-0246. 0183-0184. 0220-0221. 0835. 0738. 0354-0355. 1178-1181. 0173-0176. 0018-0029. 1106. 0957-0959. 1089-1090.0003001 / 27 MAR 08 Criteria: GE. 0834. 0934. 1032-1033. 0587. 0637-0638. 0441. 0920. 1018. 0938. 0395. 0059. 1123. 0844. 0117. 1026-1029. 0502-0504. 0329. 0721. 0292. 0472-0473. 0921. 0156-0161. 0561-0562. 340-200. 0359. 0605. 0995. 0377-0379. 0952. 0467. 0769-0770. 0567. 0331-0332. 0749. 0307. 0996. 0263-0264. 1163-1168. 0831. 0321. 0347. 1093. 1013. N1 about 23 %. the flight crew should check the stabilized parameters. 0114-0115. 0411. 1006. 0199. 0166-0170. 1173-1177. 0695. 0915-0916. At ISA sea level: N1 about 20 %. 0541. 1184-1190 5 A330/A340 As soon as the engine-start is complete. 1036. 1156-1160. 0945. 0088-0094. 1069-1077. 0907. 0607. 0935-0937. 0133-0137. 0944. 0653. 0849. 0819-0820. 0988-0992. 0703-0705. N3 about 59 %. 0897. 0972.0001001 / 21 APR 08 Criteria: LR Applicable to: ALL The flight crew should only perform a manual start if: • The EGT margins are low • The residual EGT is high • A dry crank is performed. 0727. 0540. 0848. FF about 480 kg/h-1 040 lb/h. 0577. 0601. 1005. 0572. 0706.: NO-030-00003997. 0426. 0468. N2 about 48 %. 0583. 0534. The FADEC has limited control over the manual start process. 0685. 0771. 0391. 0436.MANUAL ENGINE START PROCEDURE before starting a manual engine start.0008001 / 27 MAY 10 Criteria: RR. 0783. 1079. must be observed. 0604. 0639. ENV A330/A340 FLEET FCTM NO-030 P 5/8 15 JUN 10 . 0981. N1 about 17 %. 0993. 0744. 0563. 0495. 0464. 0394. 0531. It ensures that the engine start valve closes at 50 % N2. 0499. 0794. ENGINE START MALFUNCTION Ident. 0485. 0586. 0933. 0677. It may be appropriate to perform a manual start in high altitude operations. 0787. 0537. 0779. 0376. 0488. 0482.NORMAL OPERATIONS START FLIGHT CREW TRAINING MANUAL A330/A340 AVERAGE IDLE ENGINE PARAMETERS Ident. 0894. 0846. 0953. 0694. 0698. 0740. 0630. and generates an associated warning when necessary. 0475. 0410. 1017. 0715. 0457. 0748. 0492. 0886. 0626. 0837. 0543.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL Following an aborted engine start. 0761-0768. 0460. 0790. 0753. 0987. 0902. 0445. 0580.: NO-030-00003998. 0804. 0672. 0453. 0383. The MANUAL ENGINE START procedure is a "read and do" procedure. 0606. 1040.: NO-030-00003996. 0757. 0416-0417. 0514. 340-600 8 Applicable to: MSN 0371. 0719. 340-500. 0560. 0775. 0608. 0723. 0624. 0812. 0870. 0449. 0910. MANUAL ENGINE START Ident. 0798. 1102. 1122 9 As soon as the engine-start is complete. At ISA sea level: EPR about 1. 0615. 0617. or after an aborted engine start. 0736. the crew will consider an engine dry cranking prior resuming a new engine start attempt. the flight crew should check the stabilized parameters. 0478. 0628. It monitors engine parameters. 0681. 0547. 0829. 0523.00. 0517. 0929. 0917. 0622. EGT about 380 °C. 0912. 1030. 0960. 0440. 0689. 0569. 0566. 0924. 0471. Starter limitations. 0619. 0431.Refer to FCOM/PRO-SUP-70-A MANUAL ENGINE START . 0575. 0611. Refer to FCOM/LIM-70 STARTER. 0557. 0710. 1091. 0520. 0702. 0001001 / 26 JUN 08 Criteria: LR Applicable to: ALL When the engines have started.ENG START SELECTOR) before setting the thrust lever to high power. If the ground crew reports a tailpipe fire. The warm-up can include any taxi time at idle. and in order to avoid thermal shock of the engine. or an oil leak in the low-pressure turbine. the flight crew must perform the following actions: • Shut down the engine (MASTER switch set to OFF) • Do NOT press the ENG FIRE pushbutton • Crank the engine. the PF sets the ENG START selector to NORM to permit normal pack operation. At this time. as it will not extinguish an internal engine fire. A tailpipe fire is an internal fire within the engine. the After Start Flow Pattern begins. and bleed air is not readily available. this would stop power to the FADECs. the engine must be ventilated.0001001 / 28 MAY 08 Criteria: LR Applicable to: ALL An engine tailpipe fire may occur at engine-start. the APU bleed.: NO-030-00003999. or external pneumatic power (Set ENG START selector to CRANK.: NO-030-00004000. then set the MAN START switch to ON). the engine should be operated at idle or near idle (Refer to FCOM/STLO-SOP-09-A AFTER START . ENGINE WARM-UP PERIOD Ident. and may be the result of either excess fuel in the combustion chamber. If the ground crew reports a tailpipe fire.NORMAL OPERATIONS START FLIGHT CREW TRAINING MANUAL A330/A340 It is recommended that the flight crew use the stopwatch to ensure that the starter engagement time remains within the limits. The fire extinguisher must not be used. by using either the bleed of the opposite the engine. AFTER START FLOW PATTERN Ident. and would stop the motoring sequence. No critical areas are affected. TAILPIPE FIRE Ident. Do NOT use the ENG FIRE pushbutton.: NO-030-00003992. ENV A330/A340 FLEET FCTM NO-030 P 6/8 15 JUN 10 . a ground fire-extinguisher should be used as last resort: Chemical or dry chemical powder causes serious corrosive damage to the engine.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL After engine-start. As a first priority. NORMAL OPERATIONS START FLIGHT CREW TRAINING MANUAL A330/A340 ENV A330/A340 FLEET FCTM NO-030 P 7/8 15 JUN 10 . NORMAL OPERATIONS START FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM NO-030 P 8/8 15 JUN 10 . The relationship between tiller deflection and nosewheel angle is not linear and the tiller forces are light. and maintained for enough time to enable the pilot to assess the outcome. Excessive thrust application can result in exhaust-blast damage or Foreign Object Damage (FOD). keeping a hand on the tiller. when the centerline is lined-up between the PFD and ND. THRUST USE Only a little power is needed above thrust idle. TILLER AND RUDDER PEDALS USE Pedals control nosewheel steering at low speed (± 6 ° with full pedal deflection).0001001 / 30 MAY 08 Criteria: LR Applicable to: ALL Before taxi. to ensure that steering is fully available. STEERING TECHNIQUE The Nosewheel steering is "by-wire" with no mechanical connection between tiller and the nosewheel.: NO-040-00004001. On straight taxiways. in order to get the aircraft moving (N1≈ 40 %). Therefore. ENV A330/A340 FLEET FCTM NO-040 P 1/12 15 JUN 10 . Being over-active on the tiller will cause uncomfortable oscillations. tiller deflection vs nosewheel steering angle Therefore. the pilot must use the tiller. Thrust should normally be used symmetrically.NORMAL OPERATIONS TAXI FLIGHT CREW TRAINING MANUAL A330/A340 TAXI ROLL AND STEERING Ident. on straight taxiways and on shallow turns. the aircraft is correctly aligned on the centerline. In sharper turns. Any correction should be small and smooth. the pilot can use the pedals to steer the aircraft. the PF should move the tiller smoothly and maintain the tiller's position. check that the amber "NWS DISC" ECAM message is off. Asymmetric thrust can be used to initiate a tight turn and to keep the aircraft moving during the turn. because excessive thrust will be required to start the aircraft moving again. a turn must be initiated before an obstacle approaches the obscured segment.NORMAL OPERATIONS TAXI FLIGHT CREW TRAINING MANUAL A330/A340 Correctly Following the Centerline If both pilots act on the tiller or pedals. The flight crew should be aware that the main gear on the inside of a turn will always cut the corner and track inside of the nosewheel track. with symmetric thrust and no differential braking. This provides both wing and tail clearance. If nosewheel lateral skidding occurs while turning. For this reason. ENV A330/A340 FLEET FCTM NO-040 P 2/12 15 JUN 10 . Avoid stopping the aircraft in a turn. the cut-off angle is 20 °. When the seating position is correct. and the visual ground geometry provides an obscured segment of 53 ft (16. their inputs are added until the maximum value of the steering angle (programmed within the BSCU) is reached. over-steer must be used. During taxi. reduce taxi speed or increase turn radius.15 m). NORMAL OPERATIONS TAXI FLIGHT CREW TRAINING MANUAL A330/A340 Oversteering technique When exiting a tight turn. Anticipation is required to ensure that asymmetric thrust is established before the turn is commenced [50 % N1 or 1. the aircraft speed is limited to 7 kt and nosewheel steering can be used. • When CM1 assesses to be physically over the runway edge. the aircraft speed should be less than 10 kt. to maintain a continuous speed of approximately 8 kt throughout the maneuver.05 EPR]. with one tire deflated. Additionally. and turn left to establish a 20 ° divergence from the runway axis (using the ND or the PFD). In the event that one or more tires is/are deflated on the main landing gear. the aircraft speed is limited to 3 kt and nosewheel steering angle should be limited to 30 °. 180 ° TURN For turn of 180°. the maximum permitted steering angle will be limited by the aircraft speed. The maximum ground speed is 10 kt. Therefore. smoothly initiate a full deflection turn to the right • Asymmetric thrust will be used during the turn. the following procedure is recommended for making a turn in the most efficient way. the PF should anticipate the steer out. the PF should allow the aircraft to roll forward for a short distance to minimize the stress on the main gears. It is a good practice that the CM2 calls the GS from ND while in turn ENV A330/A340 FLEET FCTM NO-040 P 3/12 15 JUN 10 . With two tires deflated. For turns of 90 ° or more. For the CM1 • Taxi on the right-hand side of the runway. • It is essential to keep minimum ground speed during the turn in order not to need to increase the thrust too significantly so as not to get stuck. 0779. 0586. 0440. 0987.: NO-040-00004002. • On wet or contaminated runway. 0677. 0870. 0391. 0790. 0744. 0736. 0575. 0376. 0981.0001001 / 27 MAR 08 Criteria: S15139 1 Applicable to: MSN 0371. 0523. 0804. 0531. 0787. 0583. 0468. The magenta squares on the upper TACS display. 0416-0417. that the aircraft's environment is clear of obstacles. 0410. 0672. 0829. 0383. The TACS can assist the flight crew during pushback: The flight crew is able to see and check that the tow truck is connected. 0761-0768. 0748. 0897. 0794. 0929. 0604. 0449. 0431. 0615. help the flight crew initiate turns with a correct over-steer. 0482. 0837. and that the ground crew personnel is in the appropriate position. 0846. 0702. more specifically when turning on the runway white or yellow painted marking. 0488. 0924. 0606. 0715. 0436. In addition. 0993. 0426. 0689. 0630. 0514. a braked pivot-turn is NOT permitted (i. the procedure is symmetrical (taxi on the left hand side of the runway). 0727. When the turn is established. 1030. 0953. 0547. 0517. 0812. 1040. 0753. 0460. 0569. For the CM2. ENV A330/A340 FLEET FCTM NO-040 P 4/12 15 JUN 10 . 0972. 0534. 0617. 0771. 1005. 0557. 0540. and of verifying the aircraft's position relative to the ground track. 0706. the aircraft is correctly turning if the wing root continues over the yellow line. 0710. 1122 The Taxi Aid Camera System (TACS) is designed to assist the flight crew by determining the nose and main gear position before and during taxi. 0619. 0719. 0580. 0577. 0798. 0475. 0783. 0848. 0740. braking to fully stop the wheels on one main gear). 0681. 1017. to prevent stress on the landing gear assembly. 0622. 0757. tight turn lead to jerky rides of the nose wheel which are noisy and uncomfortable.e. 0601. Aircraft dimensions TAXI CAMERA Ident. 0566. 1079. 0453. 0495. 0537. 0626. 0723. 0960. 0639. Looking out of the cockpit window remains the primary means of determining when to initiate turns. 0543.NORMAL OPERATIONS TAXI FLIGHT CREW TRAINING MANUAL A330/A340 • Differential braking is not recommended. 0933. 0538-0539. 0395-0409.: NO-040-00004005. 0627. and is an MEL "GO" item. 0954-0959. 0418-0425. 0780-0782. 0769-0770. the PF should set the Parking Brake to "OFF".NORMAL OPERATIONS TAXI FLIGHT CREW TRAINING MANUAL A330/A340 Use of TACS During taxi. ENV A330/A340 FLEET FCTM NO-040 P 5/12 15 JUN 10 . 0581-0582. The PNF should also check the triple brake indicator to ensure that brake pressure drops to zero. 0564-0565. 0605. 1031-1039. 0629. 1041-1078. 0567-0568. 0620-0621. 0911. 0776-0778. 0609-0610. the flight crew can monitor how close the wheels are to the edges of the runway. 0570-0571. 0558-0559. 0432-0435. 0703-0705. 0682-0684. to ensure that the aircraft slows down. 0500-0513. 0758-0760. 0561-0562. 0699-0701. 1093-1101. 0805-0811. 0724-0726. 1006-1016. 0483-0484. the PF should check the efficiency of the normal braking system by gently pressing the brake pedals. 1103-1120. 0887-0893. 0871-0885. This indicates a successful changeover to the normal braking system. 0695-0697. 0446-0448. 0461-0463. 0573-0574. 0489-0491. 0961-0971. 1123-1190 When cleared to taxi. 0898-0901. flight crew must primarily refer to external cues. 0795-0797. 0521-0522. 0640-0671. 0479-0481. 0476-0477. 0607. 0427-0430. by referring to the bottom TACS image. BRAKE CHECK Ident. 0690-0693. 0524-0530. 0544-0546. 0849-0869. 0754-0756. 0728-0735. 0813-0828. 0584-0585. The TACS is merely a tool that assists the flight crew. 1080-1090. 0711-0714. 0437-0439. 0791-0793. 1018-1029. 0372-0375. 0673-0676. 0903-0909. 0930-0932. To correctly turn and taxi. 0994-1004. 0454-0456. 0741-0743. 0772-0774. 0377-0382. 0472-0474. 0623. 0749-0752. 0411-0415. 0678-0680. 0518-0519. 0532-0533. 0618. 0784-0786. 0838-0845. 0988-0992. 0686-0688. 0973-0980. 0625. 0602-0603. When the aircraft starts to move. 0830-0836. 0493-0494. 0486-0487. 0631-0638. 0745-0747.0001001 / 27 MAR 08 Criteria: LR 2 Applicable to: MSN 0002-0370. 0465-0467. 0384-0390. 0895-0896. 0799-0803. 0548-0556. 0716-0718. 0535-0536. 0441-0444. 0918-0923. 0982-0986. 0576. 0578-0579. 0934-0952. 0925-0928. 0707-0709. 0496-0498. 0469-0470. 0616. 0458-0459. 0587-0600. 0515-0516. 0392-0393. 0788-0789. 0541-0542. 0913-0916. 0720-0722. 0847. 0450-0452. 0737-0739. 0612-0614. 0829. 1040. 0453. 0775. 0485.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL Carbon brake wear depends on the number of brake applications and on brake temperature. 1122 When cleared to taxi. 0771. The temperature at which maximum brake wear occurs depends on the brake manufacturer.0001001 / 28 MAY 08 Criteria: LR Applicable to: ALL The FCOM limits brake temperature to 300 °C before takeoff is started. 0475. ENV A330/A340 FLEET FCTM NO-040 P 6/12 15 JUN 10 . 0492. 0698. 0464. 1091. When the aircraft starts to move. 0685. 0606. any hydraulic fluid. 0723. LR. 0798. 0794. 0436. 0431. 0981. 0394. 0706. 0619. 0457. 0897. 0601. 0689. 1102. 0531. 0924.: NO-040-00004005. or the duration of the braking. 0391. 0586. 0628. 0779. 0812. 0611. and with no ATC or other ground traffic constraints. 0426. 0702. 0543. 0440. 340-500. 340-600 3 Applicable to: MSN 0371. H15352. 0523. 0761-0768. 0580. 0987. 0460. 0837. straight taxiways. 0972. 0953. 0912. 0617. 1079. the PF should set the Parking Brake to "OFF". will not be ignited in the wheelwell. 0748. 0719. 0790. 0468. 0929. 0517. 0917. 0694. 0672. 0499. This limit ensures that. 0563. 0495. 0710. 0622. 0557. CARBON BRAKE WEAR Ident. and should then use one smooth brake application to decelerate to 10 kt. 0449. 0566. It does not depend on the applied pressure. the PF should check the efficiency of the normal braking system by gently pressing the brake pedals. 0736. 0846. 0753. 0870. 0482.: NO-040-00004007. 0933. 0993. 0848. 0383. 0630. 1030. 0910. Therefore.NORMAL OPERATIONS TAXI FLIGHT CREW TRAINING MANUAL A330/A340 BRAKE CHECK Ident. 0624. 0886. 0537. 0410. the only way the pilot can minimize brake wear is to reduce the number of brake applications. 0540. 0569. 0572. TAXI SPEED AND BRAKING Ident. 0757. The PF should not "ride" the brakes. 0376. This limit does not ensure that. 0902. 0740. 0547. 0534. 1005. 0608. that may come into contact with the brake units. 0583. BRAKE TEMPERATURE Ident. 0416-0417. 0445. 0575. 0681. The GS indication on the ND should be used to assess taxi speed. 0727.: NO-040-00004008. 0604.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL On long. 0615. 0804. 0478. 0577. 0960. 0471. 0514.: NO-040-00004006. 0677. 1017. 0787. 0639. the maximum brake energy limitation will be respected. 0744. 0560. 0626. 0715. the PF should allow the aircraft to accelerate to 30 kt. 0894. in the case of hydraulic fluid leakage. 0783. in the case of a high energy rejected takeoff. 0488. 0520.0005001 / 27 MAR 08 Criteria: 32-5029. Therefore. 0014. the flight crew should be aware that the Parking Brake can. Therefore.0001001 / 28 MAY 08 Criteria: LR 4 Applicable to: MSN 0004-0012.: NO-040-00004010. BRAKE FANS  Ident. before takeoff. 0115-0163. the indicated brake temperature will be significantly lower than the indicated brake temperature when the brake fans are off. the flight crew should refer to the indicated brake temperature. the use of brake fans  can increase oxidation of the brake surface hot spots. carbon oxidation will increase. if the brakes are not thermally equalized. as soon as the brake fans are switched on. the indicated brake temperature decreases almost instantaneously. and the brake temperature sensor. in order to avoid Foreign Object Damage to fans and brakes. it will take several minutes for the indicated brake temperature to increase and match the real brake temperature. 0165-0213. takeoff must be delayed. This explains the amber range on the hydraulic pressure gauge of the ACCU PRESS. 0056-0057. quite suddenly. if the brakes absorb too much heat. after heavy braking. they should set the A/SKID & N/W STRG Sw to OFF. when the brake fans are switched off. ENV A330/A340 FLEET FCTM NO-040 P 7/12 15 JUN 10 .0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL If the ACCU PRESS drops below 1 500 PSI. BRAKING ANOMALIES Ident. Therefore. 0017-0053. When the fans are running.NORMAL OPERATIONS TAXI FLIGHT CREW TRAINING MANUAL A330/A340 Thermal oxidation increases at high temperatures. 0226-1190 Brake fans cool the brakes. become less efficient. In addition. 0059-0113. Therefore. the PF should refer to the triple brake indicator and modulate the pressure as necessary. if the fans are running. Then. If the flight crew encounters any braking problems during taxi.: NO-040-00004009. This is the reason why the brakes should not be used repeatedly at temperatures above 500 °C during normal operation. when the brake fans are running. When the indicated brake temperature is above 150 °C. 0215-0224. Brake fans should not be used during takeoff. the difference between the indicated and the actual brake temperature can range from 50 °C (when the actual brake temperature is 100 °C) to 150 °C (when the actual brake temperature is 300 °C). They should not apply pressure to the pedals while setting the A/SKID & N/W STRG Sw to OFF. On the other hand. ). calls out: • "Full left. and silently applies full left and full right rudder. and above 30 ft. and on the F/CTL page.0001001 / 04 DEC 08 Criteria: LR Applicable to: ALL The TAKEOFF BRIEFING CONFIRMATION should only review any changes that may have occurred since the full TAKEOFF BRIEFING done at the parking bay (e. and correct deflection and retraction of spoilers.: NO-040-00004012. full right. and then returns the rudder to neutral. before or during taxi. The current aircraft heading will be displayed on the FCU and the ND. RA. On the F/CTL page. RWY TRK engages. neutral" The PF silently checks that the PNF calls are in accordance with the sidestick order. neutral" • "Full left. the PF silently applies full longitudinal and lateral sidestick deflection. when each full travel/neutral position is reached. a HDG adjustment may be necessary to intercept the desired track for NAV capture. the PNF checks and calls out full travel of elevators and ailerons.NORMAL OPERATIONS TAXI FLIGHT CREW TRAINING MANUAL A330/A340 FLIGHT CONTROL CHECK Ident. full right. The PNF then applies full longitudinal and lateral sidestick deflection. and before arming the autobrake.: NO-040-00004011. change in runway conditions etc. If this check is carried out during taxi. If ATC clears the aircraft to maintain a specific heading after takeoff. the PNF calls out: • "Full up. Once cleared to resume the SID. ENV A330/A340 FLEET FCTM NO-040 P 8/12 15 JUN 10 . TAKEOFF BRIEFING CONFIRMATION Ident. change of SID. it is essential that the PF remains head-up throughout the procedure. turn the FCU HDG selector to disarm the NAV. The PNF follows on the rudder pedals and. the FCU HDG knob should be pulled. As each full travel/neutral position is reached.g. full down. neutral" Full control input must be held for sufficient time for full travel to be reached and indicated on the F/CTL page. Once airborne. The PF then presses the PEDAL DISC pb on the nosewheel tiller. silently checks full travel and correct sense of all elevators and ailerons.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL At a convenient stage. To apply the clearance. and the flight crew can then set the cleared heading. and correct deflection and retraction of all spoilers. 0898-0901. 0849-0869. 0437. 0830-0834. 0271-0272. 0845. 0707-0709. 330-300 5 Applicable to: MSN 0012. 0925-0928. 0283-0291. 0669-0671. 0930-0932. 0448. 0165. 0219. 0106-0113. 0353. 0265-0267. • If taxi is performed with Engine 2. 0564-0565. 0581. 0871-0885. 1018-1029. 0045. 1093-1101. However. 330-200F. 0118-0122. 0388-0389. 0780-0782. 0699-0701. 0529-0530. 0539. 0542. 0678-0680. • Slow or tight turns in the direction of the operating engine may not be possible at high Gross Weights. 0171-0172. 1031-1039. 0476-0477. This could result in an additional departure delay. 0311-0317. 0469.0001001 / 27 MAR 08 Criteria: 330-200. 0211. 0191. 0372. 0465-0466. 0799. 0077. 0155. 0432. 0587-0588.: NO-040-00004013. 0234. 0711-0714. 0647-0650. 0673-0676. 0275-0277. 1123-1190 Brake life and fuel savings may govern company policy on permitting aircraft to taxi with one engine shut down. 0576. 0776-0778. 0062. 0521-0522. 0982-0986. 0238. 0524-0527. 0226. 0253-0256. 0305-0306. APU bleed should be switched off. 0333-0334. 0195. 0620-0621. 0939-0952. 0895-0896. ENV A330/A340 FLEET FCTM NO-040 P 9/12 15 JUN 10 . 0584. 0652-0667. the flight crew should check the accumulator pressure of the blue hydraulic system. 0348-0351. in order to avoid ingestion of exhaust gases by the air conditioning system. 0591-0597. 0838-0843. 0682-0684. 0558. 0269. 0086-0087. 0629. 0162. 0382. 0994-1004. 0303. 0720-0722. 0461-0463. when the aircraft moves away from the ramp. 0127. 0605. 0745-0747. 0356-0358. starting the remaining engine may require a return to the gate for maintenance. 0177. 0813-0828. 0772-0774. 0138. 0037. 0064-0073. 0441. 0784-0786. 0795-0797. 0054-0055. 0279. 0308-0309. • The remaining engines should be started with sufficient time for engine warm-up before takeoff • Any faults encountered during. 0403-0405. 0412. 0640-0642. or after. 0059-0060. 1006-1016. 0728-0735. 0791-0792. 0961-0971. 0386. 0188-0189. 0361-0362. 0299-0301. 0454-0456. 0244. if taxiing out with one engine shutdown. 0903-0909. 0095-0096. 0631-0638. 0754-0756. • Taxi with one engine shut down may require higher thrust than usual. 0788-0789. 0364-0366. 0443-0444. 0322-0324. 0913-0916. 0293-0296. 0337-0346. 0229-0232. 0887-0893. 0716-0718. Caution must. 0330. 0425. 0625. 0479-0481.NORMAL OPERATIONS TAXI FLIGHT CREW TRAINING MANUAL A330/A340 TAXI WITH ONE ENGINE SHUTDOWN Ident. 0724-0726. 0956-0959. 0801-0803. therefore. 0439. 0082-0083. 0240-0241. 0261-0262. 0847. 0532-0533. 0247-0251. 0368-0370. 0954. 0749-0752. 0098-0100. 0320. 0281. 0183-0184. 1041-1078. 0578-0579. 0493-0494. 0741-0743. 0973-0980. 0203. 0198. 0573-0574. 1103-1120. 0911. 0400-0401. 0384. 0143-0144. 0181. 0200. 0602-0603. 0209. 0934-0937. 0222-0224. 0737-0739. 0836. 0484. 0644-0645. 0600. 0535-0536. 0472-0473. 0427-0428. 0607. 0758-0760. 0140. 0392-0393. 0050. 0258-0259. 0515-0516. 0616. 0486-0487. 0548-0553. 0805-0811. 0148. 0116. 0132. • It is not possible for ground personnel to protect the engine against fire. 0489-0491. 0703-0705. 0627. 0102. 0205-0206. 0407-0409. 0458. 0623. 0918-0920. 0518-0519. However. 0555. 0612-0614. 0988-0992. 0153. 1080-1090. 0326. 0375. 0451-0452. 0690-0693. • It is recommended that the flight crew use the APU. 0769-0770. 0695-0697. 0609-0610. 0570-0571. the flight crew should be aware of the following: • It is recommended to retain the use of Engine 1 during taxi to maintain the accumulator pressure of the blue hydraulic system. 0496-0498. 0396-0398. 0380. 0500-0513. 0618. 0567-0568. 0017. 0328. be exercised to avoid excessive jet-blast and the risk of Foreign Object Damage (FOD). 0030. 0418-0423. 0922-0923. 0686-0688. 0387. 0604. 0488. 0242-0243. 0582-0583. 1017.g. 0921. 0715. • It is recommended that the flight crew use the APU. 0166-0170. 1122 Brake life and fuel savings may govern company policy on permitting aircraft to taxi with engines shut down. 0133-0137. 0474-0475. 0800. 0273-0274. 0531. The hydraulic power delivered by the green electrical pump is limited. if taxiing out with two engines shut down. 0402. 0204. 0304. 0426. 0556-0557. 0748. 0617. 0528. 0282. 0088-0094. • It is not possible for ground personnel to protect the engine against fire. 0445-0447. 0639. 0190. 0038-0044. 0534. 0702. 0482-0483. the flight crew should be aware of the following: • It is recommended to retain the use of Engines 1 and 4 during taxi to maintain the green hydraulic system for normal braking and NWS. Caution must. 0063. 0554. 0523. 0846. therefore. 0624. 0775. 0960. However. 0363. 0163-0164. 0381. 0056-0058. 0442. 0212-0218. 340-600 6 Applicable to: MSN 0002-0011. 0117. 0798. 0736. be exercised to avoid excessive jet-blast and the risk of Foreign Object Damage (FOD). 0390-0391. 0031-0035. 0787. 0723. 0590. 0196-0197. 0225. 0383. 0292. 0938. 0321. 0449-0450. 0685. 0078-0081. 0585-0586. 0601. 0575. 0013-0015. 0457. 0924. 0706. 0185-0187. 0710. 0719. 0972. 0783. 0630. 1091. 0577. 0210. • The remaining engines should be started with sufficient time for engine warm-up before takeoff. 0051-0053. 0689. 0646. 0608. 0910. 340-500. • Taxi with two engines shut down may require higher thrust than usual. 0145-0147. 0394-0395. 0260. 0844. 0615. 0514. 0897. 0753. 0245-0246. 0478. and therefore the flight crew must not extend/retract flaps/slats during taxi. 0123-0126. 0829. This could result in an additional departure delay. 0182. 0495. 0367. 0771. 0201-0202. 340-300.NORMAL OPERATIONS TAXI FLIGHT CREW TRAINING MANUAL A330/A340 TAXI WITH TWO ENGINES SHUTDOWN Ident. 0981. 0698. 1040. in order to avoid ingestion of exhaust gases by the air conditioning system. 0870. 0757. 0672. 0178-0180. 0207-0208. 0886. 0263-0264. narrow taxiways where unpaved sideways may increase the FOD risk). 0470-0471. • Operational reasons may require taxiing on inner engines (e. 0804. 0837. 0543-0547. 0894. 0440. 0149-0152. 0199. 0239. 0993. However. 0074-0076. 0626. 0101. 0793-0794. 0433-0436. 0694. starting the remaining engine may require a return to the gate for maintenance. 0257. 0139. 0154. 0424. 0385. when the aircraft moves away from the ramp.0001001 / 27 MAR 08 Criteria: 340-200. 0327. 0744. 0373-0374. 0499. 0410-0411. 0220-0221. 0103-0104. 0270. 0192-0194. 0318-0319. 0046-0049. 0619. 0268. 0677. 0413-0417. 1079. 0227-0228. 0329. 0902. 0520. 0297. 0835. 1005. 0917. 0955. 0628. 0156-0161. 0307. • Any faults encountered during. 0848. 0097. 0572. 0569. 0598. 0467-0468. 0740. 0278. 0114-0115. 0779. 0790. 0302. 0651. 0084-0085. 1030. 0128-0131. 0611. 0347. 0566. 0310. 0727. 0359. 0141-0142. 0517. 0453. 0933. 0643. 0280. 0438. the flight crew should set the green electrical pump to ON. 0376-0379. 0233. 0061. APU bleed should be switched off. 0987. 0681. 0912. 0540-0541. 0235-0237. 0929. 0335. 0492. 0331-0332. 0464. 0606. 0354-0355. 1102. 0668. 0252. 0485. 0429-0431. 0812. The inner engines do not pressurize the green hydraulic system. 0406. 0580. 0761-0768. ENV A330/A340 FLEET FCTM NO-040 P 10/12 15 JUN 10 . 0399. 0559-0563. 0953. 0173-0176. 0371.: NO-040-00004014. 0325. 0459-0460. 0352. Therefore. 0537-0538. 0622. 0018-0029. or after. but air conditioning is desired. The ON position can be used to turn on the lights on ground for crossing. This will maintain the engine performance level. IN SEAT POWER SUPPLY SYSTEM (ISPSS) When installed. In this asymmetric bleed configuration. PACKS If takeoff must be completed without air bleed from the engines (for performance reasons). then APU bleed may be used with the packs set to ON. These outlets enable passengers to use Portable Electronic Devices (PEDs). The ISPSS must be turned off during takeoff and landing. The takeoff may be performed with the other pack ON (if performances permit) with TOGA or FLEX thrust. The packs revert to engine bleed that causes an increase of EGT.NORMAL OPERATIONS TAXI FLIGHT CREW TRAINING MANUAL A330/A340 MISCELLANEOUS Ident.0001001 / 28 MAY 08 Criteria: LR Applicable to: ALL STROBE LIGHT When the STROBE lights are set to AUTO. ENV A330/A340 FLEET FCTM NO-040 P 11/12 15 JUN 10 . the pack being supplied by the onside bleed. the N1 takeoff value is limited to the value corresponding to the bleed ON configuration and takeoff performance must be computed accordingly. in order to maintain N1/EPR. engine thrust is frozen until the thrust is manually-reduced. In the event of an APU auto-shutdown during takeoff. If the takeoff is performed with one pack unserviceable. and passenger comfort. the procedure states to set the failed pack to OFF. backtracking or entering a runway. the In Seat Power Supply System (ISPSS) provides electrical power to the In Seat Power Supply Unit (ISPSU) outlets. they come on automatically when the aircraft is airborne.: NO-040-00004015. 0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL TAXI FLOW PATTERN ENV A330/A340 FLEET FCTM NO-040 P 12/12 15 JUN 10 .NORMAL OPERATIONS TAXI FLIGHT CREW TRAINING MANUAL A330/A340 TAXI FLOW PATTERN Ident.: NO-040-00004003. 0728-0732. 0850-0852. 0570. 0177. 0356-0357. 0875. 0669-0670. 0118. 0382. 1026-1029. 0320. In case of tailwind or if cross wind is greater than 20 kt: • From idle on both engines to FLX or TOGA This procedure ensures that all engines will accelerate similarly. 330-300 1 Applicable to: MSN 0012. 1022. 0369. 0815. 0830. 1120. 0279. 0109. 1184-1190 A fan stall protection within the FADEC adjusts the EPR acceleration rate at low speed. 0642. 1020. 0610. 0873. 0879-0881. 0532. 0625. 1097-1101. 0234. in order to protect against fan flutter. 0687-0688. 1107-1110. 0265-0266. 0791. 0696. 0652. 0301. 0344-0345. 1032-1033. 1178-1181. 0576. 0735. 0654. 0597. 0328. 0895-0896. 1124-1127. 0389. 0138. 0635-0636. 0568.26 EPR. 0579. 0952. 330-200F. 0648-0649. 0982-0984. 0713. 0071. 0941-0942. 0250-0251. 0244. 0973-0975. 0281. 0600. 0683. 1103-1105. 1014-1016. 0479-0480. 0140. 0509. thrust can be set in one step regardless of wind conditions. 0529. 0741. 0926. 0935-0937. 0673. 0922. ‐ When the engine parameters have stabilised. 0491. 0455-0456. 1153. 0957-0959. 0407-0409. 0439. 0271. The PF should announce “Take-off”. 0548. 0954. 0986. 0404-0405. 0836. 0132. 0656. 0797. 0724. 0121. 0821. 0309. and the flight crew may notice a non-linear thrust response to thrust lever movement. 0392-0393. 0153. 0423. a very slow movement of the levers may lead to asymmetric engine acceleration ENV A330/A340 FLEET FCTM NO-050 P 1/18 15 JUN 10 . 0701. 1003-1004. 0726. 1035. 1018. 0664. 0326. 0839-0840. 0505. 0905-0906. 1006.: NO-050-00004016. 0928. 0662. 0396. 0971. 0295. 0017. 0418-0421.0006001 / 27 MAY 10 Criteria: RR. If one lever is moved out of the Keep-Out-Zone before the other. 0106. 0788. 0720. 0862-0863. 0737. 0978. 1163-1168. 0303. 0889-0890. to the FLX/MCT or TOGA detent as appropriate. 0963-0964. 0866-0868. 0780-0782. 0501. 0098-0099. 0248. 0437. 0854-0855. and. 0785-0786. 0645. The Electronic Engine Control (EEC) computer prevents the engine stabilizing between an approximate range of 1. 0860. 0824. 0451-0452. 0966-0967. 0372. 0759. 0518. 1008-1012. 1000. 1060. If not properly applied. 0111. 0756. 0461-0462. 0944. 0148. 0716-0717. the thrust should be set in two steps in all cases except in case of crosswind conditions where this must be done in one step.1EPR / 50 % N1 to the TLA indicator on the EPR / N1 gauge. 0919. 0832-0833. 0398. the power set at take-off is slightly longer than on others engines (approximately 10 s more) and the take-off thrust is reached at around IAS 60 kt. However. This avoids having high N1 at low speed. 1044-1053. 0283-0287.16 to 1. 1089-1090. 0807-0810. 0306. 330-200. 0515. 0915-0916. 0908-0909. 0512. 1062-1066. 0632. 0930. 1069-1077. 0316. 1093. 0113. 0988-0992. 1041. 0750-0751. 0494. 0083.NORMAL OPERATIONS TAKEOFF FLIGHT CREW TRAINING MANUAL A330/A340 THRUST SETTING Ident. 0348-0349. As a consequence. For this reason. 1095. 0565. 0551. 0776-0777. This range is called the Keep-Out-Zone. 0627. 0427. 1137-1150. 0496-0497. 0144. 0276-0277. 0165. 0629. 0102. 1080-1087. 0539. 0525-0527. 1058. 0948. 0795. 0818. 1114. 0400-0401. 0995. 0261. 1170-1172. 0311. 0340. 0313-0314. 0155. 0254. 0658. 0365. 0692. 0293. 0709. to severe directional control problem. 0334. 0903. 0913. 1037-1038. 1156-1160. for commonality reason. 0666. 0884. 1130-1132. 0386. 0997-0998. this may lead to asymmetrical thrust increase. consequently. The PF then applies power in as follows: If cross wind is at or below 20 kt and there is no tail wind: ‐ From idle to 1. 0412. 0536. 0581. 0384. 0679. 0773. 0557. 0757. FLX instead of TOGA. 0917. 0794. 0748. 0534. 0771. 0775. 0779. as required to reach take-off thrust by 40 kt groundspeed. 0710. 0608. 1040. 0488. 0580. 0569.05 EPR to CL thrust by 20 kt ground speed ‐ Then. 0681. to the FLX/MCT or TOGA detent as appropriate. 0753. a message comes up on the ECAM. 340-600 2 Applicable to: MSN 0371. e. 0560. 0848. 0929. 0572. 340-500. 0492. 0628. to FLX / TOGA. The Electronic Engine Control (EEC) computer prevents the engine stabilizing between an approximate range of 54 to 60 % N1. 1030. 0736. 0457. 0812. 0639. 0829. 0460. 0694. 1017. 0445. 0798.0009001 / 18 DEC 08 Criteria: RR. 0583. 0685. If one lever is moved out of the Keep-Out-Zone before the other. 0617. 0563. ‐ Once stabilized. In case of tailwind or if crosswind is greater than 20 kt : ‐ From idle to 1. 0960. 0475. 0416-0417. 0677. If not properly applied. 0981. 0630. 0740. 0924. 0787. 0464.05 EPR by reference to the TLA indicator on the EPR gauge. 0727. 0846. If the thrust levers are not set to the proper take-off detent. 0540. 0837. 0894. 0577. to severe directional control problem. The PF then applies power in as follows: If crosswind is at or below 20 kt and there is no tail wind: • From idle to 1. 0912. 0761-0768. e. 0624. 0987. and the flight crew may notice a non-linear thrust response to thrust lever movement. 0471. 0547. 0715. 0543. 0604. 0790. 0626. THRUST SETTING Ident. 0702. 0672. 0482. 0575. 0804.05 EPR in a rapid setting. 1091. 0586. 0706. 0453. in order to protect against fan flutter. 0391. 0523. 0495. 0902. 0410. 0723. 0485. 0383. 0993. 0514. 0698. 0376. from 1. consequently. This procedure ensures that all engines will accelerate similarly. 0426. • When the engine parameters have stabilized. 0449. 1102. 0520. 0933. 1079. 0606. 1005. 0394. 0897. 1122 The PF should announce “Take-off”. a very slow movement of the levers may lead to asymmetric engine acceleration. a message comes up on the ECAM ENV A330/A340 FLEET FCTM NO-050 P 2/18 15 JUN 10 . 0972. 0517. 0622.g. 0783. 0953. this may lead to asymmetrical thrust increase. 0886. 0478. 0619. 0719. 0431. 0744. 0611. 0689. 0436. 0870. 0566.: NO-050-00004016. 0468. 0615. 0910. and. 0601.g. 0499. This range is called the Keep-Out-Zone. 0537. FLX instead of TOGA.NORMAL OPERATIONS TAKEOFF FLIGHT CREW TRAINING MANUAL A330/A340 If the thrust levers are not set to the proper take-off detent. 0440. 0531. 0428-0430. 0697. 0643-0644. 1155. 0561-0562. 1059.3 EPR / 70 % N1 by reference to the TLA indicator on the EPR / N1 gauge. 1169. 0255-0260.: NO-050-00004016. 0792-0793. 0841-0845. 0650-0651. 0346-0347. 0373-0375. 0774. 0552-0556. 0749.g. 0640-0641. 0502-0504. e. 0925. to FLX / TOGA. 0825-0828. 0968-0970. 0454. 1019. 0671. 0567. 1088.NORMAL OPERATIONS TAKEOFF FLIGHT CREW TRAINING MANUAL A330/A340 THRUST SETTING Ident. 0646-0647. 0317-0319. 340-200. In case of tailwind or if cross wind is greater than 20 kt: ‐ From idle to 1. 0853. 0342-0343. 0703-0705. 0923. 0907. 0686. 0072-0082. 0938-0940. 0680. 0618. 0112. 0871. 0684. 0945-0947. 0282. 0535. The PF then applies power in as follows: If cross wind is at or below 20 kt and there is no tail wind: • From idle to 1. 0571. 0315. 0796. 0745-0747. 0114-0117. 0272-0275. 0519. 0516. 0530. 0847. 1183 The PF should announce "Take-off". 0695. 0413-0415. 0616. PW. 0432-0435. 0385. 0549-0550. 0996. 0602-0603. 0304-0305. 0711-0712. 0288-0292. 0733-0734. 0721-0722. 0262-0264. 0633-0634. 0302. 0141-0143. 1116-1118. 1007. 0558-0559. 0294. 0149-0152. 0655. 0943.1 EPR / 50 % N1 by reference to the TLA indicator on the EPR / N1 gauge. 0513. 0754-0755. 0811. 0133-0137. 0544-0546. GE. 0678. 1151. 0822-0823. If not properly applied. 0249. • When the engine parameters have stabilized. 0653. 1096. 1078. 0657. 0510-0511. 0307-0308. 0752. 0446-0448. 0377-0381. 0769-0770. 0609. 1036. 0441-0444. this may lead to asymmetrical thrust increase. 1031. 0472-0474. 0103-0104. 0876-0877. 0463. 0949-0951. 0528. 0122-0131. as required to reach take-off thrust by 40 kt groundspeed. 0139. 0013-0015. 0483-0484. 0758. 0321-0325. 0659-0661. 1039. 0296-0300. 0450. 1106. 0605. 0961-0962. 0156-0164. 0665. 0778. 0999. 0920-0921. 1061. 0699-0700. 0914. 0541-0542. 1161. 0335-0339. 0934. FLX instead of TOGA. 0682. 0390. 0564. 0252-0253. 0084-0097. 1094. 0500. 0849. 0979-0980. 0387-0388. 0725. 0738-0739. 0813-0814. 1021. 0107. 1129. 0667-0668. 0245-0247. 0904. 0578. 0582. 0714. 0119-0120. ‐ Once stabilized. 0481. consequently. 0898-0901. If the thrust levers are not set to the proper take-off detent. 0805-0806. 0406. 0911. 0100-0101. 0955-0956. 1001-1002. 1067. 0280. 0506-0508. 0869. 0166-0176. 0994. 0620-0621. 0587-0595. 0370. 0235-0243. 0476-0477. 0486-0487. 0718. 0819-0820. 0887-0888. 0422. 0637-0638. 0857-0859. 0465-0467. 0918. 0874. 0623. 1173-1177. 0178-0233. ‐ Then. 1133-1135. 0612-0614. 0882-0883. 0395. 0399. 0498. 0469-0470. 0817. 0760. 0865. 0631. a message comes up on the ECAM. 0521-0522.1 EPR / 50 % N1 by reference to the TLA indicator on the EPR / N1 gauge. 0584-0585. 0358-0364. to severe directional control problem. 0784.1 EPR / 50 % N1 to 1. 0838. 0799-0803. 0885. 0524. 0489-0490. 0329-0333. 0366-0368. 0267-0270. 1023-1025. 0834-0835. 0931-0932. 0789. 0927. 1054-1057. and. 0690-0691. 0965. 0154. 0598. 0861. 0693. 0350-0355. from 1. 1042-1043. This procedure ensures that all engines will accelerate similarly. 0438. 0533. 0018-0070. 0145-0147. 0674-0676. 0310. 0278. 0538. 0411. 0493. 330-200. 330-300. 340-300 3 Applicable to: MSN 0002-0011. 0831. 0976-0977. 0707-0708. 0312. 1123. 0424-0425. 0891-0893.0003001 / 18 DEC 08 Criteria: CFMI. 1034. 0663. 0607. 1112. 0327. 0458-0459. 0742-0743. ENV A330/A340 FLEET FCTM NO-050 P 3/18 15 JUN 10 . 0110. 0402-0403. to the FLX/MCT or TOGA detent as appropriate. 0772. 1013. 0985. 0573-0574. 0397. 0467. 0559. any lateral stick input applied will result in a roll rate demand. 0395.: NO-050-00004018. 0304. 0668. TYPICAL AIRCRAFT ATTITUDE AT TAKEOFF AFTER LIFT-OFF Ident. 0385. because of its high efficiency. 0318-0319. 0544-0546. 0212-0218. For crosswind takeoffs. The PNF must check that the thrust is set by 80 kt and must announce “Thrust Set”. visual cues are primary means to track the runway centerline. 0235-0237.5 °. 0424. The PF should use pedals to keep the aircraft straight. 0442. 0013-0015. 0367. 0063. the PF should apply half forward (full forward in cross wind case) sidestick at the start of the takeoff roll until reaching 80 kt. 0201-0202. 0166-0170. if deemed necessary due to into wind wing reaction. 0554. 0145-0147. 0051-0053. 0141-0142. 0182. 0210.0004001 / 27 MAR 08 Criteria: 340-200. 0373-0374. 0474. 0260. 0097. 0835. The nosewheel steering will be effective until reaching 100 kt but its authority decreases at a pre-determined rate as the groundspeed increases and the rudder becomes more effective. the typical all engine operating attitude after lift-off is about 12. 340-300 Applicable to: MSN 0002-0011. 0793. 0190. 0381. Wings must be level. 0163-0164. 0257. but avoid using large deflections. 0149-0152. small lateral stick input may be used to maintain wings level. 0411. 0528. In case of low visibility takeoff. 0178-0180. 0307. 0101. 0128-0131. 0327. 0844. 0282. 0598. 0061. 0207-0208. 0921. 0363. 0088-0094. 0084-0085. 0103-0104. 0225. ENV A330/A340 FLEET FCTM NO-050 P 4/18 15 JUN 10 . 0377-0379. 0031-0035. 0297. 0459. 0387. 0310. 0192-0194. 0413-0415. 0078-0081. the input should be gradually reduced to be zero by 100 kt. As the aircraft lifts off. the PF announces the indications on the FMA. 0204. 0139. 0227-0228. The use the tiller is not recommended during takeoff roll. 0280. 0646. to counteract the pitch up moment during thrust application. 0156-0161. 0046-0049. 0402. 0390. 0955 At takeoff. 0185-0187. 0242-0243. 0438.: NO-050-00004017. 0270. 0245-0246. 0056-0058. 0582. 0347. 0329. 0278. 0590. 0446-0447. 0173-0176. 0359. resulting in excessive spoiler deployment which increase the aircraft tendency to turn into the wind (due to high weight on wheels on the spoiler extended side). 0018-0029. The Captain must keep his hand on the thrust levers when the thrust levers are set to TOGA/FLX notch and until V1. 0220-0221. 0541. making aircraft lateral control more difficult. 0321. reduces lift and increases drag. At this point. 0154. 0292. 0352. 0538. 0429-0430. 0117. 0233. 0800. 0263-0264. routine use of into wind aileron is not necessary. 0585. 0335. 0325. 0196-0197. 0399. 0450. 0239. 0133-0137. 0302. 0406. In strong crosswind conditions. 0433-0435. 0561-0562. Spoiler deflection becomes significant with more than half sidestick deflection. 0123-0126. 0199.NORMAL OPERATIONS TAKEOFF FLIGHT CREW TRAINING MANUAL A330/A340 TAKEOFF ROLL Ident. 0331-0332. 0074-0076. 0114-0115. 0038-0044. 0938. 0470. 0651. which might lead to aircraft overreaction. On a normal takeoff. The PFD yaw bar provides an assistance in case of expected fog patches if ILS available.0001001 / 03 JUL 08 Criteria: LR Applicable to: ALL Once the thrust is set. 0354-0355. 0483. 0643. 0268. 0273-0274. 0252. 0556. 0181. 0183-0184. 0484-0527. 0468-0469. 0293-0296. 0082-0083. 0244. 0177. 0077. 0303. 0320. 0195. 0471-0473. this scanning depends on visibility conditions (the better the visibility. 0591-0597. 0563-0581. 0600-0642. compared to the stick position reference square. 0305-0306. 0956-1190 At take off. 0555.0001001 / 27 MAR 08 Criteria: 330-200. 0557-0558. 0143-0144. 0037. 340-600 4 Applicable to: MSN 0012. 0229-0232. 0050. 0539-0540. 0669-0792. 0330. 0209. 0333-0334. ROTATION Ident. 0165. 0529-0537. 0211. 0283-0291. 0382-0384. 0171-0172. 0261-0262. 0205-0206. 0396-0398. Once airborne. the more it is important to initiate the rotation with a smooth positive backward sidestick input (typically 2/3 backstick). the typical all engine operating attitude after lift-off is about 15 °. ROTATION TECHNIQUE Rotation is conventional. 0443-0445. the crew may calibrate the appropriate effort and displacement for the initial stick input for rotation (2/3 back-stick). 0400-0401. side stick input calibRation during taxi Note: the cross is not to be used by PF during the takeoff. 0388-0389. 0265-0267. The higher the inertia of the aircraft is. 0403-0405. the PF then controls the pitch attitude on the PFD using FD bars in SRS mode which is then valid. 0583-0584. 0045. whereas the PNF can check the validity of the PF initial stick input. 0542-0543. 0138. 0794-0799. or at least until visual cues are lost. 0054-0055. 0560. 0030. 0247-0251. 0258-0259. 0253-0256. by pulling aft on the stick and observing the position of the stick cross symbol on the PFD. 0064-0073.NORMAL OPERATIONS TAKEOFF FLIGHT CREW TRAINING MANUAL A330/A340 TYPICAL AIRCRAFT ATTITUDE AT TAKEOFF AFTER LIFT-OFF Ident. 0281. 0436-0437. 0062.: NO-050-00004018. 0448-0449. 0311-0317. 0140. 0116. 0188-0189. Avoid aggressive and sharp inputs. 0380. 0086-0087. 0425-0428. 0299-0301. 0647-0650. 0475-0482. 0386. 0279. 0368-0372. 0191. 0275-0277. 0308-0309. 0132. 0198. 0922-0937. 0391-0394. 0271-0272. 0240-0241. During the takeoff roll and the rotation. 0095-0096. 0059-0060. 0328. 0364-0366. 0106-0113. 0337-0346. 0375-0376. ENV A330/A340 FLEET FCTM NO-050 P 5/18 15 JUN 10 . Until airborne. 0269. 0153. 0118-0122.0001001 / 20 MAY 09 Criteria: LR Applicable to: ALL INITIAL STICK INPUT CALIBRATION IN TRAINING In training. 0652-0667. 0353. 0547-0553. 0586-0588. 0361-0362. 0127. 0460-0466. the higher the priority given to outside visual references). 0845-0920. 0200. 0348-0351. 0644-0645. 0407-0410. during taxi. 0451-0458. 0238.: NO-050-00004019. 0219. 340-500. 0431-0432. 0155. 0102. 0356-0358. 0326. 0162. 0203. 0416-0423. 0939-0954. 0148. 0222-0224. 0439-0441. 330-300. 0801-0834. the pilot flying scans rapidly the outside visual reference and the PFD. 0098-0100. 0234. 0017. 0412. 330-200F. 0226. 0836-0843. 0322-0324. since it does not give any pitch rate order. the possibility of tailstrike increases significantly. The fly-by-wire control laws change into flight normal law. He must avoid rapid and large corrections.NORMAL OPERATIONS TAKEOFF FLIGHT CREW TRAINING MANUAL A330/A340 The initial rotation rate takes time to establish. once it has developed. It is typically about 3 °/s. Rotation rates between 2 °/s and 3 °/s will have a minimal impact on takeoff run but rates significantly below 2 °/s should be avoided. and might lead to overreaction. it remains relatively constant. ENV A330/A340 FLEET FCTM NO-050 P 6/18 15 JUN 10 . Avoid low rotation rates as this will have an impact on takeoff performance by increasing the takeoff ground run. If the established pitch rate is not satisfactory. which is then representative of the SRS orders. For a given sidestick input. Once airborne only. which cause sharp reaction in pitch from the aircraft. During rotation. If. the crew must refine the aircraft pitch attitude using the FD. with automatic pitch trim active. a further and late aft sidestick input is made around the time of lift-off. the crew must not chase the FD pitch bar. to increase the rotation rate. The time for rotation (from start of rotation input to lift off) is typically around 5 s to 7 s. the pilot must make smooth corrections on the stick. 0471. 0672. 0723. 0376. 0706. 0953. 0575. 0624. 1005. Then (2). 0495. 0622. 0464. 0933. 1102. 0848. 0775. 0639. 0910. 0870. ENV A330/A340 FLEET FCTM NO-050 P 7/18 15 JUN 10 . 0694. 0681. and if tail-clearance becomes marginal the rotation rate is automatically reduced until lift-off. 0391. 0981. 0617. 0566. 0436. 1091. a delay in the rotation. 0394. 0829. rotation rate and tail-clearance are monitored. 0577. 0543. 0628. 0960. 0514. 0569. 0715. 0702. Be smooth on the stick. 0560. 0710. the sensory feedback to the pilot during the rotation is different due to the length of the aircraft and its flexibility: • Since the aircraft is longer. 0719. 0630. 0727. 0488. 0993. 0531. 1017. for a same rotation rate. 0757. 0761-0768. 340-500. 0771. 0534. 0478. VERTICAL ACCELERATION SENSING (2) This sensory feedback shall not lead the pilot to overact by making large changes in the sidestick inputs. 0611. the local vertical acceleration sensed by the pilot is higher. 0924. 0523. 0460. 0608. 0604. 0740. The pilot senses first (1). 0798. 0468. 0790. 340-600 5 Applicable to: MSN 0371. 0615. With respect to the rotation law of A330/A340-300/-200. 0912. 0520. 0886. 0586. 0431. 0416-0417. 0557. Additionally. 0499. 1040. 0846. 0572. 0410. A pitch limit indication is provided on the PFD at takeoff. 0753. 0794. 0457. flight control laws have been adapted to take into account the different characteristics of the aircraft.: NO-050-00004020. 0779. 0744. 0902. 0426. 0619.0002001 / 27 MAR 08 Criteria: H13942. 0453. 0787. 0547. 0485. 0383. 0440. 0987. 0804. 0685. 0698. 0475. 0894. 0601. 0736. which lead to potential large pitch oscillations. 0748. 0837. 1079. 1030. 0972. 0606.NORMAL OPERATIONS TAKEOFF FLIGHT CREW TRAINING MANUAL A330/A340 LONG AIRCRAFT SPECIFICITY Ident. 0917. 0812. 0449. such as longer fuselage. 0482. 0783. the A340-500/600. 0583. VERTICAL ACCELERATION SENSING (1) • This effect is increased by the flexibility of the aircraft. 0492. 0689. 0563. 0445. 1122 Compared to shorter aircraft. the sensory effects of the local vertical acceleration are somehow amplified. 0540. 0580. 0929. 0677. 0897. 0517. 0626. It is displayed from the power application up to 3 s after lift off. 0537. 0234. 0256. 0311-0314. 0279. 0443-0444. 0588. 0860. 0695. 0567.: NO-050-00004021. 0906. 0956-0957. 0060.: NO-050-00004021.0004001 / 27 MAR 08 Criteria: GE. 0265-0266. 0893. 0818-0822. 0975-0977. 0722. 1031-1034. 0602-0603. 0849. 0930-0932. 0664-0667. 0805. 0676. 1011. 0205. 0458. 0345. 0636. 0994. 0759-0760. 0735.NORMAL OPERATIONS TAKEOFF FLIGHT CREW TRAINING MANUAL A330/A340 AIRCRAFT GEOMETRY Ident. 0231. 0852-0854. 1002. 0795-0797. 0244. 0211. 0734. 0303. 1049-1054. 0037. 0578-0579. 0529-0530. 0903-0904. 0132. 0320. 0716. 0774. 0493-0494. 0400. 0428. 0222-0223. 0017. 0678. 1080. 0226. 1173. 1106. 0914. PW. 0701. 0979-0980. 0995-0996. 0574. 0973. 0991-0992. 0344. 0778. 0593-0595. 0642. 0409. 1138. 0551. 0711-0712. 0382. 0086. 0102. 0461-0463. 0861. 0828. 0439. 0516. 0393. 0909. 0961-0963. 0407-0408. 0358. 0728-0733. 0386. 0898-0901. 0070. 0403-0404. 0405. 0275-0276. 1022. 0441. ENV A330/A340 FLEET FCTM NO-050 P 8/18 15 JUN 10 . 0758. 0911. 0388-0389. 0432. 0361-0362. 0333. 0489. 0521-0522. 0188-0189. 0224. 0165. 0720. 0253-0255. 0343. 0939-0941. 0334. 0826. 0454-0456. 1078. 1177 MAX PITCH ATTITUDE ON GROUND depending on main gear oleo position fully extended fully compressed 14. 0907. 0824-0825. 0209. 0654. 1123. 0370. 0700. 0427. 0623.1 ° AIRCRAFT GEOMETRY Ident. 0498. 0558. 0943-0951. 0923. 0788. 0106-0113. 0863. 0258-0259. 0785.: NO-050-00004021. 0285-0291. 0564. 0920. 0271-0272. 0127. 0600. 0195. 0328. 0183-0184. 1036. 0707. 0690. 0364-0366. 1100. 0618. 0247-0251. 0293-0296. 330-300 8 Applicable to: MSN 0030. 0353. 0118-0122. 0640. 0524. 0532. 0708. 0418-0421. 0831-0832. 0717-0718. 0054-0055. 0686. 0050. 0584. 0724. 0535-0536. 0726. 0162. 0675. 0647. 0597.0006001 / 27 MAR 08 Criteria: PW. 0171-0172. 0573. 0616. 0607. 0553. 0576. 0087. 0491. 0476-0477. 0691. 0515. 1041-1043.2 ° 10. 0709. 0988. 0533. 1057. 0261-0262. 0669-0670. 0737-0739. 1104. 0267. 0284. 0299-0301. 1016. 0539. 1133-1135. 0982. 0834. 1007. 0240. 0998-0999. 0138. 0448. 0625. 0881-0885. 0934. 1088. 0847. 0140. 0356-0357. 0469. 330-200F 6 Applicable to: MSN 0181. 0229-0230. 0323. 0479. 0315. 1014. 0375. 0627. 0177. 0372. 0693. 0082-0083. 0916. 0662-0663. 0484. 0346. 0661. 0045. 0232. 0322. 0644. 1094-1096. 0692. 1076. 0305-0306. 0649-0650. 0552. 0425. 0985. 1082. 0652-0653. 0680. 0155. 0925-0927. 1159. 0565. 0330. 0380. 0581. 0754-0756. 0699. 0571. 0148. 0472-0473. 1038-1039. 0749-0751. 1174. 0283. 0337-0338. 0071-0073. 0814-0815. 0451-0452. 1171.5 ° AIRCRAFT GEOMETRY Ident. 0326. 0153. 0745-0747. 0496-0497. 0887-0888. 0966-0971. 0713. 0629. 0682-0684. 0703-0704. RR. 0500-0511.0 ° 11. 0609-0610. 0645. 1013.0011001 / 27 MAY 10 Criteria: GE. 0324. 0591. 0673-0674. 0308-0309. 0871-0877. 0789. 0437. 0059. 0513. 0612-0614. 0770. 0659. 0198. 0525-0527. 0890-0892. 0077. 0631-0635. 1067. 0721. 0741. 0401. 0277. 0062. 0555. 0801-0802. RR. 0422. 0655-0658. 0349-0351. 0705. 0688. 0384. 0368. 0838. 0339-0340. 0823. 0752. 0807-0811. 0570. 0714. 0480-0481. 330-300 9 Applicable to: MSN 0012. 1129. 1028. 1069-1070. 1155. 0587. 0641. 0241. 0116. 1023-1025. 0679. 0542. 0486-0487. 0725. 0648. 1045-1047. 0206. 0412. 0269. 330-200. 0203. 0984. 0867-0869. 0813. 0839-0842. 0348. 0548-0550. 0369. 0342. 1169. 0098-0100. 0792. 0423. 0769. 0316-0317. 0919. 0605. 1112-1120. 0772-0773. 0671. 1161. 0742-0743. 0191. 1004. 0095-0096. 0200. 0512. 0396-0398. 0064-0069. 1061-1062. 1059. 0568. 0281. 1073. 0918. 0219. 0620-0621. 1019-1020. 0518-0519. 0465-0466. 1183-1186 7 MAX PITCH ATTITUDE ON GROUND depending on main gear oleo position fully extended fully compressed 16. 0780. 0687. 0238. 0637. 0696-0697. 1008-1009. 0143-0144. 0638. 0490. 0392. 0608. 0233. 0438. 0304. 0201-0202. 0329. 1160. 1101. 1074-1075. 0178. 0252. 0210. 0047-0049. 0402. 0103-0104. 0038. 0572. 0598.4 ° 10. 0757. 0643. 0855-0859. 0225.3 ° AIRCRAFT GEOMETRY Ident. 0485. 1178-1181. 0786. 0160-0161. 1156-1157. 0154. 0063. 0668. 0541. 1188-1190 A330/A340 MAX PITCH ATTITUDE ON GROUND depending on main gear oleo position fully extended fully compressed 14. 0783. 1172.0001001 / 27 MAR 08 Criteria: 340-200 Applicable to: MSN 0004. 0563. 0273-0274. 1081. 0159. 0559. 0335. 1084-1087. 0433-0435. 0015. 0817. 0327. 0910. 0270.8 ° 11. 1003. 0499. 0199. 0078-0079. 1170. 1089-1090. 0101. 0133-0137. 0190. 0013. 0413-0415. 0046. 0894. 0166-0170. 0845. 0784. 0492. 0585. 0212-0218. 0983. 0471. 0114-0115. 0051-0053. 0032-0035. 0381. 0997. 0908. 1105. 0387. 0318-0319. 0278. 0163-0164. 0031. 0390. 0450. 0459. 1093.: NO-050-00004021. 1130-1132. 0478. 0074-0075. 0076. 0442. 0775. 0373-0374. 0862. 1012. 0008-0011. 0835. 0902. 1018. 1021. 0843. 0123-0126. 1077. 0367. 0582. 0803. 0056-0058. 0974. 0978. 1048.1 ° AIRCRAFT GEOMETRY Ident. 0446-0447. 0806. 0239. 0179-0180. 0955 MAX PITCH ATTITUDE ON GROUND depending on main gear oleo position fully extended fully compressed 14. 0260. 0354-0355. 1015. 0694. 0014. 1071-1072. 0611. 1163-1168. 1107-1110. 0021-0022. 0942. 0245-0246. 0922. 0474. 0117. 0651. 0935-0937. 0886. 0139. 0986. 0157-0158. 0280. 0560. 0844. 0268. 0395. 0347. 0544-0546. 0152. 0385. 0799. 0556. 1055. 1037. 0793. 0363. 0297. 0307. 0085. 0520. 0018-0019. 0938. 0292. 0912.0012001 / 27 MAR 08 Criteria: RR. 0080-0081. 0331-0332. 1091. 0020. 1026. 0921. 0027-0029. 0964-0965. 0781-0782. 0377-0379. 0235-0237. 0836. 0204 MAX PITCH ATTITUDE ON GROUND depending on main gear oleo position fully extended fully compressed 15. 1063-1066. 0464. 0889. 0952. 0954. 1102 MAX PITCH ATTITUDE ON GROUND depending on main gear oleo position fully extended fully compressed 13. 0457. 0310. 0411. 0149-0150. 0097. 0470. 0257. 0302. 0359. 0748. 0429-0430. 0989-0990. 0128-0131. 0761. 0282. 0483. 0173-0176. 0538.2 ° 10. 0628. 0192-0194. 0791. 0141-0142. 0865-0866. 0646. 0061. 1006. 1035. 1124-1127. 0006. 0685. 1141-1153. 0833. 0915. 0005. 0220-0221. 0590. 0043. 0023-0025. 0242-0243. 0026.0002001 / 27 MAR 08 Criteria: 340-300 Applicable to: MSN 0002-0003. 1000-1001. 0182. 340-500 10 Applicable to: MSN 0394. 0958-0959. 0321. 1103. 1137.: NO-050-00004021. 0913. 0227-0228. 0088-0094. 0800. 0196-0197. 0917. 0830. 0928. 0850-0851.NORMAL OPERATIONS TAKEOFF FLIGHT CREW TRAINING MANUAL 0776-0777. 0151. 0554.: NO-050-00004021.1 ° AIRCRAFT GEOMETRY Ident. 1097-1099. 0698. 0827. 0445. 0895-0896. 0007. 0406.5 ° ENV A330/A340 FLEET FCTM NO-050 P 9/18 15 JUN 10 . 0207-0208. 0879. 0424. 0905. 0185-0187. 1058. 0156. 0145-0147. 0624. 0528. 0495. 0561-0562. 0467. 0352. 0039-0041. 0263-0264. 0084. 0044. 0399.5 ° 9. 1029. 1044. 1010. 0325. 1060. 0416-0417. 0987. 0537. 0972. 0540. turbulence. etc. 0615. the result will be an increased pitch attitude at lift-off. 0672. A fast rotation rate increases the risk of tailstrike. 0436. 0626. 0566. 0449. 1017. 0846. 0569. 0727. 0488. 0453.NORMAL OPERATIONS TAKEOFF FLIGHT CREW TRAINING MANUAL A330/A340 AIRCRAFT GEOMETRY Ident. 0702. 0391. 0460. 0924. windshear. 0790. 0577. 0960. 0870. 0787. 1030. 0426. 0383. The potential reasons for this are: • The calculated VR is incorrect for the aircraft weight or flap configuration. 0517. 0639. and consequently a reduced tail clearance. MAIN FACTORS EARLY ROTATION Early rotation occurs when rotation is initiated below the scheduled VR. 0719.5 ° TAIL STRIKE AVOIDANCE Ident. 0619. 0583. 0981. 0557. 0953. 0514. 0482. 0531. 1040. windshear or an obstacle on the runway. 0431. 0829. ROTATION TECHNIQUE The recommendation given in the ROTATION TECHNIQUE paragraph should be applied. 0586. 0744. 0794. The minimum tail clearance occurs before lift off (due to rotating bogies). 0677. and is also the reference rate for performance calculations. 0837. but a slow rate increases take-off distance. 0804. 0622.: NO-050-00004022. 0575. 0710. 1079. 1122 MAX PITCH ATTITUDE ON GROUND depending on main gear oleo position fully extended fully compressed 12 ° 8. 0771. which can jeopardize the flight and lead to heavy maintenance action. 0933. • The PF commands rotation below VR due to gusts. 0715. ENV A330/A340 FLEET FCTM NO-050 P 10/18 15 JUN 10 . 0534. 0929. 0993. 0601. 0762-0768. 0897. 0706. 0543. 0848.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL INTRODUCTION Tail strikes can cause extensive structural damage. 340-600 11 Applicable to: MSN 0371. 0523. 0753. 0723. 1005.0013001 / 27 MAR 08 Criteria: RR. 0736. 0779. 0604. 0798. 0617.: NO-050-00004021. 0689. 0740. 0410. 0376. The recommended rate is between 2 and 3 °/s . 0606. 0681. 0475. 0440. 0630. 0468. Whatever the cause of the early rotation. which reflects the average rates achieved during flight test. 0547. 0812. 0580. They most often occur in such adverse conditions as crosswind. and CONF 2 or CONF 1+F becomes the optimum configuration. CONF 3 usually provides the highest FLEX temperature. the flight crew uses TOGA thrust and selects the configuration that provides the highest takeoff weight. ENV A330/A340 FLEET FCTM NO-050 P 11/18 15 JUN 10 . Usually. the flight crew should select CONF 3. The highest flap configuration gives the highest tailstrike margin. On medium or long runways. On short runways.NORMAL OPERATIONS TAKEOFF FLIGHT CREW TRAINING MANUAL A330/A340 CONFIGURATION When performance is limiting the takeoff weight. CONF 3 usually provides the highest FLEX temperature. So. the flight crew selects the configuration that provides the maximum FLEX temperature. and the tail clearance at lift off does not depends on the configuration. a variety of flap configurations are possible. the second segment limitation becomes the limiting factor. the flight crew should select CONF 3. the tail clearance at lift off depends on the configuration. For a given aircraft weight. So. and the tail clearance at lift off does not depends on the configuration. On A330 and A340-300: The configuration that provides the maximum FLEX temperature varies with the runway length. When the actual takeoff weight is lower than the permissible one. This is done to prolong engine life. On A340-500/600: For any runway length. the flight crew uses FLEX TO thrust. In these cases. in term of FLEX temperature. but should be cautious not to overreact.5 to 1 ft. Takeoff pitch trim setting is automatic on ground on the A340-500/600. it is advisable to select CONF 3. • From CONF 2 to CONF 3: Tail clearance increased by 1 ft. takeoff speeds closer to VMU limitation. loss in FLEX temperature generally less than 1 °C. provided the pitch trim setting is within the green band on the pitch trim wheel. • With an aft CG and the pitch trim set to the nose-up limit the pilots will most probably have to counteract an early autorotation until VR is reached. It is set manually via the pitch trim wheel on other A330/340 models. The aircraft performs a safe takeoff.5 to 2 ft. it is advisable to select one more step of flaps (compared to the optimum one). the crew may decide to select CONF 2 or CONF 3: • When the FLEX temperature is close to TREF. regarding this concern: The A330 has more tail clearance than the A340. A330/A340 Enhanced (with specific aircraft definition) and aircraft equipped with automatic trim setting function  . On A340-300. taking the above into consideration. selecting CONF 3 instead of 1+F increases the tail clearance by 1. Summary: On A340-200/300. this is even more the case with all engines operative. However. Note: detailed effect: • From CONF 1+F to CONF 2: Tail clearance increased by 0. loss in FLEX temperature generally less than 2 °C. Since twin aircraft have more thrust margin for takeoff. that has quite often. ENV A330/A340 FLEET FCTM NO-050 P 12/18 15 JUN 10 .NORMAL OPERATIONS TAKEOFF FLIGHT CREW TRAINING MANUAL A330/A340 There is a difference between twin and quadri. TAKEOFF TRIM SETTING The main purpose of the pitch trim setting for takeoff is to provide consistent rotation characteristics. The first degrees of flexible thrust have an impact on maintenance costs about 5 times higher than the last one. In either case the pilot may have to modify his normal control input in order to achieve the desired rotation rate. • When the FLEX temperature is more than 15 °C above TREF. This is true with one engine inoperative. the pitch trim setting significantly affects the aircraft behaviour during rotation: • With a forward CG and the pitch trim set to the nose-down limit the pilots will feel an aircraft “heavy to rotate” and aircraft rotation will be very slow in response to the normal take off stick displacement. at the expense of a loss in FLEX temperature generally less than 3 °C. 0106-0113. 0461-0463. 0077. 0448. 0127. 0542. 0155. 0386.0001001 / 28 MAY 08 Criteria: 330-200. 0050. 0441. 0602-0603. 0017. 0353. VERTICAL PROFILE Ident. 0240-0241. 0082-0083. 0132. AP ENGAGEMENT Ident. 0427-0428. 0524-0527. 0584. 0238.NORMAL OPERATIONS TAKEOFF FLIGHT CREW TRAINING MANUAL A330/A340 CROSSWIND TAKEOFF It is said in the TAKEOFF ROLL paragraph that care should be taken to avoid using large deflection. 0576. 0443-0444. 0396-0398. 0472-0473. 0222-0224. 0305-0306. 0489-0491. 0337-0346. 0479-0481. 0454-0456. 0384. 0265-0267. 0361-0362. 0258-0259. 0535-0536. 0195. 0261-0262. 0247-0251. 0500-0513. 0380. 0356-0358. resulting in excessive spoiler deployment. 0330. 0375. 0532-0533. 0581. 0030. 0269. 0418-0423. 0311-0317. 0095-0096. 0382. 0558. 0086-0087. 0229-0232. 0162. ‐ A tail strike pitch limit indicator appears on the PFD to indicate the maximum pitch attitude to avoid a tail strike. 0200. 0275-0277. 0425. 0188-0189. ACTION IN CASE OF TAILSTRIKE If a tail strike occurs at takeoff. 0439. OLEO INFLATION The correct extension of the main landing gear shock absorber (and thus the nominal increase in tail clearance during the rotation) relies on the correct inflation of the oleos. 0279. 0573-0574.: NO-050-00004024. 0451-0452. 0183-0184. 0253-0256. 0198. 0578-0579. 0322-0324. 0165. 0140. 0102. 0437. 0226. 0320. 0059-0060. 0281. 0539. 0203. 0518-0519. 330-200F. flight at attitude requiring a pressurized cabin must be avoided and a return to the originating airport should be performed for damage assessment. 0153. 0098-0100. 0333-0334. 0515-0516. 0570-0571. 0564-0565. 0388-0389. 0283-0291. 0143-0144.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The AP can be engaged 5 s after takeoff and above 100 ft RA. 0407-0409. 0465-0466. 0308-0309. 0372. 0400-0401. 0328. 0191. 0412. 0432. 0293-0296. 0364-0366. 0458. 0605. 0234. 0064-0073. 0600. 330-300 13 Applicable to: MSN 0012. 0054-0055. 0484. 0476-0477. 0521-0522. 0209. 0205-0206. 0037. An under inflated oleo will delay the start of the bogie rotation and reduce tail clearances. This design is installed as standard on A340-500/600 and as an option on all A330 and A340-200/300. 0244. 0271-0272. 0299-0301. 0607. 0045. A direct effect of the reduction in lift due to the extension of the spoilers on one wing will be a reduction in tail clearance and an increased risk of tailstrike. 0486-0487. 0567-0568. 0177. 0181. 0303. 0348-0351. 0171-0172. 0529-0530. 0062. 0392-0393. 0587-0588. ENV A330/A340 FLEET FCTM NO-050 P 13/18 15 JUN 10 . 0591-0597. 0138. 0211. 0219. 0118-0122. 0326. 0609-0610. 0493-0494. 0116. 0496-0498.: NO-050-00004025. 0148. 0403-0405. 0548-0553. 0555. 0469. 0368-0370. 12 AIRCRAFT SYSTEM FOR TAIL STRIKE PREVENTION The following aircraft systems help to prevent tail strike occurrence: ‐ A "PITCH-PITCH" synthetic voice sounds when the pitch attitude becomes excessive. 0981. 0836. 0540-0541. 0282. 0354-0355. 0897. 0715. the IAS which is actually flown in most cases is neither V2 +10 (AEO) nor V2 (OEI). 0606. 0784-0786. 0741-0743. 1031-1039. 0139. 0278. 0728-0735. 0846. 0749-0752. 0590.5 ° in case of windshear) ‐ Pitch required to climb a 0. 0639. 0847. 0902. 0753. 0934-0937. 0622. 0523. 0482-0483. 0531. 0038-0044. 0626. 1103-1120. 0117. 0783. 0543-0547. 0939-0952. 0051-0053. 0618. 0772-0774. 0707-0709. 0207-0208. 0438. 0644-0645. 0566. 0399. 0078-0081. 0252. 1091. 0894. 0790. 0829. 0182. 0459-0460. 0270. 0838-0843. 0031-0035. 0225. 0647-0650. 0724-0726. 0585-0586. 0097. 0201-0202. 0813-0828.5 ° minimum climb gradient.5 ° minimum climb gradient. 0706. 0204. 0426. 0769-0770. 0745-0747. 0394-0395. VERTICAL PROFILE Ident. 0922-0923. 0954. 0292. 0640-0642. 0895-0896. 0748. 0199. 340-500. 0227-0228. 0699-0701. 0280. 0577. 0955. 0297. 0716-0718. 0757. 0440. 0844. 0478. 0582-0583. 0604. 0114-0115. 0953. 0737-0739. 0310. 0800. 0263-0264. 0723. 0795-0797. 0799. 0268. 1040. 0798. 0982-0986. 0898-0901. 0166-0170. 0373-0374. 0830-0834. 0381. 0690-0693. The SRS pitch command is the minimum of the following pitches: • Pitch required to fly V2 +10 in All Engine Operative case (AEO) • Pitch required to fly IAS at the time of failure (with minimum of V2 and maximum of V2 +15) in One Engine Inoperative case (OEI) • Pitch required to climb a 0. 0625. 0608. 0245-0246. 0837. 0623. 0499. 0921. 0598.NORMAL OPERATIONS TAKEOFF FLIGHT CREW TRAINING MANUAL 0612-0614. 0835. 0651. 0488. 0787. 0779. 0961-0971. 0727. 0074-0076. 0973-0980. 0467-0468. 0433-0436. 0678-0680. 0018-0029. 0682-0684.5 ° in case of windshear) This explains why. 0534. 0449-0450. 0615. 0702. 1006-1016. 0630. 340-600 14 Applicable to: MSN 0002-0011. 0930-0932. 0956-0959. 0911. 0304. 0788-0789. 0804. 0061. 0145-0147. 0424. 0903-0909. 0329. 0711-0714. 0601. 0239. 0849-0869. 0924. 0624. 0327. 0681. 0993. 0192-0194. 0780-0782. 0410-0411. 0387. 0046-0049. 0740. 0133-0137. 0917. 0913-0916. 0620-0621. 0185-0187. 0805-0811. 1079. 0056-0058. 0886. 0776-0778. 0154. 0406. 0994-1004. 0442. 340-300. 0912. 0629. 0528. 0652-0667. The SRS pitch command is the minimum of the following pitches: ‐ Pitch required to fly V2 +10 in All Engine Operative case (AEO) ‐ Pitch required to fly IAS at the time of failure (with minimum of V2 and maximum of V2 +15) in One Engine Inoperative case (OEI) ‐ Maximum pitch attitude of 15 ° (22. 0720-0722. 0938. 0178-0180. 1123-1190 A330/A340 SRS engages when the thrust levers are set to the applicable detent for takeoff and will remain engaged until the acceleration altitude. 0812. 0163-0164. 1122 SRS engages when the thrust levers are set to the applicable detent for takeoff and will remain engaged until the acceleration altitude. 0235-0237. 0273-0274. • Maximum pitch attitude of 17. 0933. 0793-0794. 0685. 0744. 0754-0756. 0871-0885. 0694. 0689. 0556-0557. 0801-0803. 0703-0705. 0173-0176. 0672. 0101. 0402. 0572. 0520. 0617. 0616. 0887-0893. 0710. 0385. 0643. 0063. 0325. 0910.0005001 / 28 MAY 08 Criteria: 340-200. 0514. 0318-0319. 0260. 0445-0447. 0190. 0383. 0335. 0870. 0220-0221. 0775. 0987. 0371. 1080-1090. 0627. 0470-0471. 0013-0015. 0363. 0848. 0669-0671. 0761-0768. 0988-0992. 0123-0126. 0359. 0128-0131. 0212-0218. 0719.: NO-050-00004025. 1017. 1093-1101. 0929. 0918-0920. 0149-0152. 0736. 0242-0243. 0367. 0233. 0771. 0302. 0537-0538. 0413-0417. 0569. 0673-0676. 0628.5 ° (22. 0668. 0485. 0495. 1018-1029. 0925-0928. 0084-0085. 0791-0792. 0631-0638. ENV A330/A340 FLEET FCTM NO-050 P 14/18 15 JUN 10 . 0210. 0972. 0845. 0257. 0103-0104. 0698. 0429-0431. 0196-0197. 0686-0688. 0376-0379. 0156-0161. 0474-0475. 0580. 0619. 0559-0563. 0492. 0575. 0321. 0758-0760. during takeoff. 0464. 0646. 0960. 0390-0391. 0307. 1030. 1005. 1041-1078. 0677. 0517. 1102. 0611. 0352. 0141-0142. 0695-0697. 0554. 0347. 0088-0094. 0453. 0457. 0331-0332. “LVR CLB” flashes on the FMA. • Or to the preselected climb speed (entered by the pilot on PERF CLB page before takeoff). If green dot speed is higher than the managed target speed (eg: 250 kt speed limit) displayed by a magenta triangle on the PFD speed scale. ACCELERATION ALTITUDE Ident. ENV A330/A340 FLEET FCTM NO-050 P 15/18 15 JUN 10 .0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL At the acceleration altitude. lower slightly the nose. the crew will select the adequate target speed (below green dot) on the FCU. during takeoff. the crew can expect to follow the programmed SID. the AP/FD will guide the aircraft to green dot (as per the general managed speed guidance rule). The FD pitch down order depends upon the amount of thrust decrease between TOGA or FLX and CLB. THRUST REDUCTION ALTITUDE Ident. The A/THR is now active (A/THR on the FMA changes from blue to white). LATERAL PROFILE Ident. the packs will be selected back to ON after thrust reduction because of the potential resulting EGT increase. the FD pitch mode changes from SRS to CLB or OP CLB mode. speed constraint. speed limit or ECON climb speed).: NO-050-00004027. NAV is armed on selecting the thrust levers to the applicable detent for take-off and engages once above 30 ft RA.: NO-050-00004026. as applicable.NORMAL OPERATIONS TAKEOFF FLIGHT CREW TRAINING MANUAL A330/A340 This explains why. the IAS which is actually flown in cases is neither V2 +10 (AEO) nor V2 (OEI). In this case. If takeoff was performed packs OFF. When manual flying. to anticipate the pitch down FD order.0001001 / 28 MAY 08 Criteria: LR Applicable to: ALL At the thrust reduction altitude. If required by ATC.: NO-050-00004028. The speed target jumps: • Either to the managed target speed (eg.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL Under most circumstances. Bring the thrust levers back to CLB detent. They will be preferably selected sequentially to improve passengers’ comfort. If the engine start selector had been selected to IGN START for take-off. the aircraft accelerating (positive speed trend): retract to 1. If IAS decreases below VFE.0001001 / 28 MAY 08 Criteria: LR Applicable to: ALL If takeoff is carried out at heavy weight. Typically. The inhibition is removed and the slats retract when both alpha and speed fall within normal values. The VFE displayed on the PFD change from VFE CONF1+F to VFE CONF1. • At S speed. the flaps will not extend back to 1+F. the aircraft accelerating (positive speed trend): retract to 0.: NO-050-00004029. three protections may intervene: • The Flap Load Relief System (FLRS) • The Automatic Retraction System (ARS) • The alpha Lock function THE FLAP LOAD RELIEF SYSTEM When IAS reaches VFE. The ARS automatically retracts flaps to 0°. the FLRS is activated. "A.NORMAL OPERATIONS TAKEOFF FLIGHT CREW TRAINING MANUAL A330/A340 During takeoff phase. F and S speeds are the minimum speeds for retracting the surfaces: • At F speed. As the aircraft accelerates above S speed. THE ALPHA LOCK FUNCTION The slats alpha/speed lock function will prevent slat retraction at high AOA or low speed at the moment the flap lever is moved from Flaps 1 to Flaps 0. VFE is unchanged on PFD speed scale. THE AUTOMATIC RETRACTION SYSTEM While in Conf 1+F and IAS reaches 200 kt (215 kt for the A340-500 or -600). the ARS is activated. (Displayed VFE remains VFE CONF 2 in accordance with the flap lever position). the flap lever can be selected to 1. the flaps will re-extend. It retracts automatically the flaps to the next further retracted lever position. when F speed is close to VFE CONF2. In this case. the flap lever can be selected to 0. LOCK" pulses above the E/WD Slat indication. This is a normal situation at high gross weight. ENV A330/A340 FLEET FCTM NO-050 P 16/18 15 JUN 10 . the maneuvring speed F may be close to VFE Conf 2 and S speed is above VFE Conf1+F. this may occur in CONF 2. the crew will continue the scheduled acceleration. In this case. If alpha lock function is triggered. As the aircraft accelerates above F speed. the PNF should confirm with the PF when it may be deselected. "RELIEF" is displayed on the E/WD Flap/Slat indication. allowing further slats retraction. If IAS decreases below 200 kt (215 kt for the A340-500 or -600). TAKEOFF AT HEAVY WEIGHT Ident. noise abatement.: NO-050-00004032. ALT* engages and SRS disengages. NOISE ABATEMENT TAKE-OFF Ident.: NO-050-00004030. the crew should expect a faster than normal acceleration.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL If the aircraft is required to level off below the acceleration altitude. the flaps and slats may be retracted using the normal procedure as FD orders provide bank angle limits with respect to speed and configuration. and be prepared to retract the flaps and slats promptly.NORMAL OPERATIONS TAKEOFF FLIGHT CREW TRAINING MANUAL A330/A340 IMMEDIATE TURN AFTER TAKE-OFF Ident. ENV A330/A340 FLEET FCTM NO-050 P 17/18 15 JUN 10 . In this case.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL Obstacle clearance.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL Noise Abatement Procedures will not be conducted in conditions of significant turbulence or windshear.: NO-050-00004031. or departure procedures may require an immediate turn after take-off. The “LVR CLB” message flashes on the FMA and the target speed goes to the initial climb speed. Provided FD commands are followed accurately. LOW ALTITUDE LEVEL-OFF Ident. NORMAL OPERATIONS TAKEOFF FLIGHT CREW TRAINING MANUAL A330/A340 NOISE ABATEMENT TAKE-OFF ENV A330/A340 FLEET FCTM NO-050 P 18/18 15 JUN 10 . 0272-0274. 0340-0346. which reduces the maximum climb thrust by 10 % • D2. 1031-1039. 0181. 0534. 0154. 0776-0778. 0293-0296. 0609-0610. 0922-0923. 0493-0494. During the latter stage of a climb to higher levels. 0956-0959. 73-3038. which reduces the maximum climb thrust by 15 %. 0364-0366. 0514. 0429-0431. CLIMB THRUST Ident. 0256-0258. 0440. 0331-0332. 0716-0718. 0375. 0489-0491. 0623. 0148. 0114-0117. 1006-1016. 0836. 0432. 0488. 0524-0527. 0110. 0737-0739. 0805-0811. 0479-0481. 0682-0684. 0578-0579. 0385. 0383. 0165. 0320. 0913-0916. 0627. 0845. 0678-0680. 0234. 0247-0251. 0442. 0109. 0339. 0728-0735. 0363. 0356-0358. 0449-0450. 73-3018. 0625. 0384. 0311-0317. 0518-0519. 0382. 0292. 0140. 0103-0104. 0304. 0406. 0647-0650. 0669-0671. 0618. 0072-0082. 0260. 0083. 0396-0398. 0153. 0112. 0282. 1018-1029. derated climb thrust is deselected by selecting MCT. 0813-0828. S13669. 0570-0571. 0373-0374. 0245-0246. 0754-0756. 0328. LR 1 Applicable to: MSN 0012. the thrust levers are in the CL detent. 0400-0401. 0707-0709. 0299-0301. 0476-0477. 0261-0262. 0305-0306. 0354-0355. 0699-0701. 0973-0980. 0335. 0372. 0528. 0376-0379. 0517. 0612-0614. 0100-0101. 0529-0530. 0454-0456. 0271. 0495. 0600. 0485. 1123-1190 During the climb. 0555. S13608. 1080-1090. 0388-0389. 0119-0120. Climb performance will be reduced when using derated climb thrust but the ceiling will not be affected. 0327.: NO-060-00004984. 0111. 0500-0513. 0961-0971. 0458. 0118. 1093-1101. 0591-0597. 0347. 0380. 0322-0324. 0177. 0144. 0772-0774. 0121. 0584. 0607.0009001 / 27 MAY 08 Criteria: 22-3016. 0353. 0576. 0587-0588. 0918-0920. 0223. 0252. 0780-0782. 0367. 0532-0533. 0939-0952. 0387. 0443-0444. 0581. 0269. 0321. 0472-0473. 0412. 0801-0803. 0413-0417. 0930-0932. 0437. 0724-0726.: NO-060-00004984. 0788-0789. 0270. 1103-1120. 0149-0152. 73-3041. the A/THR is active in thrust mode and the FADECs manage the thrust to a maximum value depending upon ambient conditions. 0898-0901. 0071. 0438. 0470-0471. 0239. 0132. 0259. 0795-0797. 0982-0986. 0133-0137. 0240. 0283-0291. 0673-0676. 0196-0222. 0361-0362. 0392-0393. 0106. 0182-0194. 0616. 0799. 0244. 0469. 0465-0466. 0426. 0640-0642. 0233. 0686-0688. 0602-0603. 0139. 0496-0498. 0018-0070. 0138. 0302. 0156-0164. 0478. then "THR DCLB 1(2)" will be displayed on the FMA as the thrust levers are set to CL detent at the thrust reduction altitude. S14494. 0903-0909. 0871-0885. 0690-0693. 0427-0428. 0275-0277. 0620-0621. 0830-0834. 0403-0405. 0492. 0441. 0467-0468. 0424. 0531. 0084-0097. 0711-0714. 0178-0180. 0784-0786. S13608. 0297. ENV A330/A340 FLEET FCTM NO-060 P 1/6 15 JUN 10 . 0445-0447. 0741-0743. 0542. 0155. 0280. 0232. 0703-0705. 0102.0001001 / 27 MAY 08 Criteria: 22-3015. 0887-0893. 0573-0574. 0381. 0359. 0925-0928. 0325. 0558. 0238. 0540-0541. 0515-0516. 0229-0230. 0418-0423. 0329. 0279. 0461-0463. 0838-0843. 0911. 0439. 0564-0565. Should an engine failure occur during a derated climb. 0988-0992. 0769-0770. 0448. 0451-0452. 0330. 0326. 0307. 0849-0869. 0235-0237. The derated climb slightly increases fuel consumption and must be taken into account for fuel quantity computation (Refer to FCOM/99 Duref Cible FCOM). 0368-0370. S13845. 0954. 0631-0638. 0253-0255. 0410-0411. 0486-0487. Two levels of derated climb thrust can be selected on the PERF CLB page: • D1. LR 2 Applicable to: MSN 0002-0011. 0278. 0318-0319. 0224-0228. 0457. 0267-0268. S13607. 0994-1004. 0464. 0231. 0371. 0399. 0310. 0425. 0535-0536. S13668. 0605. 0644-0645. 0402. 0499. 0348-0351. 0145-0147. the derate is progressively reduced to zero by the FADECs. 0484. 0407-0409. 0394-0395. 0017. 0263-0264. 0390-0391. 0122-0131. 0337-0338. The crew may modify or cancel the level of derate at any stage through the MCDU PERF CLB page. 0474-0475. 0847. 0195. 0537-0538. 0308-0309. 0386. 0567-0568. 22-3016. 0652-0667. 0523. 0482-0483. 0113. 0166-0176. 0453. 0758-0760. Engine life may be extended by operating the engines at less than maximum climb rated thrust. 0141-0143. 0548-0553. 0107. 0934-0937. 0720-0722. 0241-0243. 0629. 1041-1078. 0745-0747. 0695-0697. 0303. If a derated climb has been entered prior to departure. 0352. 0521-0522. 0013-0015. 0791-0792. 0433-0436. 0749-0752. 0333-0334. 0265-0266.NORMAL OPERATIONS CLIMB FLIGHT CREW TRAINING MANUAL A330/A340 CLIMB THRUST Ident. 0539. 0098-0099. 0520. 0459-0460. 0281. S13607. 0895-0896. 0748. 0556-0557. 0744. i. 0910. but the aircraft will decelerate and its speed might reach VLS. 0846. OP CLB is to be used if ATC gives radar vector or clears the aircraft direct to a given FL without any climb constraints. and the ATHR will command up to Max Climb thrust. 0933. 0987. Its use is recommended as long as the aircraft is cleared along the F-PLN. 1091. 0798. 0921. 0993. 0580. 1005. 0569. 0566. 0575. 0757. when the FCU altitude is set above an altitude constraint and the pilot selects V/S when below that constraint to avoid a potential TCAS TA. 0800. In that case. 0955. 0617. 0710. 0848. 0953. 0651. 0924. If the crew selects a high V/S. 0615. 0619. When VLS is reached the AP will pitch the aircraft down so as to fly a V/S. 0771. the V/S indication on the FMA pulses and is boxed amber. 1102. 0668. pilots should pay particular attention to the speed trend as V/S takes precedence over speed requirements. 0672. 0790. 0685. In this case. 0624. 0793-0794. 1122 A330/A340 During the climb. 0608. 0604. 0706. 0960. 0886. the thrust levers are in the CL detent. 0582-0583. 0761-0768. SELECTED The selected AP/FD modes in climb are OP CLB or V/S. 0698. 0677. it may happen that the aircraft is unable to climb with this high V/S and to maintain the target speed with Max Climb thrust. 1030. 0837.: NO-060-00004035. 0972. ENV A330/A340 FLEET FCTM NO-060 P 2/6 15 JUN 10 . 0611. 0787. the AP/FD will guide to the target V/S. 0981. 0626. 0812.e.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The AP/FD climb modes may be either • Managed • Selected MANAGED The managed AP/FD mode in climb is CLB. 0577. 0723. 0829. 0719. A likely scenario would be. in order to try to keep the target speed. 0938. 1017. 0622. 0643. 0736. 0715. for performance reasons. 0902. 1040. 0753.NORMAL OPERATIONS CLIMB FLIGHT CREW TRAINING MANUAL 0543-0547. 0894. 0606. AP/FD CLIMB MODES Ident. 0572. the A/THR is active in thrust mode and the FADECs manage the thrust to a maximum value depending upon ambient conditions. 0804. 0870. 0694. 0702. 0554. 0590. 0630. 0646. the aircraft will disregard the altitude constraint. 0929. Any other vertical mode will disregard any altitude constraints. 0775. 0639. 0681. 0835. 0598. 0779. 0917. 0601. 0727. 0628. In this case. 0783. 0559-0563. 0689. 0897. 0844. when CLB is displayed on the FMA. 0740. The crew should be aware that altitude constraints in the MCDU F-PLN page are observed only when the climb is managed. 0912. 0585-0586. which allows maintaining VLS. A triple click is generated (if triple click option is available) Whenever V/S is used. 1079. On ground. e.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The climb speed may be either: • Managed • Selected MANAGED The managed climb speed. computed by the FMGS. Indeed.NORMAL OPERATIONS CLIMB FLIGHT CREW TRAINING MANUAL A330/A340 SMALL ALTITUDE CHANGES Ident. to reach a given altitude in the shortest time. It is to be used when the F-PLN has a sharp turn after take-off. Pilots should be aware that it is possible to select and fly a speed below green dot but there would be no operational benefit in doing this.e. as it can take a long time to accelerate to ECON mach. actual and predicted winds. the THR CLB mode is limited in order to give 1000 fpm making this altitude change smoother and more comfortable for the passengers. SELECTED If necessary. to reach a given altitude in a shortest distance. in the small altitude change case. SPEED CONSIDERATIONS Ident.g. Avoid reducing to green dot at high altitude. particularly at heavy weight.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL CLB or OP CLB mode will be preferred to VS mode for climb even for small altitude changes.e. As there is no indication of this speed on the PFD. The MCDU PERF CLB page displays the time and distance required to achieve the selected altitude by climbing at green dot speed. provides the most economical climb profile as it takes into account weight. prior take-off. ENV A330/A340 FLEET FCTM NO-060 P 3/6 15 JUN 10 . is green dot. the speed can be selected on FCU to achieve the maximum rate of climb or the maximum gradient of climb. a good rule of thumb is to use turbulence speed to achieve maximum rate. Once airborne. The speed to achieve the maximum rate of climb.: NO-060-00004040. ISA deviation and Cost Index (CI). speed target at acceleration altitude can be pre-selected on the MCDU PERF CLIMB page. i. when high angle of climb is required or for ATC clearance compliance.: NO-060-00004036. the climb speed can be either pre-selected on ground prior to take-off on the MCDU PERF CLIMB page or selected on the FCU as required. The speed to achieve the maximum gradient of climb. the default speed limit which is 250 kt up to 10 000 ft. lies between ECON climb speed and green dot. i. The managed climb speed also takes into account any speed constraints. The crew will use a PD (Place/Distance). This FL is defaulted to the FCU target altitude or it may be manually inserted. When IAS is selected in lower altitude. the AP/FD should be in NAV. VERTICAL PERFORMANCE PREDICTIONS Ident. e. as selected speed does not provide the optimum climb profile.-10 waypoint if the question is "CAN YOU MAKE FL XXX .e.NORMAL OPERATIONS CLIMB FLIGHT CREW TRAINING MANUAL A330/A340 When selected speed is used.: NO-060-00004037. i.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL If the aircraft is following the programmed SID. Consequently. 10 N. This information is to be used to rapidly answer to ATC: "CAN YOU CLIMB TO FL XXX?" The MCDU PERF CLB page provides predictions to a given FL in terms of time and distance assuming CLB mode. will revert CLB to OP CLB and any altitude constraints in the MCDU FPLN page will not be observed unless they are selected on the FCU. ENV A330/A340 FLEET FCTM NO-060 P 4/6 15 JUN 10 . the FM predictions remain meaningful. The symbol level arrow on the ND assumes the current AP engaged mode. Finally. it should only be used when operationally required. e.: NO-060-00004038. HDG will be used until a time when clearance is given to either resume the SID or track direct to a specific waypoint. If ATC vectors the aircraft. where managed speed is supposed to be resumed. the crew must ensure that the waypoints are properly sequenced. there is an automatic change to Mach at a specific crossover altitude. In either case.g.0001001 / 27 MAY 08 Criteria: LR Applicable to: ALL The MCDU PROG page provides the crew with the MAX REC ALT and with the OPT ALT information (See cruise section).m before ZZZ point?" LATERAL NAVIGATION Ident. ZZZ. The crew should keep in mind that the use of HDG mode e.g.g. ATC constraint or weather. 250 kt /10 000 ft. This information is to be used to rapidly answer to ATC: "CAN YOU MAKE FL XXX by ZZZ waypoint?". following ATC radar vectors. the predictions on the F-PLN page assume the selected speed is kept till the next planned speed modification. 0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL 10 000 ft FLOW PATTERN EFIS Option: The PF will select CSTR for grid MORA The PNF will select ARPT ENV A330/A340 FLEET FCTM NO-060 P 5/6 15 JUN 10 .: NO-060-00004039.NORMAL OPERATIONS CLIMB FLIGHT CREW TRAINING MANUAL A330/A340 10 000 FT FLOW PATTERN Ident. NORMAL OPERATIONS CLIMB FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM NO-060 P 6/6 15 JUN 10 . FMS USE Ident. When in cruise i. the thrust control is soft. Wind entries should be made at waypoints when there is a difference of either 30 ° or 30 kt for the wind data and 5 °C for temperature deviation. ALT CRZ on FMA.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL Once the cruise flight level is reached. Stepclimb and wind propagation rule ENV A330/A340 FLEET FCTM NO-070 P 1/14 15 JUN 10 . This optimizes the fuel consumption in cruise.e. STEP CLIMB If there is a STEP in the F-PLN. the crew will ensure that the wind is properly set at the first waypoint beyond the step (D on the following example) at both initial FL and step FL. "ALT CRZ" is displayed on the FMA.NORMAL OPERATIONS CRUISE FLIGHT CREW TRAINING MANUAL A330/A340 PREFACE Ident. This means that the thrust will allow small speed variation around the cruise Mach (typically ± 3 kt) before a readjustment of thrust occurs.0001001 / 27 JUN 08 Criteria: LR Applicable to: ALL CRUISE FL If the aircraft is cleared to a lower cruise flight level than the pre-planned cruise flight level displayed on MCDU PROG page. WIND AND TEMPERATURE When reaching cruise FL. the crew will ensure that the wind and temperatures are correctly entered and the lateral and vertical F-PLN reflect the CFP. "ALT CRZ" will not be displayed on the FMA and cruise Mach number will not be targeted. These entries should be made up to four different levels to reflect the actual wind and temperature profile.: NO-070-00004042. The crew will update the MCDU PROG page accordingly.: NO-070-00004041. This will ensure that the FMS fuel and time predictions are as accurate as possible and provide an accurate OPT FL computation. The cruise Mach number is targeted and cruise fuel consumption is optimized. NORMAL OPERATIONS CRUISE FLIGHT CREW TRAINING MANUAL A330/A340 If at D waypoint. 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 ENV A330/A340 FLEET FCTM NO-070 P 2/14 15 JUN 10 . The SEC F-PLN is a useful tool and should be used practically. ETP The ETP function should be used to assist the crew in making a decision should an en-route diversion be required. which might affect the optimum FL computation. When an ETP is sequenced. Each time an ETP is sequenced. the crew should insert the next suitable diversion airfield. the crew would reduce their workload should a failure occur. The ETP should be inserted in the SEC F-PLN as a PD (Place/Distance) and the route to diversion airfield should be finalized. Suitable airport pairs should be entered on the ETP page and the FMS will then calculate the ETP. By programming a potential en-route diversion. This is due to wind propagation rules. it is recommended to insert the same wind at FL 310 as the one at FL 350. the CFP provides the wind at FL 350 but not at FL 310. This is particularly true when terrain considerations apply to the intended diversion route. The fuel and time predictions are a function of the average wind between the aircraft and the airport.NORMAL OPERATIONS CRUISE FLIGHT CREW TRAINING MANUAL A330/A340 Example of SEC F-PLN use during cruise The DATA/Stored Routes function in the MCDU can be used to store up to five possible diversion routes. the crew can also use the CLOSEST AIRPORT page which provides valuable fuel/time estimates to the four closest airports from the aircraft position. These routes can be entered into the SEC F-PLN using the SEC INIT prompt. as well as to an airport the crew may define. the crew will use the FIX INFO page which can be accessed from a lateral revision on F-PLN page at PPOS. Once achieved. Refer to FCOM/DSC-22_20-60-50 SECONDARY FLIGHT PLAN for further information For diversion purpose. MISCELLANEOUS If ATC requires a position report. the crew will use the REPORT page which can be accessed from PROG page. If ATC requires to report on a given radial. If ATC modifies the routing. the crew will insert a time marker pseudo waypoint. ENV A330/A340 FLEET FCTM NO-070 P 3/14 15 JUN 10 . This prompt will only be available if the SEC F-PLN is deleted. If ATC requires a report at a given time. the crew may perform a new F-PLN print. the crew will revise the F-PLN. 0226. 0158-0159. From an operational point of view. then it would be appropriate to reduce the CI. S14273. 0229-0233. 22-4057. 0312-0338. 0027-0029. 0269-0271. 0258-0260. The CI is calculated by the airline for each sector. the crew will insert the offset. 0112. 0195.0008001 / 19 APR 10 Criteria: 22-3026. 22-4025. 0018-0021. 0245-0256. the crew should be aware that any modification of the CI would affect trip cost. 0162-0163. 0185-0186. 0064-0066. 0297-0299. 0178-0181.: NO-070-00004043. 22-4063. the crew will then modify the CI in the primary F-PLN. 0115. COST INDEX Ident. 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). 0122. 0266-0267. However. 0046.NORMAL OPERATIONS CRUISE FLIGHT CREW TRAINING MANUAL A330/A340 If there is weather. The CI is a strategic parameter which applies to the whole flight. S14275. 0291-0295. 0529-0553. the CI affects the speeds (ECON SPEED/MACH) and cruise altitude (OPT ALT). 0309-0310. 0235-0243. 0172. 0135. 0301-0307. 0149-0151. 22-3084. SPEED CONSIDERATIONS Ident. the CI can be modified by the crew in flight for valid strategic operational reasons. S16061. However. If ATC gives a DIR TO clearance to a waypoint far from present position. 0139. 0078. 22-3045. 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. 0219. 0011. 0060-0062. LR 1 Applicable to: MSN 0004-0006. 0035. 0049-0050. For example. 0273-0281. If they are satisfactory. 0166-0170. CI=0 corresponds to maximum range whereas the CI=999 corresponds to minimum time.: NO-070-00004051. 22-3044.0001001 / 27 MAR 08 Criteria: LR 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. 0008. 0190. 0156. 22-4042. 0213. 0052-0053. the crew will use the ABEAM facility. 0084. 0056-0058. The SEC F-PLN can be used to check the predictions associated with new CI. 0340-0527. Once cleared by ATC. 0222-0224. 0262-0264. 0202. 0283-0288. S17587. 0206-0207. 0154. 22-4037. 0555-1190 2 The cruise speed may be either: • Managed • Selected ENV A330/A340 FLEET FCTM NO-070 P 4/14 15 JUN 10 . 0023-0025. 0209-0210. 0174-0175. This facility allows both a better crew orientation and the previously entered winds to be still considered. +50 kt head wind equates to M +0. i. This facility is also available in the SEC F-PLN. the speed should not be reduced below GREEN DOT as this may create a situation where it is impossible to maintain speed and/or altitude as the increased drag may exceed the available thrust. the pilot must select the cruise speed on the FCU.NORMAL OPERATIONS CRUISE FLIGHT CREW TRAINING MANUAL A330/A340 MANAGED When the cruise altitude is reached. Should ATC require a specific time over a waypoint. where the programmed speeds apply again. If the constraint can be met. At high altitude. to achieve this constraint. an amber asterix will be displayed. Once the constrained waypoint is sequenced.01.84. The FMS predictions are therefore realistic.g.e. if the constraint cannot be met. This guidance is performed under managed speed control and is taken in to account for cruise predictions. "ALT CRZ " on the FMA. 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. FMS predictions are updated accordingly until reaching either the next step climb or top of descent. The optimum cruise Mach number is automatically targeted. the A/THR operates in SPEED/MACH mode.e. within ± 2 min.g. SELECTED Should ATC require a specific cruise speed or turbulence penetration is required. e. a magenta asterix will be displayed on the MCDU. The managed Mach number would be modified accordingly. the crew can perform a vertical revision on that waypoint and enter a time constraint. e. it will increase with an increasing headwind. ENV A330/A340 FLEET FCTM NO-070 P 5/14 15 JUN 10 . The constant Mach segment option enables to fly cruise segment at constant Mach. the ECON Mach is resumed. between green dot and M 0. i. 0059. Its value depends on: • CI • Cruise flight level • Temperature deviation • Weight • Headwind component. 0067-0077. 0308. 0214-0218. 0311. 0272. The FMS predictions are therefore realistic. 0220-0221. 0173. 0268.01. Should ATC require a specific time over a waypoint. 0203-0205. the ECON Mach is resumed. FMS predictions are updated accordingly until reaching either the next step climb or top of descent. 0157. Once the constrained waypoint is sequenced. At high altitude. The managed Mach number would be modified accordingly. i. If the constraint can be met. 0265. The crew should be aware that the optimum Mach number will vary according to the above mentioned parameters.g. 0116-0121. the pilot must select the cruise speed on the FCU. 0296. ENV A330/A340 FLEET FCTM NO-070 P 6/14 15 JUN 10 . between green dot and M 0. 0009. 0026. 0282. 0030-0034. 0054-0055.: NO-070-00004051. it will increase with an increasing headwind. 0152-0153. 0079-0083. 0012-0017. 0136-0138. The optimum cruise Mach number is automatically targeted. 0244.g. to achieve this constraint. e. within ± 30 s. SELECTED Should ATC require a specific cruise speed or turbulence penetration is required. if the constraint cannot be met. the A/THR operates in SPEED/MACH mode. a magenta asterix will be displayed on the MCDU. 0187-0189.0001001 / 09 JUN 10 Criteria: LR 3 Applicable to: MSN 0002-0003. where the programmed speeds apply again. 0171. the crew can perform a vertical revision on that waypoint and enter a time constraint. e. 0123-0134. 0022. 0554 The cruise speed may be either: • Managed • Selected 4 MANAGED When the cruise altitude is reached. 0037-0045. 0051. 0113-0114. 0300. 0261. 0140-0148. 0085-0111. 0164-0165. i. 0047-0048. 0191-0194.e. 0063. 0007. "ALT CRZ " on the FMA. +50 kt head wind equates to M +0. 0208. 0155. 0339. 0211-0212. 0225. 0182-0184.NORMAL OPERATIONS CRUISE FLIGHT CREW TRAINING MANUAL A330/A340 SPEED CONSIDERATIONS Ident. 0234. 0227-0228. 0290. 0196-0201. the speed should not be reduced below GREEN DOT as this may create a situation where it is impossible to maintain speed and/or altitude as the increased drag may exceed the available thrust. 0528. 0160-0161.e.84. an amber asterix will be displayed. 0257. 0176-0177. STEP CLIMB Ident. If predictions are satisfactory in term of time ENV A330/A340 FLEET FCTM NO-070 P 7/14 15 JUN 10 . For each Mach number. from a cost point of view. In order to determine the optimum location of the next FL change. If the crew inserts a FL higher than REC MAX into the MCDU. referred to as a Step Climb.2 g.g. Unless there are overriding operational considerations. the crew will use the OPT STEP facility on the STEP ALT page and insert the next FL. it will be accepted only if it provides a buffet margin greater than 0. Step climbs can either be planned at waypoints or be optimum step points calculated by the FMGS.: NO-070-00004045. OPT FL OPT FL displayed on the MCDU is the cruise altitude for minimum cost when ECON MACH is flown and should be followed whenever possible. either to accept a cruise FL higher than REC MAX or to be held significantly lower for a long period. Otherwise. Should an FMGS failure occur.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The MCDU PROG page displays: • REC MAX FL • OPT FL. REC MAX FL REC MAX FL reflects the present engine and wing performance and does not take into account the cost aspect. the crew should refer to the Refer to FCOM/PER-CRZ-AEO-ALT-10 CRUISE LEVEL CHARTS or Refer to FCOM/99 Duref Cible FCOMQRH to determine the OPT FL. The crew should be aware that flying at a level other than the OPT FL would adversely affect the trip cost. e.: NO-070-00004044. it will be rejected and the message "CRZ ABOVE MAX FL" will appear on the MCDU scratchpad.NORMAL OPERATIONS CRUISE FLIGHT CREW TRAINING MANUAL A330/A340 ALTITUDE CONSIDERATIONS Ident. there will be a different OPT FL. REC MAX should be considered as the upper cruise limit.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL Since the optimum altitude increases as fuel is consumed during the flight.3 g buffet margin. FCOM and QRH charts are only provided for four different Mach numbers. It provides a 0. is typically accomplished by initially climbing approximately 2 000 ft above the optimum altitude and then cruising at that flight level until approximately 4 000 ft below optimum. This technique. It is important to note that the OPT FL displayed on the PROG page is meaningful only if the wind and temperature profile has been accurately entered. it is preferable to climb to a higher cruise altitude when aircraft weight permits. 0326. 0328. 0064-0073. 0303. 0234. 0148. 0086-0087. The OPT STEP computation will be accurate if vertical wind profile has been properly entered. 0222-0224. 0098-0100. 0240-0241. 0226. 0271-0272. 0188-0189. 0155. 0171-0172. 0132. 0209. 0140. 0183-0184. 0219. 0205-0206. 0311-0317. 0269. 0244. 0195. 0165. 0062. OPT FL follow up The diagram above shows three step climb strategies with respect to OPT and REC MAX FL. 0191. 0077. 0059-0060. The inserted step climb is set as a (S/C) geographic waypoint. 330-300 5 Applicable to: MSN 0012. The requested/cleared cruise altitude should be compared to the REC MAX altitude. 0200.NORMAL OPERATIONS CRUISE FLIGHT CREW TRAINING MANUAL A330/A340 and fuel saving. 0322-0324. 330-200F. 0030. 0229-0232. 0308-0309. 0211. 0247-0251. the crew will insert it in F-PLN provided it is compatible with ATC. Strategy 1 provides the best trip cost. 0102. standing waves or temperature change. 0162. 0050. 0143-0144. 0118-0122. 0330. 0333-0334. It may be updated by pressing the UPDATE* prompt on the STEP page. 0106-0113. 0281. 0293-0296. 0177. 0275-0277. 0045. 0095-0096. EFFECT OF ALTITUDE ON FUEL CONSUMPTION Ident. Refer to FMS USE of this section. Before accepting an altitude above optimum. the crew should determine that it will continue to be acceptable considering the projected flight conditions such as turbulence.0001001 / 27 MAR 08 Criteria: 330-200. 0305-0306. 0054-0055. 0299-0301. 0279. ENV A330/A340 FLEET FCTM NO-070 P 8/14 15 JUN 10 . 0283-0291.: NO-070-00004046. 0348-0351. 0181. 0037. 0253-0256. 0337-0346. 0261-0262. 0138. This minimizes the possibility of being held at a low altitude and high fuel consumption condition for long periods of time. It may be advantageous to request an initial cruise altitude above optimum if altitude changes are difficult to obtain on specific routes. 0258-0259. 0153. 0203. 0017. 0116. 0127. 0238. Refer to FCOM/PER-CRZ-AEO-ALT-20 WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGE to provide valuable tables to assess the effect of the vertical wind profile on the optimum cruise flight level. 0198. followed by 2 then 3. 0082-0083. 0265-0267. 0320. 0440. 1093-1101. 0686-0688. 340-500.5 % Consequently. 0013-0015. 1080-1090. 0074-0076. performance economy decreases. 0539. 0564-0565. 0097. 0467-0468. 0520. 0399. 0682-0684. 0587-0588. 0441. 0454-0456. 0465-0466. 0647-0650. 0489-0491. 0469. 0173-0176. 0616. 0623. 0297. 0367. 1041-1078. 0056-0058. 0911. 0347. 0245-0246. 0242-0243. 0199.NORMAL OPERATIONS CRUISE FLIGHT CREW TRAINING MANUAL 0353. 0407-0409. 0445-0447. 0375. 0139. 0359. 0424. 340-600 6 Applicable to: MSN 0002-0011. 0609-0610. 0235-0237. 0364-0366. 0788-0789. 0302. 0412. 1031-1039. 0260. 0084-0085. 0780-0782. 0913-0916. 0318-0319. 0382. 0640-0642. 0849-0869. 0402. 0496-0498. 0433-0436. 0584. 0669-0671. 0555. 0493-0494. 0280. 0472-0473. 0627. 0225. flying at a level other than OPT FL will adversely affect the trip cost. 0227-0228. 0381. 0410-0411. 0795-0797. 0474-0475. 0573-0574. 0678-0680. 0631-0638. 0517. 0384. 0292. 0458. 0031-0035. 0922-0923. 0535-0536. 0114-0115. 0625. 0443-0444. 0403-0405. 0791-0792. 0954. 0749-0752. 0442. 0548-0553. 0448. 0652-0667. 0394-0395. 0930-0932. 0629. 0207-0208. 0268. 0252. 0103-0104. 0257. 0478. 0605. 0425. 0607. 0325. 0887-0893. 0784-0786. 0078-0081. 0581. 0476-0477. 0178-0180. 0591-0597.5 % • Flying 4 000 ft below optimum altitude results in fuel penalty of approximately 5 % • Flying 2 000 ft below optimum altitude results in fuel penalty of approximately 1. 0449-0450. 0939-0952. 0805-0811. 0356-0358. 0038-0044. 0352. 0438. 0196-0197. 0185-0187. 0154. 0166-0170. 0523. 0845. 0620-0621. 0754-0756. 0558. 0373-0374. 0329. 0567-0568. 0895-0896. 0600. 0383. 0451-0452. 0673-0676. 0400-0401. 0396-0398. 1123-1190 A330/A340 The selected cruise altitude should normally be as close to optimum as possible. 0432. 0934-0937. 0799. 0973-0980. 0018-0029. 0484. 0741-0743. 0372. 0437. 0354-0355. 0776-0778. 0368-0370. 0728-0735. 0201-0202. 0385. 0123-0126. 0141-0142. 0699-0701. 0813-0828. 0145-0147. 0220-0221. 0801-0803. 0304. 0263-0264. 0088-0094. 0307. 0707-0709. 0982-0986. 0529-0530. 0514. 0457. 0376-0379. 1018-1029. 0233. 0321. 0925-0928. 1103-1120. 0737-0739. 0331-0332. 340-300.0003001 / 27 MAR 08 Criteria: 340-200. 0711-0714. 0758-0760. 0361-0362. 0418-0423. As a general rule: • Flying 2 000 ft above optimum altitude results in fuel penalty of approximately 2. 0046-0049. 0470-0471. 0212-0218. 0724-0726. 0918-0920. 0426. 0149-0152. 0769-0770. 0720-0722. 0528. 0903-0909. 0486-0487. 0182. 0518-0519. 0270. 0495. 0488. 0772-0774. 0521-0522. 0836. 0406. fuel penalty versus OPT FL EFFECT OF ALTITUDE ON FUEL CONSUMPTION Ident. 0117. 0644-0645. 0690-0693.: NO-070-00004046. 0163-0164. 0524-0527. 0961-0971. 0204. 0327. 0063. 0239. 0387. 0703-0705. 0956-0959. 0051-0053. 0515-0516. 0210. 0273-0274. 0392-0393. 0745-0747. 0453. 0461-0463. 0871-0885. 0278. 0542. 0310. 0380. 0459-0460. 0413-0417. 0192-0194. 0101. 0500-0513. 0128-0131. 0390-0391. 1006-1016. 0578-0579. 0335. 0576. 0612-0614. 0570-0571. 0439. 0602-0603. 0838-0843. 0133-0137. 0695-0697. 0898-0901. 0371. 0363. 0532-0533. 0988-0992. 0847. 0427-0428. 0492. 0156-0161. 0830-0834. 0464. ENV A330/A340 FLEET FCTM NO-070 P 9/14 15 JUN 10 . 0499. 0282. 0482-0483. 0388-0389. 0386. 0994-1004. As deviation from optimum cruise altitude increases. 0716-0718. 0429-0431. 0061. 0618. 0190. 0485. 0479-0481. 0615. 0987. 0569. 0585-0586. 0685. 0619. 0723.5 % • Flying 4 000 ft below optimum altitude results in fuel penalty of approximately 5 % • Flying 2 000 ft below optimum altitude results in fuel penalty of approximately 1. 0727. 0790. 0611. 0566. 0929. 0744. 0993. 0537-0538. 0972. 0598. 0835. 0715. 0753. 0783. 0886. 0719. 0912. 0617. 0710. 0757. 0800. 0812. 0556-0557. 0787. 0848. route of flight. 0606.: NO-070-00004047. temperature. 0779. 1040. 0651. As deviation from optimum cruise altitude increases. 0577.0001001 / 20 MAY 09 Criteria: LR Applicable to: ALL The flight plan fuel burn from departure to destination is based on certain assumed conditions. 0793-0794. 0917. 0608. such as actual flight level. 0643. 1030. 0694. performance economy decreases. 0554. 0681. 0580. 0601.5 % Consequently. 0706. 0761-0768. 1005. 0630. 0626. 0698. These include gross weight. 0771. 0921. 0804. 0702. 0924. 0559-0563. 0689. 0829. 1102. 0844. 0740. 0622. 0604. The crew may suspect a fuel leak in case of: • A significant deviation between planned and actual fuel figures • An excessive fuel flow leading to a potential imbalance • An abnormal decrease in total fuel quantity (FOB+FU) In this situation the crew must apply the FUEL LEAK paper procedure. 0938. Actual fuel consumption should be compared with the flight plan fuel consumption at least once every 30 min. 0668. 0870. 0981. 0846. 1017. 0960. These parameters should normally be reflected in the FMS. 0534. 0672. 0798. 0543-0547. 0897. 0677. 0748. 0902. ENV A330/A340 FLEET FCTM NO-070 P 10/14 15 JUN 10 . 0575. cruise speed and unexpected meteorological conditions. 0775. 0639. 0624. As a general rule: • Flying 2 000 ft above optimum altitude results in fuel penalty of approximately 1. cruise wind and cruise speed. 1079. 0910. 1122 A330/A340 The selected cruise altitude should normally be as close to optimum as possible. 0590. 0646. fuel penalty versus OPT FL FUEL MONITORING Ident. The crew should be aware that many factors influence fuel consumption. 0955. 0953. 0540-0541. 0736. flying at a level other than OPT FL will adversely affect the trip cost. 0582-0583. 1091. 0572. 0837. 0894. 0628. 0933.NORMAL OPERATIONS CRUISE FLIGHT CREW TRAINING MANUAL 0531. cruise altitude. consideration should be given to achieving a higher TAT: • Descending or diverting to a warmer air mass may be considered. go-around and alternate routing.: NO-070-00004048. However.NORMAL OPERATIONS CRUISE FLIGHT CREW TRAINING MANUAL A330/A340 FUEL TEMPERATURE Ident. The fuel predictions will be accurate if the F-PLN is correctly entered in terms of arrival. During FMGS programming the PF will be head down. extended cruise operations increase the potential for fuel temperatures to reach the freeze point. In severe cases. The rate of cooling of fuel can be expected to be in the order of 3 °C per hour with a maximum of 12 °C per hour in the most extreme conditions. a descent to as low as 25 000 ft may be required. The crew should consider the fuel penalty associated with either of these actions. fuel temperature rarely decreases to the point that it becomes limiting. The FMGS will be programmed as follows: ENV A330/A340 FLEET FCTM NO-070 P 11/14 15 JUN 10 .: NO-070-00004049. APPROACH PREPARATION Ident.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL The latest destination weather should be obtained approximately 15 min prior to descent and the FMGS programmed for the descent and arrival. • Increasing Mach number will also increase TAT. If fuel temperature approaches the minimum allowed. Below the tropopause. which can accumulate when fuel temperature is below the freeze point (-47 °C for jet A1) and can prevent proper fuel feed to the engines. An increase of M 0.7 °C increase in TAT.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL Fuel freeze refers to the formation of wax crystals suspended in the fuel. In either case. so it is important that the PNF does not become involved in any tasks other than flying the aircraft.01 produces approximately 0. Fuel temperature will slowly reduce towards TAT. up to one hour may be required for fuel temperature to stabilise. During normal operations. a 4 000 ft descent gives a 7 °C increase in TAT. NORMAL OPERATIONS CRUISE FLIGHT CREW TRAINING MANUAL 7 A330/A340 FPLN Lateral: ‐ Landing runway. It is not recommended manually forcing the ILS identifier as. STAR. MCDU F-PLN page vs approach chart crosscheck RAD NAV Manually tune the VOR/DME and/or NDB if required. the associated ILS would not be automatically tuned. and check the value of the FPA after the VIP ‐ Identify the Missed Approach Point (MAP). Check ILS ident. Approach. in case of late runway change. Go-around procedure ‐ F-PLN to alternate Vertical: ‐ Altitude and Speed constraints ‐ Compare vertical F-PLN on MCDU with approach chart For non-precision approaches: ‐ Identify the point where the final descent starts (also called Vertical Interception Point or VIP) ‐ Check the position and altitude of the VIP. frequency and associated course of destination airfield as required. ENV A330/A340 FLEET FCTM NO-070 P 12/14 15 JUN 10 . It should be concise and conducted in a logical manner. the PNF should then cross check the information prior to the approach briefing. Once the FMGS has been programmed. FUEL PRED Check estimated landing weight. The briefing should be practical and relevant to the actual weather conditions expected. ground speed mini-function will cope with the gusts).NORMAL OPERATIONS CRUISE FLIGHT CREW TRAINING MANUAL A330/A340 PROG Insert VOR/DME or landing runway threshold of destination airfield in the BRG/DIST field as required. PF briefing Aircraft type and technical status NOTAM Weather Associated cross check Continued on the following page ENV A330/A340 FLEET FCTM NO-070 P 13/14 15 JUN 10 . to enable the crew to concentrate on the content. Temperature and wind) The entered wind should be the average wind given by the ATC or ATIS. APPROACH BRIEFING Ident. • Destination airfield weather (QNH. for example. if the wind is 150 kt/20-25 kt. runway change. EFOB and extra fuel. circling or diversion. PERF GO AROUND: Check thrust reduction and acceleration altitude.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL 8 The main objective of the approach briefing is for the PF to inform the PNF of his intended course of action for the approach. Do not enter gust values. PERF PERF APPR: • Descent winds. It should be given at a time of low workload if possible. It is very important that any misunderstandings are resolved at this time. SEC F-PLN To cover contingencies e.: NO-070-00004050. insert the lower speed 150 kt/20 kt (With managed speed mode in approach. • Minima (DH for CAT 2 or 3 approach and MDA for others approaches) • Landing configuration (wind shear anticipated or in case of failure).g. Max) Expected taxi route Radio aids   RAD NAV ENV A330/A340 FLEET FCTM NO-070 P 14/14 15 JUN 10 . position) ‐ MORA. STAR. manual take over) Use of reversers (IDLE.NORMAL OPERATIONS CRUISE FLIGHT CREW TRAINING MANUAL A330/A340 PF briefing ‐ Accessibility ‐ Runway in use Continued from the previous page Associated cross check Fuel ‐ Extra fuel FUEL PRED page Descent ‐ TOD (time. MSA ‐ Altitude and speed constraints F-PLN page F-PLN page (if expected) ‐ Entry in holding pattern ‐ MHA and MAX speed Holding Approach ‐ ‐ ‐ ‐ ‐ ‐ Approach type Altitude and FAF identification Glide Path MDA/DH Missed approach procedure Alternate considerations ‐ ‐ ‐ ‐ ‐ ‐ PERF APPR and ND F-PLN PFD/FMA PERF APPR F-PLN F-PLN Landing ‐ ‐ ‐ ‐ ‐ Runway condition. length and width Tail strike awareness Use of autobrake (mode. It takes into account any descent speed and altitude constraints and assumes managed speed is used. The first segment of the descent will always be idle segment until the first altitude constraint is reached. COMPUTATION PRINCIPLES Ident.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL TOD AND PROFILE COMPUTATION The FMGS calculates the Top Of Descent point (TOD) backwards from a position 1 000 ft on the final approach with speed at VAPP.: NO-080-00004052. In mountainous areas. This explains THR DES on the FMA. If the STAR includes a holding pattern. it is not considered for TOD or fuel computation. This gives some flexibility to keep the aircraft on the descent path if engine anti-ice is used or if winds vary.0001001 / 04 DEC 08 Criteria: LR Applicable to: ALL The PF will set preferably the MCDU PROG or PERF page as required (PROG page provides VDEV in NAV mode and BRG/DIST information. taking into account any subsequent constraints. PERF DES page provides predictions down to any inserted altitude in DES/OP DES modes) whereas the PNF will set the MCDU F-PLN page.e. the descent will be flown at a specific angle. consider selecting the radar display on the PF side and TERR on PNF side only. The TOD is displayed on the ND track as a symbol: Descent path The idle segment assumes a given managed speed flown with idle thrust plus a small amount of thrust. ENV A330/A340 FLEET FCTM NO-080 P 1/8 15 JUN 10 . i. If use of radar is required. Subsequent segments will be "geometric". the selection of the TERR ON ND sw enhances pilot awareness and can be used in any flight phase.: NO-080-00004055.NORMAL OPERATIONS DESCENT FLIGHT CREW TRAINING MANUAL A330/A340 PREFACE Ident. or • The speed constraint or limit when applicable. the descent is monitored using VDEV called "yoyo" on PFD. GUIDANCE AND MONITORING Ident.: NO-080-00004053. the pilot will set the ATC cleared altitude on the FCU and push the ALT selector. the crew can use either the managed descent mode (DES) or the selected descent modes (OP DES or V/S).NORMAL OPERATIONS DESCENT FLIGHT CREW TRAINING MANUAL A330/A340 The TOD computed by the FMS is reliable provided the flight plan is properly documented down to the approach. the descent is monitored using the Energy Circle. As a general rule when OP DES or V/S modes are used. DESCENT INITIATION To initiate a managed descent. DES mode is available if NAV is engaged. as long as it flies along the lateral F-PLN: i. (displayed if HDG or TRK modes and indicating the required distance to descend.5 °. As an estimation of the distance to touchdown is required to enable descent profile monitoring. Any gross errors noted in the descent profile are usually a result of incorrect routing entered in the MCDU or non-sequencing of F-PLN waypoints. When the aircraft is not far away from the lateral F-PLN (small XTK). decelerate and land from present position) and the level arrow on the ND.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL INTRODUCTION To carry out the descent. or its digital value on the PROG page. The modes and monitoring means are actually linked. MANAGED DESCENT MODE The managed descent profile from high altitude is approximately 2. As a general rule when DES mode is used. If an early descent ENV A330/A340 FLEET FCTM NO-080 P 2/8 15 JUN 10 . giving a false distance to touchdown. The managed DES mode guides the aircraft along the FMS pre-computed descent profile. as well as the level arrow on the ND. The selected OP DES or V/S modes are used when HDG is selected or when ALT CSTR may be disregarded or for various tactical purposes.e. it is important to ensure that the MCDU F-PLN plan page reflects the expected approach routing. DES mode engages and is annunciated on the FMA. MANAGED DESCENT SPEED PROFILE The managed speed is equal to: • The ECON speed (which may have been modified by the crew on the PERF DES page. before entering DESCENT phase). Both descent modes can be flown either with selected speed or managed speed. the yoyo on PFD is also a good indicator. a "DECELERATE" message appears in white on the PFD and in amber on the MCDU. the pilot will push for DES and push for managed speed. To avoid overshooting the computed descent path. and when cleared for descent. If the descent is delayed.NORMAL OPERATIONS DESCENT FLIGHT CREW TRAINING MANUAL A330/A340 were required by ATC. The speed reduction prior to descent will enable the aircraft to recover the computed profile more quickly as it accelerates to the managed descent speed. until regaining the computed profile. However. it is preferable to push the FCU ALT selector a few miles prior to the calculated TOD. This method will ensure a controlled entry into the descent and is particularly useful in situations of high cruise Mach number or strong tail winds. the DES mode operates within a 20 kt speed range around the managed target speed to maintain the descent path. Managed descent: speed target range principle ENV A330/A340 FLEET FCTM NO-080 P 3/8 15 JUN 10 . DESCENT PROFILE When DES with managed speed is engaged. as the actual conditions may differ from those planned. the AP/FD guides the aircraft along the pre-computed descent path determined by a number of factors such as altitude constraints. Speed should be reduced towards green dot. DES mode would give 1 000 ft/min rate of descent. wind and descent speed. to indicate where the descent profile will be regained. When the lower speed limit is reached the A/THR will revert to SPEED/MACH mode and apply thrust to maintain the descent path at this lower speed.NORMAL OPERATIONS DESCENT FLIGHT CREW TRAINING MANUAL A330/A340  If the aircraft gets high on the computed descent path: • The speed will increase towards the upper limit of the speed range. If it gets close to a an altitude constrained waypoint. A/C above descent path  If the aircraft gets low on the computed descent path The speed will decrease towards the lower limit of the speed range with idle thrust. ENV A330/A340 FLEET FCTM NO-080 P 4/8 15 JUN 10 . thus the VDEV will slowly increase. • If the speed reaches the upper limit. • A path intercept point. The path intercept point will be displayed on the ND. • If speed brakes are not extended. the "SPD BRK" message on the ECAM memo becomes amber and "RETRACT SPEEDBRAKES" is displayed in white on the PFD. the intercept point will move forward. the speedbrakes should be retracted to prevent the A/THR applying thrust against speedbrakes. but the autopilot does not allow the speed to increase any more. will be displayed on the ND descent track. THR IDLE is maintained. then a message "EXTEND SPEEDBRAKES" will be displayed on the PFD and MCDU. If the speedbrakes are not retracted. to keep the aircraft on the path with IDLE thrust. which assumes half speedbrake extension. This technique allows an altitude constraint to be matched with minimum use of speedbrakes. When regaining the descent profile. If the crew wishes to steep the descent down. since this would lead to thrust increase and the speed would be maintained. VDEV will increase. To initiate a selected descent. while in DES mode. only V/S or OP DES modes are available for descent. In OP DES mode. in HDG or TRK mode. V/S can be used. If the pilot wishes to shallow the descent path. SELECTED DESCENT MODE There are 2 modes for flying a selected descent. the pilot should set the ATC cleared altitude on the FCU and pull the ALT selector.g. if the pilot selects 275 kt with a pre-computed descent profile assuming managed speed 300 kt. These modes will be used for pilot tactical interventions. Speed may be either managed or selected. OP DES mode engages and is annunciated on the FMA. ENV A330/A340 FLEET FCTM NO-080 P 5/8 15 JUN 10 . OP DES mode can be used. selecting a higher speed. V/S mode is automatically selected when HDG or TRK mode is selected by the pilot. Speedbrake is very effective in increasing descent rate but should be used with caution at high altitude due to the associated increase in VLS. A/THR reverts to SPEED mode. the use of speedbrakes is not recommended to reduce speed. In this configuration. the descent speed is displayed only as a magenta target but there is no longer a speed target range since the pre-computed flight profile does not apply. namely OP DES and V/S. the A/THR commands THR IDLE and the speed is controlled by the THS. Furthermore. The AP/FD will not consider any MCDU descent altitude constraints and will fly an unrestricted descent down to the FCU selected altitude. In managed speed. As the selected speed may differ from the speed taken into account for pre-computed descent profile and speed deviation range does not apply.NORMAL OPERATIONS DESCENT FLIGHT CREW TRAINING MANUAL A330/A340 A/C below descent path  If selected speed is used: The descent profile remains unchanged. the aircraft may deviate from the descent profile e. 22-4037. if intermediate waypoints are relevant. for terrain awareness. the autopilot will pitch the aircraft down to fly the target V/S. Thus the aircraft will tend to accelerate.g. while A/THR commands idle thrust to try to keep the speed. and altitude constraints will no longer be taken into account. so as to fly a V/S allowing VMO or VFE to be maintained with idle thrust. 22-4063. S14181. 22-4041. Triple click will be triggered. Following the selection of HDG. 22-3023. 22-4025. The aircraft will attempt to meet these as long as DES mode is being used. ENV A330/A340 FLEET FCTM NO-080 P 6/8 15 JUN 10 .: NO-080-00004057. 31-4042.: NO-080-00004056. When IAS will reach a speed close to VMO or VFE. However. the autopilot will pitch the aircraft up.NORMAL OPERATIONS DESCENT FLIGHT CREW TRAINING MANUAL A330/A340 MODE REVERSION Ident. LR Applicable to: ALL If a high V/S target is selected (or typically after a DES to V/S reversion). e. then "DIR TO" with ABEAMS may be an appropriate selection as constraints can be re-entered into these waypoints if required. The crew should be aware that an ATC "DIR TO" clearance automatically removes the requirement to comply with the speed/altitude constraints assigned to the waypoints deleted from the F-PLN.0003001 / 27 MAR 08 Criteria: 22-3022. DES mode will switch automatically to V/S.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL Descent constraints may be automatically included in the route as part of an arrival procedure or they may be manually entered through the MCDU F-PLN page. DESCENT CONSTRAINTS Ident. S14445. : NO-080-00004054. ENV A330/A340 FLEET FCTM NO-080 P 7/8 15 JUN 10 .NORMAL OPERATIONS DESCENT FLIGHT CREW TRAINING MANUAL A330/A340 10 000 FT FLOW PATTERN   Ident.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL 10 000 ft FLOW PATTERN Note:   EFIS option: CSTR will be selected on both EFIS sides. NORMAL OPERATIONS DESCENT FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM NO-080 P 8/8 15 JUN 10 . When in the holding pattern. it is preferable to maintain cruise level and reduce speed to green dot.: NO-090-00004059. provided NAV mode is engaged and the speed is managed. IN THE HOLDING PATTERN Ident. depending on aircraft weight and flight conditions) and provides the lowest hourly fuel consumption.NORMAL OPERATIONS HOLDING FLIGHT CREW TRAINING MANUAL A330/A340 PREFACE Ident. However. The Maximum Endurance speed is approximatively equal to Green Dot (it can be between Green Dot and Green Dot +10 kt. the FMGS assumes that only one holding pattern will be flown and updates predictions accordingly. assuming the aircraft will divert. a M 0.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL Whenever holding is anticipated. Once in the holding pattern. These predictions are based upon the fuel policy requirements specified on the MCDU FUEL PRED page with no extra fuel. HOLDING SPEED AND CONFIGURATION Ident. The DES mode guides the aircraft down at –1000 fpm whilst in the holding pattern until reaching the cleared altitude or altitude constraint. LAST EXIT UTC/FUEL information is displayed on the MCDU HOLD page.: NO-090-00004060.: NO-090-00004058.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The holding pattern is not included in the descent path computation since the FMGS does not know how many patterns will be flown. As a rule of thumb. other operational constraints might make this option inappropriate. In either case.05 decrease during one hour equates to 4 min hold. A holding pattern can be inserted at any point in the flight plan or may be included as part of the STAR. When the holding fix is sequenced. the VDEV indicates the vertical deviation between current aircraft altitude and the altitude at which the aircraft should cross the exit fix in order to be on the descent profile. the crew should select flap 1 below 20 000 ft and fly S speed. to minimize the holding requirement. with ATC clearance. an automatic speed reduction will occur to achieve the Maximum Endurance speed when entering the holding pattern. Fuel consumption will be increased when holding in anything other than clean configuration and Maximum Endurance speed. the holding pattern can be modified by the crew. ENV A330/A340 FLEET FCTM NO-090 P 1/2 09 JUL 08 .0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL If a hold is to be flown. If the Maximum Endurance speed is greater than the ICAO or state maximum holding speed. exit the holding pattern and resume its navigation) or • HDG if radar vectors or • DIR TO if cleared to a waypoint. otherwise FL 310 performed at maximum range speed • Constant wind (as entered in alternate field of the DES WIND page). To exit the holding pattern.: • Aircraft weight being equal to landing weight at primary destination • Flight at FL 220 if distance to ALTN is less than 200 nm. Alternate airport may be modified using the MCDU ALTN airport page which can be accessed by a lateral revision at destination.NORMAL OPERATIONS HOLDING FLIGHT CREW TRAINING MANUAL A330/A340 The crew should be aware that this information is computed with defined assumptions e. ENV A330/A340 FLEET FCTM NO-090 P 2/2 09 JUL 08 . • Constant delta ISA (equal to delta ISA at primary destination) • Airway distance for a company route.g. the crew should select either: • IMM EXIT (The aircraft will return immediately to the hold fix. otherwise direct distance. : NO-100-00004062. intermediate and final) where various drills have to be achieved regardless of the approach type. which apply to specific approach types. no navigation accuracy check is required as long as GPS PRIMARY is available. Techniques.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL This section covers general information applicable to all approach types. navigation accuracy check has to be carried out. THE FLYING REFERENCE It is recommended to use the FD bars for ILS approaches and the FPV called "bird”" with FPD for non-precision or circling approach approaches. The navigation accuracy determines which AP modes the crew should use and the type of display to be shown on the ND. ENV A330/A340 FLEET FCTM NO-100 P 1/10 17 JUN 09 . On aircraft equipped with GPS however. Without GPS PRIMARY or if no GPS is installed. All approaches are divided into three parts (initial. a navigation accuracy check is to be carried out.NORMAL OPERATIONS APPROACH GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 PREFACE Ident. will be covered in dedicated chapters.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL NAVIGATION ACCURACY Prior to any approach.: NO-100-00004061. the approach parts and associated actions INITIAL APPROACH Ident. THE STABILIZED APPROACH This technique refers to an approach where the aircraft reaches the FAF in the landing configuration at VAPP. e. If an early deceleration is required. When in NAV mode with managed speed.g. this equates to the aircraft being in Conf 1 and at S speed at the FAF. the magenta target speed becomes VAPP. assumes a decelerated approach technique. D. When the approach phase is activated. To get a valuable deceleration pseudo waypoint and to ensure a timely deceleration. When in HDG mode. Correct F-PLN sequencing is important to ensure that the programmed missed approach route is available in case of go-around and to ensure correct predictions. stabilized versus decelerated approach F-PLN SEQUENCING When in NAV mode. In HDG/TRK mode. the F-PLN will sequence automatically. This technique is recommended for non-precision approaches. which should remain meaningful. the crew will activate the approach phase manually. for radar vectoring. ENV A330/A340 FLEET FCTM NO-100 P 2/10 17 JUN 09 . the F-PLN waypoints will sequence automatically only if the aircraft flies close to the programmed route. the approach phase can be activated on the MCDU PERF APPR page. The deceleration pseudo waypoint. the approach phase activates automatically when sequencing the deceleration pseudo-waypoint. the pilot should enter VAPP as a speed constraint at the FAF. This is the preferred technique for an ILS approach. In most cases.NORMAL OPERATIONS APPROACH GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 APPROACH PHASE ACTIVATION Activation of the approach phase will initiate a deceleration towards VAPP or the speed constraint inserted at FAF. A good cue to monitor the proper F-PLN sequencing is the TO waypoint on the upper right side of the ND. whichever applies. There are two approach techniques: • The decelerated approach • The stabilized approach THE DECELERATED APPROACH This technique refers to an approach where the aircraft reaches 1 000 ft in the landing configuration at VAPP. Once the approach phase has been activated. the F-PLN will be sequenced by either using the DIR TO RADIAL IN function or by deleting the FROM WPT on the F-PLN page until the next likely WPT to be over flown is displayed as the TO WPT on the ND. preferably below 220 kt (to avoid gear doors overstress). In this case. Using DIR TO or DIR TO RADIAL IN function arms the NAV mode. the requested speed should be selected on the FCU. When the ATC speed constraint no longer applies. the crew should extend the next configuration when reaching the next configuration maneuvering speed +10 kt (IAS must be lower than VFE next). whenever higher than VAPP.0001001 / 20 MAY 09 Criteria: LR Applicable to: ALL The purpose of the intermediate approach is to bring the aircraft at the proper speed. DECELERATION AND CONFIGURATION CHANGE Managed speed is recommended for the approach. INTERMEDIATE APPROACH Ident.g.: NO-100-00004063. ENV A330/A340 FLEET FCTM NO-100 P 3/10 17 JUN 09 . otherwise the aircraft will accelerate to the previous applicable descent phase speed. the deceleration rate may be insufficient.g. 20 kt/NM with the use of the speedbrakes. When flying the intermediate approach in selected speed. To achieve a constant deceleration and to minimize thrust variation. the pilot should push the FCU speed selector to resume managed speed.NORMAL OPERATIONS APPROACH GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 If under radar vectors and automatic waypoint sequencing does not occur. when the speed reaches green dot +10 kt. In certain circumstances.g. If NAV mode is not appropriate. the mean deceleration rate will be approximately 10 kt/NM in level flight.e. A speed below the manoeuvring speed of the present configuration may be selected provided it is above VLS. This deceleration rate will be twice i. the crew will activate the approach phase. Using this technique. tail wind or high weight. If selected speed is to be used to comply with ATC. pull the HDG knob to disarm it. e. altitude and configuration at FAF. the crew should select Conf 1. and before selection of Flap 2. e. S speed for Conf 1 etc. the A/THR will guide aircraft speed towards the maneuvering speed of the current configuration. This will ensure further proper speed deceleration when resuming managed speed. the landing gear may be lowered. e. green dot for Conf 0. This ensures: • A proper F-PLN sequencing • A comprehensive ND display • An assistance for lateral interception • The VDEV to be computed on reasonable distance assumptions. the final approach course is 090 ° corresponding to radial 270 °. the aircraft ground speed will be appropriate.NORMAL OPERATIONS APPROACH GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 Speedbrakes can also be used to increase the deceleration rate but the crew should be aware of: • The increase in VLS with the use of speedbrakes • The limited effect at low speeds • The auto-retraction when selecting CONF 3 (A340 only) or CONF Full. On the following example. considerations should be given the following: • A radial is to be inserted in the MCDU. a DIR TO should not be performed to sequence the FPLN as this will result in the FMGS reverting to NAV mode. use of dir to radial in facility ENV A330/A340 FLEET FCTM NO-100 P 4/10 17 JUN 09 . but the F/CTL SPD BRK STILL OUT ECAM caution will be triggered. • Deceleration will not occur automatically as long as lateral mode is HDG When established on the LOC. The pilot will refer to applicable raw data (LOC. XTK information on ND and wind component for the selection of an appropriate IAS. In this case. depending upon interception angle and distance to runway threshold. the crew will use the DIR TO RADIAL IN facility. If ATC provides radar vectors. the LOC will have to be re-armed and re-captured. the speedbrakes can still be extended in CONF 3 (A340) and CONF FULL. increasing workload unduly. The final approach course interception in NAV mode is possible if GPS is PRIMARY or if the navigation accuracy check is positive. Note: Depending on PRIM standard. INTERCEPTION OF FINAL APPROACH COURSE To ensure a smooth interception of final approach course. However. needles). XTK. with no wind. the crew will update it on MCDU PERF APPR page. ENV A330/A340 FLEET FCTM NO-100 P 5/10 17 JUN 09 . The crew can insert a lower VAPP on the MCDU APPR page. once tower wind and FLAP 3 or FLAP FULL landing configuration has been inserted (VAPP = VLS + max of {5 kt. Needles. the pilot will either use an appropriate selected mode or take over manually. Once cleared for the approach. In most cases. configuration. DME and ALT Needles. FINAL APPROACH Ident.NORMAL OPERATIONS APPROACH GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 If ATC gives a new wind for landing. if landing is performed with A/THR OFF. It is function of gross weight. A/THR ON/OFF. Those data depends on the approach type and the result of the navigation accuracy check. FINAL for fully managed NPA or will select the Final Path Angle (FPA) reaching FAF for selected NPA. Approach type ILS Managed NPA Managed NPA Selected NPA Navigation accuracy check GPS primary Non GPS PRIMARY Accuracy check negative Data to be monitored LOC. DME and ALT. down to VLS. XTK and F-PLN VDEV. icing and downburst.: NO-100-00004064. headwind. 1/3 tower head wind component on landing RWY in the F-PLN}). no downburst and no icing. GS deviation. Time SPEED CONSIDERATION VAPP The approach speed (VAPP) is defined by the crew to perform the safest approach.0001001 / 12 MAY 09 Criteria: LR Applicable to: ALL FINAL APPROACH MODE ENGAGEMENT MONITORING The crew will monitor the engagement of G/S* for ILS approach. FINAL APPROACH MONITORING The final approach is to be monitored through available data. If the capture or engagement is abnormal. the crew will press the APPR P/B to arm the approach modes when applicable. DME and/or OM VDEV. the FMGC provides valuable VAPP on MCDU PERF APPR page. whatever the wind variations or gusts. It provides additional but rational safety margins in shears. the 5 kt increment above VLS may be increased up to 15 kt at the flight crew's discretion.NORMAL OPERATIONS APPROACH GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 He can insert a higher VAPP in case of strong suspected downburst. by VAPP in case of tailwind or if instantaneous wind is lower than the tower wind. The crew will bear in mind that the wind entered in MCDU PERF APPR page considers the wind direction to be in the same reference as the runway direction e. the crew will insert magnetic wind. Thrust varies in the right sense.Tower head wind component In order to achieve that goal. the FMGS continuously computes an IAS target speed. COMPUTATION This minimum energy level is the energy the aircraft will have at landing with the expected tower wind. The wind direction provided by ATIS and tower is given in the same reference as the runway direction whereas the wind provided by VOLMET. it is materialized by the ground speed of the aircraft at that time which is called GS mini: GS mini = VAPP . the FMGS uses the instantaneous wind component experienced by the aircraft: IAS Target Speed = GS mini + Current headwind component This target speed is limited by VFE-5 in case of very strong gusts. the aircraft ground speed should never drop below GS mini in the approach. Thus the aircraft IAS must vary while flying down. In case of strong or gusty crosswind greater than 20 kt. the effect of the ENV A330/A340 FLEET FCTM NO-100 P 6/10 17 JUN 09 . VAPP is computed using current gross weight. below 400 ft. g. if airport if magnetic referenced. GROUND SPEED MINI PURPOSE The purpose of the ground speed mini function is to keep the aircraft energy level above a minimum value. even when the VAPP has been manually inserted. VAPP is computed at predicted landing weight while the aircraft is in CRZ or DES phase. This allows an efficient management of the thrust in gusts or longitudinal shears. It allows pilots "to understand what is going on" in perturbed approaches by monitoring the target speed magenta bugs: when target goes up = head wind gust. Once the approach phase is activated. Managed speed should be used for final approach as it provides Ground Speed mini (GS mini) guidance. VAPP should be at least VLS +5 kt. which ensures that the aircraft ground speed is at least equal to GS mini. but this increment is limited to 15 kt above VLS. in order to cope with the gusts or wind changes. In order to make this possible for the pilot or for the A/THR. which explains why it is recommended in such situations. METAR or TAF is always true referenced. while the winds are changing. but in a smaller range (± 15 % N1) in gusty situations. NORMAL OPERATIONS APPROACH GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 current wind variations is smoothly decreased so as to avoid too high speeds in the flare (1/3 of current wind variations taken into account). If the A/THR performance is unsatisfactory. the managed target speed moves along the speed scale as a function of wind variation. USE OF A/THR The pilot should use the A/THR for approaches as it provides accurate speed control. During final approach. ENV A330/A340 FLEET FCTM NO-100 P 7/10 17 JUN 09 . If the pilot is going to perform the landing using manual thrust. The pilot should ideally check the reasonableness of the target speed by referring to GS on the top left on ND. The pilot will keep the hand on the thrust levers so as to be prepared to react if needed. the pilot should disconnect it and control the thrust manually. the A/THR should be disconnected by 1 000 ft on the final approach. i. on a selected Non Precision Approach. This can be done at any time when G/S or FINAL mode engages. for any reason. at VAPP speed.e. for proper crew coordination purposes • Take immediate corrective action to control the exceeded parameter back into the defined stabilized conditions • Assess whether stabilized conditions will be recovered early enough prior to landing. If. the PNF will make a callout as stated below: Exceedance and associated PNF callout Parameter Exceedance IAS Speed target +10 kt / -5 kt V/S <-1 000 ft/min(1) Pitch attitude +10 °/ 0 ° Bank angle 7° ILS Localizer Excess 1/4 dot PFD only Deviation Glide slope 1 dot PFD NPA only Course Excess deviation: ½ dot on PFD (or 2. ENV A330/A340 FLEET FCTM NO-100 P 8/10 17 JUN 09 . the go-around altitude must be set on FCU. one flight parameter deviates from stabilized conditions.NORMAL OPERATIONS APPROACH GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 GO-AROUND ALTITUDE SETTING When established on final approach. when either FPA or V/S is used. in landing configuration. i. TRAJECTORY STABILIZATION The first prerequisite for safe final approach and landing is to stabilize the aircraft on the final approach flight path laterally and longitudinally.5 ° (VOR)/5 ° (ADF)) Altitude at check points Deviation (1) Callout "SPEED" "SINK RATE" "PITCH" "BANK" "LOCALIZER" "GLIDE SLOPE" “COURSE” “ xFT HIGH (LOW)” The V/S callout threshold becomes 1 200 ft/min for A340-500 and A340-600 Following a PNF flight parameter exceedance call out. However. otherwise initiate a go-around. usually above idle. the missed approach altitude must only be set when the current aircraft altitude is below the missed approach altitude. in order to avoid unwanted ALT*. the suitable PF response will be: • Acknowledge the PNF call out.e: • Only small corrections are necessary to rectify minor deviations from stabilized conditions • The thrust is stabilized. to maintain the target approach speed along the desired final approach path Airbus policy requires that stabilized conditions be reached at 1 000 ft above airfield elevation in IMC and 500 ft above airfield elevation in VMC. Reaching the MDA/DH. the aircraft will be stabilised . If the MDA/DH were inserted on the FCU. continue and land. The pilot should disconnect the autopilot early enough to resume manual control of the aircraft and to evaluate the drift before flare. and/or • reducing the drift too early . the pilot should avoid any tendency to drift downwind. at MINIMUM call out: • If appropriate visual reference can be maintained and the aircraft is properly established. The MDA/DH should not be set as target altitude on the FCU. the pilot should avoid the temptation to make large inputs on the sidestick. when disconnecting the AP for a manual landing.NORMAL OPERATIONS APPROACH GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 REACHING THE MINIMA Decision to land or go-around must be made at MDA/DH at the latest. Therefore. Some common errors include: • Descending below the final path. During crosswind conditions. go-around. this would cause a spurious ALT* when approaching MDA/DH. • If not. resulting in the approach becoming destabilised at a critical stage. ENV A330/A340 FLEET FCTM NO-100 P 9/10 17 JUN 09 . AP DISCONNECTION During the final approach with the AP engaged. NORMAL OPERATIONS APPROACH GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM NO-100 P 10/10 17 JUN 09 . no NAV ACCURACY monitoring is required. the crew will use raw data for navigation accuracy check. The navigation accuracy determines which AP modes the crew should use and the type of display to be shown on the ND. However. "bird" off.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL This chapter deals with some characteristics of the ILS approach.: NO-110-00004066. Recommendations Refer to NO-100 preface chapter apply.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL NAVIGATION ACCURACY When GPS PRIMARY is available. the crew will insert DH into DH field on MCDU PERF APPR page. For CATI ILS. the crew will insert DA/DH values into MDA (or MDH if QFE function is available) field on MCDU PERF APPR page. NAVIGATION ACCURACY GPS PRIMARY NAV ACCUR HIGH NAV ACCUR LOW and NAV ACCURACY check ≤1 NM GPS PRIMARY LOST and NAV ACCUR LOW and NAV ACCURACY check >1 NM GPS PRIMARY LOST and Aircraft flying within unreliable radio navaid area ND PF PNF ARC or ROSE NAV with navaid raw data AP/FD mode NAV ROSE ILS ARC or ROSE NAV or ROSE ILS with navaid raw data HDG or TRK FLYING REFERENCE The crew will select HDG V/S on the FCU i. For CATII or CATIII ILS. since these values are baro referenced. if the G/S angle is greater than 3.NORMAL OPERATIONS ILS APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 PREFACE Ident.e. a stabilized approach is recommended. INITIAL APPROACH Ident. the crew should plan a decelerated approach. APPROACH PHASE ACTIVATION For a standard ILS.5 ° or if forecast tail wind at landing exceeds 10 kt (if permitted by AFM). ENV A330/A340 FLEET FCTM NO-110 P 1/4 09 JUL 08 .: NO-110-00004065. When GPS PRIMARY is lost the crew will check on MCDU PROG page that the required navigation accuracy is appropriate. If NAV ACCURACY DOWNGRAD is displayed. since this value is a radio altitude referenced. 0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL INTERCEPTION OF FINAL APPROACH When cleared for the ILS.NORMAL OPERATIONS ILS APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 If FAF is at or below 2 000 ft AGL and if deceleration is carried out using selected speed. the crew will check the audio ident. e. the crew should be aware that the G/S may be perturbed and CAT 1 will be displayed on FMA till a valid Radio Altimeter signal is received. the crew must react without delay to ensure the aircraft is configured for landing before 1 000 ft AAL. In order to get the best rate of descent when cleared by ATC and below the limiting speeds. If no or wrong ident displayed. The crew will check that: • LOC and GS scales and deviations are displayed on PFD • IDENT is properly displayed on the PFD. the crew should lower the landing gear and select CONF 2.g. In such a case.: NO-110-00004067.: NO-110-00004068. If the ATC clears for approach at a significant distance. Speedbrakes may also be used. 30 nm. This arms the approach mode and LOC and GS are displayed in blue on the FMA. MISCELLANEOUS The LS PB is to be checked pressed in the first stage of the approach. the APPR pb should be pressed. should be selected. the crew should plan a deceleration in order to be able to select conf 2 one dot below the G/S. At this stage the second AP. the crew will press LOC p/b on the FCU. INTERMEDIATE APPROACH Ident. If the ATC clears for a LOC capture only.0001001 / 03 JUL 08 Criteria: LR Applicable to: ALL GLIDE SLOPE INTERCEPTION FROM ABOVE The following procedure should only be applied when established on the localizer. FINAL APPROACH Ident. if available. noting the considerations detailed in the sub-section "Deceleration and configuration change" earlier in ENV A330/A340 FLEET FCTM NO-110 P 2/4 09 JUL 08 . There are a number of factors which might lead to a glide slope interception from above. The go-around altitude will be set on the FCU and speed reduced so as to be configured for landing by 1 000 ft. G/S* will engage.NORMAL OPERATIONS ILS APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 this chapter. The crew will monitor the capture with raw data (pitch and G/S deviation). ILS scales and FD bars are flashing. If R/A height is below 200 ft. In such a case.: NO-110-00004069. it may be appropriate to carry out a 360 ° turn before resuming the approach.5 kt. In case of an ILS ground transmitter failure. • Select V/S 1 500 ft/min initially. V/S in excess of 2 000 ft/min will result in the speed increasing towards VFE A/C high above G/S . If this failure lasts more than several seconds or in case of AUTOLAND warning. taking into account the ground obstacles and if ATC permits. ENV A330/A340 FLEET FCTM NO-110 P 3/4 09 JUL 08 .0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL INITIAL APPROACH FLYING REFERENCE The "bird" is to be used as the flying reference. the AP trips off and the FDs revert to HDG/VS mode. In such a situation. This is because such a failure is commonly transient.Recommended G/S Capture Technique It is vital to use V/S rather than OP DES to ensure that the A/THR is in speed mode rather than IDLE mode. ILS scales are removed. the crew should: • Press the APPR pb on FCU and confirm G/S is armed. The recommended target speed for this procedure is VFE 2 . Give priority to attitude and sink rate. MISCELLANEOUS Close to the ground. avoid large down corrections. In case of a double receiver failure. When approaching the G/S. • Select the FCU altitude above aircraft altitude to avoid unwanted ALT*. The rate of descent will be carefully monitored to avoid exceeding VFE . the crew must perform a go-around. (Refer to NO-160 TAIL STRIKE AVOIDANCE in LANDING section). the AP/FD with LOC/GS modes will remain ON. the red LOC/GS flags are displayed. the red AUTOLAND warning is triggered. ILS RAW DATA Ident. When cleared to intercept the glide slope. it may be affected by IRS data drift amongst other TRK. INTERMEDIATE APPROACH The TRK index will be set to the ILS course and. the pilot will make small corrections in the direction of the deviation and when re-established on the G/S. ENV A330/A340 FLEET FCTM NO-110 P 4/4 09 JUL 08 . provides a -3 ° flight path angle. Should the LOC deviate. reset the bird to the G/S angle. a slight IRS drift should be suspected. Thus. set the tail of the bird on the TRK index again. the pilot will fly the bird in the direction of the LOC index. the pilot should initiate the interception of the G/S by smoothly flying the FPV down to the glide path angle. Should the G/S deviate. once established on the LOC. the tail of the bird should be coincident with the TRK index. This method allows accurate LOC tracking taking into account the drift. The ILS course pointer and the TRK diamond are also displayed on PFD compass. The bird almost sitting on the -5 ° pitch scale on PFD.NORMAL OPERATIONS ILS APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 APPROACH PHASE ACTIVATION The approach technique is the stabilized approach. If there is further LOC deviation. FINAL APPROACH When 1/2 dot below the G/S. A typical TRK error at the end of the flight is 1 ° to 2 °. The bird is computed out of IRS data. and when re-established on the LOC. the AP/FD guidance modes and associated monitoring data are referred to the FMS F-PLN consolidated by raw data. ENV A330/A340 FLEET FCTM NO-120 P 1/8 15 JUN 10 .NORMAL OPERATIONS NON PRECISION APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 PREFACE Ident. FMS accuracy. LOC-BC approach • R-NAV approach. This explains why the crew must ensure that the FMS data is correct. The use of AP is recommended for all non-precision approaches as it reduces crew workload and facilitates monitoring the procedure and flight path.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL Lateral and vertical managed guidance (FINAL APP) can be used provided the following conditions are met: • The approach is defined in the navigation database • The approach has been crosschecked by the crew with the published procedure • The final approach is not modified by the crew.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL This chapter deals with some characteristics of the Non Precision Approach (NPA). LIMITATIONS Ident.: NO-120-00004070. Instead of being referred to an ILS beam. APPROACH STRATEGY Ident.NPA are defined as: • VOR approach • NDB approach • LOC. F-PLN (lateral and vertical) and proper leg sequencing.: NO-120-00004072.: NO-120-00004071. LOC only approach is the exception where LOC mode and localizer scale are to be used.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The overall strategy of NPA completion is to fly it "ILS alike" with the same mental image or representation and similar procedure. e.g. Recommendations mentioned Refer to NO-100 preface. NAVIGATION ACCURACY GPS PRIMARY NAV ACCUR HIGH NAV ACCUR LOW and NAV ACCURACY checK ≤1 nm GPS PRIMARY LOST and NAV ACCUR LOW and NAV ACCURACY check > 1 nm GPS PRIMARY LOST and aircraft flying within unreliable radio navaid area (1) (2) (3) Approach guidance Managed (3) or Selected Selected ND PF PNF ARC or ROSE NAV (1) with navaid raw data ROSE VOR (2) ARC or ROSE NAV or ROSE VOR (2) with navaid raw data AP/FD mode NAV-FPA or APP-NAV/FINAL (3) TRK-FPA For VOR approach. Should a NAV ACCY DNGRADED or a GPS PRIMARY LOST message is displayed during a managed non-precision approach. continue managed approach If negative. select ROSE ILS The managed vertical guidance can be used provided the approach coding in the navigation database has been validated. the crew should proceed as follow: Message GPS PRIMARY LOST NAV ACCY DNGRADED VOR. one pilot may select ROSE VOR For LOC approach.NORMAL OPERATIONS NON PRECISION APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 INITIAL APPROACH Ident.0001001 / 04 DEC 08 Criteria: LR Applicable to: ALL NAVIGATION ACCURACY The navigation accuracy check is most essential since it determines • The AP/FD guidance mode to be used • The ND display mode to be used • Which raw data which are to be used. VOR/DME approach Cross-check the navigation accuracy: If positive. ADF.: NO-120-00004073. revert to selected approach with raw data. GPS approach Interrupt the approach - FLYING REFERENCE The "bird" is to be used as the flying reference ENV A330/A340 FLEET FCTM NO-120 P 2/8 15 JUN 10 . VDEV. F-PLN sequencing in approach If ATC gives radar vectors for final approach course interception. Hence. Additionally. by checking that the TO WPT.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL 1 INTERCEPTION OF FINAL APPROACH COURSE It is essential to have a correct F-PLN in order to ensure proper final approach guidance. This creates an ILS alike beam which will be intercepted by NAV and APPR NAV modes. XTK is related to the beam and the ND gives a comprehensive display. on upper right hand corner of ND. F-PLN sequencing in approach ENV A330/A340 FLEET FCTM NO-120 P 3/8 15 JUN 10 . the VDEV is realistic.NORMAL OPERATIONS NON PRECISION APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 APPROACH PHASE ACTIVATION The stabilized approach technique is recommended. INTERMEDIATE APPROACH Ident. being computed along the remaining F-PLN to destination. the crew will use DIR TO FAF with RADIAL INBND facility.: NO-120-00004074. more specifically if HDG mode is selected. the crew will monitor the proper sequencing of the F-PLN. is the most probable one and meaningful. Indeed the NAV and APPR NAV modes are always guiding the aircraft along the F-PLN active leg and the managed vertical mode ensures VDEV =0. The crew will set VAPP as a speed constraint at FAF in order to get a meaningful deceleration pseudo waypoint. The VDEV or "brick" scale becomes active and represents the vertical deviation. APP NAV becomes active and FINAL becomes armed. If the LS pb is pressed by mistake. Note: A white arrow indicates that at least one of the engagement conditions is not met. When established on the final course. The final approach will be flown either: • Managed or • Selected 2 MANAGED For a managed approach. FINAL APPROACH Ident.   • For selected approach Select adequate TRK on FCU. FINAL APP becomes active and the FMS manages both lateral and vertical guidance. which is the point where the final descent starts ‐ The DECEL must be sequenced and the FMS approach phase must be active ‐ APP NAV must be engaged. On the FMA.NORMAL OPERATIONS NON PRECISION APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 When cleared for final approach course interception. the V/DEV will flash in amber on the PFD The conditions for engagement of FINAL APP mode are as follows: ‐ The aircraft should be stabilized laterally and vertically before the Vertical Interception Point (VIP). the selected track will compensate for drift. and FINAL must be armed ‐ The FMS must provide predictions ‐ The ND should display a blue arrow at the point where the FMS predicts engagement of FINAL APP. The VDEV/brick scale will only be displayed if LS pb is not pressed. if selected approach. in order to establish final course tracking with reference to raw data. The final approach course interception will be monitored through applicable raw data.: NO-120-00004075. the pilot will either: • Press APPR p/b on FCU if managed approach.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL It is essential that the crew does not modify the final approach in the MCDU FPLN page. which may include a level segment. The crew will monitor the final approach using: • Start of descent blue symbol on ND • FMA on PFD ENV A330/A340 FLEET FCTM NO-120 P 4/8 15 JUN 10 . the pilot flying should expand the instrument scan to include outside visual cues. the AP must be disconnected. REACHING THE MINIMA Ident. "MINIMUM" is either monitored or called by the crew. for VOR or ADF approaches. ENV A330/A340 FLEET FCTM NO-120 P 5/8 15 JUN 10 . Reaching MDA. If GPS is PRIMARY. A smooth interception of the final approach path can be achieved by pulling the FPA selector 0.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL When approaching MDA. Bird ON and continue for visual approach.2 N. In some NPAs.m prior to the FAF at the latest. the Final Path Angle (FPA) should be preset on the FCU 1 N. XTK. the final approach flies an "idle descent" segment from one altitude constraint to another. followed by a level segment. The current altitude value becomes amber • If the required conditions are not met by MDA. the crew will monitor VDEV. F-PLN on ND with GPS PRIMARY • VDEV.NORMAL OPERATIONS NON PRECISION APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 • VDEV. distance/altitude If FINAL APP does not engage at the beginning of the final descent. • If the required visual conditions are met to continue the approach. final approach trajectory with idle descent segment SELECTED For a selected approach. the flight crew should consider to interrupt the instrument approach procedure unless they can maintain visual references throughout the approach. This is materialized by a magenta level off symbol on ND followed by a blue start of descent. the crew will monitor raw data. XTK. a missed approach must be initiated.: NO-120-00004076. Additionally.m prior to the FAF. F-PLN confirmed by needles. XTK and F-PLN. the FDs selected off. Some additional recommendations need to be highlighted.NORMAL OPERATIONS NON PRECISION APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 LOC ONLY APPROACH Ident.e. i. This provides a proper directional deviation on PFD and a proper directional guidance from the FG. the crew will select FPA. INTERMEDIATE APPROACH The crew will press LOC p/b on the FCU when cleared to intercept. ENV A330/A340 FLEET FCTM NO-120 P 6/8 15 JUN 10 . INITIAL APPROACH The crew will select LS p/b on the EIS control panel. the crew will enter the ILS frequency and the final approach CRS the aircraft will actually fly preceded by a "B" in MCDU RAD NAV page. General recommendations mentioned above still apply. He will monitor the LOC armed mode and then LOC capture. The ILS frequency and associated back course are automatically tuned and displayed on the MCDU RAD NAV page. time LOC BACK COURSE APPROACH Ident.: NO-120-00004078. stabilized approach technique and use of the bird.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL LOC ONLY approaches may be flown using the LOC signal for lateral navigation and FPA for vertical guidance. B/C in magenta will be displayed both on PFD and ND. When established on the final path. General recommendations mentioned above still apply i. the crew will monitor: • Lateral displacement with LOC deviation • Vertical displacement with DME and ALT. stabilized approach technique. "yoyo". GENERAL The LOC-BC approach consists in using the LOC signal of the opposite runway for lateral approach management. Some additional recommendations need to be highlighted.: NO-120-00004077.e. FINAL APPROACH Approaching FAF. it will be inserted into the F-PLN. If LOC-BC is not stored in the FMS data base. use of the bird. The CRS digit will be preceded by a "B". If the LOC-BC approach is stored in the FMS data base.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL LOC-BC approaches may be flown using the Bird with reference to the LOC-BC signal for lateral guidance and FPA for vertical guidance. it is not possible to use FINAL APP when OAT is below this minimum OAT. This minimum OAT is indicated on ENV A330/A340 FLEET FCTM NO-120 P 7/8 15 JUN 10 . and altitude should be corrected in temperature. The flight crew must then use selected vertical guidance.NORMAL OPERATIONS NON PRECISION APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 loc-bc approach INITIAL APPROACH The crew will select L/S p/b on the EIS control panel. As it is not authorized to make these altitude corrections to the final approach segment of the FM Flight Plan (F-PLN) through the MCDU. DME/ALT. LOC deviation (proper directional guidance). time.: NO-120-00011089. the crew will select the FPA corresponding to the final approach path.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL 3 For all Non Precision Approaches. FINAL APPROACH Approaching the FAF. there is a minimum OAT. Below this temperature. INTERMEDIATE APPROACH The crew will press LOC p/b on the FCU to arm LOC and will monitor LOC capture. the error on the barometric altitude is no longer acceptable. COLD WEATHER OPERATIONS   3 Ident. yoyo. ENV A330/A340 FLEET FCTM NO-120 P 8/8 15 JUN 10 . Refer to SI-010 Cold Weather Operations and Icing Conditions. For more information on approach in cold weather.NORMAL OPERATIONS NON PRECISION APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 the approach chart or must be defined by the operator based on the terrain profile (plus adequate margin). 0001001 / 26 MAY 08 Criteria: LR Applicable to: ALL The circling approach is flown when the tower wind is such that the landing runway is different from the runway fitted with an instrument approach. some characteristics need to be highlighted: FPLN Lateral: STAR. instrument approach procedure. However.: NO-130-00004080. minima and landing flap selection (wind shear anticipated or in case of failure). landing gear down and F speed (stabilized approach).: NO-130-00004079. destination airfield weather. Check altitude constraints. PROG Insert VOR/DME of destination airfield in the BRG/DIST field as required. RAD NAV Manually tune the VOR/DME of destination airfield as required. FUEL PRED Check estimated landing weight and extra fuel. Check NAV ACCY if required by comparing BRG/DIST data to raw data. PERF PERF APPR: Descent winds. Vertical: Insert F speed as constraint at FAF since the approach will be flown CONF 3. PERF GO AROUND: Check thrust reduction and acceleration altitude.NORMAL OPERATIONS CIRCLING APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 PREFACE Ident. APPROACH PREPARATION Ident. which is used for the descent and approach in order to get visual with the airfield. ENV A330/A340 FLEET FCTM NO-130 P 1/6 15 JUN 10 .0001001 / 26 MAY 08 Criteria: LR Applicable to: ALL The approach preparation follows the same schema Refer to NO-070 APPROACH PREPARATION. 0278.: NO-130-00004082. 0492. 0902. 0694. 0622. 0442. 0347. 0304. 0185-0187. 0651. 0744. 0133-0137. 0273-0274. 0329. 0046-0049. 0719. 0611. 0706. 0955. 0554. 0534. 0606. 1005. 0128-0131. 0972. 0617. 0499. 0192-0194. 0753. 0280. 0352. 0445-0447. 0783. 0018-0029. 0894. 0145-0147. 0381. 0912. 0318-0319. 0566. 0921. 0270. 0212-0218. 0196-0197. 0302. 0598. 0740. 0987. 0685. 0051-0053. select the landing configuration • Once fully configured. 0917. 0575. 0453. 0331-0332. A340 1 Applicable to: MSN 0002-0011. 0373-0374. 0580. 0156-0161. 0385. 0327. 0590. 0402. 0413-0417. 0981. 0702. 0540-0541. 0646. 0154. 1102. start the chrono • Once established downwind. 0367. 0485. 0139. 0601. • Select TRK/FPA • Select a TRK of 45 ° away from the final approach course (or as required by the published procedure • When wings level. 0359. 1091. the landing runway will be inserted into the SEC F-PLN. 0643. 0488. 0531.NORMAL OPERATIONS CIRCLING APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 SEC FPLN When planning for a circling approach. 0771. 0626. 0953. complete the Landing Checklist. 0101. 0123-0126. 0495. 0063. 0114-0115. Additionally. 0210. 0078-0081. 0723. 0835. 0424. 0239. disconnect the AP. 0672. CIRCLING APPROACH Ident. 0585-0586. 0619. 0624. 0681. 0235-0237. 0449-0450. 0268. 0440. 0897. 0166-0170. 0924. 0173-0176. activate the SEC F-PLN to take credit of the "GS mini" protection in final approach when managed speed is used. 0615. 0459-0460. 0537-0538. 1017. 1079. 0787. 0478. 0846. 0363. 0406. 0800. 0141-0142. 0207-0208. 0804. 0245-0246. 0297. 0938. 0390-0391. 0410-0411. 0163-0164. 0604. 0260. 0190. 0201-0202. 0790. 0307. 0225. 0514. 0910. 0582-0583. 0321. 0520. select both FDs off and keep the A/THR • When leaving the circling altitude. 0569. 0844. 1030. 0013-0015. 0354-0355. 0325. 0252. 0556-0557. 0292. 0757. 0038-0044.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The crew will fly a stabilized approach at F speed. 0798. 0199. 0886. 0517. 0470-0471. 0061. 0178-0180. 0710. 0779. 0220-0221.0003001 / 03 JUN 09 Criteria: LR. 0233. 0748. 0242-0243. 0848. 0960. 1040. 0429-0431. 0394-0395. 0993. 0829. 0482-0483. 0577. 0457. the landing runway will be shown on the ND and the 10 nm range should be selected to assist in positioning onto final approach • By the end of the downwind leg. 0383. 0793-0794. 0182. 0668. 0371. 0149-0152. 0097. 0376-0379. 0837. 0088-0094. 0559-0563. 0689. 0812. 0933. 1122 When reaching circling minima and with appropriate visual reference for circling: • Push the FCU ALT p/b. 0310. 0084-0085. 0467-0468. 0204.: NO-130-00004081. 0438. 0282. 0399. 0117. 0263-0264. 0630. 0433-0436. 0608. 0257. configuration 3 and landing gear down. 0056-0058. 0074-0076. 0426. 0698. 0775. 0387. 0715. 0677. 0870. 0103-0104. 0227-0228. 0474-0475. ENV A330/A340 FLEET FCTM NO-130 P 2/6 15 JUN 10 . 0727. 0639. 0335. 0572. 0464. 0761-0768. 0628. 0031-0035. 0543-0547. 0523. The crew will update the SEC F-PLN as follows: • SEC F-PLN then COPY ACTIVE • Lateral revision on destination and insert landing runway • Keep the F-PLN discontinuity FINAL INSTRUMENT APPROACH Ident. 0528. 0736. 0929. Therefore. low visibility circling approach ENV A330/A340 FLEET FCTM NO-130 P 3/6 15 JUN 10 . the go-around procedure in the MCDU will be that for the landing runway rather than the one associated with the instrument approach just carried out.NORMAL OPERATIONS CIRCLING APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 If the flight crew finds no visual reference: • AT MAP : Initiate go-around Once the SEC F-PLN is activated. following the pre-briefed missed approach procedure. the go-around would have to be flown using selected guidance. if visual references were lost during the circling approach. 0898-0901. 0737-0739. 0380. 0988-0992. 0724-0726. 0695-0697. 0627. 0625. 0555. 0830-0834. 0326. the landing runway will be shown on the ND and the 10 nm range should be selected to assist in positioning onto final approach • By the end of the downwind leg. • Select TRK/FPA • Select a TRK of 45 ° away from the final approach course (or as required by the published procedure • When wings level. 0205-0206. 0673-0676. 0098-0100.0002001 / 20 MAY 09 Criteria: LR. 0427-0428. 0293-0296. Refer to AO-020 CIRCLING ONE ENGINE INOPERATIVE. the go-around would have to be flown using selected guidance. 0165. 0337-0346. 0529-0530. 0102. 0925-0928. 0183-0184. 0532-0533. 0392-0393. 0542. following the pre-briefed missed approach procedure. 0838-0843. 0211. 0620-0621. 0403-0405. 0037. 0973-0980. if visual references were lost during the circling approach. 0707-0709. 0095-0096. 0567-0568. 0203. 0281. Therefore. 1031-1039. 0305-0306. 0558. 0741-0743. 0265-0267. 0418-0423. 0845. 0913-0916. 0407-0409. 0361-0362. 0303. 0188-0189. 0432. 0791-0792. 0382. 0607. 0484. 0716-0718. 0652-0667. 0678-0680. 0690-0693. 0644-0645. 0127. 0283-0291. 0472-0473. disconnect the AP. 0234. 0226. 0994-1004. 0441. 0439. 0496-0498. 0535-0536. If the flight crew finds no visual reference : • AT MAP : Initiate go-around Once the SEC F-PLN is activated. 0640-0642. 0171-0172. 0443-0444. 0396-0398. start the chrono • Once established downwind. 0799. 0238. 0448. 0847. 0106-0113. 0386. 0493-0494. Additionally. 0612-0614. 0895-0896. 0887-0893. 0261-0262. 0629. 0054-0055. 0524-0527. 0647-0650. 0711-0714. 0195. 0631-0638. complete the Landing Checklist. 0240-0241. 0479-0481. 0669-0671. 0348-0351. 0564-0565. 0934-0937. 0062. 0570-0571. 0922-0923. the go-around procedure in the MCDU will be that for the landing runway rather than the one associated with the instrument approach just carried out. 0911. 0539. 1123-1190 When reaching circling minima and with appropriate visual reference for circling: • Push the FCU ALT p/b. 0064-0073. 1041-1078. 0749-0752. 0780-0782. 0177. 0458. 0500-0513. 0425. 0699-0701. 0728-0735. 0871-0885. 0758-0760. 0198. 0269. 0153. 0353. 0609-0610. 0219. 0961-0971. 0518-0519. 0143-0144. 0939-0952. 0209. select both FDs off and keep the A/THR • When leaving the circling altitude. 0623. 0682-0684. 0600. 0576. 0956-0959. 0118-0122. activate the SEC F-PLN to take credit of the "GS mini" protection in final approach when managed speed is used. 0372. 1080-1090. 0930-0932. 0162. 0476-0477. 0275-0277. 0271-0272. 0581. 0805-0811. 0299-0301. 0591-0597. 0720-0722. 1093-1101. 0356-0358. 0454-0456. 0521-0522. 0140. 0148. 0132. 0465-0466. 0279. 0030. 0772-0774. 0330. 0616. 0384. 0437. 0116. 0903-0909. 0618. 0229-0232. 0836. 0548-0553. 0451-0452. 0769-0770. 0045. 0191. 0849-0869. 0412. 0138. 0954. 0244. 0784-0786. 0795-0797. 0375. 0813-0828. 0918-0920. 1018-1029. 0333-0334. A330 2 Applicable to: MSN 0012. 0258-0259. 0776-0778.: NO-130-00004082. 0388-0389. 0489-0491. 0077. 0253-0256. 0181. 0461-0463. 0788-0789. 0703-0705. 0308-0309. 0573-0574. ENV A330/A340 FLEET FCTM NO-130 P 4/6 15 JUN 10 . 1103-1120. 0311-0317.NORMAL OPERATIONS CIRCLING APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 CIRCLING APPROACH Ident. 0587-0588. 0754-0756. 0982-0986. 0017. 0222-0224. 0082-0083. 0486-0487. 0400-0401. 0320. 0801-0803. 0605. 0578-0579. 1006-1016. 0686-0688. For circling approach with one engine inoperative. 0059-0060. 0086-0087. 0155. 0050. 0247-0251. 0322-0324. 0328. 0602-0603. select the landing configuration • Once fully configured. 0515-0516. 0368-0370. 0584. 0200. 0745-0747. 0469. 0364-0366. NORMAL OPERATIONS CIRCLING APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 low visibility circling approach ENV A330/A340 FLEET FCTM NO-130 P 5/6 15 JUN 10 . NORMAL OPERATIONS CIRCLING APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM NO-130 P 6/6 15 JUN 10 . i. increasing to 700 fpm when established on the correct descent path.: NO-140-00004084. The crew will aim to get the following configuration on commencement of the downwind leg: • Both AP and FDs will be selected off • BIRD ON • A/THR confirmed active in speed mode. This indication can be obtained when performing a DIR TO radial inbound on the last available waypoint. ENV A330/A340 FLEET FCTM NO-140 P 1/4 15 JUN 10 .NORMAL OPERATIONS VISUAL APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 INITIAL APPROACH   Ident. If not stabilised.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL The flight crew must keep in mind that the pattern is flown visually. The final turn onto the runway centreline will be commenced with 20 ° angle of bank. the cross track error on ND is a good cue of the aircraft lateral position versus the runway centerline. a go-around must be carried out. the base turn should be commenced 45 s after passing abeam the downwind threshold (± 1 second/kt of head/tailwind). at the latest. SPEED on the FMA • Managed speed will be used to enable the "GS mini" function • The downwind track will be selected on the FCU to assist in downwind tracking • The downwind track altitude will be set on FCU. positioned on the extended runway centerline. INTERMEDIATE/FINAL APPROACH Ident.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL Assuming a 1 500 ft AAL circuit.: NO-140-00004083. Initially the rate of descent should be 400 fpm. The pilot will aim to be configured for landing at VAPP by 500 ft AAL.e. However. NORMAL OPERATIONS VISUAL APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 visual approach ENV A330/A340 FLEET FCTM NO-140 P 2/4 15 JUN 10 . NORMAL OPERATIONS VISUAL APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 ENV A330/A340 FLEET FCTM NO-140 P 3/4 15 JUN 10 . NORMAL OPERATIONS VISUAL APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM NO-140 P 4/4 15 JUN 10 . above which a CAT III approach would be discontinued and a missed approach initiated if a failure occurred in one of the redundant parts of the automatic landing system. • The automatic landing is required in CAT III operations including roll out in CAT IIIB. In others AH definition.0001001 / 25 JUN 08 Criteria: LR Applicable to: ALL DECISION HEIGHT The Decision Height (DH) is the wheel height above the runway elevation by which a go around must be initiated unless appropriate visual reference has been established and the aircraft position and the approach path have been assessed as satisfactory to continue the automatic approach and landing safely. The DH is based on RA. it is generally stated that if a failure affecting the fail-operational criteria occurs below the AH. based on the characteristics of the aeroplane and its fail-operational automatic landing system. the acquisition of visual cues is achieved and the aircraft properly stabilized. ENV A330/A340 FLEET FCTM NO-150 P 1/8 15 JUN 10 . The guidance of the aircraft on the ILS beam and the guidance of the aircraft speed must be consistently of high performance and accurate so that an automatic landing and roll out can be performed in good conditions and.0001001 / 23 MAY 08 Criteria: LR Applicable to: ALL CAT II and CAT III approaches are flown to very low DH (or without DH) with very low RVR. it would be ignored and the approach continued (except if AUTOLAND warning is triggered). ALERT HEIGHT The Alert Height (AH) is the height above the runway. For the A330 and A340. • The automatic landing is the preferred landing technique in CAT II conditions • Any failures of the automated systems shall not significantly affect the aircraft automatic landing system performance • The crew procedures and task sharing allow to rapidly detect any anomaly and thus lead to the right decision DEFINITION Ident. Hence. or in the relevant ground equipment.: NO-150-00004085.NORMAL OPERATIONS PRECISION APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 GENERAL Ident. the AH = 200 ft.: NO-150-00004086. The AH concept is relevant when CAT3 DUAL is displayed on FMA. CAT 3 DUAL CAT 3 DUAL is announced when the airborne systems are fail-operational. In case of a single failure. This minimum DH is 50 ft. In the event of a failure below the AH.NORMAL OPERATIONS PRECISION APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 CAT 3 SINGLE CAT 3 SINGLE is announced when the airborne systems are fail passive which means that a single failure will lead to the AP disconnection without any significant out of trim condition or deviation of the flight path or attitude. In that case. Manual flight is then required. the approach. the AP will continue to guide the aircraft on the flight path and the automatic landing system will operate as a fail-passive system. flare and landing can be completed by the remaining part of the automatic system. Such a redundancy allows CAT III operations with or without DH.: NO-150-00004087. CAT II OR CAT III APPROACHES CAT II CAT IIIA CAT IIIB DH RVR DH RVR DH RVR ICAO 100 ft≤DH<200 ft RVR ≥350 m RVR≥1 200 ft No DH or DH<100 ft RVR ≥200 m RVR≥ 700 ft No DH or DH<50 ft 50 m≤RVR<200 m 150 ft≤RVR<700 ft FAA 100 ft≤DH<200 ft 350 m≤RVR<800 m 1 200 ft≤RVR<2 400 ft No DH or DH<100 ft RVR ≥200 m RVR≥ 700 ft No DH or DH<50 ft 50 m≤RVR<200 m 150 ft≤RVR<700 ft JAA 100 ft≤DH<200 ft RVR>≥300 m RVR≥1 000 ft DH<100 ft(1) RVR ≥200 m RVR≥ 700 ft No DH or DH<50 ft 75 m≤RVR<200 m 250 ft≤RVR<700 ft (1) DH≥50 ft if fail passive FLIGHT PREPARATION Ident. no capability degradation is indicated.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL In addition to the normal flight preparation. the following preparation must be performed when CAT II or CAT III approach is planned: • Ensure that destination airport meets CATII or CATIII requirements • Check aircraft required equipment for CAT II or CAT III in QRH • Check that crew qualification is current • Consider extra fuel for possible approach delay • Consider weather at alternate ENV A330/A340 FLEET FCTM NO-150 P 2/8 15 JUN 10 . that the crew refer to the QRH to establish the actual landing capability if some equipment are listed inoperative. When the eye reference position is lower than intended. i. not normally be used in CAT II/III weather conditions. consequently.NORMAL OPERATIONS PRECISION APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 APPROACH PREPARATION Ident. SEATING POSITION The crew must realise the importance of eye position during low visibility approaches and landing. the visual segment is further reduced by the cut-off angle of the glareshield or nose. Prior performing a CAT II/III approach. ENV A330/A340 FLEET FCTM NO-150 P 3/8 15 JUN 10 . therefore. USE OF LANDING LIGHTS The use of landing lights at night in low visibility can be detrimental to the acquisition of visual reference.e. The landing lights would. AIRPORT FACILITIES The airport authorities are responsible for establishing and maintaining the equipment required for CAT II/III approach and landing. It is very important. an incorrect seating position which reduces the cut-off angle by 1° reduces the visual segment by approximately 10 m (30 ft). the crew must ensure that LVP procedures are in force. Most of these failures are monitored by the FMGS and the landing capability will be displayed on the FMA once the APPR pb is pressed. The airport authorities will activate the LVP procedures as the need arises based on RVR. CAT 3 SINGLE. However. Reflected lights from water droplets or snow may actually reduce visibility. As a rule of thumb. not reflected on the FMA.: NO-150-00004088. there are a number of failures which affect the aircraft's landing capability which are not monitored by the FMGS and. CREW QUALIFICATION The captain must ensure that both crew members are qualified and that their qualification is current for the planned approach. CAT 2.0001001 / 20 MAY 09 Criteria: LR Applicable to: ALL LIMITATIONS • The crew will check that tower wind remains within the limit for CAT II or CAT III approaches (Refer to FCOM/99 Duref Cible FCOM) • The autoland maximum altitude must be observed. A too low seat position may greatly reduce the visual segment. therefore. AIRCRAFT CAPABILITY The failures that may affect the aircraft's CAT 2/3 capability are listed in the QRH. The airport authorities will activate the LVP procedures as the need arises based on RVR. CAT 3 DUAL. : NO-150-00004089.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL 1 TASK SHARING The workload is distributed in such a way that the PF primary tasks are supervising and decision making and the PNF primary task is monitoring the operation of the automatic system. refer to FCOM 4. ENV A330/A340 FLEET FCTM NO-150 P 4/8 15 JUN 10 . the following points should be emphasised during an approach briefing for a low visibility approach: • Aircraft capability • Airport facilities • Crew qualification • Weather minima • Task sharing • Call-outs • Go-around strategy APPROACH PROCEDURE Ident. A/THR DA (DH) Baro ref Visibility Possible with precautions CATII AP/FD. all ECAM actions (and DH amendment if required) should be completed before reaching 1 000 ft RA.NORMAL OPERATIONS PRECISION APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 APPROACH STRATEGY Irrespective of the actual weather conditions. In addition to the standard approach briefing.70 for failures and associated actions below 1 000 ft RA that should lead to a go-around. otherwise a go-around should be initiated. Conditions Flying technique Minima & weather Autoland CATI Manual flying or AP/FD. depending upon aircraft status. This ensures proper task sharing for the remainder of the approach. the crew should plan the approach using the best approach capability. This would normally be CAT 3 DUAL with autoland. Furthermore. Should a failure occur above 1 000 ft RA. The crew should then assess the weather with respect to possible downgrade capability.05. A/THR down to DH Recommended CATIII WITH DH NO DH AP/FD/ATHR and Autoland DH with RA RVR Mandatory GO AROUND STRATEGY The crew must be ready mentally for go-around at any stage of the approach. APPROACH BRIEFING Before commencing a CAT II/III approach a number of factors must be considered by the crew. the PF must be continuously ready to take-over: • If any AP hard over is experienced • If a major failure occurs.e. SOME SYSTEM PARTICULARS • • • • Below 700 ft RA. • If any doubt arises The PF announces "LAND". after PF calls "LAND") • The Auto call out • The aircraft trajectory or attitude exceedance • Any failures The PNF should be go-around minded. the FCU is frozen. LAND must be displayed on FMA. data coming from the FMS is frozen e. (Instead of 20 ft for manual landing as an indication) VISUAL REFERENCE Approaching the DH. • Flare comes at or below 40 ft • THR IDLE comes at or below 30 ft • RETARD auto call out comes at 10 ft for autoland as an order. the PF starts to look for visual references. The PNF is head down throughout the approach and landing. attitude. speed) and takes appropriate decision in case of failure and at DH. It should be stressed that the DH is the lower limit of the decision zone. ILS tune inhibit. The PNF monitors: • The FMA and calls all mode changes below 350 ft as required (i. At 350 ft. ENV A330/A340 FLEET FCTM NO-150 P 5/8 15 JUN 10 . the AUTOLAND red light illuminates if ‐ Both APs trip off ‐ Excessive beam deviation is sensed ‐ Localizer or glide slope transmitter or receiver fails ‐ A RA discrepancy of at least 15 ft is sensed.NORMAL OPERATIONS PRECISION APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 The PF supervises the approach (trajectory.g. Since the approach is flown with AP/FD/A/THR. Below 200 ft. progressively increasing external scanning. The captain should come to this zone prepared for a go-around but with no pre-established judgement. Below 400 ft RA. when displayed on FMA. This ensures correct final approach guidance. the condition required at DH is that there should be visual references which confirm that the aircraft is over the touch down zone. MAX reverse may be applied. it is good airmanship for the PF to acquire visual cues during flare and to monitor the roll out. A go-around must nevertheless be performed if AUTOLAND warning is triggered below AH. the crew should be aware of possible dissymmetry in case of crosswind and wet runways. The ground spoilers and auto-brake are inhibited. ENV A330/A340 FLEET FCTM NO-150 P 6/8 15 JUN 10 . considering the appropriate visual references. the AP remains engaged in that mode and A/THR remains in TOGA. autoland is recommended. The decision depends only on the operational status of the aircraft and ground equipment. decrab and roll-out. If manual landing is preferred. This ensures a smooth transition for the manual landing. A late go-around may result in ground contact. If touch down occurs after TOGA is engaged. a go-around will be initiated. A 3 lights segment is required by JAR OPS for fail passive system and 1 centerline light segment for fail operational system. If both these conditions are not satisfied. The roll-out should be continued with AP in ROLL OUT mode down to taxi speed. the PF will look outside to assess that the autoland is properly carried out. Pull to reverse IDLE at main landing gear touchdown (not before). When REV is indicated in green on ECAM. For CATII approaches. the conditions required at DH to continue the approach are that the visual references should be appropriate to monitor the continued approach and landing and that the flight path should be acceptable. • Without DH The decision to continue does not depend on visual references. • With DH or without DH after touch down If visual references are lost after touch down. it is mandatory to initiate a go-around. the PF will take-over at 80 ft at the latest. However. If a failure occurs prior to reaching the AH. In CATIII operations. However.NORMAL OPERATIONS PRECISION APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 Required conditions to continue • With DH In CATII operations. even though a minimum RVR is specified. The use of auto-brake is recommended as it ensures a symmetrical brake pressure application. A 3 lights segment and a lateral light element is the minimum visual cue for JAR OPS. a go-around should not be attempted. Loss of visual reference • With DH before touch down If decision to continue has been made by DH and the visual references subsequently become inappropriate a go-around must be initiated. Go-around is mandatory if the visual references do not confirm this. FLARE/LANDING/ROLL OUT During the flare. ENV A330/A340 FLEET FCTM NO-150 P 7/8 15 JUN 10 . Additionally. the approach may be continued. the occurrence of any failure implies a go-around and a reassessment of the system capability. AUTOLAND IN CAT 1 OR BETTER WEATHER CONDITIONS Ident. Another approach may be under taken according to the new system capability. as a general rule. This type of approach should be carried out only with the airline authorization. It has been considered that below 1 000 ft. It is essential. that the PF is prepared to take over manually at any time during a practice approach and rollout.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL As a general rule. therefore. not enough time is available for the crew to perform the necessary switching. ECAM actions completed. which applies during LVP. if a failure occurs above 1 000 ft AGL. will not necessarily be in force. Below 1 000 ft (and down to AH in CAT3 DUAL).NORMAL OPERATIONS PRECISION APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 The PNF will use standard call out.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The crew may wish to practice automatic landings in CATI or better weather conditions for training purposes. should the performance of the AP become unsatisfactory. A go-around is required if the AUTOLAND warning is triggered. he will advise ATC when aircraft is properly controlled (speed and lateral trajectory).: NO-150-00004090. a single failure does not necessitate a go-around. to check system configuration and limitation and brief for minima.: NO-150-00004091. approach briefing update performed and a higher DH set if required. The crew should be aware that fluctuations of the LOC and/or GS might occur due to the fact that protection of ILS sensitive areas. In CAT3 DUAL and below AH. FAILURE AND ASSOCIATED ACTIONS Ident. NORMAL OPERATIONS PRECISION APPROACH FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM NO-150 P 8/8 15 JUN 10 . the pilot eye to wheel height on approach is 34 ft and the minimum wheel clearance over threshold is 20 ft.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL On the Airbus 330/340 aircraft.: NO-160-00004093.: NO-160-00004092.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL When Transitioning from IMC to VMC.NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL A330/A340 PREFACE Ident. The boxed images below are the one to retain on A330/A340 to provide a proper wheel clearance at threshold. the crew will watch the bird versus the aircraft attitude symbol in the center of the PFD. But. This provides a good assessment of the drift. Use of VASI / TVASI ENV A330/A340 FLEET FCTM NO-160 P 1/20 15 JUN 10 . thus in which direction to look for the runway. then • Do not turn towards the runway • Do not duck under MAIN GEAR CLEARANCE Ident. in particular: • High airport elevation. the flare height is about 40 ft. This height varies due to the range of typical operational conditions that can directly influence the rate of descent. the pilot will have to move the stick rearwards to maintain a constant path. • Steeper approach slope (compared to nominal 3 °). in the flare.: NO-160-00004094. The flare technique is thus very conventional. auto-trim ceases and the pitch law is modified to be a full authority direct law as described in OPERATIONAL PHILOSOPHY Chapter. The PNF monitors the rate of descent and should call "SINK RATE" if the vertical speed is excessive prior to the flare. a go-around (or rejected landing) should be performed. as the speed reduces. avoid destabilization of the approach and steepening the slope at low heights in attempts to target a shorter touchdown. the normal pitch law. ENV A330/A340 FLEET FCTM NO-160 P 2/20 15 JUN 10 . Consequently.NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL A330/A340 Use of PAPI This technique will ensure that performance margins are not compromised and provide adequate main gear clearance. pilot need to be aware of factors that will require an earlier flare. From stabilized conditions. Compared to typical sea level flare heights for flat and adequate runway lengths. If a normal touchdown point cannot be achieved or if destabilization occurs just prior to flare.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL PITCH CONTROL When reaching 100 ft. FLARE Ident. Indeed. which provides trajectory stability. would not be well adapted to the flare manoeuvre. Increased altitude will result in higher ground speeds during approach with associated increase in descent rates to maintain the approach slope. Prior to flare. Do not allow the aircraft to float or do not attempt to extend the flare by increasing pitch attitude in an attempt to achieve a perfectly smooth touchdown. look well ahead of the aircraft. If the flare is initiated too late (below 25 ft) then the pitch changes will not have sufficient time to allow the necessary change to aircraft trajectory. It is a reminder rather than an order. 1 LATERAL AND DIRECTIONAL CONTROL FINAL APPROACH In crosswind conditions.6 ° for A340-500/600 aircraft). to ensure ground spoilers extension at touchdown. ENV A330/A340 FLEET FCTM NO-160 P 3/20 15 JUN 10 .3 ° (2. Late. a crabbed-approach wings-level should be flown with the aircraft (cockpit) positioned on the extended runway centerline until the flare.NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL A330/A340 • Tailwind. and the aircraft position relative to the ground. which leads to -1 ° flight path angle associated with a10 kt speed decay in the manoeuvre. However. The visual misperception of being high is also likely. A prolonged float will increase both the landing distance and the risk of tail strike. Increasing runway slope and/or rising terrain in front of the runway will affect the radio altitude callouts down to over flying the threshold used by the flight crew to assess the height for the start of flare possibly causing flare inputs to be late. the pilot must ensure that all thrust levers are at IDLE detent at the latest at touchdown. The typical pitch increment in the flare is approximately 2. Note that the cumulative effect of any of the above factors combined for one approach will require even more anticipation to perform an earlier flare. the "RETARD" auto call-out reminds the pilot to retard thrust levers. nominal 3 ° slope and rate not increasing) • Start the flare with positive (or "prompt") backpressure on the sidestick and holding as necessary • Avoid significant forward stick movement once Flare initiated (releasing backpressure is acceptable) At 20 ft. the pilot will retard earlier or later. the pilot will rapidly retard all thrust levers : depending on the conditions.e. Increased tailwind will result in higher ground speed during approach with associated increase in descent rates to maintain the approach slope. Avoid under flaring. • The rate of descent must be controlled prior to the initiation of the flare (i. weak or released flare inputs increase the risk of a hard landing. In order to assess the rate of descent in the flare. When best adapted. • Increasing runway slope. this may result in touching down with some bank angle into the wind (hence with the upwind landing gear first). Any tendency to drift downwind should be counteracted by an appropriate lateral (roll) input on the sidestick. and • to minimize the lateral loads on the main landing gear. 0849-0869. if needed. 1006-1016. 0074-0075. CALL OUT Ident. 0159. 0047-0060. 0082-0084. 0838-0845. 0384-0390. 0541-0542. 0538-0539. 0151. 0720-0722. 0784-0786. 0046. 0005.: NO-160-00004096. 0772-0774. 340-300 2 Applicable to: MSN 0002-0003. 0524-0530. 0629. 0437-0439. 0788-0789. 0454-0456. 0640-0671. 1123-1190 If pitch attitude exceeds 7. 0724-0726. 0973-0980. 0911. 0703-0705. 0716-0718. 0535-0536. 0988-0992. 0576. 0493-0494. 0432-0435. 0486-0487. 0673-0676. 0918-0923. 0472-0474. 0737-0739. 0204 If pitch attitude exceeds 10 °.0001001 / 27 MAR 08 Criteria: 330-200. 0006. 0728-0735. in the de-crab phase. 0044-0045. • The roll control. 0544-0546. 0061. 0496-0498. 0913-0916. 0776-0778. 0581-0582. 0020. 0561-0562. In the case of strong crosswind. 0080-0081. 0205-0370. 1080-1090. 0076-0079. 0483-0484. 0584-0585. 0605. 0564-0565. 0707-0709. 0690-0693. 0609-0610. 0871-0885. 0018-0019. 1031-1039. CALL OUT Ident. 0489-0491. 0805-0811. 0618. 0758-0760. 0570-0571. 0392-0393. 0616. 0015-0017. 0465-0467. 0532-0533. 0008-0011. 0062. 0012-0013. 0031. 0515-0516. 0887-0893. 0954-0959. 1103-1120.0003001 / 27 MAR 08 Criteria: 340-200 Applicable to: MSN 0004. 0961-0971. 0898-0901. 0799-0803. 0178. 0500-0513. 0573-0574. 0813-0828. 0032-0037. The aircraft may be landed with a partial de-crab (residual crab angle up to about 5 °) to prevent excessive bank. 0152-0155. 0026. 0847. 0830-0836. 0156. 0021-0022. 1018-1029. 0461-0463. 0769-0770. 0682-0684. 0741-0743. 0479-0481. 0427-0430.: NO-160-00004096. 0754-0756. the PNF will announce "PITCH". 0027-0030. 330-300. 0548-0556. 0925-0928. 0631-0638. 0518-0519. 0686-0688. 0578-0579. 0558-0559. 0063. 0007. 1041-1078. 0587-0600. 0620-0621. 0602-0603. 0179-0203. 0418-0425. 0749-0752. 0678-0680. 0446-0448. . 0469-0470. 0458-0459. to maintain the aircraft on the runway centerline. 0521-0522. 0411-0415.NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL A330/A340 FLARE The objectives of the lateral and directional control of the aircraft during the flare are: • To land on the centerline. 0627. 0014. 0895-0896. ENV A330/A340 FLEET FCTM NO-160 P 4/20 15 JUN 10 . 0607. the PF should be prepared to add small bank angle into the wind in order to maintain the aircraft on the runway centerline. 0934-0952. 0903-0909. 0372-0375. 0699-0701. 0982-0986. 0795-0797. 0064-0073. 0791-0793. 0994-1004. As a consequence. 1093-1101. This technique prevents wingtip (or engine nacelle) strike caused by an excessive bank angle. 0745-0747. 0476-0477. 0567-0568. 330-200F. 0695-0697. 0450-0452. 0157-0158. 0612-0614. 0086-0150. 0039-0041. 0043. the PNF will announce "PITCH". 0377-0382. 0623. 0711-0714. The recommended de-crab technique is to use all of the following: • The rudder to align the aircraft with the runway heading during the flare. 0441-0444. 0038. 0085. 0930-0932. 0780-0782.5 °. 0023-0025. 0160-0177. 0395-0409. 0625. to control the derotation rate. After touch down. Consequently. 0557. 0727. 0736. 0993. 0630. 0894. 0689. 0677. 0740. 0537. 0577.: NO-160-00004097. 0886. 1079. 0601. the Nose Wheel Steering (NWS) becomes active. Furthermore. 0771. 0812. 0681. 0445. 0929. 0464. However. As the speed reduces. 0748. 0787. 0391. 0540. 0431. At high speed. the third from the NLG. the rudder pedals will be used to steer the aircraft on the runway centreline. 0917. which compensates the pitch up tendency with ground spoiler extension It is not recommended to keep the nose high in order to increase aircraft drag during the initial part of the roll-out. 0790. The ground spoilers fully extend when both main landing gears are compressed. A small nose down term on the elevators is introduced by the control law. it may lead to a hard nose gear touch down. 0572.: NO-160-00004098. 0694. the first from aft wheels of the MLG boogie. 0829. 0410. 0912. it is normal to feel 3 successive "shocks" or "contacts with the ground". 0416-0417.0001001 / 08 JAN 09 Criteria: LR Applicable to: ALL When the aircraft is on the ground. 0471. 0685. 0440. 1030. as this technique is inefficient and increases the risk of tail strike. 0478. 0547. when the aircraft touches down. 0910. 0794. 0972. pitch and roll control operates in Direct Law. 0534. 0698. 0482. 0569. 0719. 0706. the NWS tiller will not be used until taxi speed is reached. directional control is achieved with rudder. 0583.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL NORMAL CONDITIONS During the roll out. the PNF will announce "PITCH" DEROTATION Ident. 0702. During the derotation phase. 0460. the second from the front wheels of the MLG boogie. 0628. 0514. 0715. 0639. 0520. 0848. 0987.: NO-160-00004096. 0586. 0757. 0608.NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL A330/A340 CALL OUT Ident. 0775. when reverse thrust is selected (on at least one engine) and one main landing gear strut is compressed. varying sidestick input as required. 0626. 0960. 0672. 0753. 0933. ENV A330/A340 FLEET FCTM NO-160 P 5/20 15 JUN 10 . 1040. 0710. 0492. 0523. 0457. 0575. 0449. 0566. if auto brake MED is used (mode 4 or HI on A340-500/600). 0376. 1091. 0531. 0761-0768. 0902. 0723. 0617. 0604. 1102. 1005. 0499. 0517. If pitch attitude approaches the tailstrike pitch limit on PFD. 0488. 0468. 0619. 0870. 0953. 0783. 1122 PITCH PITCH auto call out is provided. 0436. 0543. 0798. 0580. 0924. 0563. 0837. 0383. the pilot flies the nose down conventionally. 0622. 0426. ROLL OUT Ident.0005001 / 27 MAR 08 Criteria: 340-500. 0606. 0624. 0897. 1017. 0560. the ground spoilers partially extend to establish ground contact. 0611. 340-600 3 Applicable to: MSN 0371. 0804. 0981. 0495. 0485. 0394. 0453. 0475. 0846. 0615. 0744. 0779. 0441-0444. 0469-0470. 0849-0869. 0682-0684. 0535-0536. 1018-1029. 0392-0393. the directional control of the aircraft is more problematic. 0780-0782. 0982-0986. BRAKING Ident. 0524-0530. This adverse effect is quite noticeable on contaminated runways with crosswind. 0988-0992. the same braking effect may be reached with full or half deflection of the pedals. 0427-0430. 0544-0546. 0395-0409. 0625. 0707-0709. 0489-0491. Furthermore they create a side force. 0446-0448. 0372-0375. 0496-0498. 0564-0565. the ground spoilers partially automatically deploy to ensure that the ENV A330/A340 FLEET FCTM NO-160 P 6/20 15 JUN 10 . 0616. 0631-0638. 0903-0909. 0973-0980. Thus if differential braking is to be used. 0493-0494. 0699-0701. 0479-0481. additionally the anti skid system releases the brake pressure on both sides very early when the pilot presses on the pedals. the pilot will avoid to set stick into the wind as it increases the weathercock effect. 0913-0916. 0518-0519. 0898-0901. 0584-0585. 1031-1039. 0887-0893. 0377-0382. 0745-0747. 0558-0559. 0847. 0418-0425. 0703-0705. 1093-1101. 0605. 0961-0971. 0838-0845. 0620-0621. 0918-0923. 0830-0836. the importance of the timely use of all means of stopping the aircraft cannot be overemphasized. 0741-0743. 0776-0778. 0476-0477. 0673-0676. 0465-0467. 0486-0487. 0728-0735. 0690-0693. 0749-0752. 0587-0600. 0784-0786. Three systems are involved in braking once the aircraft is on the ground: • The ground spoilers • The thrust reversers • The wheel brakes THE GROUND SPOILERS When the aircraft touches down with at least one main landing gear and when at least one thrust lever is in the reverse sector. 0720-0722. 0925-0928. 0532-0533. 1123-1190 Once on the ground. 0695-0697. 0483-0484. the crew will totally release the pedal on the opposite side to the expected turn direction. 0384-0390. 0609-0610.NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL A330/A340 CROSSWIND CONDITIONS The above-mentioned technique applies. 0472-0474. 0791-0793. 0541-0542. The reversers have a destabilizing effect on the airflow around the rudder and thus decrease the efficiency of the rudder. 0754-0756. 0602-0603. it creates a differential down force on the wheels into the wind side. 0612-0614. 0795-0797. 0678-0680. more specifically on wet and contaminated runways. 0538-0539. 0686-0688. In case a lateral control problem occurs in high crosswind landing. 0930-0932.0001001 / 09 JUN 10 Criteria: LR 4 Applicable to: MSN 0002-0370. At lower speeds. 0994-1004. 0640-0671. 0769-0770. 0432-0435. 0521-0522. 0573-0574. On wet and contaminated runways. 0934-0952. which increases the lateral skidding tendency of the aircraft. 0805-0811. 0458-0459. 0737-0739. 0911. 0576. 0627. 0437-0439. 0567-0568. 0618. 0578-0579. 0515-0516. Differential braking is to be used if necessary. 0454-0456. 0813-0828. 1041-1078.: NO-160-00004099. 0548-0556. 0758-0760. 0895-0896. 0716-0718. 0581-0582. 0871-0885. the pilot will consider to set reversers back to Idle. 0788-0789. 0799-0803. 0461-0463. 0772-0774. 1103-1120. 0561-0562. 0954-0959. 0629. 0570-0571. 0607. 0450-0452. 1006-1016. 1080-1090. Additionally. 0623. in case of a remaining crab angle. 0724-0726. 0711-0714. Indeed. 0500-0513. 0411-0415. it is recommended to use reverse thrust at high speeds. 5 THRUST REVERSERS Thrust reverser efficiency is proportional to the square of the speed. Many factors may affect efficient braking such as load on the wheels. reversers efficiency decreases rapidly. If airport regulations restrict the use of reverse. The only factor over which the pilot has any control is the use of the correct braking technique. Full pedal braking with anti-skid provides a deceleration rate of 10 kts/sec. This is the partial lift dumping function. the use of maximum reverse is allowed down to aircraft stop in case of emergency. This will provide the optimum deceleration with respect to the pilot input. Wheel braking efficiency is improved due to the increased load on the wheels. When REV is indicated in green on ECAM. ANTI-SKID The anti-skid system adapts pilot applied brake pressure to runway conditions by sensing an impending skid condition and adjusting the brake pressure to each individual wheel as required. MAX reverse may be applied. as discussed below. there is a risk of engine stall. Pull to reverse IDLE at main landing gear touchdown (not before). The ground spoilers contribute to aircraft deceleration by increasing aerodynamic drag at high speed. Therefore. Stow the reversers before leaving the runway to avoid foreign object ingestion. Below 70 kt. So. WHEEL BRAKES Wheel brakes contribute the most to aircraft deceleration on the ground. the ground spoilers automatically fully deploy. select and maintain reverse idle until taxi speed is reached. The anti-skid system maintains the skidding factor (slip ratio) close to the maximum friction force point.NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL A330/A340 aircraft is properly sit down on ground. Additionally. However. and with maximum reverse selected. it is recommended to smoothly reduce the reverse thrust to idle at 70 kt. tire pressure. runway pavement characteristics and runway contamination and braking technique. The maximum reverse thrust is obtained at N1 between 70 % and 85 % and is controlled by the FADEC. ENV A330/A340 FLEET FCTM NO-160 P 7/20 15 JUN 10 . the ground spoiler extension signal is used for autobrake activation. Then. Additionally. contaminated runway. the autobrake provides a symmetrical brake pressure application which ensures an equal braking effect on both main landing gear wheels on wet or evenly contaminated runway.NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL A330/A340 BRAKES The use of autobrake versus pedal braking should observe the following guidelines: • The use of autobrake is usually preferable because it minimizes the number of brake applications and thus reduces brake wear. Autobrake does not relieve the pilot of the responsibility of achieving a safe stop within the available runway length. do not ride the brakes but apply pedal braking when required and modulate the pressure without releasing. Since the autobrake system senses deceleration and modulates brake pressure accordingly. the main gear tire cornering forces available to counteract this drift will be reduced. in poor visibility conditions and in Auto land. thus the brake wear and temperature. This minimizes brake wear. • On very long runways. • On very short runways. • In case of pedal braking. Whereas the DECEL light might appear with mode LO selected on a dry runway while only the reversers achieve the selected deceleration rate without autobrake being actually activated. More particularly. To reduce brake wear. • The use of LO autobrake should be preferred on long and dry runways whereas the use of MED autobrake should be preferred for short or contaminated runways. In other words. the number of brake application should be limited. the timely application of MAX reverse thrust will reduce the actual operation of the brakes themselves. the autobrake is recommended on short. The use of MAX autobrake is not recommended. the DECEL light is not an indicator of the autobrake operation as such. but that the deceleration rate is reached. The green DECEL light comes on when the actual deceleration is 80 % of the selected rate. the use of pedal braking is to be envisaged since the pilot may apply full pedal braking with no delay after touch down. ENV A330/A340 FLEET FCTM NO-160 P 8/20 15 JUN 10 . the use of pedal braking may be envisaged if the pilot anticipates that braking will not be needed. CROSS WIND CONDITIONS The reverse thrust side force and crosswind component can combine to cause the aircraft to drift to the downwind side of the runway if the aircraft is allowed to weathercock into wind after landing. because the deceleration rate is not reached with the autobrake properly functioning. as the anti-skid system will be operating at maximum braking effectiveness. wet. Additionally. For example the DECEL light might not appear when the autobrake is selected on a contaminated runway. and provide the total tire cornering forces for realignment with the runway centerline. Rudder and differential braking should be used.NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL A330/A340 Braking force and cornering force vs skid ratio To correct back to the centerline. When re-established on the runway centerline. This will minimise the reverse thrust side force component. Directional Control during Crosswind Landing ENV A330/A340 FLEET FCTM NO-160 P 9/20 15 JUN 10 . the pilot should re-apply braking and reverse thrust as required. without the requirement to go through a full reverser actuating cycle. to correct back to the runway centerline. the pilot must reduce reverse thrust to reverse idle and release the brakes. as required. 0391. 0488. 1040. 0981. 0736. 0783. the ground spoilers automatically fully deploy. 0495. 0499. 0478. 0744. 0753. Three systems are involved in braking once the aircraft is on the ground: • The ground spoilers • The thrust reversers • The wheel brakes THE GROUND SPOILERS When the aircraft touches down with at least one main landing gear and when at least one thrust lever is in the reverse sector. ENV A330/A340 FLEET FCTM NO-160 P 10/20 15 JUN 10 . 0485. 0715. 0440. 0694. 0829. 0557. 0972. there is a risk of engine stall. 0910. 0672. 0410. If airport regulations restrict the use of reverse. 0719. 0902. 0575. 1005. 0569. 0431. 0436.NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL A330/A340 BRAKING   6 Ident. the ground spoilers partially automatically deploy to ensure that the aircraft is properly sit down on ground. 0702. 0953. Below 70 kt. 0757. 0583. 0445. 0537. Pull to reverse IDLE at main landing gear touchdown (not before). 0611. 0615. 0520. 1030. 0464. 0740. 0897. 0689. 1102. 0677. 0606. 0514. 0604. 0453. MAX reverse may be applied. This is the partial lift dumping function. 0617. 340-500. So. the use of maximum reverse is allowed down to aircraft stop in case of emergency. 0837. select and maintain reverse idle until taxi speed is reached. 0710. However. reversers efficiency decreases rapidly.0002001 / 09 JUN 10 Criteria: LR. 340-600 Applicable to: MSN 0371. 0624. 0572. 0577. 0727. 0779. 0870. it is recommended to use reverse thrust at high speeds. 0848. the ground spoiler extension signal is used for autobrake activation. 0894. 0619. 0723. 0912. 0933. 1122 6 Once on the ground. 0586. 0698. Therefore. 0987. 0560. 0794. 0775. 0681. 0993. 0771. When REV is indicated in green on ECAM. Stow the reversers before leaving the runway to avoid foreign object ingestion. 0449. 0846. and below 60 kt with maximum reverse selected. 0523. 0460. 0812. 0540. 0457. 0761-0768. 0543. 0706. 0563. 0960. it is recommended to smoothly reduce the reverse thrust to idle at 60 kt.: NO-160-00004099. 0426. The maximum reverse thrust is obtained at N1 between 70 % and 85 % and is controlled by the FADEC. 0383. 1091. 0376. 0622. 0566. 0517. 1017. 0608. Then. 0394. 0580. the importance of the timely use of all means of stopping the aircraft cannot be overemphasized. 0468. 0601. 0924. 0917. 0787. 0804. 0639. 0547. 0475. 0630. 0628. The ground spoilers contribute to aircraft deceleration by increasing aerodynamic drag at high speed. 0416-0417. 0626. 0492. 0534. 0531. 0798. 0471. 0748. 0886. 0790. 0929. 0685. 0482. Wheel braking efficiency is improved due to the increased load on the wheels. 1079. Additionally. THRUST REVERSERS Thrust reverser efficiency is proportional to the square of the speed. ANTI-SKID The anti-skid system adapts pilot applied brake pressure to runway conditions by sensing an impending skid condition and adjusting the brake pressure to each individual wheel as required. but high level of deceleration. 2 or 3 should be preferred on long and dry runways whereas the use of autobrake mode 4 should be preferred for short or contaminated runways. The only factor over which the pilot has any control is the use of the correct braking technique. do not ride the brakes but apply pedal braking when required and modulate the pressure without releasing. • The use of autobrake mode LO. contaminated runway. This will provide the optimum deceleration with respect to the pilot input. • On very short runways. 2 or 3 selected on a dry runway while only the reversers achieve the selected deceleration rate without autobrake being actually ENV A330/A340 FLEET FCTM NO-160 P 11/20 15 JUN 10 . To reduce brake wear. Many factors may affect efficient braking such as load on the wheels.NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL A330/A340 WHEEL BRAKES Wheel brakes contribute the most to aircraft deceleration on the ground. as discussed below. For example the DECEL light might not appear when the autobrake is selected on a contaminated runway. The blue ACTIV light comes on when the autobrake becomes active. Additionally. because the deceleration rate is not reached with the autobrake properly functioning. tire pressure. • On very long runways. wet. the use of pedal braking may be envisaged if the pilot anticipates that braking will not be needed. Full pedal braking with anti-skid provides a deceleration rate of 10 kts/sec. The green DECEL light comes on when the actual deceleration is 80 % of the selected rate. that may be useful in some emergency or short runway situations. BRAKES The use of autobrake versus pedal braking should observe the following guidelines: • The use of autobrake is usually preferable because it minimizes the number of brake applications and thus reduces brake wear. The anti-skid system maintains the skidding factor (slip ratio) close to the maximum friction force point. the autobrake is recommended on short. HI mode produces a smooth. runway pavement characteristics and runway contamination and braking technique. This minimizes brake wear. in poor visibility conditions and in Auto land. • In case of pedal braking. Whereas the DECEL light might appear with mode LO. the use of pedal braking is to be envisaged since the pilot may apply full pedal braking with no delay after touch down. the number of brake application should be limited. the autobrake provides a symmetrical brake pressure application which ensures an equal braking effect on both main landing gear wheels on wet or evenly contaminated runway. More particularly. to correct back to the runway centerline. the pilot should re-apply braking and reverse thrust as required. When re-established on the runway centerline.NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL A330/A340 activated. ENV A330/A340 FLEET FCTM NO-160 P 12/20 15 JUN 10 . In other words. This will minimise the reverse thrust side force component. the main gear tire cornering forces available to counteract this drift will be reduced. Additionally. Rudder and differential braking should be used. without the requirement to go through a full reverser actuating cycle. the pilot must reduce reverse thrust to reverse idle and release the brakes. as the anti-skid system will be operating at maximum braking effectiveness. Braking force and cornering force vs skid ratio To correct back to the centerline. thus the brake wear and temperature. CROSS WIND CONDITIONS The reverse thrust side force and crosswind component can combine to cause the aircraft to drift to the downwind side of the runway if the aircraft is allowed to weathercock into wind after landing. Since the autobrake system senses deceleration and modulates brake pressure accordingly. as required. and provide the total tire cornering forces for realignment with the runway centerline. but that the deceleration rate is reached. Autobrake does not relieve the pilot of the responsibility of achieving a safe stop within the available runway length. the timely application of MAX reverse thrust will reduce the actual operation of the brakes themselves. the DECEL light is not an indicator of the autobrake operation as such. as the projected touchdown point will be further down the runway. ENV A330/A340 FLEET FCTM NO-160 P 13/20 15 JUN 10 . For example. Height of the aircraft over the runway threshold has a significant effect on total landing distance. For a 50 ft Threshold Crossing Height. passing over the runway threshold at 100 ft altitude rather than 50 ft could increase the total landing distance by approximately 300 m/950 ft.LND LANDING chapter . A 5 kt speed increment on VAPP produces a 5 % increase in landing distance with auto brake selected.: NO-160-00004753. This is due to the length of runway used before the aircraft touches down. on a 3 ° glide path. a shallower glide path angle increases the landing distance. The landing distance margin will be reduced if the landing technique is not correct. Factors that affect stopping distance include: • Height and speed over the threshold • Glide slope angle • Landing flare technique • Delay in lowering the nose on to the runway • Improper use of braking system • Runway conditions (discussed in adverse weather).NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL A330/A340 Directional Control during Crosswind Landing FACTORS AFFECTING LANDING DISTANCE Ident.0001001 / 14 MAY 08 Criteria: LR Applicable to: ALL The field length requirements are contained in the FCOM PER. 0311-0314. 0571. 0305-0306. 0253-0255. 0644. 0584. 0612-0614. 0703-0704. 0308-0309. 0240.: NO-160-00004100. 0271-0272. 0631-0635. 0709. 0345. 0353. 0587. 0358. 0489. 0472-0473. 0535-0536. 0322. 0454-0456. 0369. 0480-0481. 0726. 0625. 0443-0444. 0682-0684. 0735. 0364-0366. 0238. 0330. The aircraft should be landed as near the normal touchdown point as possible. 0597. 0688. 0303. 0348. ENV A330/A340 FLEET FCTM NO-160 P 14/20 15 JUN 10 . 0518-0519. 0724. 0232. 0401. 0320. 0328. 0493-0494. 0396-0398. 0498. 0229-0230.NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL A330/A340 Floating above the runway before touchdown must be avoided because it uses a large portion of the available runway. 0283. 0700. 0476-0477. 0616. 0265-0266. 0261-0262. CLEARANCE AT TOUCH DOWN Ident. 0609-0610. 0403-0404. 0205. 0293-0296. 0448. Operational factors affecting actual landing distance (1) Those coefficients are given as indications. 0269. 0627. 0299-0301. 0728-0733. 0361-0362. 0717-0718. 0605. 0461-0463. 0451-0452. 0567. Deceleration rate on the runway is approximately three times greater than in the air. 0392. 0427. 0469. 0247-0251. 0324. 0555. 0664-0667. 0422. 0532. 0437. 330-200F 7 Applicable to: MSN 0181.0001001 / 27 MAR 08 Criteria: 330-200. reverse thrust should be selected without delay. 0211. 0222-0223. 0432. 0513. 0521-0522. 0693. 0620-0621. 0525-0527. 0458. 0649-0650. 0722. 0372. 0696-0697. 0647. 0655-0658. 0618. 0529-0530. 0638. 0316-0317. 0573. 0500-0511. Reverse thrust and speedbrake drag are most effective during the high-speed portion of the landing. 0465-0466. 0384. 0661. 0339-0340. 0226. 0686. Speed brakes fully deployed. 0486-0487. 0334. 0275-0276. 0258-0259. in conjunction with maximum reverse thrust and maximum manual anti-skid braking provides the minimum stopping distance. 0343. 0281. Therefore. 0285-0291. 0441. 0678. 0409. 0491. 0551. 0652-0653. 0326. 0382. 0516. 0195. 0737-0739. 0600. 0346.8 ° Clearance (2) 9. 1174. 0911.6 ° Flight path in approach: -3 ° Clearance = geometry limit . 0928. 1160. 1021. 1123. 1084-1090. 0997. 1022. 0095-0096. 0922. 0871-0877. 0863. 0701. 1071-1072. 0849. 0942. 1060. 1155. 0998-0999. 0828. 0961-0963. 1011. 0745-0747. 0588. 1093. 0106-0113. 0191. 0973. 0533. 1077-1078. 1138. 1010. 0831-0832. 1044.pitch attitude at touch down CLEARANCE AT TOUCH DOWN Ident. 0759-0760. 0918. 0838. 0834. 0679-0680. 0054-0055. 0711-0714. 0923. 0909. 0086-0087. 0284. 0659. 0823. 0983. 0956-0957. 0484. 1019-1020. 0893. 0784. 0524. 1183-1186 A330/A340 Geometry limit at touch down 16 ° (1) (2) Pitch attitude at VAPP(Vref+5 kt) (1) 4. 1028. 1059. 0064-0073. 1035. 0903-0904. 0914. 0734. 1045-1047. 1156-1157. 0669-0671. 0490. 0629. 0234. 0349-0351. 0425. 1015. 0407-0408. 0143-0144. 0895-0896. 0673-0676. 0439. 0059-0060. 0256. 0915. 1008-1009. 1073. 0818-0822.0002001 / 27 MAR 08 Criteria: 330-300 8 Applicable to: MSN 0012. 1100. 1124-1127. 1161. 1082. 0867-0869. 0919. 0847. 0720-0721. 1112-1120. 1014. 0542. 0770. 0952. 1076. 0183-0184. 0916. 0994. 1094-1096.2 ° Flight path in approach: -3 ° Clearance = geometry limit . 0943-0951. 0118-0122. 1006-1007. 0934. 0978. 0898-0901. 0984. 0132. 0845. 0231. 0570.5 ° Pitch attitude at touch down 6. 0479. 0428. 0705. 0925-0927. 1038-1039. 0695. 0979-0980. 1018. 0548-0550. 0824-0825. 1063-1067. 1036. 0098-0100. 0839-0842. 1177-1181. 0788. 0380.pitch attitude at touch down ENV A330/A340 FLEET FCTM NO-160 P 15/20 15 JUN 10 . 0930-0932. 0807-0811. 0906. 1074-1075. 0935-0937. 1041-1043. 0772-0773. 0754-0756. 1055. 1104. 0188-0189. 0267.6 ° Clearance (2) 7. 0861-0862. 0623. 0496-0497. 0813. 0153. 0707-0708. 0991-0992. 0512. 1130-1132. 1004. 0780. 0155. 1080. 0954. 0789. 0062. 0989-0990. 0171-0172. 0224. 0333. 0881-0885. 0814-0815. 0576. 0964-0965. 0578-0579. 0515. 0786. 0982. 0865-0866. 1058. 0564-0565. 0995-0996. 0799. 0277. 0890-0892. 0400.2 ° (1) (2) Pitch attitude at VAPP(Vref+5 kt) (1) 4. 0244. 0907-0908. 0795-0797. 0836. 0375. 0539. 0037. 0913. 0581. 0370. 0699. 0974. 0843. 0388-0389. 1016. 0342. 0801-0802. 0920. 0687. 1105-1110. 0102. 1101. 0177. 0975-0977. 0725. 0602-0603. 1171. 0805-0806. 0985-0986. 1002. 0776-0777. 0418-0421. 0791. 0636-0637. 0939-0941. 1103. 0830. 0082-0083. 0855-0859. 0781-0782. 1188-1190 Geometry limit at touch down 14. 0558. 0860. 0017. 0645.: NO-160-00004100. 0887-0888. 1081. 0662-0663. 1061-1062. 0203. 0412. 1172-1173. 0315. 0138. 1023-1026. 0423. 0690-0692. 0209. 0741. 0574. 0219. 1137. 0769. 0826-0827. 0792. 1049-1054. 0654. 1037. 0958-0959. 1159. 1057. 1097-1099. 0850-0851. 0127. 0140. 0148. 0165. 1031-1034. 0640-0642. 0323. 0116. 1141-1153. 0852-0854. 1012-1013. 0045. 1133-1135. 0386. 0648. 0752. 0778. 0405. 1000-1001.NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL 0742-0743. 0198. 0552-0553. 0785. 1163-1168. 0803. 0889. 0241. 0050. 0988. 0879. 0607. 0162. 1003. 0356-0357. 0344. 0905. 0077. 1069-1070. 0749-0751. 1029. 0393. 0206. 0758. 1170. 0591-0595. 0568. 0368. 0030. 0966-0971. 0716. 1169. 0817. 0200.3 ° Pitch attitude at touch down 6. 0337-0338. 1129. 0279. 0833. 0774. 1048. 0694. 0488.pitch attitude at touch down CLEARANCE AT TOUCH DOWN Ident. 0761. 0325. 0163-0164. 0128-0131. 0740. 0304.: NO-160-00004100. 0517. 0775. 0433-0435. 0723. 0457. 0844. 0474. 0681. 0924. 0556. 0212-0218. 0757. 0391. 0145-0147. 0453. 0651. 0429-0430. 0870. 0628. 0431. 0677. 0460. 0383.2 ° Clearance (2) 7.pitch attitude at touch down CLEARANCE AT TOUCH DOWN Ident. 0698. 0154. 0482. 0577. 0483. 0123-0126. 0464.5 ° (1) (2) Pitch attitude at VAPP(Vref+5 kt) (1) 3. 0196-0197. 0367. 0787. 0617. 0310. 0499.6 ° Clearance (2) 7.NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL A330/A340 CLEARANCE AT TOUCH DOWN Ident. 0804. 0544-0546. 0848. 0013. 0149-0150. 0531. 0377-0379. 0762-0768.0006001 / 27 MAR 08 Criteria: 340-600 10 Applicable to: MSN 0371. 0273-0274. 0220-0221. 0917.0005001 / 27 MAR 08 Criteria: 340-500 9 Applicable to: MSN 0394. 0257. 0101. 0668. 0076. 0563. 0152. 0399. 0846. 0027-0029.pitch attitude at touch down ENV A330/A340 FLEET FCTM NO-160 P 16/20 15 JUN 10 . 0955 Geometry limit at touch down 14. 0541. 0117. 0569. 0672. 0160-0161. 0475. 0560. 0015. 0771. 0837. 0559. 0020. 0166-0170. 0044. 0406. 0953. 0260. 0538. 0032-0035. 0282. 0790. 0381. 0619. 0557. 0331-0332. 1079. 0335. 0047-0049. 0543. 0233. 0182. 0097. 0436. 0478. 0626. 0514. 0685.4 ° Clearance (2) 5. 0933. 0173-0176. 0321. 0139. 0744. 0442. 0622. 0582. 0268. 0005. 0812. 0495. 0630. 0239. 0270. 1122 Geometry limit at touch down 12 ° (1) (2) Pitch attitude at VAPP(Vref+5 kt) (1) 3. 0395. 0829. 0410. 0886. 0459. 0523. 1040. 0199. 0263-0264. 0471.6 ° Pitch attitude at touch down 6. 0972. 0485. 0835. 0207-0208. 1102 Geometry limit at touch down 13. 0387. 0470. 0426. 0624. 0157-0158. 0235-0237. 0242-0243. 0185-0187. 1017. 0327. 0572. 0252. 0007. 0023-0025. 0783. 0800. 0590. 0385. 0363. 1091. 0702. 0373-0374. 0520. 0894. 0278. 0554. 0929. 0794. 0598. 0445. 0133-0137. 0710. 0601. 0606. 0561-0562. 0302. 0611. 0719. 0604. 0446-0447. 0585. 0902. 0580. 0748. 0103-0104. 0912.3 ° Flight path in approach: -3 ° Clearance = geometry limit . 0201-0202. 0078-0079. 0534. 0547. 0646. 0960. 0449. 0540. 0297. 0689. 0492. 0438. 0779. 0798. 0897. 0051-0053. 0706. 0608. 0450. 0938. 0643. 1005. 0227-0228. 0402. 0715. 0114-0115. 1030. 0981. 0056-0058. 0347. 0292.8 ° Pitch attitude at touch down 6. 0280. 0793. 0307.6 ° Flight path in approach: -3 ° Clearance = geometry limit . 0179-0180. 0468.6 ° Flight path in approach: -3 ° Clearance = geometry limit . 0416-0417.2 ° (1) (2) Pitch attitude at VAPP(Vref+5 kt) (1) 4. 0987. 0467. 0993. 0190. 0736. 0424. 0245-0246. 0376. 0210. 0639. 0537. 0910. 0088-0094.: NO-160-00004100. 0318-0319. 0566. 0583.0004001 / 27 MAR 08 Criteria: 340-300 Applicable to: MSN 0002-0003. 0084. 0225.: NO-160-00004100. 0354-0355. 0575.3 ° Pitch attitude at touch down 6. 0727. 0440. 0352. 0192-0194. 0141-0142. 0615. 0411. 0753. 0039-0041. 0921. 0329. 0586. 0390. 0359. 0528. 0413-0415. NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL A330/A340 CLEARANCE AT TOUCH DOWN Ident.: NO-160-00004100.0003001 / 27 MAR 08 Criteria: 340-200 Applicable to: MSN 0004, 0006, 0008-0011, 0014, 0018-0019, 0021-0022, 0026, 0031, 0038, 0043, 0046, 0061, 0063, 0074-0075, 0080-0081, 0085, 0151, 0156, 0159, 0178, 0204 Geometry limit at touch down 15.8 ° (1) (2) Pitch attitude at VAPP(Vref+5 kt) (1) 4.4 ° Pitch attitude at touch down 6.7 ° Clearance (2) 9.1 ° Flight path in approach: -3 ° Clearance = geometry limit - pitch attitude at touch down TAIL STRIKE AVOIDANCE Ident.: NO-160-00004101.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL Although most of tail strikes are due to deviations from normal landing techniques, some are associated with external conditions such as turbulence and wind gradient. DEVIATION FROM NORMAL TECHNIQUES Deviations from normal landing techniques are the most common causes of tail strikes. The main reasons for this are due to: • Allowing the speed to decrease well below VAPP before flare Flying at too low speed means high angle of attack and high pitch attitude, thus reducing ground clearance. When reaching the flare height, the pilot will have to significantly increase the pitch attitude to reduce the sink rate. This may cause the pitch to go beyond the critical angle. • Prolonged hold off for a smooth touch down As the pitch increases, the pilot needs to focus further ahead to assess the aircraft's position in relation to the ground. The attitude and distance relationship can lead to a pitch attitude increase beyond the critical angle. • Too high flare A high flare can result in a combined decrease in airspeed and a long float. Since both lead to an increase in pitch attitude, the result is reduced tail clearance. ENV A330/A340 FLEET FCTM NO-160 P 17/20 15 JUN 10 NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL A330/A340 • Too high sink rate, just prior reaching the flare height In case of too high sink rate close to the ground, the pilot may attempt to avoid a firm touch down by commanding a high pitch rate. This action will significantly increase the pitch attitude and, as the resulting lift increase may be insufficient to significantly reduce the sink rate, the high pitch rate may be difficult to control after touch down, particularly in case of bounce. • Bouncing at touch down In case of bouncing at touch down, the pilot may be tempted to increase the pitch attitude to ensure a smooth second touch down. If the bounce results from a firm touch down, associated with high pitch rate, it is important to control the pitch so that it does not further increase beyond the critical angle. 11 APPROACH AND LANDING TECHNIQUES A stabilized approach is essential for achieving successful landings. It is imperative that the flare height be reached at the appropriate airspeed and flight path angle. The A/THR and FPV are effective aids to the pilot. VAPP should be determined with the wind corrections (provided in FCOM/QRH) by using the FMGS functions. As a reminder, when the aircraft is close to the ground, the wind intensity tends to decrease and the wind direction to turn (direction in degrees decreasing in the northern latitudes). Both effects may reduce the head wind component close to the ground and the wind correction to VAPP is there to compensate for this effect. When the aircraft is close to the ground, high sink rate should be avoided, even in an attempt to maintain a close tracking of the glideslope. Priority should be given to the attitude and sink rate. If a normal touchdown distance is not possible, a go-around should be performed. If the aircraft has reached the flare height at VAPP, with a stabilized flight path angle, the normal SOP landing technique will lead to the right touchdown attitude and airspeed. During the flare, the pilot should not concentrate on the airspeed, but only on the attitude with external cues. Specific PNF call outs have been reinforced for excessive pitch attitude at landing. After touch down, the pilot must "fly" the nosewheel smoothly, but without delay, on to the runway, and must be ready to counteract any residual pitch up effect of the ground spoilers. However, the main part of the spoiler pitch up effect is compensated by the flight control law itself. 12 AIRCRAFT SYSTEM FOR TAIL STRIKE PREVENTION The following aircraft systems help to prevent tail strike occurrence: ‐ A "PITCH-PITCH" synthetic voice sounds when the pitch attitude becomes excessive, ‐ A tail strike pitch limit indicator appears on the PFD to indicate the maximum pitch attitude to avoid a tail strike. This design is installed as standard on A340-500/600 and as an option on all A330 and A340-200/300. ENV A330/A340 FLEET FCTM NO-160 P 18/20 15 JUN 10 NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL A330/A340 BOUNCING AT TOUCH DOWN In case of light bounce, maintain the pitch attitude and complete the landing, while keeping the thrust at idle. Do not allow the pitch attitude to increase, particularly following a firm touch down with a high pitch rate. In case of high bounce, maintain the pitch attitude and initiate a go-around. Do not try to avoid a second touch down during the go-around. Should it happen, it would be soft enough to prevent damage to the aircraft, if pitch attitude is maintained. Only when safely established in the go-around, retract flaps one step and the landing gear. A landing should not be attempted immediately after high bounce, as thrust may be required to soften the second touch down and the remaining runway length may be insufficient to stop the aircraft. CUMULATIVE EFFECTS No single factor should result in a tail strike, but accumulation of several can significantly reduce the margin. ENV A330/A340 FLEET FCTM NO-160 P 19/20 15 JUN 10 NORMAL OPERATIONS LANDING FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM NO-160 P 20/20 15 JUN 10 NORMAL OPERATIONS GO AROUND FLIGHT CREW TRAINING MANUAL A330/A340 PREFACE Ident.: NO-170-00004102.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL Failure to recognize the need for and to execute a go-around, when required, is a major cause of approach and landing accidents. Because a go-around is an infrequent occurrence, it is important to be "go-around minded". The decision to go-around should not be delayed, as an early go-around is safer than a last minute one at lower altitude. CONSIDERATIONS ABOUT GO-AROUND Ident.: NO-170-00004103.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL A go-around must be considered if: • There is a loss or a doubt about situation awareness • If there is a malfunction which jeopardizes the safe completion of the approach e.g. major navigation problem • ATC changes the final approach clearance resulting in rushed action from the crew or potentially unstable approach • The approach is unstable in speed, altitude, and flight path in such a way that stability will not be obtained by 1 000 ft IMC or 500 ft VMC. • Any GPWS, TCAS or windshears alert occur • Adequate visual cues are not obtained reaching the minima. AP/FD GO-AROUND PHASE ACTIVATION Ident.: NO-170-00004104.0001001 / 09 JUN 10 Criteria: LR 1 Applicable to: MSN 0089-0090, 0095, 0100-0101, 0104, 0107, 0119, 0315, 0323, 0333, 0337, 0342, 0370, 0375, 0380, 0388 2 The go-around phase is activated when the thrust levers are set to the TOGA detent, the full forward thrust levers position, provided the flap lever is selected to Flap 1 or greater. The FDs bars are displayed automatically and SRS and GA TRK modes engage. The missed approach becomes the active F-PLN and the previously flown approach is strung back into the F-PLN. For the go-around, the appropriate flight reference is the attitude, because go-around is a dynamic maneuver. Therefore, if the "bird" is on, the PF will ask the PNF to select HDG-VS, in order to remove the bird. This also permits to replace the FPD by the FD bars. If TOGA thrust is not required during a go-around for any reason, e.g. an early go-around ordered by ATC, it is essential that thrust levers are set momentarily but without delay, to the TOGA detent, the full forward thrust levers position, to ensure proper go-around (SRS/GA TRK) mode activation, and to sequence the F-PLN. ENV A330/A340 FLEET FCTM NO-170 P 1/4 15 JUN 10 NORMAL OPERATIONS GO AROUND FLIGHT CREW TRAINING MANUAL A330/A340 If this is not done: ‐ AFS descent/approach/landing mode will remain engaged ‐ The destination airfield will be sequenced and the primary F-PLN will become "PPOS-DISCONT". AP/FD GO-AROUND PHASE ACTIVATION Ident.: NO-170-00004104.0002001 / 09 JUN 10 Criteria: 22-3019, 22-4017, S13455, LR 3 Applicable to: MSN 0002-0088, 0091-0094, 0096-0099, 0102-0103, 0106, 0109-0118, 0120-0314, 0316-0322, 0324-0332, 0334-0335, 0338-0340, 0343-0369, 0371-0374, 0376-0379, 0381-0387, 0389-1190 4 The go-around phase is activated when the thrust levers are set to the TOGA detent, the full forward thrust levers position, provided the flap lever is selected to Flap 1 or greater. The FDs bars are displayed automatically and SRS and GA TRK modes engage. The missed approach becomes the active F-PLN and the previously flown approach is strung back into the F-PLN. For the go-around, the appropriate flight reference is the attitude, because go-around is a dynamic maneuver. Therefore, if the "bird" is on, it is automatically removed and the FD bars automatically replace the FPD. If TOGA thrust is not required during a go-around for any reason, e.g. an early go-around ordered by ATC, it is essential that thrust levers are set momentarily but without delay, to the TOGA detent, the full forward thrust levers position, to ensure proper go-around (SRS/GA TRK) mode activation, and to sequence the F-PLN. If this is not done: ‐ AFS descent/approach/landing mode will remain engaged ‐ The destination airfield will be sequenced and the primary F-PLN will become "PPOS-DISCONT". GO-AROUND PHASE Ident.: NO-170-00004105.0001001 / 20 MAY 09 Criteria: LR Applicable to: ALL The SRS mode guides the aircraft with the highest speed of VLS, VAPP, or IAS at time of TOGA selection (limited to maximum of VLS +25 with all engines operative or VLS +15 with one engine inoperative) until the acceleration altitude where the target speed increases to green dot. The GA TRK mode guides the aircraft on the track memorised at the time of TOGA selection. The missed approach route becomes the ACTIVE F-PLN provided the waypoints have been correctly sequenced on the approach. Pushing for NAV enables the missed approach F-PLN to be followed. When the pilot sets TOGA thrust for go-around, it takes some time for the engines to spool up due to the acceleration capability of the high by pass ratio engines. Therefore, the pilot must be aware that the aircraft will initially loose some altitude. This altitude loss will be greater if initial thrust is close to idle and/or the aircraft speed is lower than VAPP. ENV A330/A340 FLEET FCTM NO-170 P 2/4 15 JUN 10 NORMAL OPERATIONS GO AROUND FLIGHT CREW TRAINING MANUAL A330/A340 Altitude loss following a go around Above the go-around acceleration altitude, or when the flight crew engages another vertical mode (CLB, OP CLB), the target speed is green dot. LEAVING THE GO-AROUND PHASE Ident.: NO-170-00004106.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The purpose of leaving the go-around phase is to obtain the proper target speed and proper predictions depending upon the strategy chosen by the crew. During the missed approach, the crew will elect either of the following strategies: • Fly a second approach • Carry out a diversion SECOND APPROACH If a second approach is to be flown, the crew will activate the approach phase in the MCDU PERF GO-AROUND page. The FMS switches to Approach phase and the target speed moves according to the flaps lever setting, e.g. green dot for Flaps 0. The crew will ensure proper waypoint sequencing during the second approach in order to have the missed approach route available, should a further go-around be required. ENV A330/A340 FLEET FCTM NO-170 P 3/4 15 JUN 10 NORMAL OPERATIONS GO AROUND FLIGHT CREW TRAINING MANUAL A330/A340 DIVERSION Once the aircraft path is established and clearance has been obtained, the crew will modify the FMGS to allow the FMGS switching from go-around phase to climb phase: • If the crew has prepared the ALTN F-PLN in the active F-PLN, a lateral revision at the TO WPT is required to access the ENABLE ALTN prompt. On selecting the ENABLE ALTN prompt, the lateral mode reverts to HDG if previously in NAV. The aircraft will be flown towards the next waypoint using HDG or NAV via a DIR TO entry. • If the crew has prepared the ALTN F-PLN in the SEC F-PLN, the SEC F-PLN will be activated, and a DIR TO performed as required. AP/FD must be in HDG mode for the ACTIVATE SEC F-PLN prompt to be displayed. • If the crew has not prepared the ALTN FPLN, a selected climb will be initiated. Once established in climb and clear of terrain, the crew will make a lateral revision at any waypoint to insert a NEW DEST. The route and a CRZ FL (on PROG page) can be updated as required. The crew will check the defaulted CRZ FL on PROG page and CI, (consistent with diversion strategy), on PERF page. REJECTED LANDING Ident.: NO-170-00004107.0001001 / 24 APR 08 Criteria: LR Applicable to: ALL A rejected landing is defined as a go-around manoeuvre initiated below the minima. Once the decision is made to reject the landing, the flight crew must be committed to proceed with the go-around manoeuvre and not be tempted to retard the thrust levers in a late decision to complete the landing. TOGA thrust must be applied but a delayed flap retraction should be considered. If the aircraft is on the runway when thrust is applied, a CONFIG warning will be generated if the flaps are in CONF full. The landing gear should be retracted when a positive climb is established with no risk of further touch down. Climb out as for a standard go-around. In any case, if reverse thrust has been applied, a full stop landing must be completed. ENV A330/A340 FLEET FCTM NO-170 P 4/4 15 JUN 10 NORMAL OPERATIONS TAXI IN FLIGHT CREW TRAINING MANUAL A330/A340 BRAKE TEMPERATURE Ident.: NO-180-00004108.0001001 / 23 MAY 08 Criteria: LR Applicable to: ALL The use of brake fans  could increase oxidation of the brake surface hot spots if brakes are not thermally equalized, leading to the rapid degradation of the brakes. For this reason, selection of brake fans should be delayed until approximately five minutes after touchdown or just prior to stopping at the gate (whichever occurs first). Selecting brake fans before reaching the gate allows avoiding blowing carbon brake dust on ground personal. If there is a significant difference in brake temperature between the wheels of the same gear, when reaching the gate, this materializes a potential problem with brake e.g. if one wheel reaches the limit temperature of 600 °C while all others wheels brakes indicate less than 400 °C to 450 °C, this indicates that there is a potential problem of brake binding or permanent brake application on that wheel. Conversely, if one wheel brake is at or below 60 °C whereas the others are beyond 200 °C, this indicates that there is a potential loss of braking on that wheel. If brake temperature is above 500 °C with fans OFF  (350 °C fans ON  ) , use of the parking brake, unless operationally necessary, should be avoided to prevent brake damage. The MEL provides information regarding brake ground cooling time, both with and without brake fans . ENGINES COOLING PERIOD Ident.: NO-180-00004109.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL To avoid engine thermal stress, it is required that the engine be operated at, or near, idle for a cooling period as described in FCOM (Refer to FCOM/STLO-SOP-25-A PARKING - ENG MASTER ). TAXI WITH ONE ENGINE SHUTDOWN Ident.: NO-180-00004110.0001001 / 27 MAR 08 Criteria: 330-200, 330-200F, 330-300 1 Applicable to: MSN 0012, 0017, 0030, 0037, 0045, 0050, 0054-0055, 0059-0060, 0062, 0064-0073, 0077, 0082-0083, 0086-0087, 0095-0096, 0098-0100, 0102, 0106-0113, 0116, 0118-0122, 0127, 0132, 0138, 0140, 0143-0144, 0148, 0153, 0155, 0162, 0165, 0171-0172, 0177, 0181, 0183-0184, 0188-0189, 0191, 0195, 0198, 0200, 0203, 0205-0206, 0209, 0211, 0219, 0222-0224, 0226, 0229-0232, 0234, 0238, 0240-0241, 0244, 0247-0251, 0253-0256, 0258-0259, 0261-0262, 0265-0267, 0269, 0271-0272, 0275-0277, 0279, 0281, 0283-0291, 0293-0296, 0299-0301, 0303, 0305-0306, 0308-0309, 0311-0317, 0320, 0322-0324, 0326, 0328, 0330, 0333-0334, 0337-0346, 0348-0351, 0353, 0356-0358, 0361-0362, 0364-0366, 0368-0370, 0372, 0375, 0380, 0382, 0384, 0386, 0388-0389, 0392-0393, 0396-0398, 0400-0401, 0403-0405, 0407-0409, 0412, 0418-0423, 0425, 0427-0428, 0432, 0437, 0439, 0441, 0443-0444, 0448, 0451-0452, 0454-0456, 0458, 0461-0463, 0465-0466, 0469, 0472-0473, 0476-0477, 0479-0481, 0484, 0486-0487, 0489-0491, 0493-0494, 0496-0498, 0500-0513, 0515-0516, 0518-0519, 0521-0522, 0524-0527, 0529-0530, 0532-0533, 0535-0536, 0539, 0542, 0548-0553, 0555, 0558, 0564-0565, 0567-0568, 0570-0571, 0573-0574, 0576, 0578-0579, 0581, 0584, 0587-0588, 0591-0597, 0600, 0602-0603, 0605, 0607, 0609-0610, 0612-0614, 0616, 0618, 0620-0621, 0623, 0625, 0627, 0629, 0631-0638, 0640-0642, 0644-0645, 0647-0650, 0652-0667, 0669-0671, ENV A330/A340 FLEET FCTM NO-180 P 1/4 15 JUN 10 NORMAL OPERATIONS TAXI IN FLIGHT CREW TRAINING MANUAL 0673-0676, 0678-0680, 0682-0684, 0686-0688, 0690-0693, 0695-0697, 0699-0701, 0703-0705, 0707-0709, 0711-0714, 0716-0718, 0720-0722, 0724-0726, 0728-0735, 0737-0739, 0741-0743, 0745-0747, 0749-0752, 0754-0756, 0758-0760, 0769-0770, 0772-0774, 0776-0778, 0780-0782, 0784-0786, 0788-0789, 0791-0792, 0795-0797, 0799, 0801-0803, 0805-0811, 0813-0828, 0830-0834, 0836, 0838-0843, 0845, 0847, 0849-0869, 0871-0885, 0887-0893, 0895-0896, 0898-0901, 0903-0909, 0911, 0913-0916, 0918-0920, 0922-0923, 0925-0928, 0930-0932, 0934-0937, 0939-0952, 0954, 0956-0959, 0961-0971, 0973-0980, 0982-0986, 0988-0992, 0994-1004, 1006-1016, 1018-1029, 1031-1039, 1041-1078, 1080-1090, 1093-1101, 1103-1120, 1123-1190 A330/A340 Refer to NO-040 TAXI WITH ONE ENGINE SHUTDOWN TAXI WITH TWO ENGINES SHUTDOWN Ident.: NO-180-00004112.0002001 / 27 MAR 08 Criteria: 340-200, 340-300, 340-500, 340-600 2 Applicable to: MSN 0002-0011, 0013-0015, 0018-0029, 0031-0035, 0038-0044, 0046-0049, 0051-0053, 0056-0058, 0061, 0063, 0074-0076, 0078-0081, 0084-0085, 0088-0094, 0097, 0101, 0103-0104, 0114-0115, 0117, 0123-0126, 0128-0131, 0133-0137, 0139, 0141-0142, 0145-0147, 0149-0152, 0154, 0156-0161, 0163-0164, 0166-0170, 0173-0176, 0178-0180, 0182, 0185-0187, 0190, 0192-0194, 0196-0197, 0199, 0201-0202, 0204, 0207-0208, 0210, 0212-0218, 0220-0221, 0225, 0227-0228, 0233, 0235-0237, 0239, 0242-0243, 0245-0246, 0252, 0257, 0260, 0263-0264, 0268, 0270, 0273-0274, 0278, 0280, 0282, 0292, 0297, 0302, 0304, 0307, 0310, 0318-0319, 0321, 0325, 0327, 0329, 0331-0332, 0335, 0347, 0352, 0354-0355, 0359, 0363, 0367, 0371, 0373-0374, 0376-0379, 0381, 0383, 0385, 0387, 0390-0391, 0394-0395, 0399, 0402, 0406, 0410-0411, 0413-0417, 0424, 0426, 0429-0431, 0433-0436, 0438, 0440, 0442, 0445-0447, 0449-0450, 0453, 0457, 0459-0460, 0464, 0467-0468, 0470-0471, 0474-0475, 0478, 0482-0483, 0485, 0488, 0492, 0495, 0499, 0514, 0517, 0520, 0523, 0528, 0531, 0534, 0537-0538, 0540-0541, 0543-0547, 0554, 0556-0557, 0559-0563, 0566, 0569, 0572, 0575, 0577, 0580, 0582-0583, 0585-0586, 0590, 0598, 0601, 0604, 0606, 0608, 0611, 0615, 0617, 0619, 0622, 0624, 0626, 0628, 0630, 0639, 0643, 0646, 0651, 0668, 0672, 0677, 0681, 0685, 0689, 0694, 0698, 0702, 0706, 0710, 0715, 0719, 0723, 0727, 0736, 0740, 0744, 0748, 0753, 0757, 0761-0768, 0771, 0775, 0779, 0783, 0787, 0790, 0793-0794, 0798, 0800, 0804, 0812, 0829, 0835, 0837, 0844, 0846, 0848, 0870, 0886, 0894, 0897, 0902, 0910, 0912, 0917, 0921, 0924, 0929, 0933, 0938, 0953, 0955, 0960, 0972, 0981, 0987, 0993, 1005, 1017, 1030, 1040, 1079, 1091, 1102, 1122 Refer to NO-040 TAXI WITH TWO ENGINES SHUTDOWN ENV A330/A340 FLEET FCTM NO-180 P 2/4 15 JUN 10 : NO-180-00004111.NORMAL OPERATIONS TAXI IN FLIGHT CREW TRAINING MANUAL A330/A340 AFTER LANDING FLOW PATTERN Ident.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL AFTER LANDING FLOW PATTERN ENV A330/A340 FLEET FCTM NO-180 P 3/4 15 JUN 10 . NORMAL OPERATIONS TAXI IN FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM NO-180 P 4/4 15 JUN 10 .   ABNORMAL OPERATIONS . Intentionally left blank . .....................................4/14 ENV A330/A340 FLEET FCTM AO-PLP-TOC P 1/2 15 JUN 10 .......................ABNORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 TABLE OF CONTENTS AO-PLP PRELIMINARY PAGES TABLE OF CONTENTS...........................................................................................4/34 INTRODUCTION TO EMERGENCY EVACUATION..................................................................1/14 COORDINATION WITH CABIN OCCUPANTS (if any)...................................................................................................................................................... 1/10 GENERAL GUIDELINES.........................................................................................................................21/34 Thrust Levers Management in Case of Inoperative Reverser(s)............................................................................................ 20/34 ONE ENGINE INOPERATIVE GO-AROUND ..........................................................................................................................................20/34 CIRCLING ONE ENGINE INOPERATIVE..........................................................................................................................................................................................9/10 AO-026 FIRE PROTECTION PREFACE..............................................................................................................1/6 LANDING DISTANCE PROC................................................................................................................................. 1/10 TECHNICAL BACKGROUND.................1/2 SUMMARY OF HIGHLIGHTS......................................................................................................................................................................................................................................................................................................................................................................................... 5/6 AO-020 OPERATING TECHNIQUES LOW SPEED ENGINE FAILURE.........21/34 TWO-ENGINE INOPERATIVE LANDING............................................................................................................................................................................................................................................................................................................................................................. 1/6 IN FLIGHT LANDING DISTANCE CALCULATION FOLLOWING FAILURES............................................................................... 9/34 TASKSHARING IN CASE OF EMERGENCY EVACUATION ..........................................................................................................................................................................................................23/34 Stall Recovery..........................................................................................1/2 INTRODUCTION TO EMERGENCY ELECTRICAL CONFIGURATION.................................................................................12/34 ENGINE FAILURE AFTER V1............................................................................. 18/34 ONE ENGINE-OUT LANDING...........................................................13/34 ENGINE FAILURE DURING INITIAL CLIMB..................................................................................................................................................1/34 rejected takeoff.........................1/12 AO-010 GENERAL PREFACE..............................................................................................................1/14 SMOKE DETECTION AND PROCEDURE APPLICATION............................................................................................................................................................................................................................... 1/34 REJECTED TAKE-OFF.................................................................................................................................... 7/34 The Emergency Evacuation Procedure.............................................................................. 24/34 AO-022 AUTOFLIGHT AO-024 ELECTRICAL FMGC FAILURE................................................................................1/6 Vapp DETERMINATION.................................................. 1/10 REMAINING SYSTEMS................ 17/34 ENGINE FAILURE DURING CRUISE.............................................2/10 RESTORATION FROM EMER ELEC.................................. ................................................................................ 7/10 ENV A330/A340 FLEET FCTM AO-PLP-TOC P 2/2 15 JUN 10 ............................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................ 1/10 OVERWEIGHT LANDING......................................................................................ABNORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 TABLE OF CONTENTS COORDINATION WITH CABIN CREW .............................................. 4/6 AO-034 NAVIGATION ADR/IRS FAULT.......................4/6 LOSS OF BRAKING................................................................................................................................................................................................................................................................................................................1/6 DUAL HYDRAULIC FAILURES.......................3/10 CREW INCAPACITATION........................ 7/14 CARGO SMOKE..............................3/6 AO-032 LANDING GEAR LDG WITH ABNORMAL L/G................. 2/6 REMAINING SYSTEMS.......20/20 AO-070 POWER PLANT ALL ENGINE FLAMEOUT........................................................................................................................................................ 1/6 AO-090 MISCELLANEOUS EMERGENCY DESCENT............................................................................................................................................................................................................................................ 3/6 AO-028 FUEL FUEL LEAK.................. 2/20 "UNRELIABLE SPEED INDIC/ADR CHECK PROC" QRH PROCEDURE............................................................................................................................ 4/14 SMOKE/FUMES/AVNCS/MD SMOKE QRH PROCEDURE..........................................................................................................................................................................................................4/14 SMOKE/FUMES/AVNCS SMOKE PAPER PROCEDURE......................................................................................................................................... 1/2 AO-029 HYDRAULIC HYDRAULIC GENERATION PARTICULARITIES.............................................................. 1/6 Nose Wheel Steering Fault......................................... 13/14 AO-027 FLIGHT CONTROLS ABNORMAL FLAPS/SLATS CONFIGURATION................................................................................................................................................................................................ 1/20 UNRELIABLE AIRSPEED INDICATIONS. 1/6 ELEVATOR REDUNDANCY LOST........................................................................... 5/20 DUAL RADIO ALTIMETER FAILURE............. Documentation update: Addition of "INTRODUCTION TO EMERGENCY EVACUATION" documentary unit Effectivity update: The information no longer applies to all MSN. DU revised to indicate that all thrust levers must be set to MCT. 12/34 13/34 15/34 8 9 AO-020 ENGINE FAILURE DURING CRUISE 18/34 10 Removal of the sentence “In some emergency cases and provided the flight path is established. the First Officer (instead of the Captain) advises the ATC. Page revised to indicate that.” Indeed. as soon as the engine failure is recognized during cruise.ABNORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 1/34 4/34 7/34 8/34 9/34 10/34 10/34 AO-020 REJECTED TAKE-OFF AO-020 rejected takeoff AO-020 INTRODUCTION TO EMERGENCY EVACUATION AO-020 INTRODUCTION TO EMERGENCY EVACUATION AO-020 The Emergency Evacuation Procedure AO-020 The Emergency Evacuation Procedure AO-020 The Emergency Evacuation Procedure AO-020 TASKSHARING IN CASE OF EMERGENCY EVACUATION AO-020 TASKSHARING IN CASE OF EMERGENCY EVACUATION AO-020 ENGINE FAILURE AFTER V1 Localization Title ID 1 2 3 4 5 6 7 Reason Documentation update: Addition of "REJECTED TAKE-OFF" documentary unit Effectivity update: The information no longer applies to all MSN. Documentation update: Deletion of information. in the case of an emergency evacuation subsequent to a rejected takeoff. this information is considered as basic ECAM handling and moreover is already mentioned in the introduction of the “Abnormal and Emergency” part of the Abnormal Procedure section of the FCOM. Documentation update: Addition of "TASKSHARING IN CASE OF EMERGENCY EVACUATION" documentary unit Effectivity update: The information no longer applies to all MSN. The acceleration segment section is revised to cover different aircraft configuration: on some aircraft the vertical speed must be set to 0 to level off and allow the speed to increase. but must not exceed the engine out maximum acceleration altitude. The remaining text has been also reworded for clarification: the flight crew should delay the acceleration to secure the engine. the PF may initiate the ECAM actions before 400 ft. the particular task sharing for ATC communication is due to the specific task sharing of the RTO procedure. 11 Documentation update: Deletion of text. Documentation update: Addition of "The Emergency Evacuation Procedure" documentary unit Effectivity update: The information no longer applies to all MSN. ENV A330/A340 FLEET FCTM AO-PLP-SOH P 1/12 15 JUN 10 . In this case. 1151. 1161. 1097. 1163. 0697. 1094. 1141. 1160. 1085. 0415. 1156. 1105. 0742. 1160. 0801. 1123. 1171. 0199. 1167. 1188. 0263. 0795. 0196. 0770. 1167. 1149. 1100. 0774. 1186. 1110. 1093. 1114. 0510. 1190. 1132. 1090. 1091. 13 Addition of the NAV mode in Go Around phase when the option is installed. 1085. 0832. 1178. 0520. 1163. 1099. 1177. 0783. 0717. 1051. 0819. 1173. 0411. 1172. 0562. 1073. 1084. 1102. 1099. 1122. 1169. 1183. 1071. 1094. 0103. The information no longer applies to MSN 0660. 1122. 0151. 1079. 1088. 0433. 1129. 1074. 0173. AO-024 REMAINING SYSTEMS 4/10 ENV A330/A340 FLEET FCTM AO-PLP-SOH P 2/12 15 JUN 10 . 0829. 0545. 0729. 14 Effectivity update: The information now also applies to MSN 1079. 1080. 1161. 1184. 1106. 1114. 1070. 1088. 1173. 1087. 1181. 1107. 0301. 1051. 1062. 1004. 1174. 1135. 1131. 1150. 1101. 1096. 0538. 1138. 1141. 1189. 1112. 1104. 0561. 1146. 0504. 1084. 1165. 1130. 0757. 1150. 1053. 1165. 0546. 1145. 1105. 0187. 0176. 1081. 0809. 1186. 1153. 0611. 1096. 1183. 1103. 1168. 1146. 1102. 1169. 0688. 1089. 1118. 1149. 1171. 1184. 1108. 1123. 0641. 0682. 1116. 1177. 1098. 1143. 1098. 0788. 0686. 0667. 0769. 1168. 1172. 1132. 0559. 1112. 1095. 1032. 1062. 1137. 0730. 1100. 1181. 1106. 1104. 1024. 1090. 1091. 1124. 1170. 1157. 1097. 1130. 1126. 1174. 0212. 0685. 0834. 0356. 1159. 1107. 2 Effectivity update: The information now also applies to MSN 0287. 1153. 1093. 0357. 1157. 1170. 1156. 1089. 1131. 15 Documentation update: Addition of "Stall Recovery" documentary unit 16 Documentation update: Addition of "Stall Recovery" documentary unit 1 Effectivity update: The information now also applies to MSN 0097. 1126. 1135. 1116. 1120. 1071. 0556. 1070. 0756. 1103. 1110. 1133. 1143. 1086. 0704. 1189. 1159. 1129. 0242. 1108. 0748. 1151. 0811. 1120. 0309. 0740. 1188. 1133. 1081. 0495. 0201. 1095. 1145. 1155. 1086. 1118. 1190. 0507. 1138. The information no longer applies to MSN 1024. 1137. 0837. 1080. 1178. 1124. 0133. 0463. 1087. 1074. 1155. 0703.ABNORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 20/34 AO-020 CIRCLING ONE ENGINE INOPERATIVE Localization Title ID Reason AO-020 ONE ENGINE INOPERATIVE GO-AROUND AO-020 TWO-ENGINE INOPERATIVE LANDING AO-020 Stall Recovery AO-020 Stall Recovery AO-024 REMAINING SYSTEMS 21/34 21/34 24/34 29/34 2/10 12 Effectivity update: The information now also applies to MSN 1004. 1147. 1127. 0754. 1127. 0658. 0752. 0824. 1053. 1032. 1101. 1147. 1073. 0176. 0832. 0769. Documentation update: Addition of "SMOKE/FUMES/AVNCS/MD SMOKE QRH PROCEDURE" documentary unit AO-024 REMAINING SYSTEMS 7/10 4 AO-026 PREFACE AO-026 PREFACE AO-026 SMOKE DETECTION AND PROCEDURE APPLICATION AO-026 SMOKE DETECTION AND PROCEDURE APPLICATION AO-026 COORDINATION WITH CABIN OCCUPANTS (if any) AO-026 COORDINATION WITH CABIN CREW AO-026 SMOKE/FUMES/AVNCS/MD SMOKE QRH PROCEDURE 1/14 1/14 1/14 2/14 4/14 4/14 4/14 1 2 3 4 5 6 7 ENV A330/A340 FLEET FCTM AO-PLP-SOH P 3/12 15 JUN 10 . 0556. 0415. 0697. 0510. 0682. 0729. Documentation update: Addition of "SMOKE DETECTION AND PROCEDURE APPLICATION" documentary unit Effectivity update: The information no longer applies to all MSN. 0783. 0829. 0507. 0201. 0611. 0495. 0748. 0520. 0309. 0641. 0433. 0196. 0561. 0686. 0151. 0788. 0703. 0301. 0688. 0837. 0357. Documentation update: Addition of "PREFACE" documentary unit Effectivity update: The information no longer applies to all MSN. 0187. 0770. 0504. 0795. 0740. 0545. 0562. 0538. 0757. 0801. 0559. 0834. 0199. 0730. 0809. 0546. 0463. 0742. 0752. 0263. 0824. 0411. 0103. 0704. 0819. 0754. Documentation update: Addition of "COORDINATION WITH CABIN OCCUPANTS (if any)" documentary unit Effectivity update: The information no longer applies to all MSN. 0242. 0658. 0212. 0173. 0774. 0133. 0660.ABNORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 5/10 AO-024 REMAINING SYSTEMS Localization Title ID 3 Reason Effectivity update: The information no longer applies to MSN 0287. 0356. 0667. 0756. 0717. Effectivity update: The information no longer applies to MSN 0097. 0811. 0685. 0073. 0054. 0253. 0616. 0532. 0150. 0359. 0562. 0516. 0122. 0066. 0642. 0741. 0678. 0896. 0183. 0692. 0612. 0489. 0945. 0661. 0171. 0648. 0050. 0237. 0373. 0424. 0573. 0429. 0368. 0427. 0813. 0918. 0287. 0479. 0598. 0673. 0883. 0640. 0472. 0835. 0432. 0881. 0950. 0433. 0889. 0296. 0144. 0948. 0219. 0507. 0545. 0845. 0664. 0527. 0072. 0263. 0760. 0584. 0180. 0350. 0940. 0120. 0012. 0057. 0529. 0127. 0098. 0676. 0873. 0110. 0939. 0519. 0172. 0576. 0610. 0687. 0635. 0803. 0526. 0935. 0802. 0231. 0405. 0119. 0062. 0755. 0058. 0590. 0104. 0906. 0709. 0168. 0486. 0655. 0338. 0914. 0227. 0155. 0047. 0508. 0241. 0949. 0826. 0160. 0877. 0657. 0684. 0209. 0921. 0850. 0470. 0273. 0911. 0307. 0077. 0539. 0887. 0814. 0498. 0656. 0118. 0301. 0929. ENV A330/A340 FLEET FCTM AO-PLP-SOH P 4/12 15 JUN 10 . 0182. 0254. 0320. 0140. 0425. 0528. 0832. 0063. 0059. 0837. 0225. 0726. 0788. 0226. 0550. 0915. 0717. 0645. 0500. 0194. 0151. 0772. 0734. 0522. 0629. 0148. 0458. 0793. 0820. 0679. 0682. 0114. 0201. 0285. 0853. 0260. 0324. 0317. 0844. 0785. 0025. 0238. 0361. 0638. 0076. 0903. 0444. 0834. 0179. 0187. 0146. 0658. 0078. 0649. 0270. 0157. 0049. 0937. 0841. 0224. 0346. 0487. 0402. 0505. 0186. 0243. 0738. 0786. 0548. 0343. 0192. 0538. 0220. 0084. 0415. 0842. 0493. 0654. 0153. 0938. 0490. 0465. 0776. 0082. 0506. 0693. 0847. 0510. 0100. 0023. 0131. 0266. 0688. 0811. 0513. 0716. 0913. 0530. 0216. 0152. 0137. 0875. 0476. 0184. 0222. 0195. 0181. 0223. 0567. 0930. 0121. 0863. 0884. 0833. 0933. 0908. 0696. 0868. 0879. 0636. 0198. 0378. 0686. 0089. 0048. 0207. 0046. 0351. 0112. 0101. 0214. 0115. 0708. 0037. 0196. 0290. 0829. 0477. 0819. 0926. 0665. 0093. 0060. 0822. 0891. 0535. 0443. 0571. 0680. 0278. 0051. 0312. 0593. 0450. 0511. 0246. 0308. 0276. 0090. 0085. 0670. 0916. 0456. 0406. 0484. 0900. 0161. 0454. 0448. 0331. 0899. 0228. 0737. 0256. 0927. 0310. 0561. 0556. 0232. 0795. 0730. 0800. 0758. 0242. 0132. 0305. 0257. 0570. 0319. 0031. 0770. 0634. 0141. 0045. 0070. 0581. 0175. 0022. 0189. 0176. 0281. 0934. 0116. 0815. 0210. 0781. 0585. 0129. 0521. 0467. 0605. 0789. 0258. 0030. 0421. 0855. 0555. 0461. 0944. 0600. 0565. 0286. 0403. 0546. 0876. 0174. 0895. 0840. 0852. 0407. 0269. 0340. 0683. 0029. 0261. 0874. 0234. 0203. 0711. 0893. 0892. 0173. 0818. 0909. 0501. 0064. 0169. 0069. 0206. 0138. 0824. 0147. 0245. 0652. 0905. 0441. 0849. 0544. 0669. 0200. 0264. 0739. 0809. 0701. 0154. 0265. 0559. 0666. 0597. 0792. 0423. 0136. 0188. 0481. 0946. 0422. 0587. 0267. 0919. 0854. 0502. 0801. 0700. 0870. 0065. 0162. 0385. 0399. 0334. 0579. 0411. 0904. 0724. 0898. 0268. 0074. 0695. 0167. 0797. 0191. 0086. 0302. 0828. 0369. 0729. 0080. 0777. 0102. 0199. 0703. 0300. 0922. 0869.ABNORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 7/14 AO-026 SMOKE/FUMES/AVNCS SMOKE PAPER PROCEDURE Localization Title ID 8 Reason Effectivity update: The information now also applies to MSN 0002. 0469. 0541. 0428. 1149. 1147. 1181. 1189. 1135. 1074. 1107. 1095. 1141. 1103. 1129. 1160. 1177. 1131. 1133. 1123. 1099. 1165. 0959. 1106. 1086. 1053. 1084. 1102. 1104. 0976. 1101. 1091. 1126. 1132. 1073. 1161. 1108. 0964. 1188. 1170. 1168. 1172. Localization Title ENV A330/A340 FLEET FCTM AO-PLP-SOH P 5/12 15 JUN 10 . 1174. 1112. 1156. 1130. 1098. 1167. 1153. 1090. 1173. 0958.ABNORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page ID Reason 0952. 1169. 1100. 0954. 1178. 1155. 1163. 1096. 1190. The information no longer applies to MSN 1024. 1081. 1127. 1114. 1093. 1094. 1157. 1184. 1137. 1087. 1159. 1089. 1143. 1138. 1118. 1145. 0961. 1071. 1085. 1120. 1110. 1150. 1116. 1097. 1146. 1171. 1105. 1151. 1088. 1124. 0687. 0502. 0220. 0030. 0051. 0059. 0167. 0519. 0470. 0921. 0600. 0649. 0057. 0465. 0169. 0206. 0278. 0683. 0849. 0598. 0738. 0469. 0223. 0559. 0786. 0234. 0873. 0785. 0186. 0556. 0458. 0814. 0879. 0635. 0555. 0832. 0776. 0228. 0168. 0688. 0476. 0605. 0312. 0709. 0138. 0665. 0261. 0175. 0930. 0069. 0579. 0181. 0179. 0023. 0755. 0324. 0266. 0296. 0441. 0231. 0254. 0173. 0183. 0896. 0692. 0151. 0479. 0739. 0066. 0889. 0550. 0258. 0425. 0826. 0246. 0427. 0198. 0929. 0160. 0875. 0241. 0209. 0180. 0338. 0361. 0511. 0541. 0300. 0443. 0772. 0678. 0031. 0176. 0222. 0214. 0498. 0927. 0461. 0561. 0656. 0893. 0833. 0112. 0101. 0405. 0898. 0903. 0093. 0153. 0161. 0064. 0189. 0428. 0433. 0881. 0490. 0350. 0467. 0734. 0200. 0679. 0686. 0914. 0729. 0155. 0703. 0811. 0265. 0080. 0194. 0818. 0144. 0310. 0062. 0049. 0210. 0658. 0196. 0815. 0188. 0813. 0584. 0521. 0154. 0717. 0529. 0730. 0532. 0829. 0174. 0286. 0803. 0098. 0305. 0078. 0224. 0884. 0012. 0058. 0904. 0726. 0909. 0444. 0050. 0086. 0102. 0526. 0115. The information no longer applies to MSN 0002. 0777. 0273. 0047. 0507. 1183. 0915. 0824. 0076. 0834. 0065. 0432. 0054. 0448. 0680. 0844. 0795. 0724. 0132. 0571. 0399. 0587. 0652. 0129. 0187. 0837. 0565. 0245. 0487. 0301. 0545. 0847. 0029. 0640. 0510. 0489. 0307. 0082. 0590. 0378. 0760. ENV A330/A340 FLEET FCTM AO-PLP-SOH P 6/12 15 JUN 10 . 0203. 0797. 0411. 0089. 0191. 0701. 0819. 0120. 0225. 0090. 0121. 0119. 0263. 0852. 0593. 0802. 0287. 0535. 0085. 0025. 0074. 0841. 0855. 0645. 0118. 0887. 0127. 0037. 0876. 0072. 0260. 0508. 0506. 0150. 0226. 0195. 0657. 0137. 0922. 0741. 0538. 0669. 0184. 0919. 0454. 0334. 0201. 0789. 0320. 0268. 0022. 0403. 0870. 0070. 0711. 0182. 0642. 0162. 0422. 0285. 0317. 0207. 0243. 0481. 0104. 0373. 0576. 0700. 0788. 0905. 0693. 0256. 0913. 0472. 0340. 0906. 0522. 0477. 0781. 0368. 0634. 0660. 0421. 0696. 0157. 0562. 0822. 0666. 0828. 0242. 0853. 0269. 0638. 0539. 0527. 0911. 0148. 0908. 0654. 0877. 0770. 0516. 0708. 0573. 0415. 0343. 0493. 0227. 0863. 0585. 0874. 0695. 0141. 0267. 0616. 0172. 0892. 0500. 0045. 0456. 0084. 0486. 0237. 0351. 0758. 0842. 0152. 0648. 0612. 0546. 0684. 0116. 0238. 0636. 0484. 0302. 0845. 0840. 0331. 0548. 0046. 0114. 0290. 0199. 0597. 0346. 0809. 0501. 0673. 0308. 0423. 0359. 0570. 1186. 0610. 0219. 0895. 0402. 0850. 0868. 1122. 0676. 0147. 0900. 0544. 0661. 0369. 0429. 0264. 0253. 0869. 0793. 0670. 0270. 0407. 0276. 0883. 0319. 0110. 0450. 0192. 0916. 0716. 0664. 0136. 1080. 0820. 0048. 0891. 0406. 0528. 0737. 0281. 0216. 0232. 0424. 0682. 0926. 0122. 0567. 0063. 0835. 0792. 0257. 0513. 0077. 0629. 0060. 0073. 0899. 0385. 0505. 0131. 0655. 0801. 0581. 0140. 0800. 0854. 0100. 0171. 0918. 0530. 0146.ABNORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 10/14 AO-026 SMOKE/FUMES/AVNCS SMOKE PAPER PROCEDURE Localization Title ID 9 Reason Effectivity update: The information now also applies to MSN 1079. 0938. 1025. 1110. 1023. 1173. 1074. 1043. 1123. 1097. 1167. 1057. 1189. 1172. 1085. 1094. 1163. 1118. 1037. 1147. 1101. 1112. 1073. 1159. 1067. 1130. 1090. 1069. 1108. 1087. 1107. 1153. 1098. 1145. 1085. 1095. 1075. 1127. 1120. 1165. The information no longer applies to MSN 0660. 1129. 1058. 1036. Effectivity update: The information now also applies to MSN 0993. 1080. 1129. 1159. 1165. 1103. 1153. 1031. 1101. 1055. 1181. 1171. 0999. 1160. 1096. 1151. 1124. 1133. 1059.ABNORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page ID Reason Localization Title AO-026 CARGO SMOKE AO-026 CARGO SMOKE AO-029 REMAINING SYSTEMS 13/14 14/14 3/6 0933. 0946. 1002. 1065. 1114. 1106. 1051. 1094. 1131. 1177. 1061. 1074. 1032. 1013. 0952. 1042. 1160. 1071. 1015. 1088. 1105. 1143. 1132. 1126. 1120. 0948. 1184. 1039. 1100. 1062. 1161. 1168. Effectivity update: The information now also applies to MSN 1004. 1028. 1070. 1188. 1024. 1150. 1012. 1147. 1077. 1047. 1060. 1044. 1081. 1112. 1095. 1082. 1018. 1174. 1138. 1041. 1190. 1178. 1020. 1079. 1097. 1169. 1156. 1093. The information no longer applies to MSN 0660. 0934. 1189. 1143. 1062. 1124. 1096. 1051. 1137. 1081. 1030. 1181. 1157. 1053. 1046. 0995. 1169. 1184. 1088. 1014. 1063. 1033. 1076. 1103. 1127. 1078. 1104. 1011. 1110. 10 Documentation update: Addition of "CARGO SMOKE" documentary unit 11 Effectivity update: The information no longer applies to all MSN. 1183. 1137. 1087. 0961. 0996. 1034. 1163. 1186. 1007. 0964. 1010. 1038. 1004. 1054. 0937. 0944. 1118. 1022. 1135. 1104. 1131. 1091. 1 Effectivity update: The information now also applies to MSN 0989. 1116. 0997. 1029. 1135. 1149. 0940. 1001. 1089. 1178. 1116. 1080. 1003. 0939. 1006. 1008. 1146. 1005. 1035. 1186. 0954. 1170. 1151. 1049. 0935. 1021. 1133. 0945. 1146. 1190. 1174. 0998. 1123. 1040. 1145. 1000. 1155. 1114. 1132. 1093. 1071. 1156. 1122. 1150. 1130. 0950. 1167. Effectivity update: The information now also applies to MSN 0994. 0958. 1188. 0992. Subsequent to several occurrences of unnecessary application of L/G GRAVITY EXTENSION or LDG WITH ABNORMAL L/G QRH procedures whereas the landing gear was actually downlocked. 1173. 1084. 1099. 1084. 1106. the FCOM and QRH procedures have been enhanced in order to prevent unnecessary applications of those procedures. 1102. 1016. 0990. 1107. 1019. 1090. 1026. 1089. 1098. 1155. 1149. 1157. 1017. 1168. 1177. 0959. AO-029 REMAINING SYSTEMS 4/6 2 AO-029 REMAINING SYSTEMS AO-032 LDG WITH ABNORMAL L/G 5/6 1/6 3 1 AO-032 LDG WITH ABNORMAL L/G 1/6 2 ENV A330/A340 FLEET FCTM AO-PLP-SOH P 7/12 15 JUN 10 . 1183. 1099. 1086. 1052. 1073. 1141. 1108. 1100. 1161. 0976. 1171. 1032. 1066. 1105. 1170. 1126. 1172. 0949. 1072. 1053. 1048. 1070. 1045. 1138. 1009. 1141. 0991. 1086. 0566. 0686. 1150. 1105. 0687. 0755. 0482. 0587. 1177. 1188. 0655. 0506. 0771. 0661. DU revised to: • Enhance the wording • Add a section concerning in-service experience of high altitude obstruction of pitots AO-034 ADR/IRS FAULT 1/20 1 AO-034 ADR/IRS FAULT 1/20 2 AO-034 UNRELIABLE AIRSPEED INDICATIONS 2/20 3 ENV A330/A340 FLEET FCTM AO-PLP-SOH P 8/12 15 JUN 10 . 1102. 1096. 0629. 0464. 1087. 0769. 0661. 0563. 0530. 1079. 0659. 0881. 0725. 0634. 0711. 0648. 1104. 0522. 1126. 1130. 0711. 0507. 1102. 0834. 0642. 0790. 0499. 0893. 0770. 0492. 0530. 1163. 0875. 0900. 0535. 0464. 0762. 0570. 1143. 0583. 0820. 0853. 1099. 0714. 1051. 1123. 0769. 0569. 0700. 0759. 0900. 0492. 0869. 0522. 0792. 1070. 0686. 1155. 0580. 1107. 0826. 1186. 0763. 1071. 1094. 0767. 0580. 0540. 1085. 1145. 0659. 1098. 0703. 0523. 1122. 0700. 0693. 1103. 1131. 1129. 0682. 0517. 0489. 1110. 1074. 0701. 1081. the FCOM and QRH procedures have been enhanced in order to prevent unnecessary applications of those procedures. 0616. 0762. 0563. 1084. 0842. 1171. 1135. 0725. 0579. 0573. 0693.ABNORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 2/6 2/6 AO-032 LDG WITH ABNORMAL L/G AO-032 LDG WITH ABNORMAL L/G Localization Title ID 3 4 Reason Effectivity update: The information now also applies to MSN 1079. 0893. 0811. 1173. 0605. 0863. 0489. 1137. 1138. 1089. 0605. 0834. 0513. 1184. 0535. 1160. 0616. 0740. 0537. 0555. 0819. 0701. 0499. 0945. 0875. 0648. 0510. 1165. 1122. 0678. 0475. 1156. 0833. 1178. 0820. 0794. 0507. 1118. 1120. 0645. 1127. 0508. 0571. 0540. 0678. 1114. 0795. 1004. 1161. 1141. 0576. 1146. 0478. 0634. 0740. 0842. 0826. 1080. 1053. 0579. 1097. 0813. 1190. 0863. 1062. 0752. 0543. 0571. 0756. 0482. 1073. Subsequent to several occurrences of unnecessary application of L/G GRAVITY EXTENSION or LDG WITH ABNORMAL L/G QRH procedures whereas the landing gear was actually downlocked. 0510. 1088. 1091. 1090. 0506. 0714. 0587. 0795. 0636. 1132. 1108. 0645. 0642. 1189. 0570. 0869. 0758. 0849. 1168. 1147. 0703. 0478. 0487. 0738. 0833. 0738. 0755. 0495. 0560. 0770. 0513. 1170. 0794. 0801. 0660. 0537. Effectivity update: The information now also applies to MSN 1061. 0670. 0680. 0876. 0945. 0495. 1151. 0758. 0759. 0517. 1174. 1183. 0771. 1124. The information no longer applies to MSN 0445. 1032. 1159. 0523. 1116. 1112. 0790. 0756. 1100. 0853. 0801. 0629. 0849. 0583. 1095. 0792. 1061. 0508. 1101. 0819. 0576. 1106. 0655. 0682. 0560. 0670. 1172. 0763. 0566. 0573. 0543. 0752. The information no longer applies to MSN 1024. 0767. 0555. 1169. 0475. 1181. 0881. 0680. 0687. 1086. 0811. 0876. 0813. 0569. 1093. 1091. 1133. 1153. 0636. 1157. 0487. 1149. Effectivity update: The information now also applies to MSN 0445. 1167. 1090. 0762.00004148. 0506. 1149. 1127. 1133.0001001. 0682. 0670. 1089. 0687.033" to "F. 1135.036" moved from "F. 0770. 1147. 1171. 0537. 1123.084" Documentation update: Information "F. 0563. 0813. 0700.00004148. 0580.062" moved from "F. 0513.0002001.0001001. 0648. 0842. 0876. 1129. 0530. 0566. 0869. 1189. 0853.084" DU revised to: • Enhance the wording • Add a section concerning in-service experience of high altitude obstruction of pitots Effectivity update: The information now also applies to MSN 0445. 1106.00004150. 0495. 0475. 1145.00004150. 1061. 1087. 0711. 1168. 0881. 0801. 0771. 0752. 1173. 0555. 1138. 1079. 0570. 1097. 0487. 1108. 1118. 0795. 0569. 0755. 1114. 0642. 0686. 0769. 0792. 1143. 0478. 0900. 0758. 0945. 0826.0002001. 1074. 0819.033" to "F. 0535. 0573. 0680. 1101. 1161. 1103. 1095. 0790. 1131. 1081. 1110. 0464. 1084. 1070. 1174. 0811. 1169. 0693. 1032. 0738. 1153. 1163. 0576. 0655. 0875. 0499. 1160. 1053. 0849. 0661.0001001. 0579.0002001. 1073. 0759.00004150.ABNORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 3/20 4/20 4/20 AO-034 UNRELIABLE AIRSPEED INDICATIONS AO-034 UNRELIABLE AIRSPEED INDICATIONS AO-034 UNRELIABLE AIRSPEED INDICATIONS Localization Title ID 4 5 6 Reason Documentation update: Information "F. 0756. 0629. 1146. 0510.236" ENV A330/A340 FLEET FCTM AO-PLP-SOH P 9/12 15 JUN 10 .234" Documentation update: Information "F. 0560. 1190. 1157. 1098. 0517. 1105. 1086. 0678. 1096.0002001. 1150. 1120. 1071. 0820. 1130.072" to "F. 0863. 0482. 0636. AO-034 "UNRELIABLE SPEED INDIC/ADR CHECK PROC" QRH PROCEDURE 5/20 7 AO-034 "UNRELIABLE SPEED INDIC/ADR CHECK PROC" QRH PROCEDURE AO-034 "UNRELIABLE SPEED INDIC/ADR CHECK PROC" QRH PROCEDURE AO-034 "UNRELIABLE SPEED INDIC/ADR CHECK PROC" QRH PROCEDURE 5/20 7/20 9/20 8 9 10 Documentation update: Information "F. 0571. 0893. 1141. 0834. 1181. 0725. 1124. 1102.00004150. 0523. 0489. The information no longer applies to MSN 1024.0001001. 0616. 1085. 0507. 1172. 0634. 0492. 1177. 0645. 1004. 1088. 0605. 1080. 0522. 0833. 1188. 0583. 1100. 1116. 0587. 1184. 1126.074" moved from "F.0002001. 0701. 1186. 1159.00004148. 0740. 1104. 1051.00004150. 1122.00004150. 1165. 0659. 0508. 0714. 1107. 1151. 1132.0002001. 1112. 0767.00004148. 1062. 1170. Documentation update: Deletion of information.036" moved from "F. 1167. 0763. 1091.0001001. 1156.00004148. 1099. 1093.059" to "F. 0540. 0703.00004148.0001001. 0794. 0543. 1178. 1137. 1155. Documentation update: Deletion of information. 0762. 0701. 0769. 0759. 0670. 1094. Revision of the Emergency descent solution in order to clarify that only the immediate actions of the "EMERGENCY DESCENT" procedure are considered as memory item. 0790.041" moved from "F. 0682. 0507. 0566. 0801. 0642. 0508. 0849. 0576. 0763. 0813. 0678. 0900. 0660. 0487. 0756. 0795. 0482. 0489. 0510. 0475. 0794. The information no longer applies to MSN 0445. 0853. 0492. 0563. 0605. 0869. 0755. 0693. 0714. 0842. 0587. 0771. 0543. 0687. 0495. 0881. 0893. 0686.230" 11 Effectivity update: The information now also applies to MSN 1061. 0645. 0570. 0811. 0569. 0876. 0820. 0834. 0537. 0513.0002001. 0616. 0579. 0535.040" to "F. 0740. 0875. 0945. 1183. 0560. ENV A330/A340 FLEET FCTM AO-PLP-SOH P 10/12 15 JUN 10 . 0636. 1 2 1 Documentation update: Addition of "ALL ENGINE FLAMEOUT" documentary unit Effectivity update: The information no longer applies to all MSN. 0555. 0738. 0819. 0530. 13 Documentation update: Deletion of information. 0752.0002001. 0680. 0517.0002001. 0792.00004150. 0571. 0506.0002001. 0499. 0661.00004150.236" Documentation update: Information "F. 0725. 0522. 0540. 0833.069" moved from "F. 0770. 0573. 0629. 15 Documentation update: Deletion of information. 0767. 0580. 12 Documentation update: Deletion of information.ABNORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page ID Reason Localization Title AO-034 "UNRELIABLE SPEED INDIC/ADR CHECK PROC" QRH PROCEDURE 15/20 AO-034 "UNRELIABLE SPEED INDIC/ADR CHECK PROC" QRH PROCEDURE AO-034 "UNRELIABLE SPEED INDIC/ADR CHECK PROC" QRH PROCEDURE AO-034 "UNRELIABLE SPEED INDIC/ADR CHECK PROC" QRH PROCEDURE AO-034 "UNRELIABLE SPEED INDIC/ADR CHECK PROC" QRH PROCEDURE AO-070 ALL ENGINE FLAMEOUT AO-070 ALL ENGINE FLAMEOUT AO-090 EMERGENCY DESCENT 15/20 16/20 17/20 18/20 1/6 3/6 1/10 Documentation update: Information "F. 0478. 0711. 14 Documentation update: Deletion of text.0002001. 0464. 0583. 0703.00004150.00004150. 0523. 0659.00004150. 0700. 0655.059" to "F.00004150.0002001. 0758. 0634. 0648. 0863. 0826. 1088. 1167. 1171. 1131. 1089. 1174. 1150. 1188. 1130. 1129. 1186. 1074. 1135. Effectivity update: The information now also applies to MSN 1079. 1053. 1087. 1105. 1149. 1141. 1183. 1126. 1163. 1103. 1132. AO-090 OVERWEIGHT LANDING AO-090 OVERWEIGHT LANDING AO-090 CREW INCAPACITATION AO-090 CREW INCAPACITATION 5/10 6/10 7/10 8/10 3 4 5 6 ENV A330/A340 FLEET FCTM AO-PLP-SOH P 11/12 15 JUN 10 . 1172. 1137. 1159. 1147. 1051. 1090. 1168. 1114. 1165. 1151. 1107. 1157. 1097. 1093. 1070. 1173. 1153. 1085. 1178. 1145. 1106. 1101. 1108. 1084. 1156. 1161. 1032. 1086. 1062. 1110. 1104. 1071. 1095. 1102. 1181. 1177. 1133. 1100. 1122. 1094. 1081. 1120. 1146. 1099. 1124. 1112. 1155. 1127. 1024.ABNORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 3/10 AO-090 OVERWEIGHT LANDING Localization Title ID 2 Reason Effectivity update: The information now also applies to MSN 1004. 1118. 1096. 1160. 1184. Documentation update: Addition of "CREW INCAPACITATION" documentary unit Effectivity update: The information no longer applies to all MSN. 1138. 1080. 1143. 1170. 1073. The information no longer applies to MSN 0660. 1169. 1116. 1098. 1190. 1189. Effectivity update: The information now also applies to MSN 1091. 1123. ABNORMAL OPERATIONS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Intentionally left blank ENV A330/A340 FLEET FCTM AO-PLP-SOH P 12/12 15 JUN 10 . • In some others failures.: AO-010-00004113. it is required to fly at speed higher than VLS to improve the handling characteristics of the aircraft. In all cases: VAPP = VLS (PFD) + ΔVLS (ECAM) + APPRoach CORrection ENV A330/A340 FLEET FCTM AO-010 P 1/6 17 JUN 09 . Some of the procedures discussed in this chapter are the result of double or triple failures. • Some failures (typically slat or flap failure) increase the VLS. It is the reason why the ECAM provide a speed increment.ABNORMAL OPERATIONS GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 PREFACE Ident. This speed increment is to be added to the VLS displayed on the PFD when the landing configuration is reached.: AO-010-00004115. called ΔVLS.0001001 / 03 JUN 09 Criteria: LR Applicable to: ALL BACKGROUND Some failures affect the approach speed. Whilst it is very unlikely that any of these failures will be encountered. the ECAM should be handled as described in FCTM (Refer to OP-040 PURPOSE OF THE ECAM). the VLS displayed on the PFD (if available) takes into account the actual configuration. In this case.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The ABNORMAL OPERATIONS chapter highlights techniques that will be used in some abnormal and emergency operations. it is useful to have a background understanding of the effect that they have on the handling and management of the aircraft. LANDING DISTANCE PROC Ident.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL Should a failure occur with "LANDING DISTANCE PROC APPLY" message displayed on the ECAM STATUS page. In all cases.: AO-010-00004114. the crew will enter the LDG CONF/APP SPD/LDG DIST/ CORRECTIONS FOLLOWING FAILURES table in QRH chapter 2 and read: • The flap lever position for landing • Delta VREF if required for VAPP determination • The landing distance factor for landing distance calculation VAPP DETERMINATION Ident. (2) ΔVREF from: ‐ The LDG CONF/APPR SPD/LDG DIST ON DRY RUNWAYS FOLLOWING FAILURES table (QRH part 2 . because the landing configuration is not yet established. The appropriate VLS is not necessarily available at that time on the PFD. and ‐ Wind correction when required. (3) APPRoach CORrection from VAPP Calculation in the case of an ABNORMAL/EMERGENCY Configuration (QRH part 2 .ABNORMAL OPERATIONS GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 In order to prepare the approach and landing. the crew needs to calculate the VAPP in advance. when : ‐ A/THR is used. or ‐ VAPP Calculation in the case of an ABNORMAL/EMERGENCY Configuration (QRH part 2 ABNORMAL PROCEDURES) VREF is defined as the VLS of CONF FULL. VAPP = VREF see(1) + ΔVREF see(2) + APPRoach CORrection see(3) (1) VREF from: ‐ MCDU PERF APPR page provided MCDU F-PLN is updated and sequenced.ABNORMAL PROCEDURES). or ‐ The LDG CONF/APPR SPD/LDG DIST ON CONTAMINATED RUNWAYS FOLLOWING FAILURES table (QRH part 2 . ΔVREF depends on system failure and landing configuration.ABNORMAL PROCEDURES).ABNORMAL PROCEDURES). or ‐ Ice accretion condition is encountered. Note: If ΔVREF ≤ 5 kt. and ‐ Ice accretion if applicable. or ‐ The LDG CONF/APPR SPD/LDG DIST ON WET RUNWAYS FOLLOWING FAILURES table (QRH part 2 . the APPRoach CORrection is the highest of 5 kt and 1/3 headwind.ABNORMAL PROCEDURES). or ‐ both. ENV A330/A340 FLEET FCTM AO-010 P 2/6 17 JUN 09 . The APPRoach CORrection (APPR COR) takes into account: ‐ The use of A/THR. ABNORMAL OPERATIONS GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 ΔVREF on QRH versus ΔVLS on PFD ENV A330/A340 FLEET FCTM AO-010 P 3/6 17 JUN 09 . 2 Then. select CONF 3 on the MCDU.ABNORMAL OPERATIONS GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 METHOD  If the QRH shows a ΔVREF: VAPP computation principle with ΔVREF (1) (2) For ΔVREF ≤ 5 kt apply additional factor to the landing distance if applicable (See (2) ) Multiply the landing distance by an additional factor of 1. (This ensures proper operation of the GPWS). if landing in CONF 3 is required. ENV A330/A340 FLEET FCTM AO-010 P 4/6 17 JUN 09 . the crew multiplies the "LANDING DISTANCE WITHOUT AUTOBRAKE" CONFIGURATION FULL by: ‐ The LDG DIST Factor following the failure.ABNORMAL OPERATIONS GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 When fully configured in final approach. This actual landing distance following a failure is computed with no safety margin. It is published without safety margin under the name "LANDING DISTANCE WITHOUT AUTOBRAKE" in the QRH. To compute the actual landing distance following any failure affecting the landing performance. The safety margins to be applied depend of the circumstances according to: • the Captain judgement • the Airline policy • the applicable regulations Note: For example: The US-FAA recommends to apply a minimum safety margin of 15 % between the actual landing distance and the Landing Distance Available (LDA) in case of • in-flight determination of the landing distance • normal and abnormal conditions (except in an emergency) Ref: US-FAA SAFO 06012 dated 31 Aug 2006. the crew will check the reasonableness of the final approach speed computed by the crew with regard to VLS on the PFD speed scale. This distance represents the absolute performance capability of the aircraft. and ‐ The Additional factor (when applicable) given by the APPRoach CORrection. as computed by the FMS (the FMS takes systematically into account the use of A/THR).: AO-010-00004116. DRY OR WET OR CONTAMINATED RUNWAY Landing distance with failure = Landing distance see (1) x LDG DIST Factor see (2) x Additional factor (if applicable) see (3) ENV A330/A340 FLEET FCTM AO-010 P 5/6 17 JUN 09 . The flight crew checks this actual landing distance against the Landing Distance Available (LDA) of the runway used for landing applying the relevant safety margins.0001001 / 03 JUN 09 Criteria: LR Applicable to: ALL GENERAL The actual landing distance (from 50 ft above the runway surface until the aircraft comes to the complete stop) is measured during specific flight tests for the certification of the aircraft.  If the QRH shows no ΔVREF: The flight crew can use the MCDU VAPP. IN FLIGHT LANDING DISTANCE CALCULATION FOLLOWING FAILURES Ident. Do not take into account the correction applicable to all reversers operative whatever the runway state and the reversers’ selection at landing. When applicable. (2) LDG DIST Factor from: ‐ The LDG CONF/APPR SPD/ LDG DIST ON DRY RUNWAYS FOLLOWING FAILURES table (QRH part 2 – ABNORMAL PROCEDURES). AIRBUS recommends using the LDG DIST Factor that minimizes the landing distance with failure. and ‐ LDG DIST Factors with reversers Use of LDG DIST Factors is detailed in QRH part 2 – ABNORMAL PROCEDURES – USE OF THE TABLES (PREVIOUS PAGES) When applicable. For each runway state. or ‐ The LDG CONF/APPR SPD/ LDG DIST ON WET RUNWAYS FOLLOWING FAILURES table (QRH part 2 – ABNORMAL PROCEDURES). Note: if ΔVREF ≤ 5 kt. correct this landing distance taking into account: ‐ Airport elevation.ABNORMAL OPERATIONS GENERAL FLIGHT CREW TRAINING MANUAL A330/A340 (1) Landing distance from the LANDING DISTANCE WITHOUT AUTOBRAKE – CONFIGURATION FULL (QRH part 4 – IN FLIGHT PERFORMANCE). or ‐ The LDG CONF/APPR SPD/ LDG DIST ON CONTAMINATED RUNWAYS FOLLOWING FAILURES table (QRH part 2 – ABNORMAL PROCEDURES). ENV A330/A340 FLEET FCTM AO-010 P 6/6 17 JUN 09 .2 is applicable when: ‐ A/THR is used. (3) Additional factor (when applicable) from the VAPP Calculation in the case of an ABNORMAL/EMERGENCY Configuration (QRH part 2 – ABNORMAL PROCEDURES). and ‐ Tailwind. or ‐ ice accretion is encountered. the two following types of LDG DIST Factors are available: ‐ LDG DIST Factors without reversers. or ‐ both. an additional factor of 1. to maximize the acceleration-stop distance available. it is essential that the Captain keeps his hand on the thrust levers once take-off thrust has been set. leading to rapid displacement from the runway centreline. Any change to the planned conditions requires the crew to re-calculate the takeoff data. REJECTED TAKE-OFF   1 Ident. For this reason. a review of the takeoff briefing is required.: AO-020-00004118. The pilot should use the over steer technique to minimize field length loss and consequently. the nosewheel tiller should be used to avoid runway departure.: AO-020-00004117.g. wind and runway condition. Directional control is achieved by immediately closing the thrust levers and using maximum rudder and braking. The line-up technique is very important. 1051. Similarly. the crew should not be pressurised into accepting a takeoff clearance before being fully ready.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL If an engine failure occurs at low speed. 1062. the crew should not accept an intersection takeoff until the takeoff performance has been checked. 330-200F Applicable to: MSN 1004. 1032.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 LOW SPEED ENGINE FAILURE Ident. the resultant yaw may be significant. In this case. If necessary. Some factors that can detract from a successful rejected takeoff are as follows: • Tire damage • Brakes worn or not working correctly • Error in gross weight determination • Incorrect performance calculations • Incorrect runway line-up technique • Initial brake temperature • Delay in initiating the stopping procedure • Runway friction coefficient lower than expected Thorough pre-flight preparation and a conscientious exterior inspection can eliminate the effect of some of these factors. During this briefing. even if correct procedures are followed. ENV A330/A340 FLEET FCTM AO-020 P 1/34 15 JUN 10 . During the taxi-out.0002001 / 09 JUN 10 Criteria: LR. the crew should confirm that the computed takeoff data reflects the actual takeoff conditions e. 1070 1 FACTORS AFFECTING RTO Experience has shown that a rejected takeoff can be hazardous. This call both confirms the decision to reject the takeoff and also states that the Captain now has control. any warning received during this period must be considered as significant. Therefore. with 100 kt being chosen as the dividing line. It is the only time that hand-over of control is not accompanied by the phrase "I have control". • Above 100 kt. • Below 100 kt. any red ECAM warning. • If a malfunction occurs before V1. • If a decision is made to reject the takeoff. any indication that the aircraft will not fly safely. the following task sharing will be applied. unless debris from the tire has caused noticeable engine parameter fluctuations. the Captain will seriously consider discontinuing the take-off if any ECAM warning/caution is activated. or any amber ECAM caution of the ENG system or the F/CTL system. it is better to get airborne.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 DECISION MAKING A rejected takeoff is a potentially hazardous manoeuvre and the time for decision making is limited. reduce the fuel load and land with a full runway length available. he will announce his intention by calling "GO". and approaching V1. the Captain calls "STOP". for which the Captain does not intend to reject the takeoff. RTO PROCEDURE Should a RTO procedure is initiated. the Captain should be "go-minded" and only reject the takeoff in the event of a major failure. ENV A330/A340 FLEET FCTM AO-020 P 2/34 15 JUN 10 . To assist in the decision making process. The decision to reject the takeoff is the responsibility of the Captain and must be made prior to V1 speed. If a tire fails within 20 kt of V1. To minimize the risk of inappropriate decisions to reject a takeoff. The speed of 100 kt is not critical but was chosen in order to help the Captain make the decision and to avoid unnecessary stops from high speed. sudden loss of thrust. many warnings and cautions are inhibited between 80 kt and 1 500 ft. the takeoff is divided into low and high speeds regimes. the captain will avoid pressing the pedals (which might be a reflex action). the ECAM actions will be completed until shutting down the remaining engines.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 If the takeoff is rejected prior to 72 kt. Conversely. If takeoff has been rejected due to an engine fire. the spoilers will not deploy and the auto-brake will not function. the captain will press the brake pedals fully down. If a rejected takeoff is initiated and MAX auto brake decelerates the aircraft. ENV A330/A340 FLEET FCTM AO-020 P 3/34 15 JUN 10 . if deceleration is not felt. Some factors that can detract from a successful rejected takeoff are as follows: • Tire damage • Brakes worn or not working correctly • Error in gross weight determination • Incorrect performance calculations • Incorrect runway line-up technique • Initial brake temperature • Delay in initiating the stopping procedure • Runway friction coefficient lower than expected ENV A330/A340 FLEET FCTM AO-020 P 4/34 15 JUN 10 . 1071-1190 FACTORS AFFECTING RTO Experience has shown that a rejected takeoff can be hazardous. 1005-1031.: AO-020-00004118.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 REJECTED TAKEOFF Ident. 1052-1061.0001001 / 03 JUL 08 Criteria: LR 2 Applicable to: MSN 0002-1003. 1063-1069. 1033-1049. even if correct procedures are followed. ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 Thorough pre-flight preparation and a conscientious exterior inspection can eliminate the effect of some of these factors. any red ECAM warning. the crew should not be pressurised into accepting a takeoff clearance before being fully ready. During this briefing. In this case. sudden loss of thrust.g. The pilot should use the over steer technique to minimize field length loss and consequently. the crew should not accept an intersection takeoff until the takeoff performance has been checked. DECISION MAKING A rejected takeoff is a potentially hazardous manoeuvre and the time for decision making is limited. RTO PROCEDURE Should a RTO procedure is initiated. the crew should confirm that the computed takeoff data reflects the actual takeoff conditions e. the following task sharing will be applied. Similarly. or any amber ECAM caution of the ENG system or the FCTLsystem. This call both confirms the decision to reject the takeoff and also states that the Captain now has control. If a tire fails within 20 kt of V1. The line-up technique is very important. any indication that the aircraft will not fly safely. Therefore. any warnings received during this period must be considered as significant. and approaching V1. the Captain will seriously consider discontinuing the take-off if any ECAM warning/caution is activated. the takeoff is divided into low and high speeds regimes. To assist in the decision making process. unless debris from the tire has caused noticeable engine parameter fluctuations. • Above 100 kt. the Captain should be "go-minded" and only reject the takeoff in the event of a major failure. During the taxi-out. Any changes to the planned conditions require the crew to re-calculate the takeoff data. for which the Captain does not intend to reject the takeoff. he will announce his intention by calling "GO". • If a decision is made to reject the takeoff. a review of the takeoff briefing is required. • If a malfunction occurs before V1. To minimize the risk of inappropriate decisions to reject a takeoff. The speed of 100 kt is not critical but was chosen in order to help the Captain make the decision and to avoid unnecessary stops from high speed. many warnings and cautions are inhibited between 80 kt and 1 500 ft. the Captain calls "STOP". • Below 100 kt. ENV A330/A340 FLEET FCTM AO-020 P 5/34 15 JUN 10 . reduce the fuel load and land with a full runway length available. The decision to reject the takeoff is the responsibility of the Captain and must be made prior to V1 speed. it is better to get airborne. wind and runway condition. with 100 kt being chosen as the dividing line. It is the only time that hand-over of control is not accompanied by the phrase "I have control". to maximize the acceleration-stop distance available. the captain will avoid pressing the pedals (which might be a reflex action). For instance.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 (1) If the takeoff is rejected prior to 72 kt. due to the effect of the antiskid. ENV A330/A340 FLEET FCTM AO-020 P 6/34 15 JUN 10 . if deceleration is not felt. the captain will press the brake pedals fully down. The deceleration may also be confirmed by the DECEL light (if the autobrake is on). and confirmed by the Vc trend on the PFD. Announcing the deceleration means that the deceleration is felt by the crew. it is not an indicator of the proper autobrake operation. the ECAM actions will be completed until shutting down the remaining engines. with the autobrake working properly. However. this light only comes on when the actual deceleration is 80 % of the selected rate. the DECEL light might not appear on a contaminated runway. If takeoff has been rejected due to an engine fire. the spoilers will not deploy and the auto-brake will not function. If a rejected takeoff is initiated and MAX auto brake decelerates the aircraft. Conversely. 1062. the captain calls "I HAVE CONTROL" if required. is an uncontrollable engine fire on the ground.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 Rejected takeoff flow pattern INTRODUCTION TO EMERGENCY EVACUATION   3 Ident. This confirms that the captain has control ‐ In all other cases.: AO-020-00004127. ENV A330/A340 FLEET FCTM AO-020 P 7/34 15 JUN 10 . 1070 3 GENERAL A typical case. the captain calls "STOP". taking into account the wind direction. 330-200F Applicable to: MSN 1004. position the aircraft to keep the fire away from the fuselage. which may require an emergency evacuation. Note:   If possible. to request hand-over of the flight controls. This situation. 1051.0002001 / 09 JUN 10 Criteria: LR. requires good crew coordination to cope with a high workload situation: ‐ In case of a rejected takeoff. which may occur following a rejected takeoff or after landing. 1032. the task sharing is defined as follows: ‐ The first officer carries out the ECAM actions until the evacuation decision point ‐ The captain builds up his decision to evacuate depending on the circumstances. At this stage. which may require an emergency evacuation. which may occur following a rejected takeoff or after landing. 1063-1069. the captain calls for the evacuation. If the fire remains out of control after having discharged the fire agents. This confirms that the captain has controls ‐ In all other cases.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 DECISION MAKING As soon as aircraft is stopped.: AO-020-00004127. 1033-1049. The applicable actions are displayed on the ECAM (included in the "ENG FIRE ON GROUND" procedure). INTRODUCTION TO EMERGENCY EVACUATION Ident. and the parking brake is set. the captain calls "I HAVE CONTROLS" if required. to state the control hand over.0001001 / 20 MAY 09 Criteria: LR 4 Applicable to: MSN 0002-1003. Note: If possible. ENV A330/A340 FLEET FCTM AO-020 P 8/34 15 JUN 10 . the captain notifies the cabin occupants (if any)and calls for ECAM ACTIONS. This situation. position the aircraft to keep the fire away from the fuselage. 1052-1061. 1071-1190 GENERAL The typical case. taking into account the wind direction. Considerations should be given to: • Fire remaining out of control after having discharged the agents • Possible evacuation of the cabin occupants on the runway • Communicating intentions or requests to ATC. 1005-1031. requires good crew coordination to cope with a high workload situation: ‐ In the rejected takeoff case. is an uncontrollable on ground engine fire. the captain calls "STOP". the task sharing is defined as follow: ‐ The first officer carries out the ECAM actions until evacuation decision point ‐ The captain builds up his decision to evacuate depending on the circumstances. At this stage. if an evacuation is required for an other reason than an engine fire. 1070 5 The EMERGENCY EVACUATION procedure is located in the inside back cover of the QRH. the captain calls for the EVACUATION. 330-200F Applicable to: MSN 1004. the captain notifies the cabin crew and calls for ECAM ACTIONS. 1051. If fire remains out of control after having discharged the fire agents. The flight crew must refer to this procedure. THE EMERGENCY EVACUATION PROCEDURE   5 Ident.0002001 / 09 JUN 10 Criteria: LR. and the parking brake is set.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 DECISION MAKING As soon as aircraft is stopped. 1032.: AO-020-00004128. Considerations should be given to: • Fire remaining out of control after having discharged the agents • Possible passenger evacuation of the aircraft on the runway • Communicating intentions or requests to ATC. 1062. ENV A330/A340 FLEET FCTM AO-020 P 9/34 15 JUN 10 . The applicable actions are displayed on the ECAM (included in the ENG FIRE ON GROUND procedure). 1071-1190 7 If an evacuation is required for an other reason than an engine fire. When automatic pressure control is operative. the F/O advises the ATC (instead of the captain) .0001001 / 09 JUN 10 Criteria: LR 6 Applicable to: MSN 0002-1003. the flight crew can rely on the CPC. If an emergency evacuation is still required. this is done during the RTO flow pattern). the Delta P check does not apply to the case of an emergency evacuation following a rejected takeoff. ENV A330/A340 FLEET FCTM AO-020 P 10/34 15 JUN 10 . as necessary. When the aircraft is on batteries power. 1005-1031. • Press the EVAC COMMAND sw. the flight crew will find the EMERGENCY EVACUATION procedure in the inside back cover of the QRH.: AO-020-00004128. in order to cancel any residual cabin pressure. since the residual pressure sensor indicator (installed in the cabin door) is inhibited when slides are in the armed position. and provides them with any necessary instructions. the right dome light automatically illuminates whatever the position of the dome light sw. for cabin occupants to clearly understand instructions given on the PA system. This allows to have the necessary cockpit lighting to complete the EMERGENCY EVACUATION procedure. Note:   At least one automatic cabin pressure control system must be operative at departure. 1052-1061. ‐ EVACUATION…INITIATE requires the captain to confirm whether the emergency evacuation is still required. • Advise ATC. the cockpit seats must be operated mechanically. The captain must perform the three actions in the above order. and the Delta P check is therefore not applicable. 1063-1069. If case the automatic pressure control systems fail during flight. Therefore. Note:   In the case of an emergency evacuation subsequent to a rejected takeoff. 1033-1049.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 Some items need to be highlighted: ‐ The flight crew must ensure that the differential pressure (Delta P) is equal to 0. (In case of RTO. the captain must: • Notify the cabin occupants to evacuate. the CAB PR SYS 1+2 FAULT ECAM actions require to set the MAN V/S CTL sw to FULL UP position during final approach. ‐ CABIN OCCUPANTS (PA)…NOTIFY reminds the captain to provide the cabin occupants with the appropriate evacuation instructions. On ground with engines stopped. the EMERGENCY EVACUATION procedure requires an additional Delta P check. However. THE EMERGENCY EVACUATION PROCEDURE Ident. and the Delta P check is therefore not applicable. In certain circumstances. If still required. • Advises ATC. On ground with engines stopped. installed in the cabin door. is inhibited with slides armed. When aircraft is on batteries power. ‐ EVACUATION…INITIATE requires the captain confirmation that the emergency evacuation is still required. However. (In case of RTO. this is done during the RTO flow pattern). the Delta P check does not apply to the case of emergency evacuation following a rejected takeoff. the right dome light automatically illuminates whatever the dome switch position is. ‐ CABIN CREW (PA)…NOTIFY reminds the captain for the "CABIN CREW AT STATION" call out. the crew can rely on the CPC. As soon as the evacuation order is triggered. the captain: • Notifies the cabin crew to start the evacuation. since the residual pressure sensor indicator. The crew will keep in mind that as long as the evacuation order is not triggered. this will avoid any unwanted or unnecessary evacuation initiated by the cabin crew. Cabin crew must be aware that the flight crew is still in control of the situation. this decision is irreversible.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 Some items need to be highlighted: ‐ It is essential that the differential pressure be zeroed. ENV A330/A340 FLEET FCTM AO-020 P 11/34 15 JUN 10 . In automatic pressurization mode. an additional Delta P check is required by EMERGENCY EVACUATION procedure. the crew seats can only be operated mechanically. • Activates the EVAC command. the crew may differ or cancel the passengers' evacuation. allowing the EMERGENCY EVACUATION procedure completion. Note:   In the case of an emergency evacuation subsequent to a rejected takeoff. the F/O (instead of the captain) advises the ATC. the CAB PR SYS (1+2) FAULT procedure requires selecting MAN V/S CTL to FULL UP position during final approach to cancel any residual cabin pressure. This will be done preferably in this order for a clear understanding by cabin crew. Since MAN CAB PRESS is never used for takeoff as at least one automatic cabin pressure control must be operative for departure. If MAN CAB PRESS is used in flight. 1051. ENV A330/A340 FLEET FCTM AO-020 P 12/34 15 JUN 10 . 1032.: AO-020-00004119.0002001 / 09 JUN 10 Criteria: LR. without any confirmation from the Captain. 1062. the F/O can select the engine master OFF and push the fire pb.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 TASKSHARING IN CASE OF EMERGENCY EVACUATION   8 Ident. 330-200F Applicable to: MSN 1004. 1070 8 Tasksharing in case of emergency evacuation When applying the EMERGENCY EVACUATION procedure. 1063-1069. the F/O can select the engine master OFF and push the fire pb. ENV A330/A340 FLEET FCTM AO-020 P 13/34 15 JUN 10 . The aircraft must be stabilized at the correct pitch and airspeed. 1071-1190 Tasksharing in case of emergency evacuation When applying the EMERGENCY EVACUATION procedure. 1033-1049.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 TASKSHARING IN CASE OF EMERGENCY EVACUATION Ident.0001001 / 24 APR 08 Criteria: LR 9 Applicable to: MSN 0002-1003. and established on the correct track prior to the initiation of the ECAM procedure. without any confirmation from the Captain. The essential and primary tasks are linked to aircraft handling.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL AIRCRAFT HANDLING If an engine fails after V1 the takeoff must be continued. 1052-1061.: AO-020-00004120. 1005-1031. ENGINE FAILURE AFTER V1 Ident.: AO-020-00004119. hence. the aircraft will bank at about 5 ° maximum and then.5 °. Thus. spoiler deployment and aircraft body angle are all taken into account. Trim the rudder conventionally. the Lateral normal law commands some rudder surface deflection to minimize the sideslip (there is no feedback of this command to the pedals). keeping the beta target at zero with rudder. aileron deflection. Accelerate if the beta target cannot be zeroed with full rudder. At VR. total drag is minimized even though there is a small amount of sideslip. rotate the aircraft smoothly. the PNF will call "positive climb". manual rudder trim command.5 ° pitch target will ensure the aircraft becomes airborne. Following an engine failure. Centering the beta target produces less total drag than centering a conventional ball. the aircraft is a stable platform and no rush is required to laterally trim the aircraft. laterally. The crew will keep in mind that the yaw damper reacts to a detected side slip. Shortly after lift off. WHEN SAFELY AIRBORNE: The SRS orders should then be followed which may demand a lower pitch attitude to acquire or maintain V2. is inhibited. at a slower rate than with all engines operating. ENV A330/A340 FLEET FCTM AO-020 P 14/34 15 JUN 10 . will remain stabilized. Once AP is engaged. the pilot will have to adjust conventionally the rudder pedals to center the beta target. Thus. When the beta target is centred. The use of the autopilot is STRONGLY recommended. as rudder deflection. the rudder trim is managed through the AP and. Control heading conventionally with bank. This will suggest to the PF for landing gear retraction. the lateral behavior of the aircraft is safe and the pilot should not be in a hurry to react on the rudder pedals and to chase the beta target. The calculation of the beta target is a compromise between drag produced by deflection of control surfaces and airframe drag produced by a slight sideslip. the rudder should be trimmed out prior to autopilot engagement. The combination of high FLEX temperatures and low V speeds requires precise handling during the rotation and lift-off. The blue beta target will replace the normal sideslip indication on the PFD. using a continuous pitch rate to an initial pitch attitude of 12. The 12.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 ON THE GROUND: Rudder is used conventionally to maintain the aircraft on the runway centreline. This means that. with hands off the stick and no rudder input. Since the lateral normal law does not command the full needed rudder surface deflection. With a positive rate of climb and when the Radio Altitude has increased. including reset. Procedures are initiated on PF command. • Takeoff thrust is limited to 10 minutes. The selection of TOGA restores thrust margins but it may be at the expense of increased workload in aircraft handling. An engine is considered as secured when the ECAM actions of the procedures are performed until: • "ENG MASTER OFF" for an engine failure without damage • "AGENT 1 DISH" for an engine failure with damage • Fire extinguished or "AGENT 2 DISH" for an engine fire. Priority must be given to the control of the aircraft trajectory. A height of 400 ft is recommended because it is a good compromise between the necessary time for stabilization and the excessive delay in procedure initiation. keeping in mind the following: • For a FLEX takeoff. (The engine out maximum acceleration altitude corresponds to the maximum altitude that can be achieved with one engine out and the other engine(s) operating at takeoff thrust for a maximum of 10 min. He will cancel any Master Warning/Caution and read the ECAM title displayed on the top line of the E/WD. asymmetric TOGA thrust cannot be applied if the speed is below F in CONF 2 or 3 due to VMCA considerations.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 THRUST CONSIDERATIONS Consider the use of TOGA thrust. • For a derated takeoff  . The flight crew should delay the acceleration for securing the engine. • The aircraft is at least 400 ft above the runway. Once the PF has stabilized the flight path. 10 PROCEDURE INITIATION OF THE PROCEDURE The PNF will closely monitor the aircraft's flight path. the flight crew must not exceed the engine out maximum acceleration altitude. No action is taken (apart from cancelling audio warnings through the MASTER WARNING light) until: • The appropriate flight path is established and.)   ENV A330/A340 FLEET FCTM AO-020 P 15/34 15 JUN 10 . The application of TOGA will very quickly supply a large thrust increase but this comes with a significant increase in yawing moment and an increased pitch rate. selecting the operating engine(s) to TOGA provides additional performance margin but is not a requirement of the reduced thrust takeoff certification. Note: If the decision has been taken to delay the acceleration. the PNF confirms the failure and the PF orders ECAM actions. FINAL TAKE-OFF SEGMENT As the speed trend arrow reaches Green Dot speed.. push ALT to level off (or set V/S =0) and allow the speed to increase. move levers to CL and then back to MCT. If the aircraft is being flown manually. set THR MCT when the LVR MCT message flashes on the FMA (triggered as the speed index reaches green dot) and resume climb using MCT. Additionally. ONE ENGINE OUT FLIGHT PATH The one engine out flight path will be flown according to the take-off briefing made at the gate: • The EOSID (with attention to the decision point location) • The SID • Radar vector. continue the ECAM until the STATUS is displayed. the beta target reverts to the normal sideslip indication. It allows the aircraft to be configured to Flap 0 and green dot speed.. noise abatement procedures are no longer a requirement. the rudder input needed to keep the beta target centred will reduce. When the flap lever is at zero. which provides the best climb gradient. Once established on the final take-off flight path. Retract the flaps as normal. the AFTER T/O checklist should be completed. pull for OPEN CLIMB. computer reset considered and OEBs consulted (if applicable). ENV A330/A340 FLEET FCTM AO-020 P 16/34 15 JUN 10 . STATUS should then be reviewed. When an engine failure occurs after take-off. the acceleration altitude provides a compromise between obstacle clearance and engine thrust limiting time.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 ACCELERATION SEGMENT At the engine-out acceleration altitude. At this point. as airspeed increases. If the thrust levers are already in the FLX/MCT detent. the PF should remember that. If the failure occurs above V2 however. When an engine failure is detected.: AO-020-00004121.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 Engine failure after V1 ENGINE FAILURE DURING INITIAL CLIMB Ident. maintain the SRS commanded attitude. the FMGS produces predictions based on the engine-out configuration and any pre-selected speeds entered in the MCDU are deleted. In any event the minimum speed must be V2. ENV A330/A340 FLEET FCTM AO-020 P 17/34 15 JUN 10 .0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL Proceed as above. It is discussed in the FCOM and is discussed in a separate course. as speed will decay quickly requiring prompt crew response. PF will • Require the ECAM actions At high flight levels close to limiting weights. PF will • Select the SPEED according to the strategy • If appropriate. Unless a specific procedure has been established before dispatch (considering ETOPS or mountainous areas). crew actions should not be delayed. Note: 11 Pressing the EO CLR key on the MCDU restores the all engine operative predictions and performance. The crew will avoid decelerating below green dot. select a HDG to keep clear of the airway. the PF will simultaneously: • Set all thrust levers to MCT • Disconnect A/THR Then.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 ENGINE FAILURE DURING CRUISE Ident.: AO-020-00004122. Consideration should be given to aircraft position relative to any relevant critical point • Select the appropriate engine inoperative altitude in the FCU ALT window and pull for OPEN DES Then. Reverting to one engine-out performance again is not possible. the standard strategy is used. PROCEDURE As soon as the engine failure is recognized. preferably heading towards an alternate.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL GENERAL There are three strategies available for dealing with an engine failure in the cruise: • The standard strategy • The obstacle strategy • The fixed speed strategy The fixed speed strategy refers to ETOPS (A330 only). ENV A330/A340 FLEET FCTM AO-020 P 18/34 15 JUN 10 . ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 Engine failure during cruise flow pattern The A/THR is disconnected to avoid any engine thrust reduction when selecting speed according to strategy or when pulling for OPEN DES to initiate the descent. This is likely to occur as level off altitude is approached. The speed of M 0. The REC MAX EO Cruise altitude. Once established at level off altitude. there will be sufficient time to cross check all actions.500 ft/min and A/THR on. long-range cruise performance with one engine out may be extracted from QRH or Refer to FCOM/PER-CRZ-OEI-GEN-10 PROCEDURE. Generally. which equates to LRC with anti-icing off.82/300 kt is chosen to ensure the aircraft is within the stabilised windmill engine relight in-flight envelope. ENV A330/A340 FLEET FCTM AO-020 P 19/34 15 JUN 10 . With the A/THR disconnected. Carrying out the ECAM actions should not be hurried. (Cruise altitude and speed are also available in the QRH in case of double FM failure). the target speed is controlled by the elevator when in OPEN DES. STANDARD STRATEGY Set speed target M 0. is displayed on the MCDU PROG page and should be set on the FCU. as it is important to complete the drill correctly. select V/S .82/300 kt. If V/S becomes less than 500 ft/min. 0607. 0271-0272. 0219. 0627. and maximum use of the AP should be made to minimise crew workload. (One engine out gross ceiling at green dot speed is also available in the QRH and FCOM). 0183-0184. 0353. 0620-0621. 0539. 0548-0553. 0305-0306. 0261-0262. 0532-0533. 0155. return to LRC speed and engage A/THR. 0629. 0244. the drift down procedure must be adopted. 0283-0291. 0451-0452. 0050. 0059-0060. 0400-0401. 0496-0498. 0535-0536. 0472-0473. 0386. 0279. 0308-0309. 0171-0172. 0515-0516. 0240-0241. 0524-0527. 0064-0073. 0591-0597. 0226. This is a visual cue that the aircraft is approaching its maximum thrust capability. 0356-0358. 0558. 0427-0428. 0045. 0382. 0082-0083. 0486-0487. 0602-0603.: AO-020-00004123. 0521-0522. With flap selected and above this threshold value. 0030. 0148. 0211. 0418-0423. 0493-0494. 0600.0001001 / 22 APR 08 Criteria: LR Applicable to: ALL Autoland is available with one engine inoperative. 0616. 0587-0588. 0407-0409. 0368-0370. 0269. The pilot should trim to keep the slip indication centred. 0138. 0388-0389. 0441. 0437. 0106-0113. 0238. 0500-0513. 0311-0317. 0489-0491. 0293-0296. 0484. 0247-0251. 0127. To make the landing run easier. 0412. 0177. 0581. When clear of obstacles. 0618. 0188-0189. 0062. 0384. 0265-0267. 0098-0100. 0222-0224. 0320. 0209. 0195. ONE ENGINE-OUT LANDING Ident. 0229-0232. a manual approach and landing with one engine inoperative is conventional. 0403-0405. 0375. but as the speed target is now green dot. With rudder trim at zero. 0647-0650. 0465-0466. 0017. having reached the drift down ceiling altitude. 0542. the trim is removed and the pilot should anticipate the increased rudder force required. 0337-0346. It remains yellow as long as the thrust on the remaining engine(s) is below a certain value. 0203. 0380. 0476-0477. ENV A330/A340 FLEET FCTM AO-020 P 20/34 15 JUN 10 . 0153. 0564-0565. 0116. 0644-0645. 0605. 0612-0614. 0253-0256. 0461-0463. 0281. 0669-0671.: AO-020-00004124. The MCDU PERF CRZ page in EO condition will display the drift down ceiling. 0372. 0205-0206. as large amounts of power will be required to maintain level flight at high weights and/or high altitude airports. 0443-0444. 0652-0667. 0162. 0143-0144. On pressing the rudder trim reset button. the drift down procedure must be maintained so as to fly an ascending cruise profile.0001001 / 27 MAR 08 Criteria: 330-200. 0328. 0181. 0118-0122. 0330. CIRCLING ONE ENGINE INOPERATIVE Ident. the rudder trim can be reset to zero in the later stages of the approach. 0086-0087. 0299-0301. 0396-0398. 0392-0393. 0348-0351. 0570-0571. 0567-0568. 0326. assuming green dot speed and should be set on FCU. 0609-0610. The procedure is similar to the standard strategy. 0576. 0361-0362. 0322-0324. 0165. The speed target in this case is green dot. 0275-0277. 0439. 0469. 0200. 0640-0642. 0458. 0448. obstacle problems remain. 0191. set LRC ceiling on FCU. 0479-0481. 0140. If required. 0095-0096. 0573-0574. 0234. 0198. 0625. Do not select the gear down too early. 0584. 0054-0055. 0077. 330-300 12 Applicable to: MSN 0012. 0555. 0303. 0631-0638. 0425. 0623. 0518-0519. 0102. the neutral rudder pedal position corresponds to zero rudder and zero nose wheel deflection. the rate and angle of descent will be lower. 0529-0530.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 OBSTACLE STRATEGY To maintain the highest possible level due to terrain. the indicator becomes the blue beta target. 0454-0456. 0258-0259. 330-200F. If. 0037. 0432. 0364-0366. 0132. 0333-0334. 0578-0579. 0788-0789. 0406. 0737-0739. 0934-0937. 0139. 0371. 0097. ENV A330/A340 FLEET FCTM AO-020 P 21/34 15 JUN 10 . 0424. the initial target pitch attitude is 12. 0233. 0769-0770. 0327. 0482-0483. 0724-0726. the aircraft may not be able to maintain level flight in CONF 3 with landing gear down. 0235-0237. 0268. 0898-0901. the landing gear extension should be delayed until established on final approach. circling with one engine inoperative requires the down wind leg to be flown in CONF 3. 0492. 0813-0828. 0018-0029.5 °. 0720-0722. 0376-0379. If SRS is not available. 340-600 14 Applicable to: MSN 0002-0011. 0038-0044. 0359. rudder must be applied promptly to compensate for the increase in thrust and consequently to keep the beta target centred. 0225. 0282. 0954. On the application of TOGA. 0707-0709. 0227-0228. SRS will engage and will be followed. 0399. 0046-0049. If the approach is flown at less than 750 ft RA. 0478.0001001 / 27 MAR 08 Criteria: 340-200. 0791-0792. 0196-0197. 0741-0743. 0911. 0903-0909. 0849-0869. 0245-0246. If the landing weight is above this maximum value. 0838-0843. 0373-0374. 0149-0152. 0410-0411. 0474-0475. 1103-1120. 0728-0735. 0252. 0242-0243. 0263-0264. ONE ENGINE INOPERATIVE GO-AROUND Ident. 0133-0137. 0141-0142. 0385. 0780-0782. 0772-0774. 0329. 0799. "TOO LOW GEAR" warning is to be expected. 0302. 0117. 0440. In hot and high conditions and at high landing weight. 0528. 0128-0131. 1041-1078. 0273-0274. The lateral FD mode will be GA TRK (or NAV if option installed) and this must be considered with respect to terrain clearance. 0166-0170. 0517. 0745-0747. 0690-0693. 0156-0161. 0925-0928. 0523. 0192-0194. Provided the flap lever is selected to Flap 1 or greater. 0433-0436.0001001 / 19 MAY 10 Criteria: LR Applicable to: ALL 13 A one engine inoperative go-around is similar to that flown with all engines. 0280.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL 0673-0676. 0426. 0784-0786. 0429-0431. 0201-0202. 0956-0959. 1006-1016. 0204. 0387. 0488. 0292. 0381. 0678-0680. 0270. 0895-0896. 0078-0081. 0836. Therefore. 0758-0760. 0239. 0495. 0257. 0716-0718.: AO-020-00004126. if the landing gear is not downlocked at 500 ft RA. 0994-1004. 0061. 0982-0986. 0318-0319. 0063. 0154. 0182. 0445-0447. 0988-0992. 0220-0221. 1123-1190 A330/A340 In normal conditions. 0260. 0754-0756. 0199. 0352. 0699-0701. 0013-0015. 0457. 0304. 0101. 0088-0094. 0918-0920. 0485. 1018-1029. 0695-0697. 0776-0778. 0051-0053. 0103-0104. 0145-0147. 0084-0085. 0830-0834. 0913-0916. 0520. it is recommended to fly a higher circling pattern. 0703-0705. 0031-0035. the warning "L/G NOT DOWN" will be triggered. 0711-0714. 0514. 0335. 0363. 0390-0391. 0331-0332. 0173-0176. 0325. 0402. 0499. 0887-0893. 0795-0797. 0163-0164. 1031-1039. 1080-1090. 0470-0471. 0467-0468. 0347. 0847. 0459-0460. 0074-0076. 0278. 0310. 1093-1101. 0210. 0413-0417. 0749-0752.: AO-020-00004125. 0845. 0123-0126. if weather conditions permit. with landing gear extended. 0056-0058. ALT should be selected at the engine inoperative acceleration altitude. 0438. 0367. 0805-0811. 0185-0187. 0190. with the flap retraction and further climb carried out using the same technique as described earlier Refer to AO-020 ENGINE FAILURE AFTER V1. 340-300. 0297. 0321. 0682-0684. 0449-0450. 0453. 0212-0218. 0973-0980. 0939-0952. 0307. 0922-0923. 0801-0803. 0354-0355. 0464. 0207-0208. 0930-0932. 0114-0115. TWO-ENGINE INOPERATIVE LANDING Ident. The flight crew should check the maximum weight showed in the QRH CIRCLING APPROACH WITH ONE ENGINE INOPERATIVE procedure table. 0871-0885. 0961-0971. 0383. 0394-0395. 0686-0688. 340-500. 0442. 0178-0180. 0624. 0639. large thrust variation should be minimized. 0921. 0886. (which equates to VMCL-2 in case of two engines inoperative on the same wing). 0575. 0753. 0585-0586. • Similarly. 0580. PROCEDURE Should a two-engine inoperative landing be performed: • Fuel jettison should be considered. or engines 2+3 failed). 0902. 0804. 1005. 0628. speed may be managed. 0651. 0771. 0606. 0615. • In case of two engines inoperative on the same wing. 0630. 0993. 0619. 0933. 0912. 0681. 0668. 0775. Flaps 2 should be selected one dot below GS to minimize thrust variation (or 2 000 ft above ground at the latest) • Gear down and Flaps 3 selection (or as instructed by the ECAM) should be delayed until established on final approach • For final approach. 0543-0547. as it will exacerbate the handling of asymmetric flight. 0846. if time permits • A longer than normal straight in approach or a wide visual pattern is preferred • During the approach. • When committed to land. 0790. 0559-0563. 0626. 0685. 0540-0541. In the other cases. 0556-0557. 0929. 0787. 0598. 0917. 0736. 0960.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL 0531. 0582-0583. 0608. 0779. 0706. 1030. 1102. 0793-0794. 0844. 0604. Note: In case of 2 engines failed on the same wing. 0723. 0837. the commit point will be at gear down selection. 0572. 0710. 0870. 0577. 0897. 0740. 0715. 0955. 0744. 0694. 0981. 0761-0768. 1122 A330/A340 The two-engine inoperative landing is in the scope of the aircraft certification process. 0611. 0987. The ATHR must be disconnected and the speed reduced to VAPP using manual thrust. 0800. 0910. 0566. 0894. 0835. 0798. 0924. 0617. 0783. 0812. 0622. 1079. 0757. 0554. 0829. below VLS on PFD. 0953. 0938. 0590. 0569. it will be when flying below VMCL of the associated configuration on the approach. 1091. 0702.e. 0677. 0534. 0689. 0972. 0537-0538. 1017. 0646. 1040. speed will be selected to VLS on PFD. 0672. VLS on the PFD takes into consideration VMCL-2 whereas VAPP (displayed in magenta) and MCDU VLS do not take VMCL-2 into consideration. ENV A330/A340 FLEET FCTM AO-020 P 22/34 15 JUN 10 . 0748. 0698. 0727. 0601. In case of landing gear gravity extension (Engines 1+4 failed. 0643. 0719. 0848. the packs should be selected off or supplied by the APU to maximize engine thrust. The magenta speed target drops to VAPP i. ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 TWO-ENGINE INOPERATIVE FLIGHT PATTERN THRUST LEVERS MANAGEMENT IN CASE OF INOPERATIVE REVERSER(S) Ident. the general recommendation is to select the reverser thrust on all (A340)/both (A330) engines during rejected takeoff (RTO) and at landing. NO REVERSERS OPERATIVE If no reversers are operative. This is to remind the flight crew that reverser(s) is/are inoperative.: AO-020-00004982. AT LEAST ONE REVERSER OPERATIVE If at least one reverser is operative. These recommendations are applicable in case of in-flight failure (including engine failure) and/or in case of MEL dispatch with reverser(s) deactivated. Note: The ENG 1(2)(3)(4) (A340) REVERSER FAULT ECAM caution may be triggered after the reverser thrust is selected. the general recommendation is to not select the reverser thrust during RTO and at landing.0001001 / 20 MAY 09 Criteria: LR Applicable to: ALL PREFACE This section provides recommendations on thrust levers management in case of inoperative reverser(s). as per normal procedures. ENV A330/A340 FLEET FCTM AO-020 P 23/34 15 JUN 10 . 0127. 0281. 0454-0456. 0303. 0181. 0524-0527. which depends on the slats/flaps configuration and increases at high altitude due to the high Mach number.0001001 / 09 JUN 10 Criteria: A330 Applicable to: MSN 0012. 0188-0189. 0542. 0934-0937. 0988-0992. 0062. 0609-0610. 0064-0073. This effect further increases the AOA. 0200. 0930-0932. 1031-1039. ENV A330/A340 FLEET FCTM AO-020 P 24/34 15 JUN 10 . 1080-1090. 0535-0536. 0106-0113. 0226. 0961-0971. 0620-0621. 0690-0693. 0396-0398. 0529-0530. 0780-0782. 0788-0789. 0724-0726. 0054-0055.: AO-020-00010855. 0348-0351. 0895-0896. 0299-0301. 0388-0389. 0686-0688. 0229-0232. 0322-0324. 0238. 0380. 0469. STALL RECOVERY   15 Ident. 0678-0680. 0320. 0059-0060. 0451-0452. 0745-0747. 0171-0172. 0372. 0918-0920. 0496-0498. 0448. 0982-0986. 0801-0803. 0711-0714. The flight crew must notably review: • The status of the thrust reversers and if reverser thrust can be used • Operational effect (aircraft handling during roll-out). 0269. 1123-1190 15 DEFINITION OF THE STALL The stall is a condition in aerodynamics where the Angle of Attack (AOA) increases beyond a point such that the lift begins to decrease. 0143-0144. At and beyond this point. 0716-0718. 0412. 0191. 0253-0256. 0209. 0328. 0082-0083. 0652-0667. 0443-0444. 0703-0705. 0673-0676. procedures. 0392-0393. 0558. 0954. 0772-0774. 0275-0277. 0162. the flight crew may observe: ‐ Buffeting. 0222-0224. 0573-0574. BRIEFING IMPORTANCE OF THE FLIGHT CREW BRIEFING Among others. 0578-0579. 0576. 0836. 0183-0184. 0847. 0581. 0244. 0623. 0548-0553. 0607. 0308-0309. 0258-0259. 0247-0251. 0333-0334. 0813-0828. 0754-0756. 0484. 0769-0770. 0758-0760. 0337-0346. 0784-0786. 0140. 0515-0516. 0326. 0240-0241. 0555. 0570-0571. 0418-0423. the aircraft status must be reviewed during the flight crew briefing. 0618. 0148. 0956-0959. 0631-0638. 0203. mainly for swept wings and aft CG. 0939-0952. 0030. 0627. 0311-0317. 0138. 1103-1120. 0898-0901. 0386. 0356-0358. 0749-0752. 0132. 0037. 0465-0466. 0776-0778. 0695-0697. 0234. 0486-0487. 0153. as per normal procedures. 0293-0296. 0261-0262. the PF still sets all (A340)/both (A330) thrust levers to the IDLE detent. 0017. 0265-0267. 0177. 0669-0671. 0407-0409. the lift coefficient (CL) increases linearly with the AOA up to a point where the airflow starts to separate from the upper surface of the wing. 0155. 0493-0494. As per basic aerodynamic rules. 0567-0568. 0439. 0644-0645. 0400-0401. 0461-0463. 0479-0481. 0205-0206. 0994-1004. 0364-0366. 0587-0588. 0118-0122. 0741-0743. 0903-0909. 0845. 0707-0709. 0195. 0198. 0728-0735. 0330. 0838-0843. 1041-1078. 0403-0405. 0116. 0361-0362. 0283-0291. 0699-0701. 0472-0473. 0279. 0271-0272. 0102. 0219. 1018-1029. 0799. 0911. ‐ Pitch up effect. 0640-0642. 0211. 0925-0928. 0922-0923. 0830-0834. 0521-0522. 0720-0722. 1093-1101. 0382. 0518-0519. 0384. 0441. 0564-0565. 0458. 0737-0739. 0353. 0973-0980. 0165. 0098-0100. 0849-0869. 0612-0614. 0489-0491. 1006-1016. 0077. 0086-0087. 0425. 0368-0370. 0871-0885. 0647-0650. 0500-0513. 0045. 0532-0533. 0887-0893. 0795-0797. 0095-0096.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 However. 0305-0306. 0375. 0432. 0476-0477. 0584. 0050. 0629. Any particularities (operational consequences. 0616. 0805-0811. 0600. 0913-0916. 0602-0603. 0437. 0539. 0591-0597. 0682-0684. 0427-0428. 0605. 0791-0792. associated task sharing and callout) must be reviewed at that time. 0625. the airflow separates from the wing surface and the lift coefficient decreases.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 Lift Coefficient versus Angle of Attack If the AOA further increases up to a value called AOAstall. When the AOA is higher than AOAstall. This is the stall. ENV A330/A340 FLEET FCTM AO-020 P 25/34 15 JUN 10 . Mach number and altitude. The stall will always occur at the same AOA for a given configuration. the lift coefficient will reach a maximum value called CL MAX. ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 Influence of slats and flaps on Lift Coefficient versus Angle of Attack Slats and Flaps have a different impact on the Lift coefficient obtained for a given AOA. Both Slats and Flaps create an increase in the maximum lift coefficient. ENV A330/A340 FLEET FCTM AO-020 P 26/34 15 JUN 10 . To summarize. Flight control laws and stall warning threshold take into account these possible degradations. speed brakes) ‐ Mach and altitude ‐ Wing contamination ENV A330/A340 FLEET FCTM AO-020 P 27/34 15 JUN 10 . loss of lift is only dependant on AOA.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 Influence of speed brakes and icing on Lift Coefficient versus Angle of Attack On the contrary. The AOAstall depends on: ‐ Aircraft configuration (slats. flaps. speed brake extension and ice accretion reduce the maximum lift coefficient. Furthermore. STALL WARNING AT LIFT-OFF At lift-off. Due to the engine spool up time. lift and drag will return to their normal values. ‐ Stall buffet Buffet is recognized by airframe vibrations that are caused by the non-stationary airflow separation from the wing surface when approaching AOAstall. and when the aircraft has recovered sufficient energy. and as a consequence. the thrust increase generates a pitch up that may prevent the required reduction of AOA. As a general rule. which depends on the aircraft configuration and Mach number. the aircraft speed increase that results from thrust increase. minimizing the loss of altitude is secondary to the reduction of the AOA as the first priority is to regain lift. the flight crew can smoothly recover the initial flight path. is slow and does not enable to reduce the AOA instantaneously. both the AOAstall and CL MAX will decrease. ‐ The secondary action is to increase energy: When stall indications have stopped. the flight crew must ensure that the wings are level in order to reduce the lift necessary for the flight. ENV A330/A340 FLEET FCTM AO-020 P 28/34 15 JUN 10 . a damaged AOA probe may cause a stall warning to spuriously sound in the cockpit. When stall indications have stopped. When the Mach number increases. As AOA reduces below the AOAstall. This must be achieved by applying a nose down pitch order on the sidestick. The aural stall warning is set close to AOA at which the buffet starts. This pilot action ensures an immediate aircraft response and reduction of the AOA. In case of lack of pitch down authority. For some Mach numbers the buffet may appear just before the aural stall warning. it may be necessary to reduce thrust. the required AOA. STALL RECOVERY ‐ The immediate key action is to reduce AOA: The reduction of AOA will enable the wing to regain lift.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 STALL RECOGNITION The flight crew must apply the stall recovery procedure as soon as they recognize any of the following stall indications: ‐ Aural stall warning The aural stall warning is designed to sound when AOA exceeds a given threshold. Simultaneously. Immediate maximum thrust application upon stall recognition is not appropriate. the flight crew should increase thrust smoothly as needed and must ensure that the speed brakes are retracted. This warning provides sufficient margin to alert the flight crew in advance of the actual stall even with contaminated wings. for under wing mounted engines. the lift coefficient (CL) increases linearly with the AOA up to a point where the airflow starts to separate from the upper surface of the wing. 0245-0246. 0225. 0790. 0204. 0013-0015. 0580. 0061. 0846. 0078-0081. 0166-0170. 0912. 0318-0319. 0566. 0185-0187. 0182. 0798. 0689. 0139. 0643. 0387. 0297. 0981. 0698. Then. 0406. 0459-0460. 0910. 0835. 0626. 0611. 0598. 0719. 0474-0475. 0331-0332. 0702.0002001 / 09 JUN 10 Criteria: A340 Applicable to: MSN 0002-0011. 0848. 0569. 1040. 0723. 0886. 0257. mainly for swept wings and aft CG. 0302. 0282. the flight crew must fly the appropriate thrust and pitch for takeoff in order to attempt to stop the aural stall warning and ensure a safe flight path. 0464. 0902. 0270. 0793-0794. 0606. 0084-0085. 0601. 0870. 0381. The flight crew applies TOGA thrust in order to get the maximum available thrust. 0123-0126. 0038-0044. 0531. 0495. 0239. 0051-0053. 0196-0197. 0929. 0327. 0128-0131. 0608. 0955. 1079. the flight crew may observe: ‐ Buffeting. 0672. 0543-0547. 0133-0137. 0744. 0783. 0278. 0263-0264. 0556-0557. 0917. 0528. 0921. 0499. 0335. 1102. 0438. 0987. 0235-0237. 0178-0180. 0577. 0371. 0844. 0736. ‐ Pitch up effect. 0953. 0410-0411. 0622. 0837. 0310. 0363. 0771. 0424.: AO-020-00010855. 0242-0243. 0046-0049. As per basic aerodynamic rules. 0993. 0517. 0924. 0457. 0426. 0383. 0775. 0514. the pilot flying must target a pitch angle of 15 ° and keep the wings level in order to ensure safe climb. 1017. 0292. 0706. 0554. 0761-0768. 0585-0586. 0201-0202. 0651. 0359. 0537-0538. 0590. 0103-0104. 0630. 0727. 0156-0161. 0141-0142. 0894. 0402. Simultaneously. 0445-0447. 0190.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 If the aural stall warning sounds at liftoff. 0367. 0685. This effect further increases the AOA. 0485. 0220-0221. 0615. which depends on the slats/flaps configuration and increases at high altitude due to the high Mach number. 0829. 0429-0431. 0352. 0787. 0394-0395. 0117. 0534. 1091. 0163-0164. 0031-0035. 0478. 0523. 0149-0152. if the aural stall warning is still activated the flight crew must consider that it is a spurious warning. 0199. 1030. 0399. 0018-0029. 0433-0436. 0385. 1122 16 DEFINITION OF THE STALL The stall is a condition in aerodynamics where the Angle of Attack (AOA) increases beyond a point such that the lift begins to decrease. 0354-0355. 0668. 0572. 0376-0379. At and beyond this point. 0329. ENV A330/A340 FLEET FCTM AO-020 P 29/34 15 JUN 10 . 0604. 0470-0471. 0715. 0154. 0779. 0321. 0628. STALL RECOVERY   16 Ident. 0145-0147. 0540-0541. 0619. 0442. 0056-0058. 0101. 0304. 0617. 0173-0176. 0252. 0273-0274. 0233. 1005. 0960. 0325. 0074-0076. 0207-0208. 0677. 0582-0583. 0520. 0938. when a safe flight path and speed are achieved. 0482-0483. 0812. 0748. 0347. 0804. 0575. 0757. 0740. 0897. 0212-0218. 0753. 0559-0563. 0260. 0933. 0088-0094. 0097. 0492. 0210. 0453. 0800. 0307. 0280. 0694. 0268. 0639. 0192-0194. 0373-0374. 0449-0450. 0488. 0646. 0063. 0440. 0114-0115. 0681. 0710. 0467-0468. 0227-0228. 0624. 0390-0391. 0972. 0413-0417. The stall will always occur at the same AOA for a given configuration. This is the stall. the lift coefficient will reach a maximum value called CL MAX. Mach number and altitude.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 Lift Coefficient versus Angle of Attack If the AOA further increases up to a value called AOAstall. ENV A330/A340 FLEET FCTM AO-020 P 30/34 15 JUN 10 . the airflow separates from the wing surface and the lift coefficient decreases. When the AOA is higher than AOAstall. Both Slats and Flaps create an increase in the maximum lift coefficient.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 Influence of slats and flaps on Lift Coefficient versus Angle of Attack Slats and Flaps have a different impact on the Lift coefficient obtained for a given AOA. ENV A330/A340 FLEET FCTM AO-020 P 31/34 15 JUN 10 . The AOAstall depends on: ‐ Aircraft configuration (slats. speed brake extension and ice accretion reduce the maximum lift coefficient. speed brakes) ‐ Mach and altitude ‐ Wing contamination ENV A330/A340 FLEET FCTM AO-020 P 32/34 15 JUN 10 .ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 Influence of speed brakes and icing on Lift Coefficient versus Angle of Attack On the contrary. To summarize. loss of lift is only dependant on AOA. Flight control laws and stall warning threshold take into account these possible degradations. flaps. Simultaneously. The aural stall warning is set close to AOA at which the buffet starts.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 STALL RECOGNITION The flight crew must apply the stall recovery procedure as soon as they recognize any of the following stall indications: ‐ Aural stall warning The aural stall warning is designed to sound when AOA exceeds a given threshold. and as a consequence. which depends on the aircraft configuration and Mach number. a damaged AOA probe may cause a stall warning to spuriously sound in the cockpit. This warning provides sufficient margin to alert the flight crew in advance of the actual stall even with contaminated wings ‐ Stall buffet Buffet is recognized by airframe vibrations that are caused by the non-stationary airflow separation from the wing surface when approaching AOAstall. As a general rule. For some Mach numbers the buffet may appear just before the aural stall warning STALL RECOVERY ‐ The immediate key action is to reduce AOA: The reduction of AOA will enable the wing to regain lift. As AOA reduces below the AOAstall. In case of lack of pitch down authority. both the AOAstall and CL MAX will decrease. the aircraft speed increase that results from thrust increase. the required AOA. This pilot action ensures an immediate aircraft response and reduction of the AOA. Due to the engine spool up time. the flight crew can smoothly recover the initial flight path. minimizing the loss of altitude is secondary to the reduction of the AOA as the first priority is to regain lift. STALL WARNING AT LIFT-OFF At lift-off. is slow and does not enable to reduce the AOA instantaneously. When the Mach number increases. it may be necessary to reduce thrust. lift and drag will return to their normal values. Furthermore. the flight crew must ensure that the wings are level in order to reduce the lift necessary for the flight. When stall indications have stopped. and when the aircraft has recovered sufficient energy. This must be achieved by applying a nose down pitch order on the sidestick. for under wing mounted engines. ENV A330/A340 FLEET FCTM AO-020 P 33/34 15 JUN 10 . the thrust increase generates a pitch up that may prevent the required reduction of AOA. ‐ The secondary action is to increase energy: When stall indications have stopped. Immediate maximum thrust application upon stall recognition is not appropriate. the flight crew should increase thrust smoothly as needed and must ensure that the speed brakes are retracted. when a safe flight path and speed are achieved.ABNORMAL OPERATIONS OPERATING TECHNIQUES FLIGHT CREW TRAINING MANUAL A330/A340 If the aural stall warning sounds at liftoff.5 ° and keep the wings level in order to ensure safe climb. the flight crew must fly the appropriate thrust and pitch for takeoff in order to attempt to stop the aural stall warning and ensure a safe flight path. Then. Simultaneously. The flight crew applies TOGA thrust in order to get the maximum available thrust. if the aural stall warning is still activated the flight crew must consider that it is a spurious warning. the pilot flying must target a pitch angle of 12. ENV A330/A340 FLEET FCTM AO-020 P 34/34 15 JUN 10 . DUAL FMGC FAILURE Should a dual FMGC failure occur. the AP/FD and A/THR will disconnect. The crew will try to recover both AP and A/THR by selecting them back ON (The AP and A/THR can be recovered if the FG parts of the FMGS are still available). If both AP and A/THR cannot be recovered. The AP will be restored using the other FMGC.ABNORMAL OPERATIONS AUTOFLIGHT FLIGHT CREW TRAINING MANUAL A330/A340 FMGC FAILURE Ident. The FPLN is still available as the MCDU continuously memorizes the active flight plan in its internal memory. the thrust levers will be moved to recover manual thrust. Furthermore. if engaged on affected side. will disconnect.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL SINGLE FMGC FAILURE Should a single FMGC failure occur. The pilot will switch off the FDs and select TRK / FPA to allow the blue track index and the bird to be displayed. flight plan information on the affected ND may be recovered by using same range as the opposite ND. the MCDU features a NAV B/UP function which provides simplified IRS based navigation (Refer to FCOM/DSC-22_20-60-150 GENERAL).: AO-022-00004129.FM RESET to reload both FMGC as required. The crew will refer to the QRH for computer reset considerations and then will Refer to FCOM/PRO-SUP-22-A AUTOMATIC FMGS RESET AND RESYNCHRONIZATION . If both FMGC cannot be recovered. The crew should consider a FMGC reset as detailed in QRH. the AP. ENV A330/A340 FLEET FCTM AO-022 P 1/2 09 JUL 08 . It should be noted that the FM source selector must be at NORM to allow the NAV/B/UP prompt to be displayed on the MCDU MENU page. The RMPs will be used to tune the navaids. The A/THR remains operative. ABNORMAL OPERATIONS AUTOFLIGHT FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM AO-022 P 2/2 09 JUL 08 . this is due to an anomaly on the electrical network.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The electrical emergency configuration is due essentially to the loss of all main AC BUS which causes the engagement of the emergency generator. it must be highlighted that the probability of this last scenario is low. GENERAL GUIDELINES Ident. the probability to restore electrical power using the APU generator is low. e. In this case. All engine generators trip and the Emergency Generator is driven by the Engine Driven Pump (EDP). the left hand seat pilot becomes PF.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The procedure discussed in this section is the EMERGENCY ELECTRICAL CONFIGURATION.g. Although the ECAM displays LAND ASAP in red. In this scenario. In most cases. This is a serious emergency and ATC should be notified using appropriate phraseology (“MAYDAY”). TECHNICAL BACKGROUND Ident. above 260 ft IAS. EDP or RAT: As only PFD1 is available.: AO-024-00004132. the Emergency Generator electrical power is increased as it takes credit from the engine windmill effect. An other cause for electrical emergency configuration could be a combination of electrical failures and engine failures. Once a safe flight path is established.ABNORMAL OPERATIONS ELECTRICAL FLIGHT CREW TRAINING MANUAL A330/A340 INTRODUCTION TO EMERGENCY ELECTRICAL CONFIGURATION Ident. and the aircraft is under control. the emergency generator may be driven by the RAT.e. a short circuit. This is why.0001001 / 20 MAY 09 Criteria: LR Applicable to: ALL The following guidelines apply whatever the power source is. It should be noted however.e. it outputs approximately half electrical power of the previous scenario. ECAM actions will be carried out.: AO-024-00004131. the summary available in the QRH do not take it into account. and on the availability of green hydraulic engine driven pumps. i. However. In this scenario. it is useful: • To refresh on the technical background • To recall the general guidelines that must be followed in such a case • To outline the main available systems according to the electrical power source. The power source for the Emergency Generator will ENV A330/A340 FLEET FCTM AO-024 P 1/10 15 JUN 10 . Depending on which engine (s) is (or are) failed. you may restore electrical power using the APU generator. it would be unwise to attempt an approach at a poorly equipped airfield in marginal weather.: AO-024-00004130. that at high speed i. Whilst it is very unlikely that this failure will be encountered. 0846. 0103. 0492. 0585-0586. e. 0430. 0061. As only the EWD is available. 0848. 1122 The electrical distribution has been designed to fly. (Refer to OP-040 ECAM HANDLING). 0685. The handling of this failure is referred to as a "complex procedure". 0938. 0236. 0933. 0190. 0902. 0215. 0499. 0886. 0538. 0611. 0457. In either case however. 0910. 0972. this avoids strong fluctuation of the green hydraulic pressure which may cause a spurious disconnection of the Emergency Generator REMAINING SYSTEMS Ident. 1005.g. 0175-0176. as the aircraft is in a much better configuration when the Emergency Generator is being powered by the EDP rather than the RAT. 0185. 0039. 0179.g. 0554. 0415. 0166. 1091. 340-500. 1040. 0161. 1079. 0783.: AO-024-00004133. This action will not be delayed since this will allow the recovery of a number of systems required for landing. 1017. 0435. 0761. 0829. 340-200. 34-5055. A summary for handling the procedure is included in the QRH.ABNORMAL OPERATIONS ELECTRICAL FLIGHT CREW TRAINING MANUAL A330/A340 assist the crew’s decision making in this context. 0169. 0133. 0912. e. 340-300. 0495. 1030. 0424. which will be referred to upon completion of the ECAM procedure. 0559-0563. When the Emergency Generator is powered by EDP. S19361. 0097. disciplined use of the ECAM Control Panel (ECP) is essential. 0411. whilst shedding a number of systems that are no longer required. 0897. 0953. A clear reading of STATUS is essential to assess the aircraft status and properly sequence actions during the approach. the operative fuel pump(s). 0402. 0413. 0163. 0196. 0556. 0520. 0541. 0433. 0467-0468. 0837. 0406. ENV A330/A340 FLEET FCTM AO-024 P 2/10 15 JUN 10 . 0572. The landing gear must be extended by gravity and Nose Wheel Steering is lost in all cases. 0242. 0921. 0598. 0154. 0485. 0993. 0740. 0894. 0577. 0046. ILS 1 (if MMR not installed). 0694. 0917. 0981. 0608. 340-600 1 Applicable to: MSN 0004. communicate and ensure passengers comfort. 0955. 0924. The ELEC EMER CONFIG SYS REMAINING list is available in QRH. 0545-0546. prolonged flight in this configuration is not recommended. 0960. 0149-0151. 0139. 0199. 1102. 0470-0471. 0201-0202. Consideration should be given to starting the APU as indicated by the ECAM and taking into account the probability to restore using APU generator as mentioned above. The LAND RECOVERY pb should be pressed prior to commencing the approach. 0870. Crews should be aware that workload is immediately greatly increased. 0478.0007001 / 03 JUN 09 Criteria: 34-4198. 0173. 0212. 0187. 0987. 0263. 0757. navigate. 0450. SFCC 1. 0929. 0748. alternate law MCDU1 (B/U NAV). rudder trim. GPS1 if MMR installed) VHF1 Note: The AP.e. VOR1. VOR1. Alternate law RMP1. The rudder trim position indicator on centre pedestal is lost The aircraft will be out of trim in roll due to right outboard aileron upfloat and it is necessary to pay close attention to bank angle and heading. Approach specificities: When LAND RECOVERY is set ON: ‐ ILS1 (if MMR not installed) and SFCC slat channel are recovered ‐ Direct law when landing gear extended ‐ Landing is performed with pedal braking without anti skid ENV A330/A340 FLEET FCTM AO-024 P 3/10 15 JUN 10 .ABNORMAL OPERATIONS ELECTRICAL FLIGHT CREW TRAINING MANUAL A330/A340 However. some differences should be outlined: • Emer Gen powered by the EDP FLY NAVIGATE COMMUNICATE Significant remaining systems in ELEC EMER CONFIG PFD1. DME1. Approach specificities: When LAND RECOVERY is set ON: ‐ ILS1 (if MMR not installed) and SFCC slat flap channel are recovered ‐ Direct law when landing gear extended ‐ Landing is performed with pedal braking without anti skid • Emer Gen powered by the RAT FLY NAVIGATE COMMUNICATE Significant remaining systems in ELEC EMER CONFIG PFD1. RMP1. DME1. pitch trim and rudder trim are not available. depending on the power source i. Pitch trim. GPS1 if MMR installed) VHF1 Note: The AP is not available. EDP or RAT. (ILS1. (ILS1. The aircraft will be out of trim in roll due to right outboard aileron upfloat and it is necessary to pay close attention to bank angle and heading. 0918-0920. 0811. 0823-0824. 0903-0909. 0756. 0496-0497. 1103-1120. 0343. 0913-0916. 0801. 0568. 1031-1039. 0832. 0504. 0954. 0930-0932. 0871-0885. 0982-0986. 0707. 0809. 0398. 0895-0896. 0729-0730. 0510. navigate. 0463. 0860-0869. 0956-0959. 0834. 0717. 0855. 0725. 0714. 0795. 330-300 2 Applicable to: MSN 0229-0230. 0686. S18882. 0887-0893. 0602. 0988-0992.: AO-024-00004133. 0838. 1123-1190 The electrical distribution has been designed to fly. 0404. 0830. 1041-1078. 0754. 0973-0980. 0805. 0939-0952. 0276. 0265-0266. communicate and ensure passengers comfort. 0671. 0356-0357. 0675. 1080-1090. 0249. 0994-1004. 330-200. 0703-0704. 0658. 0688. 0261. 0961-0971. 0699. 0691. 0911. 0667. 0819. 0515. 0850. 0821. 1093-1101. 0369. 0401. 1006-1016. 0769-0770. 0286-0288. 0925-0928. 0309. 0641. 1018-1029. ENV A330/A340 FLEET FCTM AO-024 P 4/10 15 JUN 10 . 0334. 0281. 0898-0901.0006001 / 03 JUN 09 Criteria: 34-3204.ABNORMAL OPERATIONS ELECTRICAL FLIGHT CREW TRAINING MANUAL A330/A340 REMAINING SYSTEMS Ident. 0922-0923. 0427. 0507. 0301. 0291. 0340. 0934-0937. 330-200F. 0742. 0774. 0752. 0607. 0788. 0682. 0697. 0386. 0392-0393. 0308. 0017. 0348-0351. the AP. 0372. 0140. The aircraft will be out of trim in roll due to right outboard aileron upfloat and it is necessary to pay close attention to bank angle and heading. if engaged. 0375. 0250-0251. 0322-0324. 0226. 0271-0272. 0400. 0155. (ILS1. 0116. 0222-0224. 0240-0241. 0171-0172. some differences should be outlined: • Emer Gen powered by the EDP FLY NAVIGATE COMMUNICATE Significant remaining systems in ELEC EMER CONFIG PFD1. AP1. 0177. 0330. 0344-0346. 0238. pitch trim and rudder trim are not available. 0247-0248. EDP or RAT. FMGC1. will disengage. 0380. 0353. 0258-0259.e. 0262. 0382. 0045. Alternate law RMP1. 0320. 0275. 0188-0189. 0290. 0118-0122. 0183-0184. 0337-0339. 0358.GPS1 if MMR installed) VHF1 Note: The AP. Approach specificities: When LAND RECOVERY is set ON: ‐ ILS1 (if MMR not installed) and SFCC slat flap channel are recovered ‐ Direct law when landing gear extended ‐ Landing is performed with pedal braking and Anti skid • Emer Gen powered by the RAT FLY NAVIGATE COMMUNICATE Significant remaining systems in ELEC EMER CONFIG PFD1. DME1. 0095-0096. 0165. 0299-0300. 0311-0317. 0370. 0283-0285. 0064-0073. 0231-0232. 0030. the emergency generator disconnects (in order to dedicate the RAT for flight controls) and landing is performed on Batteries with the same loads. 0253-0256. 0181. 0062. VOR1. 0037. 0267. 0153. 0269. 0361-0362. DME 1. 0162.ABNORMAL OPERATIONS ELECTRICAL FLIGHT CREW TRAINING MANUAL A330/A340 However. 0059-0060. 0384. 0328. 0388-0389. 0098-0100. 0198. ‐ Direct law when landing gear extended ‐ Landing is performed with pedal braking without Anti skid REMAINING SYSTEMS Ident. 0364-0366. (ILS1. 0102. 0143-0144. VOR1. 0326.0001001 / 03 JUN 09 Criteria: 330-200. 0209. 0244. 0200. 0127. radar. 0082-0083. 0277. 0211. 0219. 0234. 0203. 0303. alternate law ND1. 330-300 3 Applicable to: MSN 0012. 0138. rudder trim. 0396-0397. Pitch trim. 0195. 0368. 0106-0113. 0132. 0342. 0050. 0086-0087. 0293-0296. AP1 can be reengaged. 0148. Approach specificities: When LAND RECOVERY is set ON: ‐ ILS1 (if MMR not installed) and SFCC slat channel are recovered ‐ At slat extension. 0205-0206. depending on the power source i.: AO-024-00004133. 0054-0055. RMP1. 0333. 0191. ENV A330/A340 FLEET FCTM AO-024 P 5/10 15 JUN 10 . GPS1 if MMR installed) VHF1 and HF1 Note: When the failure occurs. 0305-0306. 0077. 0279. 0603. 0813-0818. 0690. 0705. 0833. 0822. 0825-0828. 0695-0696. 0479-0481. 0711-0713. 0737-0739. 0516. 0647-0650. 0567. 0683-0684. 0529-0530. 0465-0466. 0629. 0573-0574. 0692-0693. 0425. 0616. 0669-0670. 0412. 0432. 0659-0666. 0581. 0418-0423. 0437. 0687. 0810. 0489-0491. 0428. 0676. 0749-0751. 0857-0859 A330/A340 The electrical distribution has been designed to fly. 0758-0760. 0802-0803. 0728. 0845. 0836. 0511-0513. 0796-0797. 0558. 0612-0614. 0600. 0640. 0521-0522. 0620-0621. 0441. 0625. 0708-0709. 0469. 0839-0843. 0539. 0716. 0851-0854. 0631-0638. 0570-0571. 0472-0473. 0532-0533. 0849. 0458. 0745-0747. 0789. 0591-0597. 0652-0657. navigate. 0627. 0718. 0820. 0642. 0780-0782. 0644-0645. 0741. 0443-0444. 0831. 0535-0536. 0405. 0700-0701. 0755. communicate and ensure passengers comfort. 0486-0487. 0743. 0726. 0476-0477. 0448. 0576. 0587-0588. 0618. 0791-0792. ENV A330/A340 FLEET FCTM AO-024 P 6/10 15 JUN 10 . 0500-0503. 0605. 0673-0674. 0454-0456. 0799. 0518-0519. 0461-0462. 0784-0786.ABNORMAL OPERATIONS ELECTRICAL FLIGHT CREW TRAINING MANUAL 0403. 0524-0527. 0724. 0505-0506. 0720-0722. 0439. 0484. 0776-0778. 0493-0494. 0623. 0732-0735. 0451-0452. 0564-0565. 0847. 0542. 0508-0509. 0548-0553. 0407-0409. 0498. 0578-0579. 0584. 0806-0807. 0555. 0678-0680. 0772-0773. 0609-0610. the AP. 0051-0053. 0243. 0325. 0013-0015. 0197. 0292. 0352. 0078-0081. the emergency generator disconnects (in order to dedicate the RAT for flight controls) and landing is performed on Batteries with the same loads. 0063. 0178. 0167-0168. 0347. 0152. 0268. 0170. 0220-0221. VOR1. 0363. 0018-0029. 340-500. 0307. depending on the power source i. 0104. 0204. 0031-0035. 0192-0194. 0367. 0297.e. 340-600 4 Applicable to: MSN 0002-0003. 340-300. 0233. 0101. FMGC1. ENV A330/A340 FLEET FCTM AO-024 P 7/10 15 JUN 10 . 0156-0160. 0327. 0225. radar. 0310. AP1. 0318-0319. 0270. GPS1 if MMR installed) VHF1 Note: The AP. 0227-0228. 0321. 0278. 0186. 0252. 0280. 0123-0126. 0084-0085. 0005-0011. 0302. 0239. The aircraft will be out of trim in roll due to right outboard aileron upfloat and it is necessary to pay close attention to bank angle and heading. 0359. DME1. 0260. 0216-0218. 0074-0076. 0088-0094.0004001 / 03 JUN 09 Criteria: 340-200. 0182. 0210. 0264. 0047-0049. Approach specificities: When LAND RECOVERY is set ON: ‐ ILS1 (if MMR not installed) and SFCC slat flap channel are recovered ‐ Direct law when landing gear extended ‐ Landing is performed with pedal braking and Anti skid • Emer Gen powered by the RAT FLY NAVIGATE COMMUNICATE Significant remaining systems in ELEC EMER CONFIG PFD1.ABNORMAL OPERATIONS ELECTRICAL FLIGHT CREW TRAINING MANUAL A330/A340 However. 0040-0044. will disengage. 0235. Alternate law RMP1. 0141-0142. (ILS1. VOR1. 0354-0355. Pitch trim. 0331-0332. ‐ Direct law when landing gear extended ‐ Landing is performed with pedal braking without Anti skid REMAINING SYSTEMS Ident. 0273-0274. 0038. pitch trim and rudder trim are not available. RMP1.: AO-024-00004133. some differences should be outlined: • Emer Gen powered by the EDP FLY NAVIGATE COMMUNICATE Significant remaining systems in ELEC EMER CONFIG PFD1. 0117. rudder trim. 0128-0131. 0114-0115. 0257. 0213-0214. (ILS1. if engaged. 0329. 0134-0137. Approach specificities: When LAND RECOVERY is set ON: ‐ ILS1 (if MMR not installed) and SFCC slat channel are recovered ‐ At slat extension. 0304. 0237. 0056-0058. 0245-0246. 0145-0147. alternate law ND1. 0207-0208. 0282. AP1 can be reengaged. 0174. 0335. 0164. EDP or RAT. 0180. GPS1 if MMR installed) VHF1 and HF1 Note: When the failure occurs. 0689. 0715. rudder trim. 0523. 0626. 0547. 0534. EDP or RAT. 0753. 0677. 0582-0583. 0414. 0681. 0569. 0429. 0617. Approach specificities: When LAND RECOVERY is set ON: ‐ ILS1 (if MMR not installed) and SFCC slat channel are recovered ‐ Direct law when landing gear extended ‐ Landing is performed with pedal braking without anti skid ENV A330/A340 FLEET FCTM AO-024 P 8/10 15 JUN 10 . 0672. 0431. 0575. 0622. 0844 A330/A340 The electrical distribution has been designed to fly. 0453. 0459-0460. 0394-0395. 0723.e. 0385. 0540. 0619. 0698. (ILS1. Alternate law RMP1. 0804. pitch trim and rudder trim are not available. 0387. 0606. 0779. 0373-0374. alternate law MCDU1 (B/U NAV). 0798. 0537. 0639. The rudder trim position indicator on centre pedestal is lost The aircraft will be out of trim in roll due to right outboard aileron upfloat and it is necessary to pay close attention to bank angle and heading. 0719. GPS1 if MMR installed) VHF1 Note: The AP. 0646. 0771. 0464. 0557. 0744. 0668. navigate. 0531. 0440. 0517. 0800. 0775. 0793-0794. Approach specificities: When LAND RECOVERY is set ON: ‐ ILS1 (if MMR not installed) and SFCC slat flap channel are recovered ‐ Direct law when landing gear extended ‐ Landing is performed with pedal braking without anti skid • Emer Gen powered by the RAT FLY NAVIGATE COMMUNICATE Significant remaining systems in ELEC EMER CONFIG PFD1.ABNORMAL OPERATIONS ELECTRICAL FLIGHT CREW TRAINING MANUAL 0371. 0706. 0762-0768. 0488. 0376-0379. depending on the power source i. RMP1. 0630. 0474-0475. 0604. 0812. 0416-0417. 0590. Pitch trim. 0449. 0482-0483. 0426. 0628. 0528. 0566. 0445-0447. 0543-0544. (ILS1. 0436. 0790. communicate and ensure passengers comfort. 0727. 0434. 0381. 0514. 0390-0391. 0601. 0580. GPS1 if MMR installed) VHF1 Note: The AP is not available. However. 0624. The aircraft will be out of trim in roll due to right outboard aileron upfloat and it is necessary to pay close attention to bank angle and heading. 0399. 0383. VOR1. 0835. 0710. 0736. 0787. 0438. 0615. some differences should be outlined: • Emer Gen powered by the EDP FLY NAVIGATE COMMUNICATE Significant remaining systems in ELEC EMER CONFIG PFD1. 0702. VOR1. 0651. 0442. 0410. 0643. ABNORMAL OPERATIONS ELECTRICAL FLIGHT CREW TRAINING MANUAL A330/A340 RESTORATION FROM EMER ELEC Ident.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL When ELEC EMER CONFIG occurs. This is the reason why the crew will also select LAND REC pb ON for approach following a restoration from an ELEC EMER CONFIG. This remains true if normal electrical configuration is restored.: AO-024-00004134. ENV A330/A340 FLEET FCTM AO-024 P 9/10 15 JUN 10 . the LAND RECOVERY AC and DC BUS bars are initially shed and will remain shed until the LAND REC pb is selected ON. ABNORMAL OPERATIONS ELECTRICAL FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM AO-024 P 10/10 15 JUN 10 . When either the cockpit crew or the cabin occupants detect smoke. 1052-1061. the cockpit crew must initiate the diversion without delay. 330-200F Applicable to: MSN 1004. If the ECAM triggers the SMOKE AVNCS VENT SMOKE or SMOKE MD SMOKE warning.0002001 / 09 JUN 10 Criteria: LR. it is essential.: AO-026-00004135. the flight crew must apply the ECAM first and refer afterwards to the SMOKE/FUMES/AVNCS/MD SMOKE procedure. ENV A330/A340 FLEET FCTM AO-026 P 1/14 15 JUN 10 . 330-200F Applicable to: MSN 1004. 1005-1031. 1032.: AO-026-00004135. 1051. SMOKE DETECTION AND PROCEDURE APPLICATION   3 Ident. or ‐ The cabin occupants (if any). 1062. 1071-1190 Fire and/or smoke in the fuselage present the crew with potentially difficult situations. without any ECAM warning. 1032. 1070 1 Fire and/or smoke present the cockpit crew and cabin occupants (if any) with potentially difficult situations. that the cockpit crew do all they can to isolate the source of combustion. Therefore. 1033-1049. 1070 3 Smoke is identified by : ‐ An ECAM warning. that action to control the source of combustion is not delayed. accessible and extinguishable.: AO-026-00004136. the cockpit crew must refer directly to the SMOKE/FUMES/AVNCS/MD SMOKE QRH procedure. The cockpit crew must anticipate a diversion as soon as smoke is detected. If the source is not immediately obvious. 1062. 1063-1069. accessible and extinguishable. 1051.0001001 / 27 MAR 08 Criteria: LR 2 Applicable to: MSN 0002-1003. Not only will they have to deal with the emergency itself but also the passengers are likely to panic should they become aware of the situation. If the source is not immediately obvious. PREFACE Ident. it should be initiated without delay. It is essential therefore. or ‐ The cockpit crew without any ECAM warning.ABNORMAL OPERATIONS FIRE PROTECTION FLIGHT CREW TRAINING MANUAL A330/A340 PREFACE   1 Ident. An immediate diversion should be considered as soon as the smoke is detected.0002001 / 09 JUN 10 Criteria: LR. SMOKE/FUMES/AVNCS/MD SMOKE procedure presentation in QRH SMOKE DETECTION AND PROCEDURE APPLICATION Ident. If the smoke is detected by the crew. 1063-1069. 1052-1061. the flight crew will refer directly to the QRH SMOKE/FUMES/AVNCS SMOKE paper procedure. or by the crew without any ECAM warning. ENV A330/A340 FLEET FCTM AO-026 P 2/14 15 JUN 10 . the cockpit crew must apply first the ECAM procedure.g.0001001 / 08 JAN 09 Criteria: LR 4 Applicable to: MSN 0002-1003. in the case of any doubt about the smoke origin.ABNORMAL OPERATIONS FIRE PROTECTION FLIGHT CREW TRAINING MANUAL A330/A340 For any other smoke ECAM warnings (e. LAVATORY SMOKE). the cockpit crew must apply the SMOKE/FUMES/AVNCS/MD SMOKE QRH procedure. 1071-1190 The smoke will be identified either by an ECAM warning.: AO-026-00004136. 1005-1031. Afterwards. 1033-1049. without any ECAM warning. If another ECAM SMOKE warning (e. LAVATORY SMOKE) is triggered. before entering the QRH.g. the flight crew will than refer to the QRH SMOKE/FUMES/AVNCS SMOKE paper procedure SMOKES / FUMES procedure architecture ENV A330/A340 FLEET FCTM AO-026 P 3/14 15 JUN 10 . the flight crew must apply the ECAM procedure. the flight crew can refer directly to the QRH SMOKE/FUMES/AVNCS SMOKE paper procedure. or apply first the ECAM actions. If any doubt exists about the smoke origin. ECAM actions are fully compatible with paper procedure.ABNORMAL OPERATIONS FIRE PROTECTION FLIGHT CREW TRAINING MANUAL A330/A340 If the "AVNCS VENT SMOKE "ECAM warning is activated. 1062. 1052-1061. 330-200F Applicable to: MSN 1004. 1063-1069. 330-200F Applicable to: MSN 1004. it is essential that the cabin occupants (if any) estimate and inform the cockpit crew concerning the density of smoke and the severity of the situation. • Try to identify smoke origin and apply associated procedure. 1071-1190 Good coordination between cockpit and cabin crew is a key element . 1062. If the cockpit crew cannot immediately isolate the smoke source. This philosophy includes the following main steps: • Diversion to be anticipated. • Immediate actions. the cockpit crew must complete the boxed items defined further. 1070 7 GENERAL The SMOKE/FUMES/AVNCS/MD SMOKE QRH procedure implements a global philosophy that is applicable in the case of smoke in the main deck cargo. the cockpit crew must apply all of the following: • Initiate a diversion. • Descent to FL 200/MEA. cockpit and cabin. 1032. COORDINATION WITH CABIN CREW Ident. 1032. In case of smoke in the cabin.: AO-026-00004139.: AO-026-00004138.ABNORMAL OPERATIONS FIRE PROTECTION FLIGHT CREW TRAINING MANUAL A330/A340 COORDINATION WITH CABIN OCCUPANTS (IF ANY)   5 Ident. avionics bay. ENV A330/A340 FLEET FCTM AO-026 P 4/14 15 JUN 10 . at any time during the procedure application. 1051. 1051. if smoke/fumes becomes the greatest threat. SMOKE/FUMES/AVNCS/MD SMOKE QRH PROCEDURE   7 Ident. 1005-1031. it is essential that the cabin crew estimate and inform the cockpit concerning the density of smoke and the severity of the situation.: AO-026-00004139.0004001 / 09 JUN 10 Criteria: S19417. 1070 5 In case of smoke in the cabin.0001001 / 27 MAR 08 Criteria: LR 6 Applicable to: MSN 0002-1003. LR. 1033-1049. Furthermore.0002001 / 09 JUN 10 Criteria: LR. the cockpit crew must initiate the diversion before applying the IDENTIFICATION AND ISOLATION OF THE SMOKE SOURCE part of the procedure. whatever the source. After the immediate actions.ABNORMAL OPERATIONS FIRE PROTECTION FLIGHT CREW TRAINING MANUAL A330/A340 SMOKE/FUMES/AVNCS/MD SMOKE procedure presentation in QRH CONSIDERATIONS ABOUT DIVERSION Time is critical. Therefore. if the cockpit crew cannot immediately identify and isolate the smoke source. the cockpit crew must immediately anticipate a diversion (as indicated by the LAND ASAP in the procedure). IMMEDIATE ACTIONS The immediate actions are common to all cases of smoke and fumes. ENV A330/A340 FLEET FCTM AO-026 P 5/14 15 JUN 10 . the cockpit crew should apply condition 4 if they cannot isolate the smoke source. • cockpit crew protection. avionics) may trigger. The following are some guidelines to help the cockpit crew to identify the origin of smoke: • If smoke initially comes from the ventilation outlets of the cockpit. In this case. • If the cockpit crew or the cabin occupants (if any) detect smoke while an equipment is declared faulty. the ECAM displays a specific electrical emergency configuration procedure that takes into account the smoke detection. the ECAM does not display the same procedure as the one displayed following the loss of main generators. IDENTIFICATION AND ISOLATION OF THE SMOKE SOURCE The cockpit crew must try to identify the smoke source by isolating systems. If the cockpit crew sets the electrical emergency configuration following the SMOKE AVNCS VENT SMOKE ECAM warning. Lower Deck cargo. the cockpit crew must apply the following procedure: 1. Electrical fire is the most critical case. smoke may emanate from the faulty item through the bleed system and be perceptible in the cockpit or the cabin. In that case. ENV A330/A340 FLEET FCTM AO-026 P 6/14 15 JUN 10 .ABNORMAL OPERATIONS FIRE PROTECTION FLIGHT CREW TRAINING MANUAL A330/A340 The main goal of the immediate actions includes all of the following: • Avoid any further contamination of the cockpit/cabin. or if the cabin occupants (if any) detect smoke. then the other. therefore. lavatory. If not successful. the cockpit crew may suspect an AIR COND SMOKE. several SMOKE warnings (Main Deck cargo. the cockpit crew may suspect that smoke is coming from this equipment. IF CABIN EQUIPMENT SMOKE SUSPECTED… 4. The cockpit crew must apply the displayed ECAM procedures. • Following an identified ENG or APU failure.. the air conditioning system will re-circulate smoke throughout the aircraft. IF SMOKE SOURCE CANNOT BE DETERMINED AND STILL CONTINUES OR AVNCS/ELECTRICAL SMOKE SUSPECTED.. • Communication with cabin occupants (if any). until it completely disappears. IF MD SMOKE ECAM TRIGGERS… 2. the cockpit crew should set the electrical emergency configuration to minimize the electrical loads and therefore isolate the smoke source. or if the application of the previous conditions is not successful. Due to the AIR COND SMOKE recirculation. IF AIR COND SMOKE SUSPECTED… 3. The procedure defined for condition 4 requires the cockpit crew to shed one electrical side. Depending on the suspected source. the cockpit crew may suspect that smoke source is located in the Main Deck Cargo Compartment. • If only the SMOKE AVNCS VENT SMOKE ECAM warning triggers. • If only the SMOKE MD SMOKE ECAM warning triggers. very shortly after. the cockpit crew may suspect that smoke source is located in the avionics bay. 0584-0585. 0167-0169. 0597-0600. 0237-0238. 0755. When necessary.: AO-026-00004138. 0521-0522. 0324-0325. 0548. 0241-0246. 0350-0352. 0538-0539. 0692-0693. 0678-0680. 0450. 0346-0347. 0629. 0708-0709. 0393. 0654-0661. 0222-0228. 0441. 0098-0102. 0334-0335. 0668-0670. 0191-0192. the cockpit crew can consider applying the DITCHING procedure. 0012-0013. 0171-0184. 0505-0508. 0089-0093. 0737-0739. 0096. 0461. 0373. 0354-0355. 0395. When the aircraft reaches FL 200. 0472-0473. 0127. 0331. 0498. 0721. 0484. 0550. 0579. the cockpit crew must return to the SMOKE/FUMES/AVNCS/MD SMOKE procedure to apply the appropriate steps. 0368-0369. or the FORCED LANDING procedure. 0567. 31-5038. 0402-0403. 0642. ENV A330/A340 FLEET FCTM AO-026 P 7/14 15 JUN 10 . LR 8 Applicable to: MSN 0002. 0307-0308. 0532. 0389-0390. 0561-0562. or the OVERWEIGHT LANDING procedure. and • to restore generators before landing to recover normal braking and normal flight control law. 0645. 0716-0717. 0500-0502. 0432-0434. 0465. • ELEC EMER CONFIG procedure. 0340. 31-4125. 0194-0196. The boxed items refer to procedures or actions that include all of the following: • SMOKE/FUMES REMOVAL procedure. 0612. 0729-0730. 0638. 0541. the cockpit crew must then complete the remaining steps of the SMOKE/FUMES REMOVAL procedure and resume the SMOKE/FUMES/AVNCS/MD SMOKE procedure. 0216. 0476-0477. 0273. 0479-0481. 0469-0470. SMOKE/FUMES/AVNCS SMOKE PAPER PROCEDURE Ident. 0027-0031. BOXED ITEMS The cockpit crew can apply the boxed items at any time of the SMOKE/FUMES/AVNCS/MD SMOKE procedure but not before the immediate actions. 0104-0106. 0640.0002001 / 20 MAY 09 Criteria: 31-3125. 0741.ABNORMAL OPERATIONS FIRE PROTECTION FLIGHT CREW TRAINING MANUAL A330/A340 The main purpose of this specific ELEC EMER CONFIG ECAM warning is: • to remain in electrical emergency configuration to minimize the electrical loads. 0616. In this case. 0385-0386. 0203. 0573. 0263-0271. 0165. 0770. 0587. 0535. 0516. 0758. 0041. 0231-0234. 0458. 0760. 0415. 0700-0701. 0296-0297. 0256-0258. 0281. 0300-0302. 0319-0321. 0438-0439. • IMMEDIATE LANDING: Depending on the situation. 0559. 0605. 0581. 0526-0530. After the cockpit crew has applied the first steps of the SMOKE/FUMES REMOVAL procedure and has started the descent. 0493. 0150-0162. 0260-0261. 0418. depending on the suspected smoke source. 0711. 0486-0487. 0456. 0399. 0593. 0007. 0144. 0205-0210. 0327. 0411. 0420-0425. 0734. 0020. 0590. 0378-0379. 0198-0201. 0695-0696. 0544-0546. 0109-0116. 0652. 0513. 0186-0189. 0648-0649. 0213-0214. 0312. 0555-0556. 0634-0636. 0565. 0140-0142. S19417. 0570-0571. 0576. 0278. 0443-0444. 0022-0025. 0427-0429. 0610. 0682-0684. 0772. 0454. 0285-0287. 0218-0220. 0489-0490. 0676. 0069-0086. 0664-0666. 0726. 0304-0305. 0310. 0343. etc. 0056-0066. 0338. 0129-0132. the cockpit crew must refer to the end of the SMOKE/FUMES/AVNCS/MD SMOKE procedure to set the ELEC EMER CONFIG . 0686-0688. 0467. 0317. 0446-0448. or to perform a tailwind landing. 0510-0511. 0724. 0290. 0703. 0359-0361. 0135-0138. 0252-0254. 0519. 0118-0122. 0276. 0405-0407. 0015-0017. 0673. 0250. 0035-0037. 0044-0054. the cockpit crew should apply the SMOKE/FUMES REMOVAL procedure before setting the electrical emergency configuration because the manual control of cabin pressure is not available in electrical emergency configuration. 0146-0148. 0849-0850. 0997-1003. 0889. 1005-1016. 0852-0855. 1052-1061. This philosophy includes the following main steps: • Diversion to be anticipated • Immediate actions ▸ If smoke source not immediately isolated: • Diversion initiation • Smoke origin identification and fighting Furthermore. at any time during the procedure application. 0822. 0913-0916. 0918-0919. 0926-0927. 0937-0940. if smoke/fumes becomes the greatest threat. 0788-0789. 0954. 0943-0946. 0797. 1063-1069. 0883-0884. 0792-0793. 0933-0935. 0837. 0828-0829. 1081-1120. 0958-0959. 0948-0950. 1034-1035.ABNORMAL OPERATIONS FIRE PROTECTION FLIGHT CREW TRAINING MANUAL 0776-0777. 0961-0979. 0898-0900. 0826. 0800-0803. 1018-1031. 0952. 0809. 0840-0842. 0785-0786. 0868-0870. 0891-0893. 0887. 0813-0815. 0873-0881. 0781. 0818-0820. 0911. 0832-0835. The main steps of this global philosophy may be visualized in the SMOKE/FUMES/AVNCS SMOKE QRH procedure. 0844-0845. 0929-0930. 1184. 0903-0906. 1188-1190 A330/A340 GENERAL The SMOKE/FUMES/AVNCS SMOKE paper procedure implements a global philosophy that is applicable to both cabin and cockpit smoke cases. SMOKE/FUMES/AVNCS SMOKE procedure presentation in QRH ENV A330/A340 FLEET FCTM AO-026 P 8/14 15 JUN 10 . 0863. 0994-0995. 0981-0992. 0908-0909. 1037-1045. 0811. 1047-1049. 0847. 0795. 1071-1078. 0824. the boxed items will be completed. 0895-0896. 0921-0922. 1123-1181. the diversion must be initiated before entering the SMOKE ORIGIN IDENTIFICATION AND FIGHTING part of the procedure.. while an equipment is declared faulty. Some guidelines may help the crew to identify the origin of smoke: • If smoke initially comes out of the cockpit's ventilation outlets. ENV A330/A340 FLEET FCTM AO-026 P 9/14 15 JUN 10 . In that case. or if the application of paragraph 1 and/or 2 has been unsuccessful. the crew may suspect an AIR COND SMOKE. • If smoke is detected. he will also enter paragraph 3 if he doesn't know the source of the smoke. The displayed ECAM procedures must therefore be applied.. Then. the crew may suspect an AVIONICS SMOKE. Since electrical fire is the most critical case. whatever the source. setting the electrical emergency configuration is the last means to isolate the smoke source. it will be re-circulated throughout the aircraft. then the other. Their objectives are: • avoiding any further contamination of the cockpit/cabin. IMMEDIATE ACTIONS These actions are common to all cases of smoke and fumes. SMOKE ORIGIN IDENTIFICATION AND FIGHTING The crew tries to identify the smoke source by isolating systems. • Following an identified ENG or APU failure. • If only the AVIONICS SMOKE warning is triggered. very shortly thereafter. the crew will enter one of the 3 paragraphs: 1. IF CAB EQUIPMENT SMOKE SUSPECTED… 3. lavatory. several SMOKE warnings (cargo. • communication with cabin crew • flight crew protection.ABNORMAL OPERATIONS FIRE PROTECTION FLIGHT CREW TRAINING MANUAL A330/A340 CONSIDERATIONS ABOUT DIVERSION Time is critical. This is why a diversion must be immediately anticipated (as indicated by LAND ASAP). In addition. avionics) will be triggered. According to the source he suspects. or if smoke is detected in the cabin. If unsuccessful. the crew may suspect that smoke is coming from this equipment. until it completely disappears from the air conditioning system. This part of procedure consists of shedding one side. smoke may emanate from the faulty item through the bleed system and be perceptible in the cockpit or the cabin. IF AVNCS/ELECTRICAL SMOKE SUSPECTED OR SMOKE SOURCE CANNOT BE DETERMINED. IF AIR COND SMOKE SUSPECTED… 2. after the immediate actions. if the smoke source cannot immediately identified and isolated. 0449. 0894. 0568-0569. 0117. 1122. 0149. 0614-0615. 0960. 0193. 0551-0554. 0303. 0574-0575. 0419. 0288.0001001 / 20 MAY 09 Criteria: LR 9 Applicable to: MSN 0003-0006. 0531.ABNORMAL OPERATIONS FIRE PROTECTION FLIGHT CREW TRAINING MANUAL A330/A340 If the flight crew sets the electrical emergency configuration following a smoke detection in the avionic compartment ("AVIONICS SMOKE" ECAM caution triggered). 0094-0095. 0931-0932. 0103. 0771. 0311. 0953. 0211-0212. 0008-0011. 0459-0460. 0742-0754. 0272. 0462-0464. 0848. 0014. 0387-0388. 0482-0483. 0606-0609. 0353. 0637. 0202. 0404. 0337. 0523-0525. but to remain in electrical emergency configuration. 0582-0583. 0588. 0215. 0299. 0326. 0474-0475. 0920. 0740. 0871. 0759. 0247-0249.: AO-026-00004138. 0204. 0435-0437. 0309. 0557-0558. 0851. 0936. 0865-0867. 0901-0902. 0170. 0830-0831. 0221. 0697-0699. 0704-0707. 0279-0280. 0572. 0907. 0442. 0947. 0356-0358. 0817. 0400-0401. 0512. the smoke removal procedure will be completed. 0653. BOXED ITEMS These items (applying SMOKE REMOVAL procedure. 0823. 0782-0784. 1017. the purpose of the ELEC EMER CONFIG ECAM procedure is not to try to restore the generators. 0018-0019. 0827. 0282-0284. 1046. 0836. 0951. to apply the appropriate steps. 0540. 0163-0164. 0756-0757. 0857-0862. Once the first step of the smoke removal procedure have been applied. 0710. 0923-0925. the SMOKE REMOVAL procedure must be applied before the electrical emergency configuration is set. 0374-0377. 0455. 0560. 0650-0651. 0536-0537. Reaching FL 100. 0426. 0773-0775. 0362-0367. 0941-0942. 0471. 0478. 0394. 0641. 0499. 0671-0672. 0897. 0239-0240. 0488. 0577-0578. 0451-0453. 0328-0330. 0996. 0662-0663. 0229-0230. 0468. Indeed. 0890. 0810. 0494-0497. 1079-1080. 0549. 0630-0633. 0790-0791. 0332-0333. 0563-0564. 0547. 1186 GENERAL The SMOKE/FUMES/AVNCS SMOKE paper procedure implements a global philosophy that is applicable to both cabin and cockpit smoke cases. 0761-0769. 0517-0518. 0732-0733. 0038-0040. 0277. setting electrical emergency configuration. 0313-0316. 0251. 0685. 0097. 0123-0126. 0107. 0689-0691. 0980. 0380-0384. 0370-0372. in electrical emergency configuration SMOKE REMOVAL procedure cannot be applied. in the procedure (but not before the immediate actions). 0067. 0718-0720. depending on the suspected smoke source while descending to FL 100. 0542-0543. 0391-0392. 0520. 0491-0492. 0466. 0735-0736. or considering immediate landing) may be applied at any time. 0888. 0274-0275. 0032-0034. 0185. 0143. 0430-0431. 0457. 0533-0534. 0586. 0702. 0133-0134. 0291-0295. 0804-0807. 0917. since manual control of cabin pressure cannot be selected. 0928. 0674-0675. 0344-0345. 0681. 0235-0236. 0843. 0646-0647. In fact in this case. 0145. 0416-0417. 0580. the flight crew will come back to the SMOKE/FUMES/AVNCS SMOKE procedure. the ECAM does not display the same procedure as the one displayed following the loss of main generators. 0396-0398. 0166. 0882. 0595. 0725. 1036. 1183. 0566. 0217. 0087-0088. 0259. 0838-0839. 0440. 0255. 0712-0715. 0798-0799. 0846. 0694. 0043. 0910. 0639. 0643-0644. 0503-0504. 0912. 0197. 0306. 0722-0723. 0342. 0825. 0885-0886. When necessary. 0591. 0139. 0348-0349. 0322-0323. 0812. 0190. 0128. 0787. 0667. 0601-0604. 0611. 0514-0515. 0339. 0026. SMOKE/FUMES/AVNCS SMOKE PAPER PROCEDURE Ident. 0993. 0955-0957. the ECAM displays a specific procedure that takes into account the smoke detection: As the flight crew has voluntarily set the electrical emergency configuration. 0509. 0796. and restore generators before landing to perform the landing in normal electrical configuration. 0794. 0408-0410. ENV A330/A340 FLEET FCTM AO-026 P 10/14 15 JUN 10 . 0021. 0262. 0778-0780. 0727-0728. 0485. 1033. 0412-0414. 0617-0628. 0445. 0677. 0821. 0318. 0055. ENV A330/A340 FLEET FCTM AO-026 P 11/14 15 JUN 10 . Then. if the smoke source cannot immediately identified and isolated.ABNORMAL OPERATIONS FIRE PROTECTION FLIGHT CREW TRAINING MANUAL A330/A340 This philosophy includes the following main steps: • Diversion to be anticipated • Immediate actions ▸ If smoke source not immediately isolated: • Diversion initiation • Smoke origin identification and fighting Furthermore. the boxed items will be completed. SMOKE/FUMES/AVNCS SMOKE procedure presentation in QRH CONSIDERATIONS ABOUT DIVERSION Time is critical. This is why a diversion must be immediately anticipated (as indicated by LAND ASAP). if smoke/fumes becomes the greatest threat. at any time during the procedure application. after the immediate actions. the diversion must be initiated before entering the SMOKE ORIGIN IDENTIFICATION AND FIGHTING part of the procedure. The main steps of this global philosophy may be visualized in the SMOKE/FUMES/AVNCS SMOKE QRH procedure. while an equipment is declared faulty. it will be re-circulated throughout the aircraft. smoke may emanate from the faulty item through the bleed system and be perceptible in the cockpit or the cabin. the crew may suspect that smoke is coming from this equipment. The displayed ECAM procedures must therefore be applied. the crew will enter one of the 3 paragraphs: 1. If unsuccessful. he will also enter paragraph 3 if he doesn't know the source of the smoke. as the flight crew has voluntarily set the electrical emergency configuration to attempt to isolate the smoke source. According to the source he suspects. very shortly thereafter.. several SMOKE warnings (cargo. In that case. Their objectives are: • avoiding any further contamination of the cockpit/cabin. until it completely disappears from the air conditioning system.ABNORMAL OPERATIONS FIRE PROTECTION FLIGHT CREW TRAINING MANUAL A330/A340 IMMEDIATE ACTIONS These actions are common to all cases of smoke and fumes. setting the electrical emergency configuration is the last means to isolate the smoke source. or if smoke is detected in the cabin. then the other.. However. the SMOKE/FUMES/AVNCS SMOKE paper procedure indicates that the flight crew must not reset the generators. IF AIR COND SMOKE SUSPECTED… 2. ENV A330/A340 FLEET FCTM AO-026 P 12/14 15 JUN 10 . Therefore. • Following an identified ENG or APU failure. In addition. IF AVNCS/ELECTRICAL SMOKE SUSPECTED OR SMOKE SOURCE CANNOT BE DETERMINED. This part of procedure consists of shedding one side. Since electrical fire is the most critical case. IF CAB EQUIPMENT SMOKE SUSPECTED… 3. lavatory. whatever the source. SMOKE ORIGIN IDENTIFICATION AND FIGHTING The crew tries to identify the smoke source by isolating systems. the ECAM displays the same ELEC EMER CONFIG procedure as the one displayed following the loss of main generators. avionics) will be triggered. • If only the AVIONICS SMOKE warning is triggered. the crew may suspect an AIR COND SMOKE. the crew may suspect an AVIONICS SMOKE. or if the application of paragraph 1 and/or 2 has been unsuccessful. • If smoke is detected. Some guidelines may help the crew to identify the origin of smoke: • If smoke initially comes out of the cockpit's ventilation outlets. When the flight crew sets the electrical emergency configuration following a smoke situation (whatever the case "AVNCS VENT SMOKE" ECAM warning triggered or not). • communication with cabin crew • flight crew protection. he must not try to restore the generators as requested by the ECAM. : AO-026-00004137. the cockpit crew must apply the steps associated to the "IF MD SMOKE ECAM TRIGGERS" part of the procedure. 1032.0002001 / 09 JUN 10 Criteria: LR.ABNORMAL OPERATIONS FIRE PROTECTION FLIGHT CREW TRAINING MANUAL A330/A340 BOXED ITEMS These items (applying SMOKE REMOVAL procedure. 1051. depending on the suspected smoke source while descending to FL 100. Indeed. the SMOKE REMOVAL procedure must be applied before the electrical emergency configuration is set. the smoke removal procedure will be completed. 1062. ‐ To descent to FL 200. CARGO SMOKE   10 Ident. When necessary. Once the first step of the smoke removal procedure have been applied. the cockpit crew must apply a specific procedure to isolate the fire/smoke source when the ECAM triggers the SMOKE MD SMOKE ECAM warning. in electrical emergency configuration SMOKE REMOVAL procedure cannot be applied. setting electrical emergency configuration. using the table given in the procedure. or considering immediate landing) may be applied at any time. When the SMOKE MD SMOKE ECAM warning triggers. The main steps require for the cockpit crew all of the following: ‐ To confirm that the isolation valves of the MDCC are closed. to apply the appropriate steps. ‐ To set the cabin altitude at 20 000 ft to reduce immediately the amount of oxygen and limit the development of the fire/smoke source. the cockpit crew must manage the quantity of oxygen according to the remaining flight time. 1070 10 SMOKE IN THE MAIN DECK CARGO COMPARTMENT (MDCC) The MDCC does not have a fire extinguishing system. After the cockpit crew apply the immediate actions of the procedure. the cockpit crew must perform all of the following: • Apply the ECAM procedure. Therefore. the flight crew will come back to the SMOKE/FUMES/AVNCS SMOKE procedure. 330-200F Applicable to: MSN 1004. ENV A330/A340 FLEET FCTM AO-026 P 13/14 15 JUN 10 . ‐ To depressurize the aircraft. Reaching FL 100. As long as the aircraft is at FL 200. since manual control of cabin pressure cannot be selected. in the procedure (but not before the immediate actions). • Apply the SMOKE/FUMES/AVNCS/MD SMOKE procedure. Thus. 1071-1190 Expect the SMOKE warning to remain after agent discharge. Once isolation valves are closed. 1005-1031. even if the smoke source is extinguished. Request that the ground crew investigate and eliminate the smoke source. the cargo temperature is unreliable.0001001 / 27 MAR 08 Criteria: LR 11 Applicable to: MSN 0002-1003. Gases from the smoke source are not evacuated. On ground. 1063-1069. as well. the cargo temperature is unreliable. If the SMOKE warning is displayed on ground. reactivate SDCU 1 and 2. Order the ground crew not to open the door of the affected cargo compartment. do not initiate AGENT DISCHARGE. as well. the warning may be triggered due to high level of humidity. CARGO SMOKE Ident. Order the ground crew not to open the door of the affected cargo compartment. and smoke detectors are sensitive to the extinguishing agent. do not initiate AGENT DISCHARGE. with the cargo compartment door open. Gases from the smoke source are not evacuated. the cargo is not ventilated.ABNORMAL OPERATIONS FIRE PROTECTION FLIGHT CREW TRAINING MANUAL A330/A340 SMOKE IN THE LOWER DECK CARGO COMPARTMENT Expect the SMOKE warning to remain after agent discharge. On ground. unless passengers have disembarked and fire services are present. even if the smoke source is extinguished. the cargo is not ventilated. Provided the smoke is not visually confirmed : • Deactivate the smoke detection system by pulling the SDCU 1 and 2 reset buttons. 1033-1049. • Upon cargo doors closure. If the SMOKE warning is displayed on ground. unless cabin occupants have disembarked and fire services are present. Request that the ground crew investigate and eliminate the smoke source. with the cargo compartment door open. ENV A330/A340 FLEET FCTM AO-026 P 14/14 15 JUN 10 . • Reset the cargo ventilation system using the VENT CONT 1 and 2 reset buttons. and smoke detectors are sensitive to the extinguishing agent. Once isolation valves are closed. Thus. the warning may be triggered due to high level of humidity. 1052-1061.: AO-026-00004137. S speed when selecting flap lever to 1. With A/THR operative. these predictions are not valid.ABNORMAL OPERATIONS FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 ABNORMAL FLAPS/SLATS CONFIGURATION Ident. FAILURE DURING THE APPROACH The detection of a slat or flap failure occurs with the selection of flap lever during the approach. At this stage. the crew will: • Pull the speed knob for selected speed to avoid further deceleration • Delay the approach to complete the ECAM procedure • Refer to LANDING WITH FLAPS OR SLATS JAMMED paper check list. the managed speed target will become the next manoeuvring characteristic speed e. the crew will PULL the speed knob for selected speed to stop the acceleration and avoid exceeding VFE. Note: The FMS prediction do not take into account the slat or flap failures.: AO-027-00004140. The landing distance available at the departure airport and the aircraft gross weight will determine the crew’s next course of action. Since fuel consumption is increased. FAILURE AT TAKEOFF Should a flap/slat retraction problem occur at takeoff. • Update the approach briefing ENV A330/A340 FLEET FCTM AO-027 P 1/6 09 JUL 08 . The overspeed warning is computed according to the actual slats/flaps position.0001001 / 22 MAY 08 Criteria: LR Applicable to: ALL CAUSES Abnormal operation of the flaps and/or slats may be due to one of the following problems: • Double SFCC failure • Double hydraulic failure (B+G or Y+G) • Flaps/Slats jammed (operation of the WTB) CONSEQUENCES Abnormal operation of the flaps and slats has significant consequences since: • The control laws may change • The selected speed must be used • A stabilized approach should be preferred • The approach attitudes change • Approach speeds and landing distances increase • The go-around procedure may have to be modified. if a slat or flap failure occurs.g. VFE NEXT -5 kt" is designed to allow the crew to configure the aircraft for landing whilst controlling the speed in a safe manner. emphasis should be made of: • Tail strike awareness • The go-around configuration • Any deviation from standard call out • The speeds to be flown. when diverting with flaps/slats extended. Refer to AO-010 LANDING DISTANCE PROC. • Autopilot is allowed down to 500 ft AGL. the line. The landing distance factors and approach speed increments are available in the QRH. so a false VFE will be given. its behaviour can be less than optimum and must be monitored. ENV A330/A340 FLEET FCTM AO-027 P 2/6 09 JUL 08 . • At 500 ft. • The flap handle should be placed into CONF 1 position as required by the QRH to enable the SRS mode in the event of a go-around. The speed reduction and configuration changes should preferably be carried out wings level. During the approach briefing.. Assuming VLS is displayed on the PFD.. • Disregard the CONF 2 requirement on the ECAM the status page. VAPP should be close to VLS + wind correction.. cruise altitude is limited 20 000 ft.ABNORMAL OPERATIONS FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 In the QRH. following a missed approach • At the acceleration altitude... • Due to the high touchdown speed. The AP may be used down to 500 ft AGL.. This procedure may involve reducing speed below the manoeuvring speed for the current configuration which is acceptable provided the speed is kept above VLS. • During the approach the aircraft pitch attitude will be high. VFE displayed on the PFD depends on the flap lever position. NO FLAPS NO SLATS LANDING Some items in the QRH "NO FLAPS NO SLATS LANDING" checklist need to be highlighted: • More distance is required for manoeuvring.. Refer to NO-160 BRAKING. Consequently. reduce speed to obtain VLS -5 kt (or VREF +45 kt. a prolonged float should be avoided • Braking considerations apply. if VLS not available) at touchdown for performance considerations.. "SPEED SEL. selected speed must be used to control the acceleration to the required speed for the configuration. As the AP is not tuned for the abnormal configurations. only a small pitch adjustment is required in the flare to reduce the rate of descent prior to a positive touchdown. Additionally. Consider the fuel available and the increased consumption associated with a diversion when flying with flaps and/or slats jammed. since this speed is computed on the actual slat/flap position.. increasing the risk of a tail strike on touchdown. Normal situation (before any failure) ENV A330/A340 FLEET FCTM AO-027 P 3/6 09 JUL 08 . provides a high level of redundancy.: AO-027-00004141. detailed in QRH /OPS DATA. a combination of three failures affecting flight control computers and/or servocontrol and/or hydraulic might lead to the loss of several ailerons and one or both elevators simultaneously. ELEVATOR REDUNDANCY LOST Ident. However. the F/CTL ELEV REDUND LOST procedure (triggered in case of dual failures case) has been developed to anticipate this three failure cases and is designed to smooth the aircraft handling transient.0001001 / 22 MAY 08 Criteria: LR Applicable to: ALL INTRODUCTION Each ailerons and each elevators are hydraulically powered either by the Green or the Blue or the Yellow circuit and are controlled either by the PRIM or the SEC.ABNORMAL OPERATIONS FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 The NO FLAPS NO SLATS LANDING is classified as an extremely improbable failure. we will study the following example: Loss of the green hydraulic system and PRIM 2. Although the aircraft can be flown in such a configuration. TECHNICAL BACKGROUND FLIGHT CONTROL ARCHITECTURE AND FAILURES For a clear understanding. This architecture. which triggers the F/CTL ELEV REDUND LOST procedure. followed by a SEC2 failure. It is the reason why the corresponding procedure is not related on ECAM but only on the paper C/L. both elevators and all ailerons are available. this allows the ailerons and elevators to be recovered. PRIM 2 loss (Second failure) The F/CTL ELEV REDUND LOST procedure is triggered at this stage (when two failures occur).ABNORMAL OPERATIONS FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 Green hydraulic loss (first failure) Green hydraulic power is lost. The crew should note that. at this stage. ENV A330/A340 FLEET FCTM AO-027 P 4/6 09 JUL 08 . Flight controls computers will switch. FAILED AILERON BEHAVIOUR When an aileron is failed (due to failure of its hydraulic supply and/or electrical control and/or servojack). Indeed. the AP might be not available. The failed ailerons go to their zero hinge moment (14 ° up). If the third and dimensioning failure occurs. the remaining elevator compensates the pitch up effect. Only a slight upward movement occur but is controllable through the THS. no aileron-preset anticipation is required. If the third and dimensioning failure occurs. This aileron preset is displayed on ECAM FCTL page. the AP behaviour is less than optimum and automatically disconnects. the transient is smooth. when available. This can be visualized on ECAM FCTL page. three ailerons and both elevators are lost. As the ailerons were previously preset upwards (12 ° up). in case of ailerons preset. ENV A330/A340 FLEET FCTM AO-027 P 5/6 09 JUL 08 .ABNORMAL OPERATIONS FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 SEC 2 loss (third failure) At this stage. • For the cases where three consecutive failures affecting flight controls lead to the simultaneous loss of both elevators and some ailerons. MAN PITCH TRIM ONLY is displayed on the top of PFD. it goes to its zero hinge moment corresponding to around 14 ° up. • For the cases where three consecutive failures affecting flight controls may lead to the simultaneous loss of one elevator and some ailerons. This produces a loss of lift which creates a pitch up moment. compensate this effect. both elevators are lost and only left outboard aileron is available. The elevators. a 12 ° upwards aileron preset is anticipated (before the third failure) and the resulting pitch up effect can be compensated by the elevators (which are available at this stage) and then trimmed by the THS. PROCEDURE GUIDELINES Depending on the combination of failures. This 12 ° upwards aileron preset is a compromise between fuel consumption increase (around 16 %) and the pitch up effect at the time of the third failure. The ELEV REDUND LOST procedure requires both speed and FL limitations: • The speed limitation is introduced to cope with aircraft structure effort. should a third dimensioning failure occur. • The FL and speed limitations no longer apply ENV A330/A340 FLEET FCTM AO-027 P 6/6 09 JUL 08 . passengers' convenience... In case of aileron preset. refer to the use of tables for multiple failure memo. computed by the FCMC and displayed on ECAM. CG. the aileron preset is cancelled to facilitate the landing manoeuvre and permit the use of AP if available. remains reliable (Refer to SI-040 general) If a third dimensioning failure occurs leading to the loss of both elevators: • The aircraft longitudinal control is ensured through MAN PITCH TRIM ONLY • The A/THR may be disconnected to limit engine acceleration/deceleration thus facilitating the aircraft longitudinal control. the THS position counteracts the pitch up effect inducing an erroneous CG computation. As F/CTL ELEV REDUND LOST is a result of a multiple failures. should a third dimensioning failure occur.. • The FL limitation is introduced to maintain stabilizer authority. The decision to divert remains at captain's discretion and is mainly linked to the moment where the failure occurs and to operational considerations such as maintenance. The aft CG warning is generated by the Flight Envelope (FE) computer as a function of the THS position.LDG DIST corrections for failures in QRH must be referred. This is why any aft CG warning should be disregarded.APPR SPD . LDG CONF.ABNORMAL OPERATIONS FLIGHT CONTROLS FLIGHT CREW TRAINING MANUAL A330/A340 Below 2 000 ft or when in CONF 2 however. including if possible. Fuel checks should be carried out when sequencing a waypoint and at least every 30 min . ENV A330/A340 FLEET FCTM AO-028 P 1/2 09 JUL 08 . a fuel leak should be considered as a possible cause. a visual inspection. the crew should action the “FUEL LEAK” abnormal checklist available in QRH: • If the leak is positively identified as coming from the engine. the affected engine is shut down to isolate the fuel leak and fuel cross-feed valve(s) may be used as required. Any discrepancy should alert the crew and investigation should be carried out without delay. ECAM fuel message or imbalance is noted. it is imperative that the cross-feed valve(s) is (are) not opened.ABNORMAL OPERATIONS FUEL FLIGHT CREW TRAINING MANUAL A330/A340 FUEL LEAK Ident.0001001 / 22 MAY 08 Criteria: LR Applicable to: ALL Significant fuel leaks although rare. Initial indications should be carefully cross-checked by reference to other means. are sometimes difficult to detect. If a leak is suspected. • Maintaining the fuel log and comparing fuel on board to expected flight plan fuel would alert the crew to any discrepancy. Fuel check will be carried out by: • Checking that the remaining fuel added to the burnt fuel corresponds to the fuel on board at the gate. • If the leak is not from the engines or cannot be located. Any time an unexpected fuel quantity indication.: AO-028-00004142. ABNORMAL OPERATIONS FUEL FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM AO-028 P 2/2 09 JUL 08 . It can cover high transient demand from flight controls. It should be noted that. At low speed. ELECTRICAL PUMPS These electrical pumps are not designed to replace the Engine Driven Pump to supply flight controls. in all engines flame out case. ENV A330/A340 FLEET FCTM AO-029 P 1/6 15 JUN 10 . The RAT is designed to supply flight controls and the Emergency Generator e. Furthermore. the RAT stalls.0001001 / 22 MAY 08 Criteria: LR Applicable to: ALL PREFACE The hydraulic generation may come from: • The engine driven pumps • The RAT • The electrical pumps • The hand pump RAT and electrical pumps have some particularities that need to be highlighted. The RAT flow varies between 15 % and 45 % of an engine driven pump flow capability according to the aircraft speed. RAT The RAT may be extended manually by pressing the RAT MAN ON pushbutton or may deploy automatically. they could degrade the aircraft handling (Flight Control jerk).g. if they were used in case of dual hydraulic failure. Some anticipation is required from the crew to carry out a safe landing. even in case of the green hydraulic circuit LO LVL.ABNORMAL OPERATIONS HYDRAULIC FLIGHT CREW TRAINING MANUAL A330/A340 HYDRAULIC GENERATION PARTICULARITIES Ident.: AO-029-00004143. as they are power limited (the hydraulic electric pump flow represents 18 % of an engine driven pump flow) and they cannot cover high transient demand from flight controls. the RAT could pressurize the green hydraulic circuit. The purpose of these logics is to cover the case of an engine burst affecting several hydraulic lines. RAT must not be used in case of green hydraulic overheat. The RAT deploys automatically in the event of: • An all engines flame out • In some cases of dual hydraulic LO LVL (Refer to FCOM/DSC-29-10-20 RAM AIR TURBINE (RAT)) The dual hydraulic LO LVL signal is used for the RAT automatic deployment logics. DUAL HYDRAULIC FAILURES Ident. A double hydraulic failure is an emergency situation. an understanding of the structure of the hydraulic and flight control systems would be an advantage. that the ECAM actions should be completed prior the approach. although unlikely. PF will then require the ECAM actions. are significant due to the following consequences: • Loss of AP • Flight control law degradation (F/CTL PROT) • Landing in abnormal configuration • Extensive ECAM procedures with associated workload and task-sharing considerations • Significant considerations for approach. A clear reading of STATUS is essential to assess the aircraft status and properly sequence actions during the approach. aircraft handling characteristics may be different due to the loss of some control surfaces.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL PREFACE Single hydraulic failures have very little effect on the handling of the aircraft but will cause a degradation of the landing capability to CAT 3 Single. do not manually select a HYD ELEC PUMP ON. The PF will maneuver with care to avoid high hydraulic demand on the remaining system.: AO-029-00004145. • Landing gear gravity extension ENV A330/A340 FLEET FCTM AO-029 P 2/6 15 JUN 10 . The PF will be very busy flying the aircraft and handling the communications with the flight controls in Alternate Law. with red LAND ASAP displayed. however.ABNORMAL OPERATIONS HYDRAULIC FLIGHT CREW TRAINING MANUAL A330/A340 As a general rule. GENERAL GUIDELINES It is important to note that the AP will not be available to the crew but both FD and A/THR still remain. depending on the affected hydraulic circuits. to retract the spoilers if they remain out after a hydraulic failure. The F/CTL SD page and the Ops Data section of the QRH provide an overview of the flight controls affected by the loss of hydraulic systems. While there is no need to remember the following details. The briefing will concentrate on safety issues since this will be a hand flown approach with certain handling restrictions: • Use of the selected speeds on the FCU. Dual hydraulic failures however. landing and go-around. This failure is called a "complex procedure" and the QRH summary should be referred to upon completion of the ECAM procedure Refer to OP-040 USE OF SUMMARIES. and a MAYDAY should be declared to ATC. Additionally. except temporarily. A landing must be carried out as soon as possible bearing in mind. 0973-0975. 0565. 1044-1055. 1170-1172. 0311-0317. 0930. 0361-0362. 0903. 0293-0296. 0780-0782. 0469. 0576. 0618. 0836. 1008-1012. 1089-1090. 0222-0224. 0461-0462. 0815-0818. 0386. 0518. RR. 0425. 0162. 0600. 1163-1168. 0708-0709. 0713. 0490-0491. 0720. 0799. 0741. 0854-0860. 0396. 0283-0291. 0821-0822. 0484. 0690. 0328. 0884. 0935-0937. 0356-0358. 0181. 0476. 0701. 0143-0144. 0662-0666. 0832-0833. 0673-0674. 1137-1160. 0827-0828. 0165. 1062-1066. 0728-0732. 0364-0366. 0493-0494. 1080-1087. 0539. 0648-0649. 0961-0968. 0244. 330-200F. 0756. 0724. 0148. 0895-0896. 0905-0906. 0229-0232. 0095-0096. 0308-0309. 0716-0718. 0570. 1041-1042. 0407-0409. 0952. 0195. 0791. 0400-0401. 0348-0351. 0862-0869. 0140. 0132. 0127. 0281. 0627. 0795-0797. 0444. 0997-0998. 0802-0803. 0437. 0679. 0642. 0116. 0946. 0155. 0845. 1107-1120. 1031-1035. 0645. 0908-0909. 0384. 0954. 0372. 0635-0636. 0171-0172. 0948-0949. 0305-0306. 0077. 0226. 0299-0301. 0926-0928. 0529. 0843. 0850-0852. 0501. 0669-0670. 0368-0370. 0423. 0454-0456. 0776-0778. 0496-0497. 1026-1029. 0830. 0102. 0432. 0138. 1124-1133. 0839-0840. 0082-0083. 0536. 0418-0421. 0581. 1095-1101. 0279. 0515. 0062. 0568. 0941-0944. 0919. 0253-0256. 0609-0610. 0739. 0333-0334. 0064-0069. 0509. 0098-0100. 0683. 0258-0259. 0337-0338. 0658. 0380. 0696. 0275-0277. 0548-0552. 0676. 1037-1039. 0750-0751. 0939. 1018-1022. 1103-1105. 0542. 0071-0073. 0451-0452. 0824. 0652. 0726. 0879-0881. 0758-0759. 0806-0810. 0412. 0988-0992. 0388-0389. 0614. 0177. 1006. 0922. 0087.ABNORMAL OPERATIONS HYDRAULIC FLIGHT CREW TRAINING MANUAL A330/A340 • • • • • • Approach configuration and flap lever position Approach speed VAPP A stabilized approach will be preferred Tail strike awareness Braking and steering considerations Go around call out. 0986. 1069-1077. 0915-0916. 0340-0346. 330-300 1 Applicable to: MSN 0012. 0479-0480.: AO-029-00004144. 0512. 0722. 0382. 0640. 0656. 0240-0241.0007001 / 27 MAR 08 Criteria: PW. 1178-1181. 0322-0324. 0303. 1014-1016. 0398. 0629. 0788. 0911. 1184-1190 Flight phase Cruise Landing Systems HYD G+B SYS LO PR Auto pilot Inop Control law ALTN LAW Stabilizer Avail Spoilers 2 SPLRS/wing Elevator R ELEV only Aileron L+R OUTR AIL only Slats/Flaps FLAPS slow only L/G extension Gravity Braking ACCU only (1) Anti skid Inop Nose wheel steering Inop Remaining systems HYD G+Y SYS LO PR HYD B+Y SYS LO PR Inop Inop ALTN LAW ALTN LAW Avail Inop (2) 2 SPLRS/wing 2 SPLRS/wing L ELEV only Avail L+R INR AIL only Avail SLATS slow only SLATS/FLAPS slow Gravity Gravity (3) ALTN BRK only NORM BRK only Avail Avail Inop Inop Continued on the following page ENV A330/A340 FLEET FCTM AO-029 P 3/6 15 JUN 10 . 0532-0533. 0265-0267. 0982-0984. 0631-0633. 330-200. 0772-0773. 0206. 0209. 0427-0428. 0873-0876. 0326. 0353. 0050. 0977-0979. 0106-0113. 0320. 0524-0527. 0970-0971. 1058-1060. 0692. 0403-0405. 0889-0891. 0118-0122. 0737. 0735. 0392-0393. aircraft configuration and speed REMAINING SYSTEMS Ident. 0238. 0784-0786. 0234. 0620-0621. 0153. 0625. 0439. 0588. 0505. 0687-0688. 0597. 0219. 0591. 0995. 1093. 0957-0959. 0060. 0654. 0578-0579. 0271. 0017. 0913. 1000-1004. 0247-0251. 0261-0262. 0375. 0616. 0086. 0502-0504. 0675. 1043. 0486-0487. 0861. 0877. 0742-0743. 0994. 0882-0883. 1106. 0553. 1088. 0605. 0923. 0564. 1123. 0659-0661. 0571. 0205. 330-300 2 Applicable to: MSN 0030. 0721. 0907. 0754-0755. 0513. 0686. 0714. 0834. 1173-1177. 0567. 0805. 0647. 0738. 0801. 0602-0603. 0985. 0752. 0510-0511. 0811. 0725.0003001 / 27 MAR 08 Criteria: GE. 0655. REMAINING SYSTEMS Ident. 0463. 0749. 0558. 0680. 0950-0951. 0481. 0191. 0691. 0644. 0760.ABNORMAL OPERATIONS HYDRAULIC FLIGHT CREW TRAINING MANUAL A330/A340 Go/around (1) (2) (3) Reverse L/G retraction REV 2 only Inop REV 1 only Inop Continued from the previous page Inop Inop After stopping. 330-200. 0521-0522. 0980. 0593-0595. 0330. 0607. 1135. 0211. 0733-0734. 0697. 0695. 1067. 0641. 0489. The elevators remain operative and the auto trim function remains available through the elevators For approach. 0671. 0657. 0506-0508. 0699-0700. 0397. 0823. 0925. landing gear will be extended by gravity to preserve green system integrity for flight controls. 0612. 0769-0770. 0573-0574. 0443. 0472-0473. 0684. 0441. 0516. 0934. 0885. 0650. 0200. 0045. 0914. The elevators remain operative and the auto trim function remains available through the elevators For approach. 1183 Flight phase Cruise Landing Go/around (1) (2) (3) Systems HYD G+B SYS LO PR Auto pilot Inop Control law ALTN LAW Stabilizer Avail Spoilers 2 SPLRS/wing Elevator R ELEV only Aileron L+R OUTR AIL only Slats/Flaps FLAPS slow only L/G extension Gravity Braking B ACCU PRESS only (1) Anti skid Inop Nose wheel steering Inop Reverse Avail L/G retraction Inop Remaining systems HYD G+Y SYS LO PR Inop ALTN LAW Avail 2 SPLRS/wing L ELEV only L+R INR AIL only SLATS slow only Gravity ALTN BRK only Avail Inop Avail Inop HYD B+Y SYS LO PR Inop ALTN LAW Inop (2) 2 SPLRS/wing Avail Avail SLATS/FLAPS slow Gravity (3) NORM BRK only Avail Inop Avail Inop After stopping. 0070. 0745-0747. 0976.: AO-029-00004144. 1013. 0813-0814. 0898-0901. 0498. 0999. 0587. 0584. 0339. 0792. 0847. landing gear will be extended by gravity to preserve green system integrity for flight controls. 0849. 0931-0932. 0819-0820. 0458. 0892-0893. 0183-0184. 0198. 0956. 0634. 0037. 0188-0189. 0969. 0707. 0500. 0904. 1161. 0477. 1057. 1078. 0448. 0871. 0693. 1023-1025. 0272. 1061. 0678. 0054-0055. 0203. 0945. 0996. the parking brake may be inoperative due to low blue system accumulator pressure. 0841-0842. 0711-0712. 0831. 0519. 0667. 0422. 0789. 0853. 1007. 0637-0638. 0269. 1169. 0940. 0887-0888. 0825-0826. 0623. 0535. 0059. 0465-0466. 1036. 0947. ENV A330/A340 FLEET FCTM AO-029 P 4/6 15 JUN 10 . 1094. 0918. 0838. 0920. 0653. 0555. 0774. 0682. the parking brake may be inoperative due to low blue system accumulator pressure. 0530. 0703-0705. 0540. 0554. 0426. REMAINING SYSTEMS Ident. 0395. 0318-0319. 0245-0246. 0848. 0239. 0445. 0812. 0431. 0078-0081. 0173-0176. 1005. 0897. 0793. 0924. 340-500. 0611. landing gear will be extended by gravity to preserve green system integrity for flight controls. 0583. 0470. 340-300 Applicable to: MSN 0002-0011. 0559. 1102. 0561-0562. 0761-0768. 0149-0152. 0681. 0201-0202. 0492. 0268. 0938. 0123-0126. 0088-0094. 0921. 0475. 0960. 0993. 0220-0221. 0955 Flight phase Cruise Landing Go/around (1) (2) (3) Systems HYD G+B SYS LO PR Auto pilot Inop Control law ALTN LAW Stabilizer Avail Spoilers 2 SPLRS/wing Elevator R ELEV only Aileron L+R OUTR AIL only Slats/Flaps FLAPS slow only L/G extension Gravity Braking B ACCU PRESS only (1) Anti skid Inop Nose wheel steering Inop Reverse REV 3 only L/G retraction Inop Remaining systems HYD G+Y SYS LO PR Inop ALTN LAW Avail 2 SPLRS/wing L ELEV only L+R INR AIL only SLATS slow only Gravity ALTN BRK only Avail Inop REV 2 only Inop HYD B+Y SYS LO PR Inop ALTN LAW Inop (2) 2 SPLRS/wing Avail Avail SLATS/FLAPS slow only Gravity (3) NORM BRK only Avail Inop REV 1+ 4 only Inop (3) After stopping. the parking brake may be inoperative due to low blue system accumulator pressure. 0235-0237. 0488. 0145-0147. 0402. 0677. 0225. 0156-0161. 0547. 0672. 0457. 0101. 0329. 0278. 0902. 0061. 0912. 0468. 0185-0187. 0608. 0141-0142. 0933. 0459. 1017. 0757. 0084-0085. 0321. 0449. 0406. 0210. 0453. 0051-0053. 0736. 0495. 0204. 0798. 0604. 0689. 0744. 0297. 0376. 0775. 0133-0137. 0436. 0263-0264. 0929. 0917. 0302. 0166-0170. 0282. 0114-0115. 0391. 0074-0076. 0359. 0643. 0829. 0139. 0257. 0694. 0347. 0580. 0626. 0199. 0779. 0018-0029. 0280. 0304. 0740. 0617. 0467.0011001 / 27 MAR 08 Criteria: 340-200. 0031-0035. 0331-0332. 0846. 0835. 0182. 0416-0417. 0429-0430. 0385. 0196-0197. 0557. 0270. 0569. 0387. 0710. 0394. 0800. 0528. 0117. 0987.: AO-029-00004144.0009001 / 24 JUN 08 Criteria: RR. 0541. 0446-0447. 0794. 0433-0435. 0178-0180. 0390. 0844. 0624. 0192-0194. 0783. 0606. 0478. 0628. 0910. 0063. 0410. 1040. 0590. 0639. 0537.: AO-029-00004144. 0668. 0534. 0702. 0698. 0307. 0972. 0046-0049. 0651. 1030. 0790. 0260. 0354-0355. 0352. 0517. 0335. 0013-0015. 0727. 0531. 0723. 0292. 0373-0374. 0771. 0575. 0787. 0056-0058. 0598. 0622. 0556. 0242-0243. 0227-0228. 0424. 0748. 0233. 0582. 0619. 0483. 0363. 0097. 0585. 0981. 0383. 0953. 0252. 1091. 0367. 0543. The elevators remain operative and the auto trim function remains available through the elevators For approach. 0325. 0163-0164. 0630. 0886. 0310. 0538. 0327. 0207-0208. 0128-0131. 0103-0104. 0381. 0514. 0615. 0685. 0837. 0413-0415. 0450. 0520. 0212-0218. 0471. 0753. 0154. 0804. 0442. 0586. 0563.ABNORMAL OPERATIONS HYDRAULIC FLIGHT CREW TRAINING MANUAL A330/A340 REMAINING SYSTEMS Ident. 0715. 0460. 0499. 0377-0379. 0560. 1079. 0523. 0544-0546. 0411. 0464. 0719. 0577. 1122 Flight phase Cruise Systems Auto pilot Control law HYD G+B SYS LO PR Inop ALTN LAW Remaining systems HYD G+Y SYS LO PR HYD B+Y SYS LO PR Inop Inop ALTN LAW ALTN LAW Continued on the following page ENV A330/A340 FLEET FCTM AO-029 P 5/6 15 JUN 10 . 0440. 0399. 0706. 0485. 0601. 0566. 0894. 0646. 0190. 0273-0274. 0482. 340-600 3 Applicable to: MSN 0371. 0870. 0474. 0572. 0038-0044. 0438. ABNORMAL OPERATIONS HYDRAULIC FLIGHT CREW TRAINING MANUAL A330/A340 Landing Go/around (1) (2) Stabilizer Spoilers Elevator Aileron Slats/Flaps L/G extension Braking Anti skid Nose wheel steering Reverse L/G retraction Avail 2 SPLRS/wing R ELEV only L+R OUTR AIL only FLAPS slow only Gravity B ACCU PRESS only Inop Avail REV 3 only Inop Avail 2 SPLRS/wing L ELEV only L+R INR AIL only SLATS slow only Gravity ALTN BRK only Avail Inop REV 2 only Inop Continued from the previous page Inop (1) 2 SPLRS/wing Avail SLATS/FLAPS slow only Gravity (2) Avail Avail Inop REV 1+ 4 only Inop The elevators remain operative and the auto trim function remains available through the elevators For approach. landing gear will be extended by gravity to preserve green system integrity for flight controls. ENV A330/A340 FLEET FCTM AO-029 P 6/6 15 JUN 10 . 0805-0811. 0578-0579. 0238. 0871-0885. 0458. 0348-0351. 0384. 0322-0324. This will allow the cabin crew to prepare the cabin and perform their emergency landing and evacuation procedures. 0573-0574. 0602-0603. 0769-0770. 0724-0726. ENV A330/A340 FLEET FCTM AO-032 P 1/6 15 JUN 10 . 0795-0797. 0427-0428. 0737-0739. full advantage should be taken of any ATC offer to do so. 0529-0530. 0564-0565. 0627. 0247-0251. 0754-0756. 0211. 0320. 0895-0896. 1103-1120. 0982-0986. 0479-0481. 0673-0676. 0682-0684. 0293-0296. 0539. 330-300 1 Applicable to: MSN 0012. 0258-0259. 0911. 0148. 0308-0309. 0454-0456. 0567-0568. In all cases. 0234. 0461-0463. 0623. 0328. 0576. 0095-0096. 0102. 0644-0645. 0542. 0432. 0400-0401. 0269. 0652-0667. 0195. 0222-0224. 0261-0262. 0448. 0994-1004. 0305-0306. 0600. 0524-0527. 0203. 0772-0774. 0098-0100. 0616. 0605. 0686-0688. 0143-0144. 0030. 0836. 0017. the ground spoilers will not be armed to keep as much roll authority as possible for maintaining the wings level. 0299-0301. 0279. 0219. With one main landing gear not extended. 0240-0241. 0407-0409. 0898-0901. 0591-0597. 0229-0232. 0162. 0469. 0728-0735. the flight crew must check for the three landing gear green indications on the ECAM WHEEL SD page: at least one green triangle on each landing gear is sufficient to indicate that the landing gear is down and locked. 1041-1078. 0801-0803. 0165. 0140. In this case. 0388-0389. 0954. 1080-1090. 0106-0113. 0584. 0629. 0200. 0191. 0437. 0361-0362. 0198. 0082-0083. 0183-0184. 0333-0334. Furthermore. 0496-0498. 0059-0060. with at least one main landing gear in the abnormal position. 0275-0277. 0418-0423. 0845. 0609-0610. 0380. Anti-skid operation might be affected. The crew will not arm the autobrake as manual braking will enable better pitch and roll control. 0678-0680. 0116. 0847. 0716-0718. 0669-0671. 1093-1101. Although foaming of the runway is not a requirement. If one landing gear is not downlocked. 0403-0405. 0741-0743. 0720-0722. 0493-0494. 0382. 0749-0752. 0443-0444.ABNORMAL OPERATIONS LANDING GEAR FLIGHT CREW TRAINING MANUAL A330/A340 LDG WITH ABNORMAL L/G Ident. 0784-0786. 0780-0782. 0375. 0791-0792. 0612-0614. 0226. 0425. 0711-0714. 0356-0358. 0570-0571. 0062. 0465-0466. 0330. 0064-0073. 0745-0747. 0903-0909. 0303. 0799. 0396-0398. 0956-0959. 0939-0952. 0489-0491. 0486-0487. 0548-0553. 0695-0697. 0625. 0934-0937. 0283-0291. 0253-0256. 0973-0980. 0699-0701. 0484. 0353. 0205-0206. Ground spoiler extension would prevent spoilers from acting as roll surfaces. 0045. 0209. 0368-0370. 0138. 0581. 0830-0834. 0155. 0441. the autobrake cannot be activated (ground spoilers not armed). 0244. 0337-0346. 0607. and consequently. 0521-0522. 0181. 0532-0533. 1031-1039. 0690-0693. 0500-0513. 0776-0778. 0620-0621. 0535-0536. 0788-0789. 0587-0588. 0127. The passengers and cabin crew should be informed of the situation in good time. 0451-0452.0001001 / 09 JUN 10 Criteria: 330-200. 1018-1029. it is always better to land with any available gear rather than carry out a landing without any gear. 0386. 0518-0519. 0132. weight should be reduced as much as possible to provide the slowest possible touchdown speed. 0922-0923. 0918-0920. 0271-0272. 0077. 0913-0916. 0555. 0640-0642. 0476-0477. 1123-1190 2 To avoid unnecessary application of the L/G GRAVITY EXTENSION and the LDG WITH ABNORMAL L/G QRH procedures. 0281. 0849-0869. 0118-0122. 1006-1016. 0887-0893. 0618. 0177. 0558. This is sufficient to confirm that the landing gear is downlocked. the flight crew must perform the LDG WITH ABNORMAL L/G QRH procedure. the anti-skid must be switched off. 0961-0971. 0265-0267. 0188-0189. 0372. If one or both main landing gears in abnormal position. 0326. 0647-0650. 0930-0932. 330-200F. 0925-0928. the reference speed used by the anti-skid system is not correctly initialized. 0037. 0392-0393. 0054-0055. 0311-0317. 0758-0760. 0364-0366. 0086-0087. 0412. 0838-0843. 0988-0992. The flight crew must also rely also on the “LDG GEAR DN” green MEMO. 0703-0705. 0439. 0515-0516. 0631-0638. 0472-0473. 0171-0172.: AO-032-00004146. 0707-0709. 0050. 0813-0828. 0153. 0938. 0302. 0178-0180. 0761-0768. 0163-0164. 0835. the hydraulic power remains available up to approximately 30 s after the shut down of the related engine. 0775. 0921. 0740. 0844. 0046-0049. 0601. 0611. 0242-0243. 0139. The engines and APU fire pbs are pushed when the use of flight controls is no longer required i. 0651. 0492. 0031-0035. 0424. 0556-0557. 0182. 0582-0583. 0133-0137. 0464. 0445-0447. 0628. 0399. 0715. 0088-0094. 0559-0563. 0273-0274. 0038-0044. 0800. 0912. 0604. 0566. 0402. 0598. 0485. 0689. 0207-0208. 0061. 0335. 1030. 0960. 0929. 0523. 0359. 1017. 0145-0147. 0630. a normal approach should be flown and control surfaces used as required to maintain the aircraft in a normal attitude for as long as possible after touchdown. 0154. 0123-0126. 0394-0395. before touch down The reversers will not be used to prevent the ground spoilers extension and because the engine will touch the ground during roll out. 0793-0794. 0225. 0870.ABNORMAL OPERATIONS LANDING GEAR FLIGHT CREW TRAINING MANUAL A330/A340 In all cases. 0685. 0433-0436. 0910. 0955. 0719. 0327. 0282. 0894. 0363. 0084-0085. Considering a realistic hydraulic demand. 0192-0194. 0698. 0672. 1122 4 To avoid unnecessary application of the L/G GRAVITY EXTENSION and the LDG WITH ABNORMAL L/G QRH procedures. 0297. 0185-0187. 0577. 0101. 0470-0471. 0993. 0304. 0779. 0018-0029. 0608. 0972. 0572. 340-600 3 Applicable to: MSN 0002-0011. 0371. 0268. 0252. 0307. 0429-0431. 0580. 0694. 0933. 0482-0483. 0260. 0227-0228. 0668. 0924. 0354-0355. 0643.0003001 / 09 JUN 10 Criteria: 340-200. 0528. 0537-0538. 0736. 0190. 0270. 0710. 0438. 0514. 0156-0161. 0103-0104. 0615. 0987. 0318-0319. 0520. 0310. 0499. 0385. 0199. 0128-0131. 0540-0541. 0376-0379. 1079. 0410-0411. 0727. 0173-0176. 0606. 0622. 0201-0202. 0804. the flight crew must check for the four landing gear green indications on the ECAM WHEEL SD page: at least one green triangle on each landing gear is ENV A330/A340 FLEET FCTM AO-032 P 2/6 15 JUN 10 . 0280. 0449-0450. 0078-0081. 0245-0246. 0723. 0212-0218. 0413-0417. 340-300. 0569. 0585-0586. 0590. 0639. 0554. 1102. 0367.e. 0848. 0646. 0263-0264. 0440. 0013-0015. 0744. 0575. 0488. 0074-0076. 0787. 0292. 1091. 0117. 0702. The engines should be shut down early enough to ensure that fuel is cut off prior to nacelle touchdown. 0626. 0897. 0235-0237. 0917. 0220-0221. 0210. 340-500. 0387. 0204. 0534. 0390-0391. 0753. 0196-0197. 0812. 0381. 0757.: AO-032-00004146. 0619. 0677. 0063. 0981. 0531. 0617. 0051-0053. 0474-0475. 0829. 0097. 0495. 0056-0058. 0459-0460. 0771. 0790. 0141-0142. 0383. 0329. 0457. 0837. 0114-0115. 0373-0374. LDG WITH ABNORMAL L/G Ident. 0239. 0543-0547. 0426. 0748. 1005. 0166-0170. 0278. 0325. 1040. 0347. when aircraft has stopped. 0783. It is the reason why the recommendations to switch the ENG masters OFF are as follow: • If NOSE L/G abnormal Before nose impact • If one MAIN L/G abnormal failure side engine: After main gear touch down other engine: Before nacelle touch down • If both MAIN L/G abnormal In the flare. 0706. but late enough to keep sufficient authority on control surfaces in order to: • Maintain runway axis • Prevent nacelle contact on first touch down • Maintain wing level and pitch attitude as long as possible. 0467-0468. 0442. 0453. 0331-0332. 0846. 0478. 0953. 0886. 0798. 0257. 0149-0152. 0352. 0624. 0233. 0902. 0321. 0517. 0406. 0681. the center landing gear does not extend in case of landing gear gravity extension. the reference speed used by the anti-skid system is not correctly initialized. in case of main landing gear abnormal configuration. when it is prohibited to extend the center gear with one main landing gear not fully extended. This is sufficient to confirm that the landing gear is downlocked. On A340-200/300. the ground spoilers will not be armed to keep as much roll authority as possible for maintaining the wings level. The passengers and cabin crew should be informed of the situation in good time. it is always better to land with any available gear rather than carry out a landing without any gear. If one or both main landing gears in abnormal position. Ground spoiler extension would prevent spoilers from acting as roll surfaces. The center landing gear structure is not designed to sustain the aircraft weight. If one landing gear is not downlocked. The flight crew must also rely also on the “LDG GEAR DN” green MEMO. In this case. a normal approach should be flown and control surfaces used as required to maintain the aircraft in a normal attitude for as long as possible after touchdown. Anti-skid operation might be affected. This will allow the cabin crew to prepare the cabin and perform their emergency landing and evacuation procedures. That's the reason why. Indeed. the flight crew must perform the LDG WITH ABNORMAL L/G QRH procedure. The engines should be shut down early enough to ensure that fuel is cut off prior to nacelle touchdown. In all cases. weight should be reduced as much as possible to provide the slowest possible touchdown speed. Although foaming of the runway is not a requirement. The exception to this is the A340-200/300. with one main landing gear not extended. with at least one main landing gear in the abnormal position. Furthermore. The crew will not arm the autobrake as manual braking will enable better pitch and roll control. ENV A330/A340 FLEET FCTM AO-032 P 3/6 15 JUN 10 . following a gravity extension. but late enough to keep sufficient authority on control surfaces in order to: • Maintain runway axis • Prevent nacelle contact on first touch down • Maintain wing level and pitch attitude as long as possible. the anti-skid must be switched off. In all cases. and consequently. full advantage should be taken of any ATC offer to do so.ABNORMAL OPERATIONS LANDING GEAR FLIGHT CREW TRAINING MANUAL A330/A340 sufficient to indicate that the landing gear is down and locked. the autobrake cannot be activated (ground spoilers not armed). as per design. the gravity extension logic has been developed by taking into account an abnormal main landing gear position. It is the reason why the recommendations to switch the ENG masters OFF are as follow: • If NOSE L/G abnormal Before nose impact • If one MAIN L/G abnormal Outboard engines: After main gear touch down Inboard engines (failure side first): Before nacelle touch down • If both MAIN L/G abnormal In the flare.0001001 / 20 MAY 09 Criteria: LR Applicable to: ALL GENERAL If the flight crew does not perceive deceleration when required. the flight crew will apply the LOSS OF BRAKING procedure from memory because of the urgency of the situation. he should preferably request a towing to return to the gate. the flight crew can steer the aircraft with differential braking technique.: AO-032-00009349. the hydraulic power remains available up to approximately 30 s after the shut down of the related engine. The engines and APU fire pbs are pushed when the use of flight controls is no longer required i. The flight crew can request the towing early in approach.ABNORMAL OPERATIONS LANDING GEAR FLIGHT CREW TRAINING MANUAL A330/A340 Considering a realistic hydraulic demand.: AO-032-00005059.e. Some items need to be highlighted: ENV A330/A340 FLEET FCTM AO-032 P 4/6 15 JUN 10 . when aircraft has stopped. LOSS OF BRAKING Ident. if the failure has been triggered in flight.0001001 / 08 JAN 09 Criteria: LR Applicable to: ALL If the Nose Wheel Steering (NWS) is lost for taxiing. If the flight crew does not have experience with this technique. PROCEDURE The procedure is available both in the FCOM and the QRH. NOSE WHEEL STEERING FAULT Ident. before touch down The reversers will not be used to prevent the ground spoilers extension and because the engine will touch the ground during roll out. This can cause engine stalls that may result in excessive EGT. adjust brake pressure as required. Modulate brake pedal pressure to maximum 1 000 PSI. to reduce the risk of tire burst and lateral control difficulties. Monitor the brake pressure on the BRAKE PRESS triple indicator. ‐ Select A/SKID & N/W STRG sw OFF to revert to alternate braking. ‐ In addition. At low ground speed. ‐ Brake onset asymmetry may be felt at each parking brake application ‐ If possible. the A/SKID & N/W STRG sw is replaced by the A/SKID sw . ‐ Do not apply brake pressure when setting the A/SKID & N/W STRG sw OFF: the same pedal force or displacement produces more braking action in alternate mode than in normal mode. ‐ For this reason it is important to break up the action in three steps: 1. the use of high levels of reverse thrust at low airspeed can cause gases to re-enter the compressor. In case of urgency and conditions permitting. ENV A330/A340 FLEET FCTM AO-032 P 5/6 15 JUN 10 . Release the brake pedals 2. the PF can himself select the A/SKID & N/W STRG sw OFF without call. A/SKID & N/W STRG OFF Note: On A340-500/600 aircraft. full reverse thrust may be used until coming to a complete stop. delay the use of parking brake until low speed.ABNORMAL OPERATIONS LANDING GEAR FLIGHT CREW TRAINING MANUAL A330/A340 USE OF REVERSE THRUST ‐ The efficiency of the reverse thrust decreases with aircraft speed. However. the use of reverse thrust (even at idle) increases the risk of foreign object damage (FOD). ‐ If needed. Select A/SKID & N/W STRG sw OFF 3. ‐ Task-sharing: The PF calls for “A/SKID & N/W STRG OFF” ("A/SKID OFF" on A340-500/600 aircraft) and the PNF then executes the action. PARKING BRAKE ‐ Use short successive parking brake applications to stop the aircraft. ABNORMAL OPERATIONS LANDING GEAR FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM AO-032 P 6/6 15 JUN 10 . 0718-0719. 0445. 0587. 0487. 0658-0662. and only require action on the switching panel as indicated by the ECAM. because this would also cut off the electrical supply to the IR part. 1095-1181. 0611. 0673. 0737-0738. 0555. 0806. 0584-0586. 0510. 0767. 0496-0498. 0932-0937. 0703. altitude. 0490-0491. the flight crew must use the ADR pb. 0511-0512. 0563. 0841. 0479-0481. 0921. 1183 Each ADIRS has two parts (ADR and IRS). 0764-0766. 0581-0582. 0675. 0521. 0805. the standby instruments are the only attitude. 0556-0559. 0695-0698. 0464. 0716-0717. 0478. 0969. 0617-0628. 34-5060. 0646-0647. 0520. 0857-0860. 0811. 0794-0795. 0663. 0748. 0788. 0861-0863. 0509. 0940. 0893-0897. 1184-1190 Each ADIRS has two parts (ADR and IRS). 0576. 0669-0671. 0836-0838. 0469-0470. 0471. 0685-0688. 0543. 0887. 0653. 0707. 0641-0642. 0871-0873. 0807-0809. 1037-1060. 0829-0834. 0704-0706. 0950-0951. 0654-0656. 0567-0568. 0499. 0977-1035. 0784-0785. There is no procedure for IRS 1 + 2 + 3 failure but the ECAM status page will give approach procedure and inoperative systems. 0574-0575. In this unlikely event. 0630-0633. 0790-0792. 0566. that may fail independently of each other. 0395-0444. 0899-0920. 0676-0677. 0652. 0689-0690. 0976. 0789. 0720. 0538-0539. 0609-0610. ADR/IRS FAULT Ident. 0541-0542. 1062-1093. 0702. 0683-0684. 0774-0775. 0776-0777. 0612-0615. 0476-0477. 0868-0870. 0531-0534. 0482. 0761-0763. 0535. 0823-0826. 0634. Single NAV ADR FAULT or NAV IRS FAULT are simple procedures. 0492. 0781-0783. 0712. 0472-0474. 0540. 0711. 0884. 0691-0694. AP and A/THR are lost and the flight controls revert to ALTN LAW. 0643-0644. 0536. In the case of a triple ADR failure. 0458-0463. 0715. 0650-0651. 0749-0750. 0956-0968. 0588-0601. 0848-0855. Dual NAV ADR or NAV IRS failures will cause the loss of AP and A/THR and the flight controls revert to ALTN LAW. 0674. 0843-0845.0002001 / 30 JUN 08 Criteria: 34-3213. 0939. 0728-0732. 0486. The NAV ADR 1+2+3 FAULT warning is triggered and the ECAM procedure requires that the 3 ADRs be switched OFF. 0736. 1036. 0657. 0708-0710. 0475. 0648-0649. 0537. 0468. 0635. that may fail independently of each other. 0812. 0931. 0699-0701. 0721-0723. 0768. 0457. 0890. 0796-0800. 0664. 0891. 0606. 0605. 0724-0725. 0769-0771. Additionally the IRS part may fail totally or may be available in ATT mode. LR 1 Applicable to: MSN 0394. 0874-0883. 0682. 0778-0780. 0839. Additionally the IRS part may fail totally or may be available in ATT mode. 0835. 0922-0930.ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL A330/A340 ADR/IRS FAULT Ident. 0846. 0493-0494. Single NAV ADR FAULT or NAV IRS FAULT are simple procedures. 0485. 0888-0889. 0970-0975. 0772. 0733-0734. 0865-0867. 0760. 0755-0759. 0818-0821. 0446-0456. 0500-0505. 0941-0949. 0793. 0530. 0742-0747. 0495.: AO-034-00004147. 0773. 0560. 0579-0580. 0713-0714. 0892. to replace the PFD's normal speed scale and altitude indication by the Back-Up Speed Scale (BUSS) and GPS altitude information. 0522-0523. 0786. 0842. 0561-0562. 0802-0804. 0840. Do not use the rotary selector.: AO-034-00004147.0001001 / 27 MAR 08 Criteria: LR 2 Applicable to: MSN 0002-0393. 0801. 0822. S18144. 0524-0529. 0810. 0753-0754. 0465-0467. 0681. ENV A330/A340 FLEET FCTM AO-034 P 1/20 15 JUN 10 . 0603-0604. 0616. 0827-0828. 0488. 0672. 0885-0886. 0569-0573. 0814-0817. and only require action on the switching panel as indicated by the ECAM. 0607-0608. 0735. 0955. 0847. 0629. 0787. 0952-0954. 0577-0578. 0564-0565. 0636. 0506-0508. 1061. 0665-0668. 0645. 0938. speed and heading references Note: To switch off an ADR. 0544-0554. 0489. 0637-0640. 0813. 0515-0516. 0583. 0678-0680. 0602. 0751-0752. 0726-0727. 0483-0484. 0898. 0517. 0513-0514. 0518-0519. 0740-0741. 0739. 1094. 0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL 3 PREFACE The ADRs detect most of the failures affecting the airspeed or altitude indications. the flight crew must use the ADR pushbutton. In this unlikely event. there may be cases where an airspeed and/or altitude output is erroneous. the crew will refer to QRH procedure for ADR 1 + 2 + 3 failure. UNRELIABLE AIRSPEED INDICATIONS Ident. CONSEQUENCES OF OBSTRUCTED PITOT TUBES OR STATIC PROBES All the aircraft systems which use anemometric data. A/THR and flight controls revert to ALTN LAW. because this would also cut off the electrical supply to the IR part. have built-in fault accommodation logics. the associated procedure will not be displayed on the ECAM. Note: To switch OFF an ADR. The fault accommodation logics rely on a voting principle: When the data provided by one source diverges from the average value. These failures lead to: ‐ Lose the associated speed or altitude indications in the cockpit ‐ Trigger the associated ECAM alerts. the first effect of erroneous airspeed/altitude data in the cockpit will most probably be a discrepancy between the various indications (CAPT PFD. the systems automatically reject this source and continue ENV A330/A340 FLEET FCTM AO-034 P 2/20 15 JUN 10 . However. altitude. Depending on how the probe(s) is obstructed. the effects on cockpit indications differ. to the same degree and in the same way. F/O PFD and STBY instruments).ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL A330/A340 Dual NAV ADR or NAV IRS failures will cause the loss of AP. MAIN REASONS FOR ERRONEOUS AIRSPEED/ALTITUDE DATA The most probable reason for erroneous airspeed and/or altitude information is an obstruction of the pitot and/or static probes. Flight crews must have in mind the typical symptoms associated with such cases in order to detect this situation early and apply the "UNRELIABLE SPEED INDIC/ADR CHECK PROC" QRH procedure. Do not use the rotary selector. speed and heading references.: AO-034-00004148. no ECAM alert is triggered and the cockpit indications may appear to be normal whereas they are actually false. It is highly unlikely that the aircraft probes will be obstructed at the same time. while the ADRs do not detect it as erroneous. Due to the low probability of a triple ADR failure. There is no procedure for IRS 1 + 2 + 3 failure but the ECAM status page will give approach procedure and inoperative systems. In this case. Therefore. In such a case. the standby instruments are the only attitude. the PRIMs trigger the NAV ADR DISAGREE“ ECAM caution. BUT DIFFERENT : Both the AP and A/THR disconnect. the autoland capability is downgraded to CAT 3 SINGLE. if the anomaly is only transient. for example. until the PRIMs are reset on ground. a NAV IAS DISCREPANCY ECAM caution is triggered. Each FE (Flight Envelope) computer receives speed and pressure altitude information from the three ADRs and compares the three values. The PRIMs do not use the pressure altitude. insects)). On both PFDs: ‐ The SPD LIM flag appears ‐ No VLS and no VSW is displayed This situation is latched for the remainder of the flight. ENV A330/A340 FLEET FCTM AO-034 P 3/20 15 JUN 10 . On basic A330 and A340-200/300 aircraft. On A340-500/600s and enhanced A330/A340-300s. takeoff with two pitots obstructed by foreign matter (mud. there is no cockpit effect (no caution. Furthermore. If the disagree lasts for more than 10 s. BUT DIFFERENT. However. to the same degree.ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL A330/A340 to operate normally using the remaining two sources. except that one display is wrong and the autoland capability is downgraded to CAT 3 SINGLE. TWO ADR OUTPUTS ARE ERRONEOUS. 4 ONE ADR IS CORRECT. The high speed protection and low speed protection are lost. if one ADR deviates. The flight controls system and the flight guidance system both use this voting principle. (Flight through a cloud of volcanic ash. and in the same way. and if this ADR is used to display the speed information on either the CAPT or F/O PFD. AND THE REMAINING ADR IS CORRECT. The flight controls revert to ALTN 2 law. the AP and the A/THR can be re-engaged when the disagree disappears. The flight crew can encounter such a situation when. BUT THE OTHER TWO ADRS PROVIDE THE SAME ERRONEOUS OUTPUT. without any hydraulic pressure. OR IF ALL THREE ADRS PROVIDE CONSISTENT AND ERRONEOUS DATA : The systems reject the correct ADR and continue to operate using the two erroneous but consistent ADRs. OR IF ALL THREE ADRS ARE ERRONEOUS. two or all three pitot tubes are obstructed at the same time. NORMAL SITUATION Each PRIM receives speed information from the three ADRs and compares the three values. ONE ADR OUTPUT IS ERRONEOUS AND THE TWO REMAINING ARE CORRECT The PRIMs and the FEs eliminate the erroneous ADR. normal operation is continued). IAS decreases. Total pressure leaks towards static pressure. It should be noted that the cases described below cover situations where probes (eg pitot) are totally obstructed. Normal indications during T/O roll. IAS increases. IAS fluctuations. In climb. FAILURE CASE Water accumulated due to heavy rain. ‐ At high altitude. IAS step drop and gradual return to normal. Ice accretion due to pitot heat failure. due to the obstruction of pitot probes by rain. Constant IAS in level flight.   The above table clearly illustrates that no single rule can be given to conclusively identify all possible erroneous airspeed/altitude indications cases. when aircraft descends. IAS increases. AP/FD pitch up in OP CLB to hold target IAS. Ice accretion due to pitot heat failure. or transient pitot blocked due to severe icing. in particular meteorological conditions. In descent. Unobstructed drain holes. In-service experience shows that such a contamination typically disappears after few minutes. or foreign objects (refer to the table above). IAS drop until obstruction cleared/fluctuation. the cases of unreliable speed situation are mostly a temporary phenomenon: They are usually due to contamination of the pitots. after lift-off. Drain holes obstructed. Obstructed drain holes. but not exactly identical consequences. Total obstruction of static ports on ground. 6 IN-SERVICE EXPERIENCE OF HIGH ALTITUDE PITOT OBSTRUCTIONS Analysis of the in-service events shows that: ‐ The majority of unreliable speed events at low altitude are permanent situations. IAS decreases. Total pressure blocked. Drain holes unobstructed. Abnormal AP/FD and A/THR behavior : a. b. or pitot obstruction due to foreign objects. AP/FD pitch down in OP DES to hold target IAS Static pressure blocked at airfield level.ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL 5 A330/A340 EXAMPLES OF FAILURE CASES AND THEIR CONSEQUENCES The following chart provides a non-exhaustive list of the failure cases and their consequences on airspeed and altitude indications. severe icing. Permanent IAS drop. Water accumulated due to heavy rain. when aircraft climbs. until obstruction is cleared. if transient erratic A/THR is transient. allowing to recover normal speed indications. typically above FL 250. by water or ice. After lift-off altitude remains constant. There can be multiple intermediate configurations with similar. IAS decreases. ENV A330/A340 FLEET FCTM AO-034 P 4/20 15 JUN 10 . CONSEQUENCES Transient speed drop until water drains. 0636. 0678-0680. 0645. 0530. 0716-0717.ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL A330/A340 "UNRELIABLE SPEED INDIC/ADR CHECK PROC" QRH PROCEDURE   Ident. 0669-0671. There are two “UNRELIABLE SPEED INDIC/ADR CHECK PROC” procedures in the QRH: BELOW FL 250 and ABOVE FL 250. 0737-0738. 2. 1184-1190 8 INTRODUCTION The "UNRELIABLE SPEED INDIC/ADR CHECK PROC" procedure has two objectives: ‐ To identify and isolate the affected ADR(s) ‐ If not successful. 0485. 0654-0656. 0874-0883. 0492. 0634. 0707. 0724-0725. 0468. if the trouble shooting has not enabled to isolate the faulty ADR(s). 0893-0897. for example due to the NAV ADR DISAGREE or A. 0755-0759. 0813. 0540. in the following cases: 1. 0605. without any ECAM alert. 0675. Flight using pitch/thrust references (above FL 250) or the BUSS (below FL 250). 0648-0649. 0566. 0713-0714. 0805. 0555. 0794-0795. 0611. 0769-0771.: AO-034-00004150. 0956-0968. 0861-0863. It includes the following steps: 1. the flight crew flies using pitch & thrust tables. 0711. 0786. 0579-0580. 0801. 0482. 0543. below FL 250. 0848-0855.ICE CAPT (F/O) (STBY) PITOT alerts. 0761-0763. 0720. 0952-0954. 0457. 0773. 0587. 0445. 0673. depending on the altitude at which they detect that the speed indications may be unreliable. A speed discrepancy (between ADR1. 0607-0608. below FL 250. 0517. 0682. 0939. 0703. 0560. 0569-0573. 0506-0508. 0602. 0829-0834. 0563. 0823-0826. 0840. the flight crew flies using the BUSS ‐ At high altitude. 0728-0732. LR 7 Applicable to: MSN 0394. 0807-0809. to provide guidelines to fly the aircraft until landing. 0513-0514. 0836-0838. 0664. 1037-1060. 1095-1181. 0781-0783. 0487. 0576. 0685-0688. 0767. 0868-0870. 0891. WHEN TO APPLY THIS PROCEDURE? The flight crew should consider applying the relevant UNRELIABLE SPEED INDIC/ADR CHECK PROC procedure (BELOW FL 250 or ABOVE FL 250) when: ‐ The “UNREL SPD PROC… CONSIDER” action line is displayed on ECAM.0002001 / 09 JUN 10 Criteria: 34-3213. 0699-0701. 3 and standby indications) 2. S18144. 0691-0694. 1062-1093. 0616. 0970-0975. 0922-0930. 0658-0662. 0818-0821. 0464. 0811. 0790-0792. above FL 250. 0751-0752. 0888-0889. 0583. 0471. 0537. 0510. 0641-0642. 0520. 0475. 0629. 0776-0777. 0842. 0788. Memory items (if necessary) 2. 0885-0886. Fluctuating or unexpected changes of the indicated airspeed or altitude ENV A330/A340 FLEET FCTM AO-034 P 5/20 15 JUN 10 . 0735. 0478. 0899-0920. 0652. 0535. The flight crew can suspect an erroneous speed/altitude indication. 0748. 0495. The flight crew applies one of the two procedures. 0941-0949. If the unreliable speed situation remains. 0740-0741. 0499. 0489. or ‐ The flight crew suspects an erroneous indication. they activate the BUSS during descent. 0932-0937. 0522-0523. Trouble shooting and isolation 3. 0846. 0977-1035. In case the trouble shooting has not enabled to isolate the faulty ADR(s): ‐ At low altitude. 34-5060. airspeed. In addition. whereas there is an important nose-up pitch • The IAS decreases. Crew coordination is important. altitude and vertical speed indications). The STALL warning triggers. the appearance of aircraft buffet is a symptom that the airspeed is indeed excessive. or the FLAP RELIEF message on the E/WD appears. The barometric altitude is not consistent with the radio altitude (when the RA is displayed). whereas there is an nose-down pitch and the aircraft is descending 4.ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL A330/A340 3. ‐ Between his/her PFD and the Pilot Flying’s PFD. In this case: • Rely on the STALL warning. 2. or vice versa 8. The PNF should confirm any discrepancies: ‐ Between the standby airspeed indication and the speed indication on his/her PFD. whereas there is an important nose-down pitch • The IAS decreases. 6. the flight crew should advise ATC of the situation without delay. whereas there is an important nose-up pitch and high thrust • The IAS increases. 7. The aerodynamic noise reduces whereas the indicated airspeed increases.   ENV A330/A340 FLEET FCTM AO-034 P 6/20 15 JUN 10 . Abnormal correlation between the basic flight parameters (pitch. because the STALL warning is based on angle of attack (AOA) data • Depending on the situation. An abnormal behavior of the AP/FD and/or the A/THR 5. In approach. thrust. the aircraft may not be able to accurately maintain level flight. it is not possible to extend the landing gear using the normal landing gear system. Because the barometric altitude may be erroneous. For example: • The altitude does not increase. and this is in contradiction with the indicated airspeeds. Erroneous airspeed data does not affect the STALL warning. Note: 1. When the OVERSPEED VFE warning triggers. the ATC transponder may transmit an incorrect altitude to ATC or to other aircraft. Therefore. the OVERSPEED warning triggers. which can lead to confusion. the OVERSPEED warning may be false or justified. if the safe conduct of the flight is affected.ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL 9 A330/A340 HOW TO APPLY THIS PROCEDURE ? MEMORY ITEMS The flight crew applies the memory items. The memory items allow to rapidly establish safe flight conditions in all phases of flight and in all aircraft configurations (weight and slats/flaps). ENV A330/A340 FLEET FCTM AO-034 P 7/20 15 JUN 10 . Note:   The flight crew must respect the STALL warning.ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL A330/A340 The flight crew must apply the memory items. depending on the altitude at which the flight crew detects that the speed indications may be unreliable. When the PF has stabilized the target pitch and thrust values. if they have a doubt on their ability to safely fly the aircraft in the short term with the current parameters. because flying with the memory pitch/thrust values for an extended period of time can lead to exceed the aircraft speed limits. the flight crew applies one of the two QRH procedures: ‐ "UNRELIABLE SPEED INDIC/ADR CHECK PROC . the flight crew applies the QRH procedure to troubleshoot the problem.ABOVE FL 250". or • The aircraft has an unexpected flight path for the current flight conditions. The flight crew must apply the QRH procedure without delay. Then. ENV A330/A340 FLEET FCTM AO-034 P 8/20 15 JUN 10 . ie: • The flight crew has lost situation awareness.BELOW FL 250" ‐ "UNRELIABLE SPEED INDIC/ADR CHECK PROC . or • The current pitch and thrust are not appropriate for the current flight conditions. F/O PFD and STBY instruments.BELOW FL 250 TROUBLE SHOOTING AND ISOLATION The flight crew must crosscheck speed and altitude indications on CAPT PFD. in order to identify and isolate the faulty ADR(s). ENV A330/A340 FLEET FCTM AO-034 P 9/20 15 JUN 10 .ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL 10 A330/A340 UNRELIABLE SPEED INDIC/ADR CHECK PROCEDURE . This QRH procedure provides guidance to: ‐ Manually control the cabin pressure ‐ Prepare the approach and landing. FLYING THE BACK UP SPEED SCALE (BUSS) ACTIVATING THE BUSS The flight crew turns all three ADRs off to activate the BUSS. When the three ADRs are turned off. There are however. the flight crew may be tempted to reject the outlier information. If the flight crew cannot identify the affected ADRs or if all speed indications are unreliable. or even all three ADRs can provide identical but erroneous data. the flight crew must turn off all ADRs to activate the BUSS. They should be aware. however. the flight crew must use this reliable ADR. when the BUSS is active: ‐ The AP/FD and A/THR are inoperative ‐ The STALL warning remains operative ‐ The flight control law is ALTN LAW. the following occurs on both PFDs: ‐ The BUSS replaces the normal speed scale ‐ The GPS altitude replaces the barometric altitude. the altitude indication may also be unreliable. at low altitude When one indication differs from the others. When the flight crew has identified the affected ADR(s). If the flight crew identifies at least one ADR as being reliable. as requested by ECAM. WARNING   Do not instinctively reject an outlier ADR. that two. ENV A330/A340 FLEET FCTM AO-034 P 10/20 15 JUN 10 . and then. The flight crew can use the following indication: ‐ The GPS altitude and GPS ground speed (displayed on the MCDU GPS POSITION page) ‐ The RA.ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL A330/A340 Depending on the cause of the problem. The flight crew must follow these drills to address all the consequences on the various aircraft systems. and stop the procedure. the NAV ADR 1+2+3 FAULT ECAM alert triggers. When turning all three ADRs off. The high angle-of-attack protection and VMO/MMO warning are lost ‐ Cabin pressure must be controlled manually. This triggers the corresponding ECAM warning and drills. they must turn it (them) off. In addition. apply the "ALL ADR OFF" QRH procedure. The flight crew must apply the associated ECAM actions. a number of reliable indications available to the crew. e. The flight crew should change the aircraft configuration with wings level. the aircraft has limited margin towards ultimate limits. VMO/VFE for upper limit and stall for lower limit • In the upper and lower amber areas.ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL A330/A340 BUSS DESIGN The BUSS is displayed on both PFDs. When the BUSS is active: ‐ The altitude indications are based on GPS data. It is based on Angle Of Attack (AOA) information. the flight crew should perform a stabilized approach. ENV A330/A340 FLEET FCTM AO-034 P 11/20 15 JUN 10 . The BUSS enables to fly the aircraft in the entire flight domain while observing the design limits. Two amber dashes cover the last two digits because the GPS altitude is less accurate than the barometric altitude ‐ The vertical speed indication is no longer available. and enables to easily and safely fly the aircraft without any valid airspeed indication. FLYING TECHNIQUE The PF adjusts the pitch and thrust. The BUSS scale is divided in three color-coded areas: • In the green area. to maintain the AOA in the green area of the speed scale. the aircraft has normal margin towards ultimate limits i. Flying in the amber area is acceptable for a limited period of time but it should be avoided • The red areas (FAST or SLOW) must be avoided. For approach. The BUSS is tuned using the aircraft’s aerodynamic model with speed brakes retracted. do not use the speed brakes. ‐ Before extending the next flaps configuration. Flying with speed brakes extended would affect the relationship between speed and AOA. and therefore the BUSS would provide erroneous data. ENV A330/A340 FLEET FCTM AO-034 P 12/20 15 JUN 10 . CAUTION   When flying with the BUSS. apply the following technique: ‐ Before retracting the next flaps configuration. fly the upper part of the green band.ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL A330/A340 To retract/extend flaps. fly the lower part of the green band. This technique limits the excursion in the amber zones when changing the flaps configuration. The flight crew can however use the GPS altitude and GPS ground speed (displayed on the MCDU GPS POSITION page).ABOVE FL 250 TROUBLE SHOOTING AND ISOLATION GENERAL The flight crew must crosscheck speed and altitude indications on CAPT PFD. F/O PFD and STBY instruments. ENV A330/A340 FLEET FCTM AO-034 P 13/20 15 JUN 10 . in order to identify and isolate the faulty ADR(s). Depending on the cause of the problem.ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL A330/A340 UNRELIABLE SPEED INDIC/ADR CHECK PROCEDURE . the altitude indication may also be unreliable. This technique permits to stabilize the speed quickly while maintaining level flight. The flight crew must follow these drills to address all the consequences on the various aircraft systems.ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL A330/A340 To identify the affected ADR(s). TROUBLE SHOOTING AND FAULT ISOLATION When one indication differs from the others. if available. WARNING   Do not instinctively reject an outlier ADR. use the FPV. or if the GPS altitude is available: ‐ Maintain level flight (FPV on the horizon or constant GPS altitude) ‐ Adjust thrust according to the table ‐ Observe the resulting pitch attitude. When the altitude information is reliable. Wait for speed stabilization. If the altitude information is unreliable. and therefore stop the procedure. the flight crew may be tempted to reject the outlier information. that two. then increase thrust • If the pitch necessary to maintain level flight is below the table's pitch target. there is no means to confirm level flight. LEVEL OFF AND STABILIZATION The table gives the proper pitch and thrust values to stabilize level flight according to weight and altitude. and compare it with the recommended pitch target in the table: • If the pitch necessary to maintain level flight is above the table's pitch target: the aircraft is slow. Then: Adjust pitch and thrust according to table values. ENV A330/A340 FLEET FCTM AO-034 P 14/20 15 JUN 10 . In this case. Once the flight crew has identified the affected ADR(s). the FPV and V/S are also affected.  If the FPV is reliable. the flight crew should level off (if not already in level flight) and stabilize the flight path using the "PITCH/THRUST TABLE FOR INITIAL LEVEL OFF" table of the QRH procedure. They should be aware. or even all three ADRs can provide identical but erroneous data. then decrease thrust When the pitch required to maintain level flight gets close to the table's pitch target. the aircraft is fast. re-adjust thrust according to table's thrust target. they must turn it (them) off. is the only means to confirm whether the aircraft is maintaining level flight. If the flight crew identifies at least one ADR to be reliable. This triggers the corresponding ECAM warnings and drills. the flight crew must use it.  If the FPV is not reliable and the GPS altitude is not available. Expect a significant time to stabilize and important altitude variations during the stabilization. however. the GPS altitude. : AO-034-00004150. FLYING WITH PITCH/THRUST TABLES When the trouble shooting did not enable to identify at least one correct indication. 0476-0477.0001001 / 09 JUN 10 Criteria: LR 11 Applicable to: MSN 0002-0393. 0976. 0812. 0689-0690. 0609-0610. 0938. 0835. 0890. 0561-0562. 0733-0734. 1036.ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL A330/A340 If the flight crew cannot identify the affected ADR(s) or if all speed indications remain unreliable. 0695-0698. 0672. 0806. 1061. plus an ADR failure). 0884. 0564-0565. 0630-0633. 0676-0677. 0760. 0843-0845. 0969. 0603-0604. 0665-0668. 0395-0444. 0635. 0774-0775. 0736. 0802-0804. 0650-0651. 0465-0467. 0931. 0739. 0742-0747. 0778-0780. 0950-0951. to provide guidelines to fly the aircraft until landing. in the following phases: ‐ Climb ‐ Cruise ‐ Descent The flight crew may directly apply this part of the procedure if they already know that no speed information is reliable (for instance in case of dual pitot heating failure. 0472-0474. in the “UNRELIABLE SPEED INDIC/ADR CHECK PROC – BELOW FL 250” section. 0653. 0486. 0584-0586. 0898. 1094. 0469-0470. 0617-0628. 0787. 0567-0568. 0789. "UNRELIABLE SPEED INDIC/ADR CHECK PROC" QRH PROCEDURE   Ident. 0483-0484. 0718-0719. 0511-0512. 0588-0601. 0764-0766. 0643-0644. 0521. 0446-0456. 0657. the flight crew must turn 2 ADRs off to prevent the flight control laws from using two consistent but unreliable ADR data. 0865-0867. 0577-0578. 0681. The flight crew must keep one ADR on. 0753-0754. 0940. 0524-0529. 0726-0727. 0702. 0814-0817. 0784-0785. 0496-0498. 0612-0615. Flight using pitch/thrust references. 0715. BELOW FL 250 : FLYING THE BUSS When below FL 250. 0712. 0544-0554. 0887. 0857-0860. 0772. 0827-0828. the last part of the procedure provides pitch/thrust tables to fly the aircraft above FL 250. Memory items (if necessary) 2. 0674. 0708-0710. 0822. 0538-0539. 0515-0516. 0871-0873. 0646-0647. 0637-0640. Refer to the “FLYING THE BUSS” paragraph. 0793. 0810. 0518-0519. 0796-0800. 0847. 0704-0706. 0509. 0493-0494. 1183 12 INTRODUCTION The "UNRELIABLE SPEED INDIC/ADR CHECK PROC" procedure has two objectives: ‐ To identify and isolate the affected ADR(s) ‐ If not successful. It includes the following steps: 1. 0606. 0556-0559. ENV A330/A340 FLEET FCTM AO-034 P 15/20 15 JUN 10 . 0541-0542. 0839. if speed indications are still unreliable. 0581-0582. 0490-0491. Trouble shooting and isolation 3. 0488. 0536. 0841. 0768. 0892. 0500-0505. 0955. 0458-0463. 0479-0481. 0749-0750. 0574-0575. 0921. 0721-0723. the flight crew turns all ADRs off and flies the aircraft using the BUSS. 0683-0684. 0663. 0531-0534.   ENV A330/A340 FLEET FCTM AO-034 P 16/20 15 JUN 10 . For example: • The altitude does not increase. Because the barometric altitude may be erroneous. the OVERSPEED warning may be false or justified. or ‐ The flight crew suspects an erroneous indication. In this case: • Rely on the STALL warning. or vice versa 8. 3 and standby indications) 2. The flight crew can suspect an erroneous speed/altitude indication. altitude and vertical speed indications). for example due to the NAV ADR DISAGREE or A. In approach. the OVERSPEED warning triggers.ICE CAPT (F/O) (STBY) PITOT alerts. Abnormal correlation between the basic flight parameters (pitch. An abnormal behavior of the AP/FD and/or the A/THR 5. Crew coordination is important. without any ECAM alert. the aircraft may not be able to accurately maintain level flight. because the STALL warning is based on angle of attack (AOA) data • Depending on the situation. or the FLAP RELIEF message appears on the E/WD. it is not possible to extend the landing gear using the normal landing gear system. 7. In addition. Therefore. whereas there is an important nose-down pitch • The IAS decreases. which can lead to confusion. 2. the appearance of aircraft buffet is a symptom that the airspeed is indeed excessive. Note: 1. whereas there is an important nose-up pitch • The IAS decreases. and this is in contradiction with the indicated airspeeds. The PNF should confirm any discrepancies: ‐ Between the standby airspeed indication and the speed indication on his/her PFD. thrust. The aerodynamic noise reduces whereas the indicated airspeed increases. The STALL warning triggers. 6. 2. whereas there is an nose-down pitch and the aircraft is descending 4. the flight crew should advise ATC of the situation without delay. Erroneous airspeed data does not affect the STALL warning. whereas there is an important nose-up pitch and high thrust • The IAS increases. the ATC transponder may transmit an incorrect altitude to ATC or to other aircraft. The barometric altitude is not consistent with the radio altitude (when the RA is displayed). airspeed. A speed discrepancy (between ADR1. Fluctuating or unexpected changes of the indicated airspeed or altitude 3. in the following cases: 1. When the OVERSPEED VFE warning triggers. ‐ Between his/her PFD and the Pilot Flying’s PFD.ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL 13 A330/A340 WHEN TO APPLY THIS PROCEDURE? The flight crew should consider applying the "UNRELIABLE SPEED INDIC/ADR CHECK PROC" procedure when: ‐ The “UNREL SPD PROC… CONSIDER” action line is displayed on ECAM. if the safe conduct of the flight is affected. or • The aircraft has an unexpected flight path for the current flight conditions. The flight crew must apply the memory items. ie: • The flight crew has lost situation awareness. if they have a doubt on their ability to safely fly the aircraft in the short term with the current parameters.ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL 14 A330/A340 HOW TO APPLY THIS PROCEDURE? MEMORY ITEMS The flight crew applies the memory items. The memory items allow to rapidly establish safe flight conditions in all phases of flight and in all aircraft configurations (weight and slats/flaps). ENV A330/A340 FLEET FCTM AO-034 P 17/20 15 JUN 10 . or • The current pitch and thrust are not appropriate for the current flight conditions. ENV A330/A340 FLEET FCTM AO-034 P 18/20 15 JUN 10 . F/O PFD and STBY instruments.ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL A330/A340 When the PF has stabilized the target pitch and thrust values. If the altitude information is unreliable. the flight crew should level off (if not already in level flight) and stabilize the flight path using the "PITCH/THRUST TABLE FOR INITIAL LEVEL OFF" table of the QRH procedure. at low altitude To identify the affected ADR(s). re-adjust thrust according to table's thrust target. is the only means to confirm whether the aircraft is maintaining level flight. the GPS altitude. In this case. then decrease thrust When the pitch required to maintain level flight gets close to the table's pitch target. if available. LEVEL OFF AND STABILIZATION (IF REQUIRED) The table gives the proper pitch and thrust values to stabilize level flight according to weight and altitude. a number of correct indications available to the crew. the aircraft is fast. use the FPV. or if the GPS altitude is available: ‐ Maintain level flight (FPV on the horizon or constant GPS altitude) ‐ Adjust thrust according to the table ‐ Observe the resulting pitch attitude. in order to identify and isolate the faulty ADR(s).  If the FPV is reliable. The flight crew must apply the QRH procedure without delay. This technique permits to stabilize the speed quickly while maintaining level flight. and compare it with the recommended pitch target in the table: • If the pitch necessary to maintain level flight is above the table's pitch target: the aircraft is slow. Depending on the cause of the problem. because flying with the memory pitch/thrust values for an extended period of time can lead to exceed the aircraft speed limits. 15 TROUBLE SHOOTING AND ISOLATION GENERAL The flight crew must crosscheck speed and altitude indications on CAPT PFD. There are however. The flight crew can use the following indication: ‐ The GPS altitude and GPS ground speed (displayed on the MCDU GPS POSITION page) ‐ The RA. the FPV and V/S are also affected. then increase thrust • If the pitch necessary to maintain level flight is below the table's pitch target. the flight crew applies the QRH procedure to level off and troubleshoot the problem. the altitude indication may also be unreliable. When the altitude information is reliable. Note:   The flight crew must respect the STALL warning. TROUBLE SHOOTING AND FAULT ISOLATION When one indication differs from the others. Then: Adjust pitch and thrust according to table values. The flight crew must follow these drills to address all the consequences on the various aircraft systems. The flight crew must keep one ADR on. down to landing. altitude or configuration. If the flight crew cannot identify the affected ADR(s) or if all speed indications remain unreliable. the resulting pitch attitude should be close to the recommended table pitch value. This triggers the corresponding ECAM warnings and drills. Expect a significant time to stabilize and important altitude variations during the stabilization. vary the thrust.ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL A330/A340  If the FPV is not reliable and the GPS altitude is not available. For this reason. ENV A330/A340 FLEET FCTM AO-034 P 19/20 15 JUN 10 . or if level off for trouble shooting is not convenient from an operational point of view. as explained in the initial level off paragraph. the flight crew may be tempted to reject the outlier information. Once the flight crew has identified the affected ADR(s). if available. in all flight phases. If an adjustment is required. If final descent is started with stabilized speed (VAPP). and therefore stop the procedure. for instance in descent. the flight crew must use it. they must turn it (them) off. The flight crew may enter directly this part if he knows already that no speed information is reliable (for instance in case of dual pitot heating failure. this part of the procedure gives pitch/thrust reference to fly the aircraft safely. FLYING WITHOUT ANY SPEED REFERENCE When the trouble shooting procedure did not permit to identify at least one correct indication. with a -3 ° G/S. close to destination. the flight crew must turn 2 ADRs off to prevent the flight control laws from using two consistent but unreliable ADR data. on a -3 ° flight path with the thrust setting recommended in the table. prefer a standard ILS approach. speed. For final approach. that two. or even all three ADRs can provide identical but erroneous data. there is no means to confirm level flight. a wide pattern and a stabilized approach are recommended. it is recommended to change only one flying parameter at a time i. however. They should be aware.e. When flying the aircraft with unreliable speed and/or altitude indications. WARNING   Do not instinctively reject an outlier ADR. Wait for speed stabilization. plus an ADR failure). If the flight crew identifies at least one ADR to be reliable. therefore terrain awareness becomes very important. the AP/FD behaviour may be unsatisfactory when approaching the ground. Although the ECAM procedure for a RA 1 + 2 FAULT is straightforward. SPEED. Note: The L/G DOWN NOT DOWN alert appears in approach when CONF2 is selected • After landing. Indeed. Instead of using RA information. normal law becomes active when the MLG is no longer compressed and pitch attitude becomes greater than 8 ° • On approach. as the autopilot gains are no longer updated with the radio altitude signal. flare law becomes active when the L/G is selected down and provided AP is disconnected. However. again requiring increased awareness. plus inputs to switch flight control laws at various stages. SPEED" low energy warning is also inoperative.ABNORMAL OPERATIONS NAVIGATION FLIGHT CREW TRAINING MANUAL A330/A340 DUAL RADIO ALTIMETER FAILURE Ident.: AO-034-00004149.5 ° It is not possible to capture the ILS using the APPR pb and the approach must be flown to CAT 1 limits only. There will be no auto-callouts on approach. the consequences of the failure on the aircraft operation require consideration.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The Radio Altimeters (RAs) provide inputs to a number of systems. At this point. They also supply information to the AP and A/THR modes. Furthermore. mode switching is as follows: • At take-off. the flight control system uses inputs from the LGCIU to determine mode switching. Consequently. ground law becomes active when the MLG is compressed and the pitch attitude becomes less than 2. the final stages of the approach should be flown using raw data in order to avoid possible excessive roll rates if LOC is still engaged. it is possible to capture the localiser using the LOC pb. ENV A330/A340 FLEET FCTM AO-034 P 20/20 15 JUN 10 . including the GPWS and FWC for auto-callouts. the "SPEED. Similarly. and no "RETARD" call in the flare The GPWS/EGPWS will be inoperative. "USE MAN PITCH TRIM" is displayed on the PFD. ABNORMAL OPERATIONS POWER PLANT FLIGHT CREW TRAINING MANUAL A330/A340 ALL ENGINE FLAMEOUT   1 Ident.: AO-070-00004151.0003001 / 09 JUN 10 Criteria: 31-3125, 31-4125, 31-5038, S18955, S19417, LR Applicable to: MSN 0002, 0007, 0012-0013, 0015-0017, 0020, 0022-0025, 0027-0031, 0035-0037, 0041, 0044-0054, 0056-0066, 0069-0086, 0089-0093, 0096, 0098-0102, 0104-0106, 0109-0116, 0118-0122, 0127, 0129-0132, 0135-0138, 0140-0142, 0144, 0146-0148, 0150-0162, 0165, 0167-0169, 0171-0184, 0186-0189, 0191-0192, 0194-0196, 0198-0201, 0203, 0205-0210, 0213-0214, 0216, 0218-0220, 0222-0228, 0231-0234, 0237-0238, 0241-0246, 0250, 0252-0254, 0256-0258, 0260-0261, 0263-0271, 0273, 0276, 0278, 0281, 0285-0287, 0290, 0296-0297, 0300-0302, 0304-0305, 0307-0308, 0310, 0312, 0317, 0319-0321, 0324-0325, 0327, 0331, 0334-0335, 0338, 0340, 0343, 0346-0347, 0350-0352, 0354-0355, 0359-0361, 0368-0369, 0373, 0378-0379, 0385-0386, 0389-0390, 0393, 0395, 0399, 0402-0403, 0405-0407, 0411, 0415, 0418, 0420-0425, 0427-0429, 0432-0434, 0438-0439, 0441, 0443-0444, 0446-0448, 0450, 0454, 0456, 0458, 0461, 0465, 0467, 0469-0470, 0472-0473, 0476-0477, 0479-0481, 0484, 0486-0487, 0489-0490, 0493, 0498, 0500-0502, 0505-0508, 0510-0511, 0513, 0516, 0519, 0521-0522, 0526-0530, 0532, 0535, 0538-0539, 0541, 0544-0546, 0548, 0550, 0555-0556, 0559, 0561-0562, 0565, 0567, 0570-0571, 0573, 0576, 0579, 0581, 0584-0585, 0587, 0590, 0593, 0597-0600, 0605, 0610, 0612, 0616, 0629, 0634-0636, 0638, 0640, 0642, 0645, 0648-0649, 0652, 0654-0661, 0664-0666, 0668-0670, 0673, 0676, 0678-0680, 0682-0684, 0686-0688, 0692-0693, 0695-0696, 0700-0701, 0703, 0708-0709, 0711, 0716-0717, 0721, 0724, 0726, 0729-0730, 0734, 0737-0739, 0741, 0747, 0755, 0758, 0760, 0770, 0772, 0776-0777, 0781, 0785-0786, 0788-0789, 0792-0793, 0795, 0797, 0800-0803, 0809, 0811, 0813-0815, 0818-0820, 0822, 0824, 0826, 0828-0829, 0832-0835, 0837, 0840-0842, 0844-0845, 0847, 0849-0850, 0852-0855, 0863, 0868-0870, 0873-0881, 0883-0884, 0887, 0889, 0891-0893, 0895-0896, 0898-0900, 0903-0906, 0908-0909, 0911, 0913-0916, 0918-0919, 0921-0922, 0926-0927, 0929-0930, 0933-0935, 0937-0940, 0943-0946, 0948-0952, 0954, 0958-0959, 0961-0979, 0981-0992, 0994-0995, 0997-1016, 1018-1032, 1034-1045, 1047-1078, 1081-1120, 1123-1184, 1188-1190 1 Following an all engine flame out, the flight deck indications change dramatically as the generators drop off line. The RAT is deployed to supply the emergency generator and pressurize the green hydraulic circuit. Control of the aircraft must be taken immediately by the left hand seat pilot, and a safe flight path established. When convenient, an emergency will be declared to ATC using VHF1. Depending on the exact situation, assistance may be available from ATC regarding position of other aircraft, safe direction etc. FLY NAVIGATE COMMUNICATE   Significant remaining systems in ALL ENGINES FLAME OUT PFD1, Alternate law RMP1, VOR1 VHF1 Note:   The AP, pitch trim and rudder trim are not available. If engine wind milling is sufficient • Additional hydraulic power may be recovered • The EDP may supply the emergency generator, which improves the electrical configuration. The ECAM provides the first immediate actions to be performed, then refers to two different QRH procedures: ENG ALL ENG FLAMEOUT with FUEL REMAINING or ENG ALL ENG FLAMEOUT with NO FUEL REMAINING procedures. Consequently, the flight crew must first apply the steps displayed on the ECAM, then apply the appropriate QRH procedure depending whether fuel is remaining or not. These QRH procedures are optimized to cope with each situation by providing ENV A330/A340 FLEET FCTM AO-070 P 1/6 15 JUN 10 ABNORMAL OPERATIONS POWER PLANT FLIGHT CREW TRAINING MANUAL A330/A340 corresponding OPERATING SPEEDS and required procedures until landing, including APPROACH PREPARATION, FORCED LANDING and DITCHING. In the fuel remaining case, • The actions should be commenced, with attention to the optimum relight speed without starter assist (with wind milling). If there is no relight within 30 s, the ENG ALL ENG FLAMEOUT with FUEL REMAINING QRH procedure orders engine masters off for 30 s. This is to permit ventilation of the combustion chamber. Then, the engine masters may be set ON again. Without starter assist (wind milling), this can be done at the same time. • If the crew wants to take credit of the APU bleed air, the APU should be started below FL 250. Below FL 200, an engine relight should be attempted with starter assist (using the APU bleed). • As green dot is not displayed on the left PFD, the PF will initially use the initial speed with starter assist before checking green dot in the QRH. With starter assist (APU bleed), only one engine must be started at a time. When ALL ENGINE FLAMEOUT occurs, as a consequence of the resulting ELEC EMER CONFIG, the LAND RECOVERY AC and DC BUS bars are initially shed and will remain shed until the LAND REC pb is selected ON. This remains true if normal configuration is restored. This is the reason why the crew will also select LAND REC pb on for approach following a restoration from an ALL ENGINE FLAMEOUT. ENV A330/A340 FLEET FCTM AO-070 P 2/6 15 JUN 10 ABNORMAL OPERATIONS POWER PLANT FLIGHT CREW TRAINING MANUAL A330/A340 All engine flame out procedure ALL ENGINE FLAMEOUT Ident.: AO-070-00004151.0001001 / 22 MAY 08 Criteria: LR 2 Applicable to: MSN 0003-0006, 0008-0011, 0014, 0018-0019, 0021, 0026, 0032-0034, 0038-0040, 0043, 0055, 0067, 0087-0088, 0094-0095, 0097, 0103, 0107, 0117, 0123-0126, 0128, 0133-0134, 0139, 0143, 0145, 0149, 0163-0164, 0166, 0170, 0185, 0190, 0193, 0197, 0202, 0204, 0211-0212, 0215, 0217, 0221, 0229-0230, 0235-0236, 0239-0240, 0247-0249, 0251, 0255, 0259, 0262, 0272, 0274-0275, 0277, 0279-0280, 0282-0284, 0288, 0291-0295, 0299, 0303, 0306, 0309, 0311, 0313-0316, 0318, 0322-0323, 0326, 0328-0330, 0332-0333, 0337, 0339, 0342, 0344-0345, 0348-0349, 0353, 0356-0358, 0362-0367, 0370-0372, 0374-0377, 0380-0384, 0387-0388, 0391-0392, 0394, 0396-0398, 0400-0401, 0404, 0408-0410, 0412-0414, 0416-0417, 0419, 0426, 0430-0431, 0435-0437, 0440, 0442, 0445, 0449, 0451-0453, 0455, 0457, 0459-0460, 0462-0464, 0466, 0468, 0471, 0474-0475, 0478, 0482-0483, 0485, 0488, 0491-0492, 0494-0497, 0499, 0503-0504, ENV A330/A340 FLEET FCTM AO-070 P 3/6 15 JUN 10 ABNORMAL OPERATIONS POWER PLANT FLIGHT CREW TRAINING MANUAL 0509, 0512, 0514-0515, 0517-0518, 0520, 0523-0525, 0531, 0533-0534, 0536-0537, 0540, 0542-0543, 0547, 0549, 0551-0554, 0557-0558, 0560, 0563-0564, 0566, 0568-0569, 0572, 0574-0575, 0577-0578, 0580, 0582-0583, 0586, 0588, 0591, 0595, 0601-0604, 0606-0609, 0611, 0614-0615, 0617-0628, 0630-0633, 0637, 0639, 0641, 0643-0644, 0646-0647, 0650-0651, 0653, 0662-0663, 0667, 0671-0672, 0674-0675, 0677, 0681, 0685, 0689-0691, 0694, 0697-0699, 0702, 0704-0707, 0710, 0712-0715, 0718-0720, 0722-0723, 0725, 0727-0728, 0732-0733, 0735-0736, 0740, 0742-0746, 0748-0754, 0756-0757, 0759, 0761-0769, 0771, 0773-0775, 0778-0780, 0782-0784, 0787, 0790-0791, 0794, 0796, 0798-0799, 0804-0807, 0810, 0812, 0817, 0821, 0823, 0825, 0827, 0830-0831, 0836, 0838-0839, 0843, 0846, 0848, 0851, 0857-0862, 0865-0867, 0871, 0882, 0885-0886, 0888, 0890, 0894, 0897, 0901-0902, 0907, 0910, 0912, 0917, 0920, 0923-0925, 0928, 0931-0932, 0936, 0941-0942, 0947, 0953, 0955-0957, 0960, 0980, 0993, 0996, 1017, 1033, 1046, 1079-1080, 1122, 1186 A330/A340 Following an all engine flame out, the flight deck indications change dramatically as the generators drop off line. The RAT is deployed to supply the emergency generator and pressurize the green hydraulic circuit. Control of the aircraft must be taken immediately by the left hand seat pilot, and a safe flight path established. When convenient, an emergency will be declared to ATC using VHF1. Depending on the exact situation, assistance may be available from ATC regarding position of other aircraft, safe direction etc. FLY NAVIGATE COMMUNICATE Significant remaining systems in ALL ENGINES FLAME OUT PFD1, Alternate law RMP1, VOR1 VHF1 Note: The AP, pitch trim and rudder trim are not available. If engine wind milling is sufficient • Additional hydraulic power may be recovered • The EDP may supply the emergency generator, which improves the electrical configuration. The ECAM actions are displayed and allow coping with this situation. However, as the ECAM cannot distinguish whether fuel is available or not, they provide a dimensioning procedure which cover all cases. Furthermore, The ECAM procedure refers to paper QRH for OPERATING SPEEDS, L/G GRAVITY EXTENSION and DITCHING or FORCED LANDING. It is the reason why the ENG ALL ENG FLAME OUT – FUEL REMAINING or ENG ALL ENG FLAME OUT – NO FUEL REMAINING procedures are available in the QRH. As they distinguish whether fuel is available or not, these single paper procedures are optimized for each case and include the required paper procedure e.g. L/G GRAVITY EXTENSION. Consequently, the crew should apply the QRH procedure and then, if time permits, clear ECAM warning to read status. ENV A330/A340 FLEET FCTM AO-070 P 4/6 15 JUN 10 ABNORMAL OPERATIONS POWER PLANT FLIGHT CREW TRAINING MANUAL A330/A340 In the fuel remaining case, • The actions should be commenced, with attention to the optimum relight speed without starter assist (with wind milling). If there is no relight within 30 s, the ECAM will order engine masters off for 30 s. This is to permit ventilation of the combustion chamber. Then, the engine masters may be set ON again. Without starter assist (wind milling), this can be done at the same time. • If the crew wants to take credit of the APU bleed air, the APU should be started below FL 250. Below FL 200, an engine relight should be attempted with starter assist (using the APU bleed). • As green dot is not displayed on the left PFD, the PF will initially use the initial speed with starter assist before checking green dot in the QRH. With starter assist (APU bleed), only one engine must be started at a time. When ALL ENGINE FLAMEOUT occurs, as a consequence of the resulting ELEC EMER CONFIG, the LAND RECOVERY AC and DC BUS bars are initially shed and will remain shed until the LAND REC pb is selected ON. This remains true if normal configuration is restored. This is the reason why the crew will also select LAND REC pb ON for approach following a restoration from an ALL ENGINE FLAMEOUT. ENV A330/A340 FLEET FCTM AO-070 P 5/6 15 JUN 10 ABNORMAL OPERATIONS POWER PLANT FLIGHT CREW TRAINING MANUAL A330/A340 All engine flame out procedure ENV A330/A340 FLEET FCTM AO-070 P 6/6 15 JUN 10 ABNORMAL OPERATIONS MISCELLANEOUS FLIGHT CREW TRAINING MANUAL A330/A340 EMERGENCY DESCENT Ident.: AO-090-00004152.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL 1 The emergency descent should only be initiated upon positive confirmation that cabin altitude and rate of climb is excessive and uncontrollable. The immediate actions of this procedure should be carried out by the fly crew from memory. The use of AP and autothrust is strongly recommended for an emergency descent. The FCU selections for an emergency descent progress from right to left, i.e. ALT, HDG, SPD. At high flight levels, the speed brake should be extended slowly while monitoring VLS to avoid the activation of angle of attack protection. This would cause the speedbrakes to retract and may also result in AP disconnection. If structural damage is suspected, caution must be used when using speedbrakes to avoid further airframe stress. When the aircraft is established in the descent, the PF should request the ECAM actions if any or QRH. The passenger oxygen MASK MAN ON pb should be pressed only when it is clear that cabin altitude will exceed 14 000 ft When in idle thrust, high speed and speed brake extended, the rate of descent is approximately 6 000 ft/min. To descend from FL 410 to FL 100, it takes approximately 5 min and 40 nm. The crew will be aware that MORA displayed on ND is the highest MORA value within a circle of 40 nm radius around the aircraft. ENV A330/A340 FLEET FCTM AO-090 P 1/10 15 JUN 10 ABNORMAL OPERATIONS MISCELLANEOUS FLIGHT CREW TRAINING MANUAL A330/A340 Emergency descent flow pattern After taking off the emergency mask following an emergency decent, the crew should close the mask box and reset the control slide in order to deactivate the mask microphone. ENV A330/A340 FLEET FCTM AO-090 P 2/10 15 JUN 10 ABNORMAL OPERATIONS MISCELLANEOUS FLIGHT CREW TRAINING MANUAL A330/A340 OVERWEIGHT LANDING Ident.: AO-090-00004153.0004001 / 22 MAY 08 Criteria: 330-200, 330-200F, 330-300 2 Applicable to: MSN 0012, 0017, 0030, 0037, 0045, 0050, 0054-0055, 0059-0060, 0062, 0064-0073, 0077, 0082-0083, 0086-0087, 0095-0096, 0098-0100, 0102, 0106-0113, 0116, 0118-0122, 0127, 0132, 0138, 0140, 0143-0144, 0148, 0153, 0155, 0162, 0165, 0171-0172, 0177, 0181, 0183-0184, 0188-0189, 0191, 0195, 0198, 0200, 0203, 0205-0206, 0209, 0211, 0219, 0222-0224, 0226, 0229-0232, 0234, 0238, 0240-0241, 0244, 0247-0251, 0253-0256, 0258-0259, 0261-0262, 0265-0267, 0269, 0271-0272, 0275-0277, 0279, 0281, 0283-0291, 0293-0296, 0299-0301, 0303, 0305-0306, 0308-0309, 0311-0317, 0320, 0322-0324, 0326, 0328, 0330, 0333-0334, 0337-0346, 0348-0351, 0353, 0356-0358, 0361-0362, 0364-0366, 0368-0370, 0372, 0375, 0380, 0382, 0384, 0386, 0388-0389, 0392-0393, 0396-0398, 0400-0401, 0403-0405, 0407-0409, 0412, 0418-0423, 0425, 0427-0428, 0432, 0437, 0439, 0441, 0443-0444, 0448, 0451-0452, 0454-0456, 0458, 0461-0463, 0465-0466, 0469, 0472-0473, 0476-0477, 0479-0481, 0484, 0486-0487, 0489-0491, 0493-0494, 0496-0498, 0500-0513, 0515-0516, 0518-0519, 0521-0522, 0524-0527, 0529-0530, 0532-0533, 0535-0536, 0539, 0542, 0548-0553, 0555, 0558, 0564-0565, 0567-0568, 0570-0571, 0573-0574, 0576, 0578-0579, 0581, 0584, 0587-0588, 0591-0597, 0600, 0602-0603, 0605, 0607, 0609-0610, 0612-0614, 0616, 0618, 0620-0621, 0623, 0625, 0627, 0629, 0631-0638, 0640-0642, 0644-0645, 0647-0650, 0652-0667, 0669-0671, 0673-0676, 0678-0680, 0682-0684, 0686-0688, 0690-0693, 0695-0697, 0699-0701, 0703-0705, 0707-0709, 0711-0714, 0716-0718, 0720-0722, 0724-0726, 0728-0735, 0737-0739, 0741-0743, 0745-0747, 0749-0752, 0754-0756, 0758-0760, 0769-0770, 0772-0774, 0776-0778, 0780-0782, 0784-0786, 0788-0789, 0791-0792, 0795-0797, 0799, 0801-0803, 0805-0811, 0813-0828, 0830-0834, 0836, 0838-0843, 0845, 0847, 0849-0869, 0871-0885, 0887-0893, 0895-0896, 0898-0901, 0903-0909, 0911, 0913-0916, 0918-0920, 0922-0923, 0925-0928, 0930-0932, 0934-0937, 0939-0952, 0954, 0956-0959, 0961-0971, 0973-0980, 0982-0986, 0988-0992, 0994-1004, 1006-1016, 1018-1029, 1031-1039, 1041-1078, 1080-1090, 1093-1101, 1103-1120, 1123-1190 Overweight landing can be performed "in exceptional conditions" (in flight turn back or diversion), provided the crew follows the OVERWEIGHT LANDING procedure. The decision to jettison  remains at captain discretion after the analysis of various parameters such as runway length, aircraft conditions, emergency situation... Should an overweight landing be required, a long straight in approach, or a wide visual pattern, should be flown in order to configure the aircraft for a stabilized approach. At high weight, the green dot speed for the current configuration may be close to, or even above the VFE CONF1. In this case, the procedure is to select the speed to VFE next –5 kt (but not below VLS) and then select the next configuration as the speed decreases through VFE next. As the slats extend, VLS will reduce. Once completed, speed should then be managed. While approaching S speed and when selecting flaps 2, the Flap Load Relief System (FLRS) may be activated and RELIEF is displayed on the EWD Flap/Slat indication. The flap 2 extension is slightly delayed until the speed gets below the corresponding VFE CONF2. The stabilized approach technique should be used, and VAPP established at the FAF. The speed will be reduced to VLS in the final stages of the approach to minimize the aircraft energy. The crew will elect the landing configuration according to "Maximum weight for go-around in CONF3" table provided in QRH. CONF FULL is preferred for optimized landing performance. However, if the aircraft weight is above the maximum weight for go-around, the crew will use CONF3 for landing and 1+F for go- around. The approach climb gradient limiting weight CONF 1+F is never limiting. If a go-around CONF 1+F is carried out, VLS CONF 1+F may be higher than VLS CONF3 +5 kt. The recommendation in such a case is to follow SRS orders which will accelerate the aircraft up to the displayed VLS. It should be noted, however, that VLS CONF 1+F equates to 1.23 VS1G whereas the minimum go-around speed required by regulations is 1.13 VS1G. This requirement is always satisfied. ENV A330/A340 FLEET FCTM AO-090 P 3/10 15 JUN 10 ABNORMAL OPERATIONS MISCELLANEOUS FLIGHT CREW TRAINING MANUAL A330/A340 The approach climb gradient limiting weight tables in QRHRefer to FCOM/99 Duref Cible FCOM are provided for conservative QNH and consequently may slightly differ from Refer to FCOM/PER-GOA-ACG-NOR CONF 3 - Gradient 2.5 %. The crew should be aware that the transition from -3 ° flight path angle to go around climb gradient requires a lot of energy and therefore some altitude loss. The maximum brake energy and maximum tire speed limiting weights are not limiting even in an overweight landing configuration. Taking into account the runway landing distance available, the use of brakes should be modulated to avoid very hot brakes and the risk of tire deflation. When the aircraft weight exceeds the maximum landing weight, structural considerations impose the ability to touch down at 360 ft/min without damage. This means that no maintenance inspection is required if vertical speed is below 360 ft/min. If vertical speed exceeds 360 ft/min at touch down, a maintenance inspection is required. OVERWEIGHT LANDING Ident.: AO-090-00004153.0006001 / 22 MAY 08 Criteria: 340-200, 340-300 Applicable to: MSN 0002-0011, 0013-0015, 0018-0029, 0031-0035, 0038-0044, 0046-0049, 0051-0053, 0056-0058, 0061, 0063, 0074-0076, 0078-0081, 0084-0085, 0088-0094, 0097, 0101, 0103-0104, 0114-0115, 0117, 0123-0126, 0128-0131, 0133-0137, 0139, 0141-0142, 0145-0147, 0149-0152, 0154, 0156-0161, 0163-0164, 0166-0170, 0173-0176, 0178-0180, 0182, 0185-0187, 0190, 0192-0194, 0196-0197, 0199, 0201-0202, 0204, 0207-0208, 0210, 0212-0218, 0220-0221, 0225, 0227-0228, 0233, 0235-0237, 0239, 0242-0243, 0245-0246, 0252, 0257, 0260, 0263-0264, 0268, 0270, 0273-0274, 0278, 0280, 0282, 0292, 0297, 0302, 0304, 0307, 0310, 0318-0319, 0321, 0325, 0327, 0329, 0331-0332, 0335, 0347, 0352, 0354-0355, 0359, 0363, 0367, 0373-0374, 0377-0379, 0381, 0385, 0387, 0390, 0395, 0399, 0402, 0406, 0411, 0413-0415, 0424, 0429-0430, 0433-0435, 0438, 0442, 0446-0447, 0450, 0459, 0467, 0470, 0474, 0483, 0528, 0538, 0541, 0544-0546, 0554, 0556, 0559, 0561-0562, 0582, 0585, 0590, 0598, 0643, 0646, 0651, 0668, 0793, 0800, 0835, 0844, 0921, 0938, 0955 Overweight landing can be performed "in exceptional conditions" (in flight turn back or diversion), provided the crew follows the OVERWEIGHT LANDING procedure. The decision to jettison  remains at captain discretion after the analysis of various parameters such as runway length, aircraft conditions, emergency situation... Automatic landing is certified up to MLW, but flight tests have been performed successfully up to MTOW. In case of emergency, and under crew responsibility, an automatic landing may be performed up to MTOW provided that the runway is approved for automatic landing. Should an overweight landing be required, a long straight in approach, or a wide visual pattern, should be flown in order to configure the aircraft for a stabilized approach. At high weight, the green dot speed for the current configuration may be close to, or even above the VFE CONF1. In this case, the procedure is to select the speed to VFE next –5 kt (but not below VLS) and then select the next configuration as the speed decreases through VFE next. As the slats extend, VLS will reduce. Once completed, speed should then be managed. While approaching S speed and when selecting flaps 2, the Flap Load Relief System (FLRS) may be activated and RELIEF is displayed on the EWD Flap/Slat indication. The flap 2 extension is slightly delayed until the speed gets below the corresponding VFE CONF2. ENV A330/A340 FLEET FCTM AO-090 P 4/10 15 JUN 10 0431. 0482. 0829. 0710. 0577. 0426. 0727. 0547. 0601. 0416-0417. 1040. OVERWEIGHT LANDING Ident. 0719. 0771.around. 0787. 0606. 0753.13 VS1G. 0960. 0929. 0580. 0794. aircraft conditions. 0993. 0681. The crew should be aware that the transition from -3 °flight path angle to go around climb gradient requires a lot of energy and therefore some altitude loss. 0475. structural considerations impose the ability to touch down at 360 ft/min without damage. and VAPP established at the FAF. 0736. 0639. 0848.. 1122 Overweight landing can be performed "in exceptional conditions" (in flight turn back or diversion). 0543. 0540. 0924. Above 270 t. 0575. if the aircraft weight is above the maximum weight for go-around. 0779. 0514. that VLS CONF 1+F equates to 1. ENV A330/A340 FLEET FCTM AO-090 P 5/10 15 JUN 10 . The approach climb gradient limiting weight CONF 1+F is never limiting. Automatic landing is certified up to the MLW. The decision to jettison  remains at captain discretion after the analysis of various parameters such as runway length. VLS CONF 1+F may be higher than VLS CONF3 +5 kt. 0391. 0604. The crew will elect the landing configuration according to "Maximum weight for go-around in CONF3" table provided in QRH. 0630.0001001 / 22 MAY 08 Criteria: 340-600 3 Applicable to: MSN 0371. The recommendation in such a case is to follow SRS orders which will accelerate the aircraft up to the displayed VLS. 0702. however. 0870. 0453. a maintenance inspection is required. 0723. 0534. The approach climb gradient limiting weight tables in QRHRefer to FCOM/99 Duref Cible FCOM are provided for conservative QNH and consequently may slightly differ from Refer to FCOM/PER-GOA-ACG-NOR CONF 3 . the maximum brake energy and maximum tire speed limiting weights are not limiting even in an overweight landing configuration. an automatic landing may be performed up to 270 t provided that the runway is approved for automatic landing.ABNORMAL OPERATIONS MISCELLANEOUS FLIGHT CREW TRAINING MANUAL A330/A340 The stabilized approach technique should be used. 0953.Gradient 2. It should be noted. 0569. provided the crew follows the OVERWEIGHT LANDING procedure. If vertical speed exceeds 360 ft/min at touch down. CONF FULL is preferred for optimized landing performance. the crew will use CONF3 for landing and 1+F for go. 0804. 0981.. 0583. Taking into account the runway landing distance available. 0383. If a go-around CONF 1+F is carried out. 0460. 1079. 0531. 0846. 0672. 0376. 0566. 0617. 0523. 0897. 0626. 0689. 0740.23 VS1G whereas the minimum go-around speed required by regulations is 1. but flight tests have been performed successfully up to 270 t. 0449. In case of emergency. The speed will be reduced to VLS in the final stages of the approach to minimize the aircraft energy. 1017. 0715. 0586. the use of brakes should be modulated to avoid very hot brakes and the risk of tire deflation.5 %. This requirement is always satisfied. Generally speaking. and under crew responsibility. However. 0615. 0790. 0619. 0837. the AP may be used down to 100 ft AGL. 0677. 0744. When the aircraft weight exceeds the maximum landing weight. 1030. 0488. 0812. 0468. 0436. This means that no maintenance inspection is required if vertical speed is below 360 ft/min.: AO-090-00004153. 0517. 0706. 0972. 0798. 0440. 0537. 0410. 0987. 0933. 0622. 0762-0768. 1005. 0557. emergency situation. the Flap Load Relief System (FLRS) may be activated and RELIEF is displayed on the EWD Flap/Slat indication. structural considerations impose the ability to touch down at 360 ft/min without damage. If a go-around CONF 1+F is carried out following an approach CONF3. It should be noted. The crew should be aware that the transition from -3 ° flight path angle to go around climb gradient requires a lot of energy and therefore some altitude loss. 0445. 0910. 0492.. 0685.. should be flown in order to configure the aircraft for a stabilized approach. 0748. The recommendation in such a case is to follow SRS orders which will accelerate the aircraft up to the displayed VLS. 0628. VLS CONF 1+F may be higher than VLS CONF3 +5 kt. the AP may be used down to 100 ft AGL. Automatic landing is certified up to MLW. 0775. 0608. ENV A330/A340 FLEET FCTM AO-090 P 6/10 15 JUN 10 . whether or not. The limiting weight tables in QRHRefer to FCOM/99 Duref Cible FCOM are provided for conservative QNH and consequently may slightly differ from Refer to FCOM/PER-GOA-ACG-NOR CONF 3 Gradient 2. or a wide visual pattern. emergency situation. This means that no maintenance inspection is required if vertical speed is below 360 ft/min. an automatic landing may be performed up to 250 t.13 VS1G. 0761. 0471.: AO-090-00004153. 0485.5 %. 0917. 0520. a long straight in approach. the use of brakes should be modulated to avoid very hot brakes and the risk of tire deflation. 0499. 0912. 0563. 0894. In case of emergency. 0572. The crew will elect the landing configuration according to "limiting weight for landing in conf full and in CONF 3" tables provided in QRH. and under crew responsibility. tire speed or brake energy limiting weight intervenes. 0757. 0478. provided the crew follows the OVERWEIGHT LANDING procedure. While approaching S speed and when selecting CONF 2. that VLS CONF 1+F equates to 1. This requirement is always satisfied. 0560.ABNORMAL OPERATIONS MISCELLANEOUS FLIGHT CREW TRAINING MANUAL A330/A340 Should an overweight landing be required. When the aircraft weight exceeds the maximum landing weight. 0464. provided the runway is approved for automatic landing. The flap 2 extension is slightly delayed until the speed gets below the corresponding VFE CONF2. OVERWEIGHT LANDING Ident. Taking into account the runway landing distance available. 0698. If vertical speed exceeds 360 ft/min at touch down. 1102 Overweight landing can be performed "in exceptional conditions" (in flight turn back or diversion). but flight tests have been performed successfully up to 250 t. 0495. The lowest limiting weight applies. a maintenance inspection is required. 0624. The speed will be reduced to VLS in the final stages of the approach to minimize the aircraft energy. Above 250 t.23 VS1G whereas the minimum go-around speed required by regulations is 1.0002001 / 22 MAY 08 Criteria: 340-500 4 Applicable to: MSN 0394. aircraft conditions. The stabilized approach technique should be used. 0902. however. The decision to jettison  remains at captain discretion after the analysis of various parameters such as runway length. These tables inform the crew. 0694. and VAPP established at the FAF. 0611. 0783. 0886. 1091. 0457. or a wide visual pattern. When the aircraft weight exceeds the maximum landing weight. 1032. This requirement is always satisfied. It should be noted. This means that no maintenance inspection is required if vertical speed is below 360 ft/min. 1051. whether or not. The crew should be aware that the transition from -3 ° flight path angle to go around climb gradient requires a lot of energy and therefore some altitude loss. Taking into account the runway landing distance available. however.5 %.0002001 / 09 JUN 10 Criteria: LR. a maintenance inspection is required. It may not be preceded by any warning. The flap 2 extension is slightly delayed until the speed gets below the corresponding VFE CONF2. The crew will elect the landing configuration according to "limiting weight for landing in conf full and in CONF 3" tables provided in QRH. If a go-around CONF 1+F is carried out following an approach CONF3.23 VS1G whereas the minimum go-around speed required by regulations is 1. CREW INCAPACITATION   5 Ident. and VAPP established at the FAF. The limiting weight tables in QRHRefer to FCOM/99 Duref Cible FCOM are provided for conservative QNH and consequently may slightly differ from Refer to FCOM/PER-GOA-ACG-NOR CONF 3 Gradient 2. 1070 5 GENERAL Crew incapacitation is a real safety hazard which occurs more frequently than many of the other emergencies. the use of brakes should be modulated to avoid very hot brakes and the risk of tire deflation. a long straight in approach. If vertical speed exceeds 360 ft/min at touch down. should be flown in order to configure the aircraft for a stabilized approach. structural considerations impose the ability to touch down at 360 ft/min without damage. The lowest limiting weight applies. Incapacitation can occur in many form varying from obvious sudden death to subtle. ENV A330/A340 FLEET FCTM AO-090 P 7/10 15 JUN 10 .: AO-090-00004154. While approaching S speed and when selecting CONF 2. 330-200F Applicable to: MSN 1004. The speed will be reduced to VLS in the final stages of the approach to minimize the aircraft energy. partial loss of function. tire speed or brake energy limiting weight intervenes. that VLS CONF 1+F equates to 1. The recommendation in such a case is to follow SRS orders which will accelerate the aircraft up to the displayed VLS.13 VS1G. VLS CONF 1+F may be higher than VLS CONF3 +5 kt. The stabilized approach technique should be used. the Flap Load Relief System (FLRS) may be activated and RELIEF is displayed on the EWD Flap/Slat indication. These tables inform the crew. 1062.ABNORMAL OPERATIONS MISCELLANEOUS FLIGHT CREW TRAINING MANUAL A330/A340 Should an overweight landing be required. • If there is a third type-qualified company pilot on board. • Declare an emergency to ATC • Take whatever steps are possible to ensure that the incapacitated pilot cannot interfere with the controls and the handling of the aircraft. Engage the onside AP as required.: AO-090-00004154. incoherent speech. 1063-1069. in particular assistance from a medically-qualified person. partial loss of function.ABNORMAL OPERATIONS MISCELLANEOUS FLIGHT CREW TRAINING MANUAL A330/A340 RECOGNITION The keys to an early recognition of crew incapacitation are: • Routine monitoring and cross checking of flight instruments • Crewmembers should have a very high index of suspicion of a subtle incapacitation • If one crewmember does not feel well. Incapacitation can occur in many form varying from obvious sudden death to subtle. 1005-1031. 1052-1061. 1033-1049. the remaining flight crewmember must follow the sequence below: First phase • Press the take-over pb. It may not be preceded by any warning. 1071-1190 GENERAL Crew incapacitation is a real safety hazard which occurs more frequently than many of the other emergencies.0001001 / 22 MAY 08 Criteria: LR 6 Applicable to: MSN 0002-1003.g. he/she should replace the incapacitated pilot for the remainder of the flight. ACTION In case one flight crewmember becomes incapacitated. providing as many details as possible on the condition of the affected crewmember Second phase • Prepare the approach and read the checklist earlier than usual • Request radar vectoring and prefer a long approach to reduce workload CREW INCAPACITATION Ident. ENV A330/A340 FLEET FCTM AO-090 P 8/10 15 JUN 10 . announce "I have control" and return the aircraft to a safe flight path. • Land as soon as practicable after considering all relevant factors • Arrange for medical assistance to be available upon arrival. • Request assistance from a cabin occupant (if any on board). pale fixed facial expression or irregular breathing may indicate the beginning of an incapacitation. he/she must advise the other crewmember • Others symptoms e. announce "I have control". This may include involving cabin crew to restrain the incapacitated pilot • Request assistance from any medically qualified passenger • Check if a type qualified company pilot is on board to replace the incapacitated crew member • Land as soon as practicable after considering all pertinent factors • Arrange medical assistance after landing giving many details about the condition of the affected crewmember Second phase • Prepare the approach and read the checklist earlier than usual • Request radar vectoring and prefer a long approach to reduce workload • Perform the landing from the fit pilot usual seat.g. • Declare an emergency to ATC • Take whatever steps are possible to ensure the incapacitated pilot cannot interfere with the handling of the aircraft. use the take-over pb and engage the on side AP as required. ENV A330/A340 FLEET FCTM AO-090 P 9/10 15 JUN 10 . return the aircraft to a safe flight path. the other crew must be advised • Others symptoms e. incoherent speech.ABNORMAL OPERATIONS MISCELLANEOUS FLIGHT CREW TRAINING MANUAL A330/A340 RECOGNITION The keys to early recognition of the incapacitation are: • Routine monitoring and cross checking of flight instruments • Crew members should have a very high index of suspicion of a subtle incapacitation • If one crew member does not feel well. ACTION The recovery from a detected incapacitation of the fit pilot shall follow the sequence below: First phase • Assume control. pale fixed facial expression or irregular breathing could indicate the beginning of an incapacitation. ABNORMAL OPERATIONS MISCELLANEOUS FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM AO-090 P 10/10 15 JUN 10 .   SUPPLEMENTARY INFORMATION . Intentionally left blank . .........................................................................................................................................................................................................1/4 THE ATTITUDE....................... 2/4 operational recommendations........................... 2/10 Influence of the CG on the Structure and Handling Characteristics.................................................... 4/4 SI-030 NAVIGATION ACCURACY GENERAL............................................................................................................................................................ZFCG ENTRY ERRORS general........................................................................................................................................................... 1/16 turbulence..................... 11/16 volcanic ash............................................................................................................................................................................................................................................ 1/4 GO AROUND.......................................................................................................................................................................................... 3/8 AIRCRAFT POSITION AWARENESS AND OPERATIONAL CONSEQUENCES...................................... 1/4 OPERATIONAL RECOMMENDATION....................................................................................................................................................................................................................................1/4 SI-010 ADVERSE WEATHER general..................... 8/16 windshear..........................1/8 COMPUTATION OF THE AIRCRAFT POSITION..................................................................................................................................................................................................................................................................................................................................................................................................................................................... 4/4 SI-050 CENTRE OF GRAVITY PREFACE.................................................................SUPPLEMENTARY INFORMATION PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 TABLE OF CONTENTS SI-PLP PRELIMINARY PAGES TABLE OF CONTENTS.............................................................................3/10 THE CG AND TRIM POSITION............................................................................................................................................................15/16 SI-020 FLYING REFERENCE GENERAL....................................................................................................................................................................................................1/4 THE FLIGHT PATH VECTOR..................................................................................................................... 1/4 entry error and operational consequences.................................................1/10 INFLUENCE OF THE CENTER OF GRAVITY ON THE AIRCRAFT PERFORMANCE...........................1/8 USE OF FMS................................................1/2 SUMMARY OF HIGHLIGHTS...................... 9/10 SI-060 TCAS TECHNICAL BACKGROUND.....................................................................1/10 MECHANICAL ASSUMPTIONS........................................................................................................................................................................................................................................................................................................................2/4 ENV A330/A340 FLEET FCTM SI-PLP-TOC P 1/2 15 JUN 10 ................................................................................................. 5/8 SI-040 ZFW ....................................................................1/4 technical background....................................................1/16 Cold Weather Operations and Icing Conditions........................................................................................................................................... ..................SUPPLEMENTARY INFORMATION PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 TABLE OF CONTENTS 3 SI-070 USE OF RADAR General ......1/10 Weather Radar Controls and Functions............................................................................................................................................................................. 3/10 Operational Recommendations for Weather Detection................................................................................................................................................................................................ 6/10 Other Operational Recommendations................................................................................................................. 1/10 Operational Recommendations For Weather Detection.. 5/10 Weather Data Analysis..............................................................................................................8/10 ENV A330/A340 FLEET FCTM SI-PLP-TOC P 2/2 15 JUN 10 .......................................................................... 1088. 1098. 1159. 1032. 1070. SI-010 Cold Weather Operations and Icing Conditions SI-010 Cold Weather Operations and Icing Conditions SI-010 Cold Weather Operations and Icing Conditions SI-010 turbulence SI-020 GO AROUND SI-020 GO AROUND 1/16 3/16 6/16 8/16 4/4 4/4 1 2 3 4 1 2 SI-030 COMPUTATION OF THE AIRCRAFT POSITION SI-030 USE OF FMS SI-030 USE OF FMS SI-030 USE OF FMS SI-030 USE OF FMS SI-070 General 1/8 3/8 4/8 4/8 4/8 1/10 1 2 3 4 5 1 ENV A330/A340 FLEET FCTM SI-PLP-SOH P 1/4 15 JUN 10 . 1079. 1095. 1089. 1100. 1146. 1181. 1091. 1084. 1105. 1147. 1170. 1189. 1081. 1165. 1153. 1107. 1129. 1116. 1104. 1173. 1169. 1184. 1161. 1190. Clarification on the use of MCDU pages to check the navigation accuracy Clarification on the use of MCDU pages to check the navigation accuracy Clarification on the use of MCDU pages to check the navigation accuracy Documentation update: Deletion of information. 1145. Documentation update: Deletion of information. 1118. 1168. 1101. 1096. 1137. 1126. 1160. 1155. 1123. Documentation update: Deletion of information. 1156. 1074. 1157. 1087. 1093. 1090. including VMO/MMO Effectivity update: The information no longer applies to MSN 0143. 1188. 1073. 1085. 1151. Effectivity update: The information now also applies to MSN 0143. 1112. 1071. 1108. Clarification of aircraft position computation and of navigation accuracy criteria Documentation update: Deletion of information. 1131. 1110. The information no longer applies to MSN 0660. 1024. 1106. 1004.0003001 OPERATIONAL RECOMMENDATIONS FOR WEATHER DETECTION" documentary unit. 1080. 1051. Documentation update: Deletion of the "00004180. 1099. 1053. 1086. 1094. 1163. 1132. 1143. 1114. 1141.0002001 FUNCTIONS" documentary unit. 1172. 1171. 1167. 1102. 1103. 1183. 1133. 1127. 1138. Documentation update: Deletion of information.SUPPLEMENTARY INFORMATION PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 2/2 SI-PLP-TOC USE OF RADAR Localization Title ID 3 Reason Documentation update: Deletion of the "00004182. 1149. 1097. 1150. Clarification on the procedure to apply in case of speed target exceedance. 1122. Documentation update: Deletion of information. 1120. 1062. 1124. 1177. 1174. 1130. 1178. 1186. 1135. 0633. 0660. Documentation update: Deletion of information. 0674. 0740. 0612. 0746. Effectivity update: The information now also applies to MSN 0680. 1024. 0648. 0299. Documentation update: Deletion of information. 0620. 0621. 0588. 0566. 0616. Documentation update: Deletion of information.SUPPLEMENTARY INFORMATION PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 1/10 1/10 2/10 3/10 SI-070 Weather Radar Controls and Functions SI-070 Weather Radar Controls and Functions SI-070 Weather Radar Controls and Functions SI-070 Operational Recommendations For Weather Detection Localization Title ID 2 3 4 5 Reason Effectivity update: The information now applies to all MSN. 0591. 0792. 0642. 0715. 0552. 1163. 0540. 1097. 0542. 0495. 0663. SI-070 Operational Recommendations For Weather Detection 3/10 6 ENV A330/A340 FLEET FCTM SI-PLP-SOH P 2/4 15 JUN 10 . 0294. The information no longer applies to MSN 0026. 0441. 0743. 0473. 1183. 0721. 0656. 0578. 0820. 0813. 0826. 0614. 0571. 0760. 0487. 0789. 0511. 0609. 0766. 0605. 0636. 0521. 0489. 0734. 0652. 0549. 0798. 0690. 0631. 0618. 0711. 0684. 0524. 0653. 0533. 0919. 0693. 0906. 0836. 1010. 1143. 0972. 0778. 1060. 0885. 1132. 0966. 0710. 0722. 0988. 0549. 1057. 0781. 0782. 0914. 1022. 1019. 1165. 0877. 1063. 1170. 0750. 0892. 0958. 0711. 0578. 0793. 0718. 0767. 1071. 0571. 1146. 0971. 0930. 0609. 0533. 1178. 0810. 0875. 1112. 0796. 0974. 0721. 1015. 1069. 0773. 1073. 0777. 1156. 0473. 1011. 0867. 0922. 1108. 1177. 1171. 1190. 0817. 0726. 1093. 1053. 0701. 0800. 0945. 1075. 1028. 1100. 0489. 0847. 1099. 0982. 0681. 0923. 0849. 1186. 0570. 0633. 1114. 1160. 1084. 1105. 0967. 0751. 1151. 0740. 0970. 1124. 0645. 0876. 0907. 1095. 0495. 0294. 0859. 1150. 0888. 0953. 0913. 1103. 1094. 0940. 1116. 0642. 0792. 0511. 1070. 0986. 0583. 0853. 0840. 0728. 0818. SI-070 Operational Recommendations for Weather Detection 5/10 8 ENV A330/A340 FLEET FCTM SI-PLP-SOH P 3/4 15 JUN 10 . 0713. 1101. 1138. 0631. 0674. 0784. 0588. 0904. 0931. 0540. 0997. 0981. 1005. 1135. 1153. 0879. 1174. 1130. 0863. 0762. 1122. 0621. 0791. 0605. 0947. 0624. 0896. 1098. 0655. 0812. 0941. 0771. 0950. 0989. 0734. 1159. 1074. 0579. 0983. 0943. 1034. 1131. 0591. 1169. 1157. 0743.SUPPLEMENTARY INFORMATION PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 5/10 SI-070 Operational Recommendations for Weather Detection Localization Title ID 7 Reason Effectivity update: The information now also applies to MSN 0026. 1090. 0909. 0616. 0760. 1026. 1172. 0719. 0790. 1161. 0634. 0749. 0851. 1009. 0813. 0942. 1079. 0653. Documentation update: Deletion of information. 0881. 0780. 0755. 0815. 0935. 0612. 0542. 0661. 0932. 1003. 0587. 1167. 1032. 0918. 0944. 1147. 0756. 1127. 0759. 0650. 0698. 0916. 1168. 1041. 0785. 0629. 0842. 0825. 0917. 1059. 0898. 0644. 1145. 1173. 0841. 1038. 0689. 1155. 0806. 1088. 1006. 0543. 1110. 1076. 1052. 0797. 0735. 0487. 0992. 0523. 0865. 1118. 0482. 0884. 0962. 0766. 0687. 1081. 1133. 1018. 0893. 1102. 0957. 0928. 0524. 1091. 0614. 0618. 0648. 1008. 0537. 1002. 0677. 0636. 1061. 1004. 0899. 0799. 1044. 0690. 0831. 0990. 0954. 0684. 0862. 0789. 1035. 1000. 0580. 0905. 0866. 0573. 0987. 0826. 0976. 0949. 0908. 0620. 0746. 1042. 0827. 0763. 1039. 0820. 0732. 0715. 1129. 0566. 0857. 1184. 0555. 0569. 1025. 1107. 0977. 0535. 1048. 0858. 1031. 0882. 0890. 0934. 0678. 1149. 0830. 0798. 0628. 0775. 0937. 1051. 0936. 1049. 0860. 1016. 0961. 0952. 1012. 1106. 0530. 1137. 0517. 1087. 0846. 0901. 0299. 0745. 1126. 0839. 1082. 0647. 0652. 0968. 0948. 0807. 0663. 1123. 0814. 0883. 1181. 0887. 0821. 0897. 1062. 1086. 0733. 0924. 1089. 0889. 1141. 1054. 0964. 0956. 0985. 0441. 0656. 0667. 1037. 0521. 0794. 1066. 1188. 1085. 0720. 0873. 1104. 0576. 1189. 0903. 1020. 0869. 0843. 0978. 1080. 1029. 0979. 0848. 1120. 1096. 0552. The information no longer applies to MSN 0680. ENV A330/A340 FLEET FCTM SI-PLP-SOH P 4/4 15 JUN 10 .SUPPLEMENTARY INFORMATION PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 6/10 8/10 SI-070 Weather Data Analysis SI-070 Other Operational Recommendations Localization Title ID 9 Reason Documentation update: Addition of "Weather Data Analysis" documentary unit 10 Documentation update: Deletion of information. COCKPIT PREPARATION The following systems may be affected in very cold weather: • EFIS/ECAM (when the cockpit temperature is very low) • IRS alignment (may take longer than usual. the aircraft may stall at a lower AOA. the airflow smoothly follows the shape of the wing. humidity or rain will cause ice accretion on the upper wing.SUPPLEMENTARY INFORMATION ADVERSE WEATHER FLIGHT CREW TRAINING MANUAL A330/A340 GENERAL Ident. As a result. and the drag may increase.) EXTERIOR INSPECTION When icing conditions on ground are encountered. and must be performed from locations that offer a clear view of these parts. after a flight at high altitude and low temperature. ENV A330/A340 FLEET FCTM SI-010 P 1/16 15 JUN 10 . even if the Outside Air Temperature (OAT) is higher than 0 °C. Therefore. and light frost under the wing. and/or when ice accretion is suspected. COLD WEATHER OPERATIONS AND ICING CONDITIONS   Ident. When the wing is clean. the maximum lift-coefficient is reduced.: SI-010-00004156. When the wing is covered with ice. Heating automatically operates at low power. up to 15 min) The probe and window heating may be used on ground. In such cases. the Captain should determine. (Only 3 mm of frost on the under side of the wing tank area is acceptable.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL 1 PREFACE Aircraft performance is certified on the basis of a clean wing. the airflow separates from the wing when the Angle-Of-Attack (AOA) increases.: SI-010-00004155.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL Adverse weather operations take into account the following aspects: • Cold weather operations and icing conditions • Turbulence • Windshear • Volcanic ash. The flight crew must keep in mind that the wing temperature of the aircraft may be significantly lower than 0 °C. This visual inspection must take into account all vital parts of the aircraft. whether the aircraft requires ground deicing/anti-icing treatment. on the basis of the exterior inspection. Ice accretion affects wing performance. the fluids must flow off the surfaces of the aircraft during takeoff. and depends on the type of fluid. Depending upon the severity of the weather. However. by first applying the heated deicing fluid. The holdover time starts from the beginning of the application of the second fluid. • The aircraft can be deiced/anti-iced. • After spraying. • A deicing/anti-icing report must be filled out to indicate the type of fluid and when the spraying began. 4 High viscosity Longer holdover time Used for deicing and anti-icing The holdover time starts from the beginning of the application of the fluid. These fluids have different characteristics: type 1 Low viscosity Limited holdover time Used mainly for deicing type 2. These tables must be used in conjunction with the pre-takeoff check. The flight crew should refer to applicable tables as guidelines. • The aircraft must be deiced/anti-iced symmetrically on both sides. in order not to degrade takeoff performance.SUPPLEMENTARY INFORMATION ADVERSE WEATHER FLIGHT CREW TRAINING MANUAL A330/A340 AIRCRAFT DEICING/ANTI-ICING ON GROUND DEICING/ANTI-ICING FLUID Deicing/anti-icing fluids must be able to remove ice and to prevent its accumulation on aircraft surfaces until the beginning of the takeoff. then by applying a protective anti-icing fluid: These two sprays must be applied consecutively. Several types of fluids can be used. • In two steps. and should be used in low moisture conditions only. with the engine and/or the APU running or off. and on the nature and severity of precipitation. the APU or the engine should not be started during spraying. 3. the deicing/anti-icing procedure must be applied either: • In one step. ENV A330/A340 FLEET FCTM SI-010 P 2/16 15 JUN 10 . keep bleeds off for a few minutes. PROCEDURES The following outlines the various procedures to be applied before and after spraying: • All ENG and APU BLEED pushbuttons must be set to OFF and the DITCHING pushbutton must be set to ON. to prevent any engine ingestion of deicing/anti-icing fluid. via the single application of heated and diluted deicing/anti-icing fluid: This procedure provides a short holdover time. The holdover time starts from the beginning of the application of the fluid. and perform a visual inspection of the aircraft surfaces. In addition. • The slats/flaps and flight controls can be moved. the flight crew must apply the applicable performance penalty. therefore. to shed any ice from the fan blades. with the engines running at higher N1. • On slush-covered. • When reaching the holding point: The "Before Takeoff down to the line" checklist must be performed. derated thrust  may be used. instead of nosewheel steering. When available. If anti-ice is used. A reduction in the minimum control speeds can sometimes enhance takeoff performance. or if engine vibration occurs. it is not permitted to use FLEX thrust.SUPPLEMENTARY INFORMATION ADVERSE WEATHER FLIGHT CREW TRAINING MANUAL A330/A340 AFTER START • Keep the engine bleeds off. and any action that could distract the flight crew during taxiing should be delayed until the aircraft is stopped. thrust should be increased periodically. Slush. or snow-covered. • The flight crew must maintain the aircraft at an appropriate distance from the aircraft in front. as required. • On slippery taxiways: It may be more effective to use differential braking and/or thrust. taxiways: Flap selection should be delayed until reaching the holding point. • Engine anti-ice will increase ground idle thrust. The following factors should be taken into account: • At speeds below 10 kt: Anti-skid deactivates. However. because they no longer have ice. but reduces the second segment limited takeoff weight. in order to optimize aircraft performance. • To minimize the risk of skidding during turns: Avoid large tiller inputs. and/or deep snow reduce the effectiveness of aircraft takeoff performance. A higher flap setting increases the runway-limited takeoff weight. because of increased rolling resistance and reduction in tire-to-ground friction. ENV A330/A340 FLEET FCTM SI-010 P 3/16 15 JUN 10 . a derated takeoff  thrust results in lower minimum control speeds and. and immediately before takeoff. in a lower V1. the taxi speed should be limited to 10 kt. TAXI-OUT On contaminated runways. in order to avoid contaminating the flap/slat actuation mechanism. standing water. • In icing conditions: When holding on ground for extended periods of time. • Keep the APU running with the bleed off for a few minutes after spraying. For more details about this procedureRefer to FCOM/SOP-09-AFTER START-Engine Anti Ice 2 TAKEOFF TAKEOFF PERFORMANCE When taking off from contaminated runways. HOLDING If holding is performed in icing conditions. the atmosphere differs from the International Standard Atmosphere (ISA) conditions. before applying thrust. If there is a tendency to deviate from the runway centerline. the flight crew should maintain clean configuration. Wing anti-ice should be turned on. If it is necessary to turn on the engine anti-ice. unless flying near CBs. If the recommended anti-ice procedures are not performed. via rudder pedal steering. On contaminated runways. the aircraft speed must be increased (Refer to FCOM/PRO-SUP-30 OPERATIONS IN ICING CONDITIONS). the engine anti-ice should be turned on. In climb or cruise. and wait for stabilization • Set the ENGINE START selector to NORM • Repeat this procedure for the other engine(s). Then. this tendency must be neutralized immediately. BAROMETER INDICATIONS In cold weather. engine stall. APPROACH ICE ACCRETION If significant ice accretion develops on parts of the wing. CLIMB/DESCENT Whenever icing conditions are encountered or expected. engine anti-ice should be turned off. the flight crew should ensure that engine thrust advances symmetrically to help minimize potential problems with directional control. the flight crew must ensure that the airframe has no ice or snow. when entering clouds. Although the TAT before entering clouds may not require engine anti-ice. When ENV A330/A340 FLEET FCTM SI-010 P 4/16 15 JUN 10 . then apply the following procedure: • Set the ENGINE START selector to IGN • Retard one engine. when the SAT decreases to lower than -40 °C. if either severe ice accretion is expected. and if ice accretion is visible because engine anti-ice was turned on late. and set the ENG ANTI-ICE pushbutton to ON • Smoothly adjust thrust. The parameters that the ADIRS computes are barometric and ISA-referenced. flight crews should be aware that the TAT often decreases significantly. over-temperature. not via the tiller.SUPPLEMENTARY INFORMATION ADVERSE WEATHER FLIGHT CREW TRAINING MANUAL A330/A340 TAKEOFF ROLL Before the aircraft lines up on the runway for takeoff. or engine damage may occur. This is because prolonged flight in icing conditions with the slats extended should be avoided. or if there is any indication of icing on the airframe. the Captain should ensure that the nosewheel is straight. This correction has to be added to the indicated altitude. by adding the values that are indicated in the table below: Corrections to be Added (ft) Airport Temperature (°C) -10 -20 50 70 140 280 420 570 710 Height (ft) 1 000 2 000 3 000 4 000 5 000   500 100 200 290 390 490 -30 100 190 380 570 760 950 These values are calculated for an aerodrome at sea level. FPA Correction When the temperature is lower than ISA. When the temperature is lower than ISA: ‐ The true altitude of the aircraft is lower than the altitude that the ADIRS computes.) are not accurate.. If appropriate. to correct the FPA for this ISA deviation effect. the altitude and FPA computed by the ADIRS.. the flight crew should select on the FCU a FPA slightly different from the FPA that the aircraft needs to fly. Altitude Correction The flight crew should consider to correct the target altitudes. Along the Approach and Missed Approach. ‐ The FPA that the aircraft actually flies. and are therefore conservative when applied at a higher altitude aerodrome. the flight crew should therefore apply corrections on the altitudes and on the FPA (in vertical selected FPA mode). For aerodromes at sea level. and on the altitude for the altitude/distance check. . the flight crew should consider to apply the altitude corrections on the relevant minimum altitudes (all including FAF. and on the height above the airport. ENV A330/A340 FLEET FCTM SI-010 P 5/16 15 JUN 10 . The correction depends on the airport temperature. For Non Precision Approach in vertical managed mode : Refer to NO-120 Cold Weather Operations. these corrections corresponds approximately to 4 x Delta ISA x Height (ft)/1000 . is less steep than the FPA that the ADIRS computes. and they should be vigilant on the parameters that are displayed. minima). the FPA that the aircraft actually flies is less steep than the FPA that the ADIRS (ISA referenced) computes. In vertical selected mode FPA. Note:   The ADIRS computes the FPA from inertial data and barometric altitude. VDEV. and the associated indications on PFD (altitude.SUPPLEMENTARY INFORMATION ADVERSE WEATHER FLIGHT CREW TRAINING MANUAL A330/A340 the atmosphere differs from the ISA conditions. Step-down altitudes. provide a good assessment of the real landing distances for specific levels of contamination. if it is not possible to avoid such landings. Approach: FAF at 3 000 ft . the following factors (linked to operations on contaminated runways) should be considered: • Braking action • Directional control. It is possible that the DECEL light on the AUTO BRK panel will not ENV A330/A340 FLEET FCTM SI-010 P 6/16 15 JUN 10 . the check "altitude (corrected in temperature) versus distance" remains the reference. 3 LANDING Obviously. landings should be avoided on very slippery runways. It also creates a layer of fluid between the tires and the runway surface. BRAKING ACTION The presence of fluid contaminants on the runway has an adverse effect on braking performance. In such cases. particularly at low speeds. if necessary. reverse thrust should be reduced to idle. Example EXAMPLE   Airport outside temperature -20 °C . Final descent slope 3 °. when landing on an evenly contaminated runway. The landing distances.SUPPLEMENTARY INFORMATION ADVERSE WEATHER FLIGHT CREW TRAINING MANUAL A330/A340 In any case. However. Using reversers on a runway that is contaminated with dry snow may reduce visibility. and reduces the contact area. namely the altitude and the VDEV are not corrected in temperature and are therefore not accurate. because it reduces the friction between the tires and the surface of the runway. Impact on the indications The barometric indications on PFD. as soon as the main landing gear is on ground. indicated in the QRH. Delta ISA = -35 °C. A firm touchdown should be made and MAX reverse should be selected. The use of MED (4 for A340-500/600) autobrake is recommended. and lead to a loss of directional control. the cornering force of the main wheels decreases. the autobrake may laterally destabilize the aircraft. Use of the tiller must be avoided above taxi speed. the sidestick must be centered. the same braking effect may be produced by a full or half-deflection of the pedal. This is because. because it may result in nosewheel skidding. as the predetermined deceleration may not be achieved. and reverse thrust is selected. differential braking must be applied by completely releasing the pedal on the side that is opposite to the expected direction of the turn. and causes the aircraft to drift to the downwind side of the runway. In the case of uneven contamination on a wet or contaminated runway. This prevents asymmetric wheel loading. in the same way as for a normal landing.SUPPLEMENTARY INFORMATION ADVERSE WEATHER FLIGHT CREW TRAINING MANUAL A330/A340 come on. directional control problems are caused by two different factors: • If the aircraft touches down with some crab. • As the braking efficiency increases. Runway Conditions DIRECTIONAL CONTROL During rollout. When required. The rudder should be used for directional control after touchdown. that results in asymmetric braking and increases the weathercock tendency of the aircraft. ENV A330/A340 FLEET FCTM SI-010 P 7/16 15 JUN 10 . Typical Landing Distance Factors vs. In such a case. consider deselecting the autobrake. This does not mean that the autobrake is not working. on a slippery runway. Landing on a contaminated runway in crosswind requires careful consideration. If this occurs. the side-force component of reverse adds to the crosswind component. This adds to any problems there may be with directional control. Good management of the radar tilt is essential.g. with the electric pumps. associated with CBs. must be avoided. If turbulence is expected. However. in order to increase the cornering force. and the engines are stopped. This is because retraction could cause damage. in extreme cold conditions. the flight crew must wait for F+20 kt before setting Flaps 1). TAXI-IN During taxi-in. in order to accurately assess and evaluate the vertical development of CBs. selective use of manual gain may help to assess the general weather conditions. in order to reduce the reverse thrust side-force component.SUPPLEMENTARY INFORMATION ADVERSE WEATHER FLIGHT CREW TRAINING MANUAL A330/A340 If there is a problem with directional control: • Reverse thrust should be set to idle. When the aircraft arrives at the gate. after landing. They may then be retracted.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL PREFACE The flight crew must use weather reports and charts to determine the location and altitude of possible CBs. Usually. by crushing any ice that is in the slots of the slats. in order to prepare passengers and prevent injury. PARKING At the end of the flight. reselect reverse thrust. Manual gain is particularly useful. the flight crew must turn on the seatbelt signs. TURBULENCE Ident. reduced gain will help the flight crew ENV A330/A340 FLEET FCTM SI-010 P 8/16 15 JUN 10 . • The brakes should be released. 4 IN FLIGHT USE OF THE RADAR Areas of known turbulence. when operating in heavy rain. if the radar picture is saturated. TAKEOFF For takeoff in high turbulence. storms. In this case. a visual inspection should be performed to check that the slats/flaps areas are free of contamination. and Clear Air Turbulence (CAT). the flaps/slats should not be retracted. and resume braking (Refer to NO-160 ROLL OUT). • The pilot should return to the runway centerline.: SI-010-00004157. the flight crew must wait for the target speed +20 kt (limited to VFE-5) before retracting the slats/flaps (e. cold soak protection is requested when a longer stopover is expected. the gain should be left in AUTO. and lateral avoidance should.SUPPLEMENTARY INFORMATION ADVERSE WEATHER FLIGHT CREW TRAINING MANUAL A330/A340 to identify the areas of heaviest rainfall. A340 aircraft). In some cases (e. the flight crew should keep the AP engaged. that are usually associated with active CB cells. and the A/THR should then be disconnected. turbulence speed may be less than the green dot speed. consider the use of turbulence speed. Thrust levers should be set to turbulence N1 (Refer to QRH). it should be reset to AUTO. enter the wind data to improve the computation of the vertical profile and of the speed target range performed by the FMS ‐ If severe turbulence is known or forecasted. After using manual gain. be at 20 nm upwind. during climb. but merely a maneuver speed and the flight crew may fly below this speed. If severe turbulence is encountered. A weak echo should not be a reason for the flight crew to underestimate a CB. in order to benefit from the GS mini. If the aircraft is flown manually.g. ENV A330/A340 FLEET FCTM SI-010 P 9/16 15 JUN 10 . ideally. the flight crew should set the AP and A/THR to ON with managed speed. cruise or descent. and should not over-control the sidestick. the aircraft may slightly exceed VMO/MMO with the autopilot (AP) engaged. VMO/MMO EXCEEDANCE In turbulence. The decision to avoid a CB must be taken as early as possible. The turbulence speed must be flown for structural reasons. Therefore. they should avoid the temptation to fight turbulence. USE OF THE AP AND A/THR If moderate turbulence is encountered. or slightly exceeds. monitor the speed trend symbol on the PFD. If the current speed is close to the VMO (maximum operating speed). Use of the A/THR is. however. To prevent such an exceedance: ‐ Adapt speed or Mach target ‐ Before the descent in DES mode. Green dot speed is not a limitation. the speed limit: • Use the speedbrakes • Use the FCU immediately to select a lower speed target. If the speed trend reaches. and/or with heavy weights. because only the wet parts of the CB are detected. the flight crew should be aware of the fact that flight control laws are designed to cope with turbulence. in order to recover optimum radar sensitivity. recommended during approach. in addition to pilot input during VMO recovery. because it is "dry turbulence". In the case of an engine flameout. keeping in mind that the buffet margin reduces as the altitude increases. consider the AP disconnection. High Speed Protection may also result in activation of the angle of attack protection. Therefore.75 g. MISCELLANEOUS • The flight crew must set the harness to on. check that the seat belts signs are on and use all white lights in thunderstorms. If CAT is encountered.SUPPLEMENTARY INFORMATION ADVERSE WEATHER FLIGHT CREW TRAINING MANUAL A330/A340 If the speed trend significantly exceeds the VMO red band. it is not necessary to command a FWD fuel transfer. without high speed protection activation: • Select a lower target speed on the FCU and. adapt the pitch attitude to ensure a proper follow up of the speed target. When the AP is off. It may have tripped and the associated aural warning may have been superseded by the overspeed aural warning. Therefore. Speedbrakes may be used in case of high speed exceedance. the flight crew should be aware of the pitch influence if the speedbrakes are used close to the ceiling. the flight crew may consider avoiding it vertically. • Before re-engaging the AP. In all events. in the event of heavy turbulence in cruise. In addition. the AP will disengage on reaching the high speed protection. check the AP engagement status. but the flight crew should be aware of pitch influence. close to the ceiling. • It is not necessary to set the ENG START selector to IGN. • Turbulence speeds are indicated in the QRH. the igniters will trigger automatically. If the aircraft accelerates above VMO with the AP engaged. if the aircraft continues to accelerate. and re-engage it when appropriate. CONSIDERATIONS ON CLEAR AIR TURBULENCE (CAT) Clear Air Turbulence (CAT) can be expected by referring to weather charts and pilot reports. However. make a smooth pitch correction in order to recover proper speed. • The handling characteristics of "fly-by-wire" aircraft are independent of the CG in normal and alternate law. speedbrakes will be used with caution. the radar cannot detect CAT. The high speed protection will apply a nose-up order up to 1. ENV A330/A340 FLEET FCTM SI-010 P 10/16 15 JUN 10 . 5 nm.0001001 / 21 MAY 08 Criteria: LR Applicable to: ALL BACKGROUND INFORMATION WINDSHEAR PHENOMENON Windshear is mainly due to a cool shaft of air. causing the aircraft to descend. e. until a thunderstorm has moved away from the airport. like a cylinder with a width between 0. causing vertical air mass movement.g. When the air hits the ground. Flight safety is affected. Studying meteorological reports and listening to tower reports will help the flight crew to assess the weather conditions that are to be expected during takeoff or landing. STRATEGY FOR COPING WITH WINDSHEAR Windshear and microburst are hazardous phenomena for an aircraft at takeoff or landing. it: • Mushrooms horizontally. causing horizontal wind gradient • Curls inward at the edges. or to reach a very high AOA. Windshear Phenomenon AWARENESS AND AVOIDANCE Awareness of the weather conditions that cause windshear will reduce the risk of an encounter.SUPPLEMENTARY INFORMATION ADVERSE WEATHER FLIGHT CREW TRAINING MANUAL A330/A340 WINDSHEAR Ident. because: • The horizontal wind gradient significantly affects lift. • The vertical air mass movement severely affects the aircraft flight path. the takeoff or landing should be delayed until the conditions improve. that is moving downward. If a windshear encounter is likely.: SI-010-00004158. The strategy to cope with windshear is: • Increasing Flight Crew Awareness through the Predictive Windshear System (PWS) • Informing the Flight Crew of unexpected air mass variations through FPV and approach speed variations ENV A330/A340 FLEET FCTM SI-010 P 11/16 15 JUN 10 .5 nm and 1. In windshear conditions. there is a "WINDSHEAR WINDSHEAR WINDSHEAR" aural warning. and requests rapid thrust adjustment. Deceleration Rate -1 kt/second -1 kt/second Flight Path Angle -3 ° -4 ° Warning VLS -7 kt VLS -1 kt In addition. regardless of whether the radar is turned on or off. bird and target speed . before the activation of the alpha floor protection. The PWS operates automatically below 2 300 ft AGL.SUPPLEMENTARY INFORMATION ADVERSE WEATHER FLIGHT CREW TRAINING MANUAL A330/A340 • Warning the flight crew of significant loss of energy through "SPEED. The following table provides some typical values of the speed at which the warning could occur in two different circumstances.wind interpretation Warning the Flight Crew The "SPEED. This predictive capability to assess wind variations is performed by the Predictive Windshear System (PWS). SPEED. Informing the Flight Crew The FPV associated with the approach speed variations (GS mini protection) is an effective means for informing the flight crew of unexpected air mass variations: Approach speed variations and lateral FPV displacement reflect horizontal wind gradient. Vertical FPV displacement reflects the vertical air mass movement. SPEED" and "WINDSHEAR" aural warnings • Providing effective tools to escape the shear through ALPHA FLOOR protection. The radar can measure the speed variations of the droplets. high AOA protection and Ground Speed (GS) mini protection. carrying with it a large number of falling rain droplets. the aircraft has a reactive windshear warning system. it is the first warning to appear. Increasing Flight Crew Awareness When the airshaft of a microburst reaches the ground. ENV A330/A340 FLEET FCTM SI-010 P 12/16 15 JUN 10 . acceleration and flight path angle. This warning attracts the PF’s eyes to the speed scale. SRS pitch order. it mushrooms outward. and as a result. In such a case. SPEED" low energy warning is based on the aircraft speed. This system triggers if the aircraft encounters windshear. SPEED. assess wind variations. WINDSHEAR" aural warning) or windshear detected by pilot observation If the windshear starts before V1. with significant speed and speed trend variations. the procedure requests following the SRS pitch bar and possibly full aft stick. WINDSHEAR. Therefore. provided that the aircraft does not enter windshear. takeoff must be delayed. the Captain must reject the takeoff (the aural warning is inhibited at speeds greater than 100 kt). Reactive windshear ("WINDSHEAR. if needed. the flight crew must: • Set TOGA • Closely monitor the speed and the speed trend • Ensure that the flight path does not include areas with suspected shear • Change the aircraft configuration. if they are extended. that changes to TOGA LK. OPERATIONAL RECOMMENDATIONS TAKEOFF Predictive Windshear ("WINDSHEAR AHEAD" aural warning) If a predictive windshear aural warning is generated on the runway before takeoff. If a predictive windshear aural warning is generated during initial climb.SUPPLEMENTARY INFORMATION ADVERSE WEATHER FLIGHT CREW TRAINING MANUAL A330/A340 Providing Effective Tools There are three effective tools to assist the flight crew to escape: • The alpha floor protection • The SRS AP/FD pitch law • The high angle-of-attack protection. TOGA/LK can only be deselected by turning the A/THR off. by automatically retracting the speed brakes. When the alpha floor protection is triggered. The high angle-of-attack protection enables the PF to safely pull full aft stick. If a predictive windshear aural warning is generated during the takeoff roll. This provides maximum lift and minimum drag. in order to follow the SRS orders and minimize the loss of height. when the aircraft angle-of-attack has decreased. The FMA displays A FLOOR. the Captain must initiate a rejected takeoff. The SRS pitch mode ensures the best aircraft climb performance. and the Captain decides that there is sufficient runway to stop the airplane. ENV A330/A340 FLEET FCTM SI-010 P 13/16 15 JUN 10 . in order to follow the SRS pitch order. the A/THR triggers TOGA on all engines. or to rapidly counteract a down movement. However. but not aggressively. the flight crew must select TOGA and must apply the QRH checklist actions from memory. if the approach is continued. • For a DRT Takeoff  . report the encounter to ATC. • A more appropriate runway must be considered. because it provides the GS mini function. • The PNF should call out the wind variations from the ND and V/S and. • The PF must fly SRS pitch orders rapidly and smoothly. • Using the TRK/FPA or ILS. provided that the windshear is not entered. For the description of the applicable technique. Reactive Windshear In case of the "WINDSHEAR WINDSHEAR WINDSHEAR" aural warning. and must consider the use of full backstick. the A/THR response time may not be sufficient to manage the instantaneous loss of airspeed. • The flight crew should increase the VAPP displayed on MCDU PERF APP page up to a maximum VLS +15 kt. The aircraft configuration can be changed. when clear of the shear. gear) must not be changed until out of the shear. to minimize height loss. asymmetric TOGA thrust cannot be applied. • A CONF 3 landing should be considered • Managed speed should be used. because operating the landing gear doors causes additional drag. the configuration (slats/flaps. The following points should be stressed: • The configuration should not be changed until the aircraft is definitely out of the shear. Full back stick should be applied. if necessary.SUPPLEMENTARY INFORMATION ADVERSE WEATHER FLIGHT CREW TRAINING MANUAL A330/A340 If the windshear starts after V1. for an earlier detection of vertical path deviation should be considered. However. if required. The flight crew must closely monitor the flight path and speed. due to VMCA considerations. the PF must set TOGA for go-around. if the speed is less than F in CONF 2 or 3. • In case the "GO AROUND WINDSHEAR AHEAD" message is triggered. • In very difficult weather conditions. the PF must set TOGA for go-around. the flight crew should consider the following: • The weather severity must be assessed with the radar display. Refer to NO-100 final approach. the flight crew should either delay the approach or divert to another airport. APPROACH Predictive Windshear In case the "MONITOR RADAR DISPLAY" is displayed or the ADVISORY ICON appears. to follow the SRS or minimize loss of height. ENV A330/A340 FLEET FCTM SI-010 P 14/16 15 JUN 10 . GROUND OPERATIONS PRELIMINARY COCKPIT PREPARATION The use of APU should be avoided whenever possible. In addition. If a volcanic eruption is reported. while the aircraft is in flight. the operators should apply the following recommendations. the flight must be rerouted to remain clear of the affected ENV A330/A340 FLEET FCTM SI-010 P 15/16 15 JUN 10 . Before starting the engines.0001001 / 21 MAY 08 Criteria: LR Applicable to: ALL PREFACE Volcanic ash or dust consists of very abrasive particles.SUPPLEMENTARY INFORMATION ADVERSE WEATHER FLIGHT CREW TRAINING MANUAL A330/A340 VOLCANIC ASH Ident. For this reason. TAKEOFF It is advisable to use the rolling takeoff technique. that may cause engine surge and severe damage to aircraft surfaces that are exposed to the airflow. when possible. if such operations cannot be avoided. air conditioning system. EXTERIOR INSPECTION Maintenance personnel must remove ash that has settled on exposed lubricated surfaces that can penetrate seals or enter the engine gas path. and smoothly apply thrust. air data probes and other orifices on the aircraft. ENGINE START The use of an external pneumatic supply should be preferred. operations in volcanic ash must be avoided. The bleeds must be kept OFF. They must clean the engines air inlet of any volcanic ash. IN FLIGHT CRUISE The flight crew must avoid flying into areas of known volcanic ash. If this is not possible. The wipers must not be used for any reason. TAXI The flight crew must move forward the thrust levers smoothly to the minimum required thrust to taxi. the flight crew must use dry cranking.: SI-010-00004159. the APU can be used to start the engines. However. they must clean the 25-feet area around the engine inlet. This will blow out any ash that may have entered the booster area. and the use of the Ground Power Unit (GPU) should be preferred. and must avoid any sharp or high-speed turns. several phenomena can indicate that the aircraft is flying through ash cloud. similar to electrical smoke • Engine malfunction. if required. • Protecting the flight crew and passengers: ‐ Don the oxygen mask ‐ Consider oxygen for the passengers. if possible. e. If an ash cloud is encountered. because an IAS indication may be corrupted. The essential actions to be taken are: • A 180 ° turn. ENV A330/A340 FLEET FCTM SI-010 P 16/16 15 JUN 10 . Depending on outside conditions (night flight. This is the quickest way to escape. the flight crew should stay on the upwind side of the volcano. LANDING The use of reverse should be avoided. the appearance of St Elmo fire. volcanic dust may not be visible. a rising EGT • At night.g. clouds).SUPPLEMENTARY INFORMATION ADVERSE WEATHER FLIGHT CREW TRAINING MANUAL A330/A340 area. the applicable procedure is described in the QRH. Whenever possible. • Monitoring the flight parameters: ‐ Monitor the EGT and fuel flow. because an engine part may be eroded ‐ Monitor and crosscheck the IAS. bright white or orange glow appearing in engine inlets or sharp and distinct beams from the landing lights. for example: • Smoke or dust in the cockpit • Acrid odour. The volcanic dust may spread over several hundred miles. A diversion to the nearest appropriate airport should be considered. because the ash cloud lateral dimension is not known • Protecting the engines: ‐ Set A/THR to OFF ‐ Decrease engines thrust. However. unless necessary. if possible and maximize the engine bleed to increase the engine surge margin ‐ Start the APU for further engine restart. 0001001 / 21 MAY 08 Criteria: LR Applicable to: ALL When TRK/FPA is selected on the FCU. The track is indicated on the PFD by a green diamond on the compass. known as "the bird". for example. the "bird" (the FPV) is the flight reference with the TRK and FPA as basic guidance parameters. The pilot selects the flight reference with the HDG/VS TRK/FPA pb on the FCU. called the "bird". On the ND.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL Two flight references may be used on the PFD: • The attitude • The Flight Path Vector (FPV). The "bird" is the flight reference that should be used when flying a stabilized segment of trajectory.: SI-020-00004162.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL When HDG/VS is selected on the FCU. THE FLIGHT PATH VECTOR Ident. THE ATTITUDE Ident. An action on the sidestick has an immediate effect on the aircraft attitude. the "bird" is off. the "bird" is directly affected by the aircraft inertia and has a delayed reaction. The flight path angle is indicated on the PFD by the vertical movement of the bird in relation to the pitch scale.: SI-020-00004161. and the attitude is the flight reference. INFORMATION PRESENTATION The FPV appears on the PFD as a symbol. The attitude flight reference should be used for dynamic maneuvers. The difference in angle between track and heading indicates the drift. a non-precision approach or visual circuit. takeoff or go-around. e. the "bird" should not be used as a flight reference in dynamic maneuvers. ENV A330/A340 FLEET FCTM SI-020 P 1/4 15 JUN 10 .: SI-020-00004160. In dynamic maneuvers.SUPPLEMENTARY INFORMATION FLYING REFERENCE FLIGHT CREW TRAINING MANUAL A330/A340 GENERAL Ident. the track is indicated by a green diamond on the compass scale. The bird indicates the track and flight path angle in relation to the ground. with HDG and VS as basic guidance parameters. As a result.g. in addition to the lateral movement of the bird in relation to the fixed aircraft symbol. The flight crew can monitor this flight reference directly and accurately during these maneuvers. only minor corrections should be required to maintain an accurate approach path. PRACTICAL USES OF THE FPV As a general rule. However. Once established inbound. the blue track index appears on the PFD horizon. this does not necessarily mean that the aircraft is on the correct final approach path. and then check the result with reference to the bird. The pilot can select values for the inbound track and final descent path angle on the FCU.SUPPLEMENTARY INFORMATION FLYING REFERENCE FLIGHT CREW TRAINING MANUAL A330/A340 Use of FPV With the Flight Directors (FDs) selected on. the Flight Path Director (FPD) replaces the HDG-VS Flight Director (FD). Therefore. With both FDs pb set to off. The pilot can monitor the tracking and descent flight path. NON-PRECISION APPROACH The FPV is particularly useful for non-precision approaches. the pilot should first change attitude. and does not provide guidance to a ground-based radio facility. when using the bird. pilots should understand that the bird only indicates a flight path angle and track. ENV A330/A340 FLEET FCTM SI-020 P 2/4 15 JUN 10 . even if the bird indicates that the aircraft is flying with the correct flight path angle and track. with reference to the track indicator and the bird. Therefore. the pilot knows in which direction to search for the runway. when approaching the minima. together with the GS MINI protection. the track index should be set to the final approach course of the runway. The position of the "bird" in relation to the fixed aircraft symbol provides an immediate indication of the wind direction. and quickly warns the pilot of downburst. this indicates that there is wind from the left. because it provides the trajectory parameters. and the bottom of the bird is immediately above the 5 ° nose down marker Use of FPV in the Final Approach FINAL APPROACH The bird is a very useful flight reference. On the downwind leg. ENV A330/A340 FLEET FCTM SI-020 P 3/4 15 JUN 10 . If the bird drifts to the right. On the final inbound approach. In addition. The pilot should position the tail of the bird on the blue track index on the PFD . A standard 3 ° approach path is indicated. when the top of the bird's tail is immediately below the horizon. it is an excellent indicator of shears or wind variations. this indicates that there is headwind gust. the pilot should position the wings of the bird on the horizon. in order to maintain level flight. in order to maintain the desired track downwind. If the target approach speed symbol moves upward. when flying visual circuits.SUPPLEMENTARY INFORMATION FLYING REFERENCE FLIGHT CREW TRAINING MANUAL A330/A340 VISUAL CIRCUITS The FPV can be used as a cross-reference. The downwind track should be set on the FCU. and the "bird" is automatically removed. Therefore. 0095. the PF will ask the PNF to select HDG/VS. the appropriate flight reference is the attitude. GO AROUND Ident. 0333. 0381-0387. 0102-0103. 0337. LR 2 Applicable to: MSN 0002-0088. 0375. usually of up to ±2 °. 0323. 0389-1190 For the go-around. 0342.0002001 / 27 MAR 08 Criteria: 22-3019. 0334-0335. GO AROUND Ident. 0371-0374. Therefore. ENV A330/A340 FLEET FCTM SI-020 P 4/4 15 JUN 10 . the bird must be considered as not reliable. 0338-0340. 0324-0332. 0107. regardless of the previously-selected flight reference. 0096-0099. it is affected by ADIRS errors.: SI-020-00004163. the appropriate flight reference is the attitude. 0100-0101. therefore. 0091-0094. An error may be indicated by a small track error. 0119. 22-4017. when performing a go-around. if the "bird" is on.SUPPLEMENTARY INFORMATION FLYING REFERENCE FLIGHT CREW TRAINING MANUAL A330/A340 Bird and Target Speed . if altitude information is not reliable. 0380. 0370. This can be easily determined during the approach.0001001 / 27 MAR 08 Criteria: LR 1 Applicable to: MSN 0089-0090. 0104. 0106. 0376-0379. S13455. in order to recover the FD bars. upon selection of TOGA. 0109-0118. 0343-0369. 0120-0314. 0388 For the go-around.: SI-020-00004163. the FD bars are automatically restored in SRS/GA TRK modes. because go-around is a dynamic maneuver. because go-around is a dynamic maneuver. Therefore. 0316-0322. 0315. The FPV is also computed from static pressure information.Wind Interpretation RELIABILITY The FPV is computed from IRS data. e. i. The difference between the MIX IRS position and the FMS position is referred to as the TO BIAS. The accuracy of the FMS navigation determines the flight crew's strategy for using the AP / FD modes. The FMS position is then updated to the runway threshold coordinates. for the subsequent FMS position. to compute the aircraft's position as accurately as possible.: SI-030-00004165. in addition to the ND display. The validity of all other functions depends on the accuracy of the FMS position.SUPPLEMENTARY INFORMATION NAVIGATION ACCURACY FLIGHT CREW TRAINING MANUAL A330/A340 GENERAL Ident. INITIALIZATION Refer to the Refer to NO-020 ADIRS Initialization. The computed radio position is a combination between the available navaids: ‐ DME/DME ‐ VOR/DME ‐ LOC ‐ DME/DME-LOC ‐ VOR/DME-LOC The FMS always uses the MIXIRS position and selects the most accurate source of radio position.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The primary function of the FMS is navigation. COMPUTATION OF THE AIRCRAFT POSITION Ident. The TO BIAS is added to the MIX IRS position. the FMS considers the estimated accuracy and integrity of each positioning equipment. ENV A330/A340 FLEET FCTM SI-030 P 1/8 15 JUN 10 . TAKEOFF Each FMGC uses the MIX IRS position as its position.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL 1 WITHOUT GPS PRIMARY PRINCIPLE Each FMS computes its own aircraft position from the three IRS (MIXIRS) position and a computed radio position.: SI-030-00004164. until the thrust levers are pushed forward to TOGA. To select this most accurate source. Therefore. The MCDU PROG page displays the HIGH/LOW indications. the FMS position tends toward the GPIRS position. NAVIGATION ACCURACY The FMS computes the Estimated Position Error (EPE).SUPPLEMENTARY INFORMATION NAVIGATION ACCURACY FLIGHT CREW TRAINING MANUAL A330/A340 FMS position updating at Take off IN FLIGHT The original TO BIAS is continuously updated with the current radio aid. To compute the EPE. if available. ENV A330/A340 FLEET FCTM SI-030 P 2/8 15 JUN 10 . When a GPIRS position is available. the FMS considers the immediately available navigation means in the FMS position computation and applies defined tolerances for each of them. it overrides the RADIO position. according to the EPE. The EPE is an estimate. Updating BIAS principle If the radio position is lost. These tolerances assume that the navigation means are working properly. These indications reflect the probable accuracy of the FMS navigation compared to the determined accuracy criteria. They ignore any possible excessive IRS drift or erroneous locations of navaids. the system uses the updated BIAS to determine the FMS position from the MIX IRS position. WITH GPS PRIMARY PRINCIPLE The GPS interfaces directly with the IRS that outputs a GPIRS position. Integrity is a direct function of the number of satellites in view of the aircraft. this automatic position update is inhibited. IN FLIGHT The FM position tends to the GPIRS position as long as the GPS satellites are available. Accuracy functions in direct connection with the satellite constellation in view of the aircraft.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL 2 The navigation accuracy is managed through several MCDU pages: ENV A330/A340 FLEET FCTM SI-030 P 3/8 15 JUN 10 . If the satellites are low on horizon. With FMS2. when GPS PRIMARY is active. TAKEOFF The FM position is automatically updated at the runway threshold.SUPPLEMENTARY INFORMATION NAVIGATION ACCURACY FLIGHT CREW TRAINING MANUAL A330/A340 INITIALIZATION Refer to the Refer to NO-020 ADIRS Initialization. the FMS position update at takeoff is inhibited. GPS PRIMARY is displayed on the MCDU PROG page and the GPS position is the best raw data position available. If five or more satellites are in view. accuracy will be poor. NAVIGATION ACCURACY The GPS position is characterized by two parameters: • Integrity • Accuracy. USE OF FMS Ident. or not in appropriate positions. SUMMARY Flight phase On ground before Takeoff Takeoff In flight With RADIO Without RADIO (1) FM POSITION WITHOUT GPS PRIMARY WITH GPS PRIMARY MIX IRS GP IRS Updated at runway threshold (shift) (1) Tends toward RADIO GP IRS MIX IRS + BIAS GP IRS With FMS2. several combinations of the satellite signal may be used to process "several positions" and to carry out reasonableness tests on the satellite signals themselves. It is provided as a "figure of merit".: SI-030-00004166. If the GPS position fulfils both the integrity and the accuracy criteria. or can be manually entered. 5 PREDICTIVE GPS PAGE (IRS HONEYWELL ONLY) The PREDICTIVE GPS page is accessible from PROG page. or from GPS PRIMARY or GPS PRIMARY LOST and vice versa. The PROG page also displays in green the estimated navigation (EPU) accuracy that the FMS computes with the GPS or the radio position. It has a DESELECT prompt. These thresholds are used to change from HIGH to LOW accuracy. The crew can assess the GPS PRIMARY status at destination or alternate. These indications are used when flying within RNP airspace. This message is clearable on MCDU but not on ND. When the class of navigation accuracy is downgraded from HIGH to LOW (LOW to HIGH). a NAV ACCUR DOWNGRADE (UPGRADE) is displayed on ND and MCDU ENV A330/A340 FLEET FCTM SI-030 P 4/8 15 JUN 10 . GPSPRIMARY lost is then displayed on MCDU and ND.SUPPLEMENTARY INFORMATION NAVIGATION ACCURACY FLIGHT CREW TRAINING MANUAL 3 A330/A340 PROG PAGE This page indicates the GPS PRIMARY status. 4 SELECTED NAVAIDS PAGE The SELECTED NAVAID page is accessible from DATA/POSITION MONITOR/ FREEZE/SEL NAVAIDS. depending on the flight phase. This message is clearable. If the flight crew deselects the GPS. A GPS PRIMARY LOST message is displayed when GPS PRIMARY is lost. that enables the flight crew to prevent the FMS from using the GPS data to compute the position. The GPS can be reselected using the same prompt. ND/MCDU A GPS PRIMARY message is displayed when GPS PRIMARY is again available. The required navigation accuracy thresholds are determined. The GPS PRIMARY criteria depends on the satellite constellation status (position and number) and this is predictable. The EPU is compared to the required navigation accuracy displayed in blue (this can be changed). no navigation cross-check is required • If GPS PRIMARY LOST. ENV A330/A340 FLEET FCTM SI-030 P 5/8 15 JUN 10 .SUPPLEMENTARY INFORMATION NAVIGATION ACCURACY FLIGHT CREW TRAINING MANUAL A330/A340 AIRCRAFT POSITION AWARENESS AND OPERATIONAL CONSEQUENCES Ident. This enables the flight crew to quantify the error ε. reaching TMA and IAF and whenever a navigation doubt occurs. Navigation accuracy cross check technique 1 There are two possible techniques: • The flight crew inserts a radio ident in the MCDU PROG page that provides a bearing/distance in relation to the FMS position. • On the ND. that indicates the real position of the aircraft. navigation crosscheck is required in climb. • The crew will use. IRS only. They then compare these values with the raw data received from the navaid. in relation to the FMS position). about every 45 min. NAVIGATION ACCURACY CROSSCHECK TECHNIQUE The principle consists in comparing the FMS position with the RADIO position (aircraft real position).0001001 / 21 MAY 08 Criteria: LR Applicable to: ALL NAVIGATION ACCURACY INDICATIONS The navigation accuracy indications are available on the MCDU PROG page. indicated by the range markers (these markers provide a bearing/distance. the flight crew compares: The position of the needle and its associated DME distance (the real position of the aircraft) with the position of the navaid symbol and its associated distance. in cruise.: SI-030-00004167. The following guidelines apply: • If GPS PRIMARY is displayed. LOW and NAV ACCUR DOWNGRAD messages as indications to trigger a navigation accuracy check. before the Top Of Descent. the AP/FD modes and the EGPWS. if the GPS PRIMARY LOST message is displayed. ND PF PNF Arc or Rose NAV with raw data when required Arc or Rose NAV with raw data when required ARC or ROSE NAV may be used with care and with raw data Arc or Rose NAV with raw data ROSE VOR or ILS as required AP/FD mode Lateral and vertical managed modes Lateral and vertical managed modes Lateral and vertical managed modes with care with raw data Lateral and vertical managed modes Lateral and vertical selected modes EGPWS ON ON OFF ON OFF GPS PRIMARY GPS PRIMARY LOST Or No GPS Cruise Navigation accuracy check positive (≤ 3 nm) Navigation accuracy check negative (> 3 nm) Navigation accuracy check positive (≤ 1 nm) Navigation accuracy check negative (>1 nm) Approach(1) (1) A GPS-defined Non-Precision Approach must be interrupted. ENV A330/A340 FLEET FCTM SI-030 P 6/8 15 JUN 10 .SUPPLEMENTARY INFORMATION NAVIGATION ACCURACY FLIGHT CREW TRAINING MANUAL A330/A340 Navigation accuracy cross check technique 2 OPERATIONAL CONSEQUENCES The result of the crosscheck of the navigation accuracy determines the pilot's strategy for using the ND display. the EPE is automatically set to a higher value and the navigation accuracy is low. when flying over a Point/Bearing/Distance (P/B/D) with reference to beacon raw data (Needle + Distance) rather than the beacon itself. The potential error induced is approximately 4 to 5 nm. FM1/FM2 POS MISMATCH". indicated by messages. such as "CHECK A/C POSITION. The second technique consists of updating the FM position. FM position update in flight ENV A330/A340 FLEET FCTM SI-030 P 7/8 15 JUN 10 .SUPPLEMENTARY INFORMATION NAVIGATION ACCURACY FLIGHT CREW TRAINING MANUAL A330/A340 POSITION UPDATE In the case of an obvious and major map shift. There are two possible techniques: The recommended technique is to update the FMS over a beacon by pressing the UPDATE prompt once estimating that the aircraft overflies the beacon using the associated needle. The flight crew will keep in mind the potential 180 ° error on bearing. the aircraft position may be updated on the MCDU PROG page. When the position update is achieved. The potential for error is far less when the distance is greater than 60 nm. SUPPLEMENTARY INFORMATION NAVIGATION ACCURACY FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM SI-030 P 8/8 15 JUN 10 . 3. both the Flight Envelope Computer (FE) and the Fuel Control and Monitoring Computer (FCMC) calculate the GW and CG.: SI-040-00004169. The GW and CG. calculated by the FCMC. GD). S.ZFCG ENTRY ERRORS FLIGHT CREW TRAINING MANUAL A330/A340 GENERAL Ident.SUPPLEMENTARY INFORMATION ZFW . for the AP/FD control laws • EIS. and the quantity of fuel in each tank. for the computation of the VS1G and for flight control laws • FG.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL Before engine start. The FE transmits the GW and CG to the: • FM. These GW and CG values provide information for: • Aircraft GW and CG displays • FM predictions and speeds • The AP/FD and flight control laws • The calculation of the VS1G • The calculation of the characteristic speeds (VLS. for the display of characteristic speeds ENV A330/A340 FLEET FCTM SI-040 P 1/4 09 JUL 08 .: SI-040-00004168. The FCMC calculates the GW and CG by taking into account the ZFW and ZFWCG (entered on the INIT B page of the MCDU). 2. for predictions and speeds • PRIM. The pilot enters the ZFW and ZFWCG on the INIT B page of the MCDU. After engine start. the FMGC computes the aircraft’s Gross Weight (GW) and Center of Gravity (CG). are: • Used by the FCMC to regulate the center of gravity • Transmitted to the ECAM SD for display • Transmitted to the FE.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL To calculate the GW and CG: 1. TECHNICAL BACKGROUND Ident. F. for display on the PFD • CG control If a ZFW or ZFWCG is not correctly entered on the INIT B page of the MCDU. this results in calculation errors. and VSW. F.SUPPLEMENTARY INFORMATION ZFW . the GW and CG FCMC computed are used.ZFCG ENTRY ERRORS FLIGHT CREW TRAINING MANUAL A330/A340 Note: • The FE computes a backup: ‐ GW.0001001 / 21 MAY 08 Criteria: LR Applicable to: ALL The following summarizes the impact of erroneous ZFW or ZFWCG entries on the INIT B page of the MCDU: ENV A330/A340 FLEET FCTM SI-040 P 2/4 09 JUL 08 . If FCMC data are not available. This works independently from the FCMC. and the THS position. 4. However. GW and CG computation and use ENTRY ERROR AND OPERATIONAL CONSEQUENCES Ident. with aerodynamic data. The FE-computed CG is used to trigger the Excess AFT CG warnings of the FWC. • The FE uses VS1G from the PRIM to compute characteristic speeds (VLS . the PRIM uses AOA data only. the PRIM uses 30 % CG for flight control laws. These speeds are displayed on PFD. GD). • For the calculation of ValphaPROT. with aerodynamic data or from Fuel Used (FU) data ‐ CG. if the FCMC-computed CG. and the FE-computed CG differs more than a specified threshold. ValphaMAX. the GW and CG FE computed are used.: SI-040-00004170. If FCMC data are available. S. VSW are not affected. that appear on the PERF APPR page of the MCDU (A340-500/600 only). However. and: • Erroneous GW and CG appear on both the ECAM and on the FUEL PRED page of the MCDU. to a lesser degree. the EXCESS AFT CG warning remains reliable. However. • Impacts the VLS that appears on the PFD (A340-500/600 only). • Slightly affects CG regulation. VSW are not affected. because the aft CG target depends on the weight. However the EXCESS AFT CG warning remains reliable. the FCMC-computed GW and. the CG will not be correct. fuel figures are updated and applicable data is also updated accordingly. • Slightly affects FM predictions.ZFCG ENTRY ERRORS FLIGHT CREW TRAINING MANUAL A330/A340 ERRONEOUS ZFWCG ENTRY If the ZFWCG entry is not correct. this will have a very small effect on aircraft handling. • Affects CG regulation. • Slightly affects FG and the PRIM control laws • Affects the characteristic speeds that appear on the PFD. and on the FUEL PRED page of the MCDU. However. When the engines are started. ENV A330/A340 FLEET FCTM SI-040 P 3/4 09 JUL 08 . • The pitch trim setting may not be correct at takeoff. because they are calculated on the basis of aerodynamic data. the FCMC-computed CG will not be correct. ValphaPROT. and: • An erroneous CG appears on both the SD page of the ECAM. • Affects FM predictions and speeds. However. • Impacts the VLS and VAPP speeds. ERRONEOUS FUEL ON BOARD (FOB) ENTRY If the FOB entry is not correct. • May affect the SRS guidance mode (If VLS is greater than the V2 that is entered on the PERF TO page of the MCDU). because they are calculated on the basis of aerodynamic data. ValphaMAX. and all of the above-mentioned consequences apply. • The PRIM operates with a CG of 30 % in flight. • Slightly affects AP/FD control laws. ValphaMAX. ValphaPROT. the GW and CG will not be correct until the engines are started. ERRONEOUS ZFW ENTRY If the ZFW entry is not correct.SUPPLEMENTARY INFORMATION ZFW . a characteristic speeds error). • The CG on the load and trim sheet should be compared with the CG on the ECAM.g.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL It is possible to limit the number of ZFW or ZFWCG entry errors by applying the following recommendations: • If the flight crew performs a manual refuelling. ENV A330/A340 FLEET FCTM SI-040 P 4/4 09 JUL 08 . then a GW update can be made via the FUEL PRED page of the MCDU. • Both flight crewmembers should crosscheck ZFW and ZFWCG entries.SUPPLEMENTARY INFORMATION ZFW .: SI-040-00004171. the flight crew should carefully check the CG calculation.ZFCG ENTRY ERRORS FLIGHT CREW TRAINING MANUAL A330/A340 OPERATIONAL RECOMMENDATIONS Ident. because the load and trim sheet CG is calculated on the basis of the standard distribution of fuel. If the flight crew detects a GW error in flight (e. These factors define the range that the CG must remain within. The CG is expressed as a percentage of the Mean Aerodynamic Chord (MAC). there are three forces that must be considered when airborne: • The weight applied on the CG • The lift applied on the Center of Pressure (CP) • The downward force created by the Trimmable Horizontal Stabilizer (THS).: SI-050-00004172. MECHANICAL ASSUMPTIONS Ident.SUPPLEMENTARY INFORMATION CENTRE OF GRAVITY FLIGHT CREW TRAINING MANUAL A330/A340 PREFACE Ident. ENV A330/A340 FLEET FCTM SI-050 P 1/10 09 JUL 08 . they create a pitching moment. It must remain within a range determined by the CG's impact on the aircraft: • Performance • Structure • Handling characteristics (when in direct law). This range is referred to as the CG envelope.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL For pitch control.: SI-050-00004173. that must be counteracted by the THS setting. Forces applied on flying aircraft Because the first two forces are not applied at the same point.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The Center of Gravity (CG) is the point at which weight is applied. the climb gradient.5 kt. V2 >1. For example: ENV A330/A340 FLEET FCTM SI-050 P 2/10 09 JUL 08 . the stall speed increases by 1. for example. at forward CG. CLIMB GRADIENT As mentioned above. in order to balance both the weight and the THS downward force. the nose down moment increases. a forward CG is counteracted by a greater THS downward force. because it determines the balance of the longitudinal forces. If the CG moves forward ▸ VS1G increases ▸ V2 increases ▸ TOD increases (or the runway-limited TOW decreases). e. When the CG moves forward.13 VS1G. lift must increase.: SI-050-00004174. On A330/A340.g. ROTATION MANEUVER An aft CG gives the aircraft a nose up attitude. and a difficult rotation.0001001 / 19 MAY 08 Criteria: LR Applicable to: ALL The position of the CG has a significant impact on performance. therefore longer. a forward CG will result in a greater stall speed value. The THS produces a greater downward force to counteract this moment. degrades aircraft performance. when the CG varies from 26 % to full forward CG. As a result.SUPPLEMENTARY INFORMATION CENTRE OF GRAVITY FLIGHT CREW TRAINING MANUAL A330/A340 INFLUENCE OF THE CENTER OF GRAVITY ON THE AIRCRAFT PERFORMANCE Ident. Therefore. that. A forward CG results in a nose heavy situation. influence of the CG position IMPACT ON TAKEOFF PERFORMANCE TAKEOFF SPEED AND ASSOCIATED DISTANCES The aircraft operating speeds are referenced to the stall speed. that helps the rotation. in addition to the drag caused by the lift increase. This creates drag. It is "heavier". that are critical and constraining. in accordance with these limits: ENV A330/A340 FLEET FCTM SI-050 P 3/10 09 JUL 08 . limited by landing distance. When the airplane is in cruise.e. The system either transfers fuel to the trim tank (aft transfer).23 VS1G If the CG moves forward ▸ VS increases ▸ Vapp increases ▸ Landing Distance increases (or the Maximum Landing Weight. INFLUENCE OF THE CG ON THE STRUCTURE AND HANDLING CHARACTERISTICS Ident. it is better to have the CG as far aft as possible. It then compares the result to a target value. For low fuel consumption. based on the ZFWCG and fuel distribution. Zp=0 CG 26 % CG full forward TOD 3 165 m 3 241 m 76 m 5 % Climb gradient limiting weight 257. it considers an heavy aircraft at a high flight level.2 t 1. Vapp > 1.4 t IMPACT ON IN-FLIGHT PERFORMANCE A forward CG causes a nose up counter moment.0001001 / 09 JUN 08 Criteria: LR Applicable to: ALL TAKEOFF AND LANDING During the flights phases. Packs On. decreases). i. Airbus has developed a trim tank transfer system. From this calculation. Fuel increment 1 000 nm stage length CG location at 20 % (reference at 35 %) Aircraft type Fuel increment (kg/lb) A330 220/485 A340 380/838 The result summarizes the worst cases.6 t 256. ISA. the aircraft operating speeds are referenced to the stall speed. This movement of fuel changes the CG. or from the trim tank (forward transfer). The flight crew can also manually select a forward fuel transfer. i. the system optimizes the CG to save fuel by reducing the drag on the airplane. The Fuel Control and Management Computer (FCMC) calculates the CG of the aircraft. because of increased induced drag.: SI-050-00004175. IMPACT ON LANDING PERFORMANCES For landing. 3. The following CG-certified envelope has been designed.SUPPLEMENTARY INFORMATION CENTRE OF GRAVITY FLIGHT CREW TRAINING MANUAL A330/A340 A340 Performance decrement with CG full forward. that controls the aircraft CG. the CG must stay within certified limits for structural and handling qualities considerations (when in direct law). the FCMC determines the quantity of fuel to be moved aft or forward in flight (usually one aft fuel transfer is carried out during each flight). in comparison with CG 26 % CONF. that degrades fuel consumption.e. SUPPLEMENTARY INFORMATION CENTRE OF GRAVITY FLIGHT CREW TRAINING MANUAL A330/A340 CG envelope ENV A330/A340 FLEET FCTM SI-050 P 4/10 09 JUL 08 SUPPLEMENTARY INFORMATION CENTRE OF GRAVITY FLIGHT CREW TRAINING MANUAL A330/A340 ENV A330/A340 FLEET FCTM SI-050 P 5/10 09 JUL 08 SUPPLEMENTARY INFORMATION CENTRE OF GRAVITY FLIGHT CREW TRAINING MANUAL A330/A340 ENV A330/A340 FLEET FCTM SI-050 P 6/10 09 JUL 08 SUPPLEMENTARY INFORMATION CENTRE OF GRAVITY FLIGHT CREW TRAINING MANUAL A330/A340 ENV A330/A340 FLEET FCTM SI-050 P 7/10 09 JUL 08 SUPPLEMENTARY INFORMATION CENTRE OF GRAVITY FLIGHT CREW TRAINING MANUAL A330/A340 The CG envelope must also allow passengers to move in the cabin. Therefore, when the takeoff CG and landing CG envelope have been determined, the in flight envelope is deducted from takeoff/landing CG envelope by adding a 2 % margin, provided that all the criteria for the handling characteristics are met. Note: In approach with flaps extended, there is a nose down moment. This is counteracted by THS nose up setting. The further forward the CG is, the more the THS nose up setting is required. This can result in a THS stall, particularly in cases of push over when the pilot pushes hard on the sidestick, in reaction to a significant speed decrease. This limits the forward CG during approach. IN FLIGHT On a fly-by-wire aircraft, in direct law, the handling characteristics are affected by the location of the CG, in the same way as in a mechanically controlled aircraft. STABILITY ISSUE – THE AERODYNAMIC CENTER OR NEUTRAL POINT In case of a perturbation or a gust, the aircraft is considered as stable, if it tends to revert toward its previous status. The aerodynamic center or neutral point is the point where there is an increase (or decrease) of lift, when the aircraft angle-of-attack changes. Aircraft longitudinal stability The gust illustrated here causes an increase in the angle-of-attack, therefore an additional lift. The nose down moment, due to the lift increase, causes a decrease in the angle-of-attack. The aircraft is stable. If the CG is behind the aerodynamic center, the increase in lift creates a nose up moment, that adds to the initial nose up moment caused by the gust. The aircraft is unstable. The CG must be forward of the aerodynamic center for stability. MANEUVERING CRITERIA – MANEUVER POINT Depending on where the CG is, a deflection of the elevator causes a sharper, or less aircraft maneuver. In other words, the CG has a direct influence on the maneuverability of the aircraft. ENV A330/A340 FLEET FCTM SI-050 P 8/10 09 JUL 08 SUPPLEMENTARY INFORMATION CENTRE OF GRAVITY FLIGHT CREW TRAINING MANUAL A330/A340 If a very small deflection of the elevator causes "a lot of g", the efficiency of the elevator is very high. The aircraft is considered to be very sensitive to maneuver. The maneuver point is the CG, for which the elevator is infinitely effective. The CG must obviously be as far forward from the maneuver point as possible. This distance is defined by a maneuverability criteria, that determines that "at least 1 ° of elevator deflection is required to pull 1 g load factor". This condition defines the aft CG limit in terms of maneuverability. But the CG must not be too far forward. The maximum elevator deflection must enable at least the maximum acceptable load factor (e.g. 2.5 g) to be pulled. This condition defines the forward CG limit in terms of maneuverability. Maximum elevator deflexion and extern load factor THE CG AND TRIM POSITION Ident.: SI-050-00004176.0001001 / 12 JUN 08 Criteria: LR Applicable to: ALL IN FLIGHT In flight, on all fly-by-wire aircraft, the position of the pitch trim surface automatically adjusts in order to maintain the flight path with no deflection of the elevators. The position of the pitch trim surfaces that is required to maintain Flight Level depends obviously on the center of gravity of the aircraft. However, it also depends on several other parameters, such as altitude, speed, aircraft weight and aircraft configuration TAKEOFF For takeoff, the pitch trim surface must be set to an appropriate position depending on the CG. This is done automatically on A340-500/600, A330/A340 Enhanced (with specific aircraft definition) and aircraft equipped with the automatic trim setting function  . It is set manually on others models. Setting the pitch trim on ground, before takeoff, provides consistent rotation characteristics and a trimmed aircraft at V2 +10 kt. The setting results from a compromise, because the rotation ENV A330/A340 FLEET FCTM SI-050 P 9/10 09 JUL 08 SUPPLEMENTARY INFORMATION CENTRE OF GRAVITY FLIGHT CREW TRAINING MANUAL A330/A340 characteristics and the trim at V2 +10 kt do not only depend on the CG, but are also a function of the flap configuration, thrust and V2. However, the takeoff trim setting must also be limited, in order to cover required abuse cases at takeoff. These limitations define the green band. Take off trim vs aircraft CG The above graph indicates the recommended TO trim, according to the CG The TRIM/CG relationship is indicated on the pitch trim wheel scale. It applies only at takeoff. ENV A330/A340 FLEET FCTM SI-050 P 10/10 09 JUL 08 SUPPLEMENTARY INFORMATION TCAS FLIGHT CREW TRAINING MANUAL A330/A340 TECHNICAL BACKGROUND Ident.: SI-060-00004177.0001001 / 20 MAY 09 Criteria: LR Applicable to: ALL GENERAL A Traffic Alert and Collision Avoidance System (TCAS) provides the flight crew with traffic information and warnings of potential conflicts with vertical avoidance instructions. The TCAS can only detect and indicate other traffic, that is equipped with a transponder. The ND displays the traffic information, together with: • The bearing and range to the intruder • The intruder closure rate • The relative altitude difference. If the TCAS considers the intruder to be a potential collision threat, it generates a visual and aural Traffic Advisory (TA). If it considers the intruder to be real collision threat, it generates a visual and aural Resolution Advisory (RA). INTRUDER CLASSIFICATION Intruder No threat traffic or others Proximate -17(w) Display Type of collision threat No threat Aural warning Crew action - Consider as No threat Potential threat - - Traffic Advisory (TA) Resolution Advisory (RA) -10(w) "TRAFFIC TRAFFIC" Establish visual contact. No evasive maneuver Do not alter your flight path and keep VS out of red sector Smoothly and firmly (0.25 g) follow VSI green sector within 5 s. Smoothly and firmly (0.35 g) follow VSI green sector within 2.5 s -09(a) Collision threat Preventive, e.g. "MONITOR V/S" Corrective, e.g. "CLIMB" Corrective, e.g. "CLIMB NOW" or "INCREASE CLIMB" -06(r) ENV A330/A340 FLEET FCTM SI-060 P 1/4 17 JUN 09 SUPPLEMENTARY INFORMATION TCAS FLIGHT CREW TRAINING MANUAL A330/A340 OPERATIONAL RECOMMENDATION Ident.: SI-060-00004178.0001001 / 25 JUN 08 Criteria: LR Applicable to: ALL The flight crew should select: • ABV in climb (+9 900 ft / -2 700 ft) • ALL in cruise (+2 700 ft /-2 700 ft) • BELOW, if the cruise altitude is within 2 000 ft of FL 410, or in descent (+2 700 ft / -9 900 ft ) • THRT in heavy traffic terminal area • TA, in the case of: ‐ Engine failure ‐ Flight with landing gear down ‐ Known nearby traffic, that is in visual contact ‐ Operations at specific airports, and during specific procedures that an operator identifies as having a significant potential for not wanted and not appropriate RAs, e.g. closely spaced parallel runways, converging runways. Pilots should comply with the vertical speed limitations during the last 2 000 ft of a climb or descent. In particular, pilots should limit vertical speeds to 1 500 ft/min during the last 2 000 ft of a climb or descent, especially when they are aware of traffic that is converging in altitude and intending to level off 1 000 ft above or below the pilot's assigned altitude. If a TA is generated: • The PF announces: "TCAS, I have controls". • The PF flies and announces the bearing and distance displayed on his ND. • The PNF looks outside to get visual contact. • No evasive maneuver should be initiated, only on the basis of a TA. ENV A330/A340 FLEET FCTM SI-060 P 2/4 17 JUN 09 SUPPLEMENTARY INFORMATION TCAS FLIGHT CREW TRAINING MANUAL A330/A340 If a RA is generated: • The flight crew must always follow the TCAS RA orders in the correct direction, even: ‐ If the TCAS RA orders are in contradiction with the ATC instructions ‐ At the maximum ceiling altitude with CLIMB, CLIMB or INCREASE CLIMB, INCREASE CLIMB TCAS RA orders ‐ If it results in crossing the altitude of the intruder. CAUTION If a pilot does not follow a RA, he should be aware that the intruder may be TCAS equipped and may be maneuvering toward his aircraft in response to a coordinated RA. This could compromize safe separation. • The PF disconnects the AP, and smoothly and firmly follows the Vertical Speed Indicator (VSI) green sector within 5 s, and requests that both FDs be disconnected. Note: Both FDs must be disconnected once APs are disconnected: ‐ To ensure autothrust speed mode ‐ To avoid possible confusion between FD bar orders and, TCAS aural and VSI orders • The PNF disconnects both FDs, but will not try to see intruders. • The PF will avoid excessive maneuvers, and keep the Vertical Speed outside the red area of the VSI and within the green area. If necessary, the PF must use the full speed range between Valpha max and Vmax. • The PNF must notify ATC. • The flight crew should never maneuver in the opposite direction of the RA, because TCAS maneuvers are coordinated. • In final approach, i.e. "CLIMB", "CLIMB NOW", "INCREASE CLIMB", the flight crew will initiate a go-around. When clear of conflict: • The flight crew must resume normal navigation, in accordance with ATC clearance, and using the AP, as required. ENV A330/A340 FLEET FCTM SI-060 P 3/4 17 JUN 09 SUPPLEMENTARY INFORMATION TCAS FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM SI-060 P 4/4 17 JUN 09 . The intensity of the weather echo is linked to the droplet size. the ND displays ground echoes in various colors depending on their altitude and intensity. clouds or fog). clear air turbulence). WEATHER DETECTION Weather detection is based on the reflectivity of the water droplets.g.: SI-070-00004182. or that does not have droplets (e.SUPPLEMENTARY INFORMATION USE OF RADAR FLIGHT CREW TRAINING MANUAL A330/A340 GENERAL   Ident.0001001 / 09 JUN 10 Criteria: LR 2 Applicable to: ALL 3 The flight crew uses the following controls and functions to operate the radar TILT Tilt refers to the angle between the antenna and the horizon. the reflection of water particles is five times greater than ice particles of the same size).0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL 1 The weather radar has two main functions: ‐ Weather detection ‐ Ground Mapping.g.g. The crew must be aware that the weather radar does not detect weather that has small droplets (e. composition and quantity (e. WEATHER RADAR CONTROLS AND FUNCTIONS   Ident. GROUND MAPPING Ground mapping is the secondary function of the radar. In MAP mode. ENV A330/A340 FLEET FCTM SI-070 P 1/10 15 JUN 10 .: SI-070-00004179. Reflection of ice particles is weak. a cell may have ice particles. TURB  . Note: For MULTISCAN  radar: In cruise. the flight crew should confirm the potential conflicts with aircraft path.SUPPLEMENTARY INFORMATION USE OF RADAR FLIGHT CREW TRAINING MANUAL A330/A340 The radar uses IRS data to stabilize its antenna. and inhibits the ground echoes on the ND. taking into account the flight phase and the ND range. The last part of the cell to turn yellow is the strongest area. To ensure efficient weather monitoring. The red areas (level 3 return) will slowly become yellow areas (level 2 return). MULTISCAN  function provides a large view of the weather ahead i. a cell may not be detected or may be underestimated. antenna tilt is independent from the aircraft's pitch and bank angles. At high altitude.e. the flight crew should set the GAIN knob to AUTO/CAL. WX+T  and TURB  modes detect wet turbulence within 40 nm. Usually. In standard operation. using temporarily manual tilt. As a consequence. GROUND CLUTTER SUPPRESSION  (GCS) The Ground Clutter Suppression  operates in WX mode. DISPLAY MODES The radar display modes are WX.   4 GAIN The flight crew uses GAIN knob to adjust the intensity of the colors of the weather displayed. After a cell analysis. the flight crew should set the TILT sw to AUTO  and use manual tilt only when required (cell analysis). MAP. The flight crew can use WX+T  or TURB  modes to locate the wet turbulence area. As a consequence. the appropriate tilt value provides ground returns on the top of the ND. display of weather cells located on and below aircraft path. To detect the strongest part of a cell displayed in red on the ND. The flight crew may manually tuned the gain to analyze cells. the flight crew must effectively manage the tilt. and are not affected by the gain. Before planning a route change in front of an ambiguous or unexpected weather display. ENV A330/A340 FLEET FCTM SI-070 P 2/10 15 JUN 10 . WX+T  . An incorrect tilt may lead to only scan the upper (less reflective) part of a cell. the flight crew can slowly reduce the gain. and the yellow areas will become green areas (level 1 return). the flight crew should reset the GAIN knob to AUTO/CAL. TURB  mode should be used to isolate turbulence from precipitation. To ensure a proper tilt management along the flight. 0868. 0770. 0955. PWS  Refer to SI-010 windshear OPERATIONAL RECOMMENDATIONS FOR WEATHER DETECTION   Ident. 0686. 1163. 0996. Comments Antenna tilt check (away from people) Enables to scan along the departure path Avoids over scanning of weather In cruise. 0392-0409. 1021. 0911. 0682-0683. 0703-0705. 0969. 0729-0730. 0679-0680. 0712. 0811. 1097. 0059-0149. 0662. 0925. the following ranges can be selected: ‐ 160 nm on the PNF ND ‐ 80 nm on the PF ND Shorter ranges can be used to track/avoid closing weather. 0300-0370. 0819. 0483-0486.SUPPLEMENTARY INFORMATION USE OF RADAR FLIGHT CREW TRAINING MANUAL A330/A340 REACT FUNCTION  (RCT) The React function  is used temporarily to help detect weather or build-ups beyond of the weather already detected. 0654. 0852. 0980. depending on FL and detection requirement (long distance/short distance) and on the line of sight: ‐ Then. 0522. 0850. 0824. 0548.: SI-070-00004180. 0695-0697. 0574. 0795. 0384-0390. 0532. 1033. otherwise: set tilt to 4 ° up Adjust the ND range as required and decrease the tilt angle as the aircraft climbs Depending on FL and detection requirement. 0747-0748. 0418-0425. 0525-0529. 0264-0293. 0673. LR 5 Applicable to: MSN 0002-0025. 0649. 0545-0546. 0664-0666. Flight Phase TAXI TAKEOFF CLIMB LEVEL FLIGHT/CRUISE Detection and Monitoring Clear on parking area. 0965. 0915. 0558-0565. 0450-0470. adjust the ground return back on the top of the ND. 0854-0855. 0295-0297.0001001 / 09 JUN 10 Criteria: 34-3199. Check appearance/disappearance of ground returns. 0832-0834. 0603. adjust ND range. 0688. 0999. 0536. 0151-0153. 0538-0539. 0472. 0553-0554. 0567-0568. 0900. 0490-0494. 0761. 0496-0510. 0724. 0584-0586. 0737-0739. 0581. S16420. Continued on the following page ENV A330/A340 FLEET FCTM SI-070 P 3/10 15 JUN 10 . 0625. the flight crew adjusts tilt to maintain ground return on top of ND (except during takeoff. 0809. 0895. 1043. 0788. 0783. 0668-0670. 0550-0551. 0411-0415. 0837. 0709. 0610. 0541. 0692. 0442-0448. 0488. 0556. Tilt down then up. 0627. 0959. 0801-0802. Maintain the ground return on the top of the ND Regularly scan the weather vertically by modifying the tilt Once the scan is done. 0757-0758. 0828-0829. 0786. 0427-0440. 0518-0520. climb and approach). 0776. 1036. 0635. 0593-0600. 0657-0658. 0716-0717. 0577. 0822. 0155-0168. 0512-0516. 0870-0871. 1046. 0741-0742. 0632. 0372-0375. 0170-0174. set ND to lowest range. 1183 6 Effective tilt and ND range management is a key element for weather radar operation: ‐ First. 0779. 0176-0178. 0951. If weather activity is suspected: slowly scan up to detect weather (Max 15 °up). for efficient weather awareness. the flight crew has to choose the ND range. 0474-0481. 0377-0382. 0180-0262. 0700. 0027-0057. tilt upward to maintain the ground return on the top of the ND. in order to be able to efficiently plan course changes. ENV A330/A340 FLEET FCTM SI-070 P 4/10 15 JUN 10 . and to avoid the blind alley effect. as well as at shorter ranges. RANGE MANAGEMENT The flight crew should monitor the weather at long range. Blind Alley Effect TURBULENCE DETECTION ‐ The turbulence display is most effective when the ND is set on 40 nm (corresponds to the maximum turbulence detection range).SUPPLEMENTARY INFORMATION USE OF RADAR FLIGHT CREW TRAINING MANUAL A330/A340 Flight Phase DESCENT APPROACH   Detection and Monitoring During descent. These ground returns eventually disappear. ‐ Closely spaced (or thin lines between) color gradations are usually associated with severe turbulence. This is not the case for weather returns. Tilt 4 ° up Continued from the previous page Comments Avoids ground return Note: It is difficult to differentiate between weather returns and ground returns: A change in TILT causes the shape and color of ground returns to change rapidly. 34-3233. 0812-0818. 0970-0979. 0169. 0058. 0771-0775. 0966-0968. 0701-0702. 0706-0708. 0511. 3. 0838-0849. ENV A330/A340 FLEET FCTM SI-070 P 5/10 15 JUN 10 .SUPPLEMENTARY INFORMATION USE OF RADAR FLIGHT CREW TRAINING MANUAL A330/A340 OPERATIONAL RECOMMENDATIONS FOR WEATHER DETECTION   Ident. to check correct radar operation. S16420. 0825-0827. 0601-0602. 0547. 0787. 0495. 0684-0685. 0376. S16646. for efficient weather awareness. 0851. 0796-0800. 0873-0894. 34-5047. Tilt down then up. 0687. 0549. and to avoid the blind alley effect. 0780-0782. 0487. 0698-0699. 0557. 0853. 0410. 0650-0653. 0997-0998. Comments Antenna tilt check (away from people) Enables to scan along the departure path Manual TILT and GAIN for weather analysis done. 0489. 0710-0711. 0537. 0981-0995. 0667. 0533-0535. In such situation. IN FLIGHT TILT sw on AUTO GAIN knob on AUTO Use TURB  to isolate turbulence   Note:   1. 0530-0531. AUTO mode adjusts the tilt to get a minimum ground return on ND. 0150. 0540. 0732-0736. 0383. 0473. In cruise. 0611-0624. 0154. 0740. 0578-0580. 1037-1042. 0294. 0582-0583. 0713-0715. 0636-0648. 0896-0899. 0789-0794. 1034-1035. 34-4159. 0391. 0626. 0604-0609. 0759-0760. During operations in good or non significant weather. 0659-0661. 0299. the following ranges can be selected: ‐ 160 nm on the PNF ND ‐ 80 nm on the PF ND. 0542-0544. 0555. 1000-1020. The flight crew monitors weather radar display in automatic tilt mode. LR 7 Applicable to: MSN 0026. 0820-0821. 0663. 0441. and confirms any ambiguous or unexpected weather display using manual tilt according to standard techniques. no weather pattern will be displayed on ND's. 34-3199. 0263. On Honeywell Auto-Tilt  radar. 0743-0746. 0674-0678. 0835-0836. 0901-0910. 0681. 1044-1045. 34-5023. 2. 0725-0728. 34-5057. 0566. 1184-1190 8 Flight Phase TAXI TAKEOFF Detection and Monitoring Procedure Clear on parking area. If weather activity is suspected: slowly scan up to detect weather (Max 15 ° up) then select AUTO again. 0869. 0426. 0912-0914. 0857-0867. 0830-0831. 1022-1032. 1165-1181. 0179. 0628-0631. in order to be able to efficiently plan course changes. 0952-0954. On Collins MULTISCAN  radar. 0960-0964. 0916-0924. 0777-0778. 34-4203. 0762-0769. 0671-0672. 0956-0958. set ND to lowest range. 0823. 0175. 34-5021. 1047-1096. 0471. 0926-0950. 0784-0785. 0569-0573. 0655-0656. 0521. 0718-0723. 0371. 34-3180. 1098-1161. Shorter ranges can be used to track/avoid closing weather. 0749-0756. 0693-0694. 34-3172. 0803-0807. the flight crew can use temporarily manual tilt.0002001 / 09 JUN 10 Criteria: 34-3158. 0517.: SI-070-00004180. 0416-0417. 0552. 0689-0691. 0810. 0482. 0587-0591. 0575-0576. 34-5038. 0633-0634. AUTO mode provides an efficient ground clutter rejection. as well as at shorter ranges. 0449. 0523-0524. Check appearance/disappearance of ground returns. RANGE MANAGEMENT The flight crew should monitor the weather at long range. 34-3208. WEATHER DATA ANALYSIS   9 Ident. the flight crew can get an estimate of the vertical expansion of the cloud above/below the aircraft altitude with the following formula: Tilt represents the tilt selected so that the cell image disappears from the display.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL 9 EVALUATION OF CELL VERTICAL EXPANSION When flying towards a cell. ‐ Closely spaced (or thin lines between) color gradations are usually associated with severe turbulence. ENV A330/A340 FLEET FCTM SI-070 P 6/10 15 JUN 10 .SUPPLEMENTARY INFORMATION USE OF RADAR FLIGHT CREW TRAINING MANUAL A330/A340 Blind Alley Effect TURBULENCE DETECTION ‐ The turbulence display is most effective when the ND is set on 40 nm (corresponds to the maximum turbulence detection range).: SI-070-00010892. the flight crew must reset the GAIN knob to AUTO/CAL. SATURATED WEATHER RETURN To assess the general weather conditions the flight crew may use manual gain.SUPPLEMENTARY INFORMATION USE OF RADAR FLIGHT CREW TRAINING MANUAL A330/A340 For example. when operating in heavy rain. that are usually associated with active storm cells. ENV A330/A340 FLEET FCTM SI-070 P 7/10 15 JUN 10 . To recover optimum radar sensitivity once the cell assessment is done. Manual gain is particularly useful. if the radar picture is saturated. reduced gain will help the flight crew to identify the areas of heaviest rainfall. The flight crew can increase the gain to make the frozen (less reflective) storms top more visible. In this case. an echo disappearing at 40 nm with 1 ° tilt down has a top located 4 000 ft below the aircraft altitude. and magenta areas of cells taller than 28 000 ft by at least 20 nm. red. • Cells exceeding 35 000 ft should be considered extremely hazardous and additional separation (in addition to the 20 nm) should be used. ‐ If the top of cell is at or above 25 000 ft. ‐ For storm avoidance planning. yellow. overflying should be avoided due to the possibility of encountering turbulence stronger than expected. ‐ The flight crew should deviate upwind instead of downwind of a cell (less probability of turbulence or hail). the flight crew must make decisions while still 40 nm from it. red.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL 10 WEATHER AVOIDANCE RECOMMENDATIONS In the case of a detection of a significant cell or storm. the flight crew should follow the below recommendations: ‐ To avoid a large storm. the flight crew should consider the height of the storm: • Avoid all yellow. or magenta areas by at least 20 nm • Avoid all green. ENV A330/A340 FLEET FCTM SI-070 P 8/10 15 JUN 10 .: SI-070-00004181.SUPPLEMENTARY INFORMATION USE OF RADAR FLIGHT CREW TRAINING MANUAL A330/A340 OTHER OPERATIONAL RECOMMENDATIONS   Ident. the flight crew must take full advantage of the radar. The MAP function displays ground returns as follows: ‐ Black: water ‐ Green: ground ‐ Yellow and red: mountains and cities. microbursts. and coastline). because otherwise the aircraft may encounter severe turbulence. the flight crew must not use the weather radar as a terrain avoidance system. However. ENV A330/A340 FLEET FCTM SI-070 P 9/10 15 JUN 10 . MAPPING The flight crew can use MAP function to detect prominent terrain (mountain. Refer to SI-010 turbulence. For flight crew guidelines. STORM PENETRATION In the case of storm penetration. city. in the case of turbulence.SUPPLEMENTARY INFORMATION USE OF RADAR FLIGHT CREW TRAINING MANUAL A330/A340 ‐ The flight crew should not attempt to penetrate a cell or clear its top by less than 5 000 ft vertically. severe turbulence. the flight crew should avoid flying under a thunderstorm because of possible windshear. ‐ In the same way. or hail. SUPPLEMENTARY INFORMATION USE OF RADAR FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM SI-070 P 10/10 15 JUN 10 .   PREVENTING IDENTIFIED RISKS . Intentionally left blank . ...............................................................................................................................................................................................................................................................................................................................1/2 PIR-010 PREVENTING IDENTIFIED RISKS INTRODUCTION.............................................................1/2 SUMMARY OF HIGHLIGHTS.................................................................................3/6 ENV A330/A340 FLEET FCTM PIR-PLP-TOC P 1/2 15 JUN 10 ......................................................................PREVENTING IDENTIFIED RISKS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 TABLE OF CONTENTS PIR-PLP PRELIMINARY PAGES TABLE OF CONTENTS................................................................................ 2/6 SYSTEM OPERATIONS / FAILURES..................... 1/6 NORMAL OPERATIONS........................... PREVENTING IDENTIFIED RISKS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 TABLE OF CONTENTS Intentionally left blank ENV A330/A340 FLEET FCTM PIR-PLP-TOC P 2/2 15 JUN 10 . PREVENTING IDENTIFIED RISKS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Page 2/6 PIR-010 NORMAL OPERATIONS Localization Title ID 1 Reason Introduction of the operational consequences when the thrust levers are not set to TOGA detent ENV A330/A340 FLEET FCTM PIR-PLP-SOH P 1/2 15 JUN 10 . PREVENTING IDENTIFIED RISKS PRELIMINARY PAGES FLIGHT CREW TRAINING MANUAL A330/A340 SUMMARY OF HIGHLIGHTS Intentionally left blank ENV A330/A340 FLEET FCTM PIR-PLP-SOH P 2/2 15 JUN 10 . • "AIRCRAFT": Possibility of damage to the aircraft • "PAX": Possibility of injury to passengers. for the risks more specifically related to the flight crews' interaction with systems.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL The aim of this chapter is to highlight some of the risks encountered by flight crews. RISK SYMBOLS CONTROL NAV GROUND PERSONNEL FLIGHT AIRCRAFT PAX ENV A330/A340 FLEET FCTM PIR-010 P 1/6 15 JUN 10 .PREVENTING IDENTIFIED RISKS PREVENTING IDENTIFIED RISKS FLIGHT CREW TRAINING MANUAL A330/A340 INTRODUCTION Ident. there may be a risk of diversion. the following table provides: ‐ The flight phase or ATA chapter related to the risk ‐ A description of the risk ‐ A description of the consequences. illustrated by one of these 6 symbols: • "CONTROL": Aircraft handling or control may be affected • "NAV": Navigation may be affected • "GROUND PERSONNEL": Possibility of injury to ground personnel • "FLIGHT": it may not be possible to complete the flight. These risks are categorized according to either: ‐ Flight phases. where the related explanations and recommendations (for prevention and/or recovery) are located. for the risks related to normal operations. in order to improve: ‐ Flight crewmembers' awareness of these risks ‐ Risk management. ‐ A reference to the FCTM chapter. if the flight crew does not correctly manage the risk ‐ The type of consequences (who or what is affected by the risk).: PIR-010-00004183. or to system failures. and/or paragraph. For each risk. or ‐ ATA chapters. section. without intercepting it Refer to NO-080 GUIDANCE AND MONITORING Refer to NO-080 PREFACE Refer to NO-010 Communication Refer to NO-100 initial approach and Refer to NO-100 intermediate approach Refer to NO-100 final approach Refer to NO-120 final approach Refer to NO-110 final approach Continued on the following page ILS APPR ENV A330/A340 FLEET FCTM PIR-010 P 2/6 15 JUN 10 .PREVENTING IDENTIFIED RISKS PREVENTING IDENTIFIED RISKS FLIGHT CREW TRAINING MANUAL A330/A340 NORMAL OPERATIONS Ident. although the aircraft is in radar vectoring The flight crew does not Any erroneous computation leads to sufficiently monitor raw an erroneous trajectory data Glide slope interception from above: G/S not rearmed The aircraft descends through the glide slope axis.: PIR-010-00004184. the autothrust increases thrust to remain on the computed profile. the flight crew uses the speed brakes. the flight crew does not check that the FMS SID (including the constraints) is correct. in an attempt to descend below the computed profile Consequences Erroneous trajectory Refer to FCTM Refer to NO-020 Cockpit Preparation TAKEOFF CLIMB /DESC DESC Engine check not valid Climb or descent does not stop Refer to NO-050 Takeoff Roll DESC APPR APPR APPR Unless the aircraft is above the computed profile. In addition. and may react to it other The flight crew clears NAV mode is armed. If this mode the F-PLN using the setting is not relevant.0001001 / 09 JUN 10 Criteria: LR Applicable to: ALL 1 Flight Phase PREP Risk During takeoff briefing. fuel consumption will increase The flight crew does not Reduced situational awareness set the TERR ON ND switch to ON The flight crew activates The other flight crewmember may approach phase without perceive the speed change as crosschecking with each undue. it may lead to DIR TO or DIR TO RAD an erroneous trajectory IN functions. The flight crew calls out “THRUST SET” before reaching N1 value The flight crew uses the V/S knob without setting a target In managed descent. The expected increased rate of descent will not be reached. Consequences The FDs orders may not be correct below the minima. PF does not set the thrust levers to theTOGA detent. if the flight or flap failure crew does not select the current speed. SYSTEM OPERATIONS / FAILURES Ident. and may lead to overspeed Trajectory not correct Erroneous computation (e. the full forward thrust lever position. with an undue speed increase.PREVENTING IDENTIFIED RISKS PREVENTING IDENTIFIED RISKS FLIGHT CREW TRAINING MANUAL A330/A340 Flight Phase NPA APPR Risk When the aircraft reaches the minimum altitude. When the flight crew initiates the Go-around. with no disconnection of autothrust The flight crew does not use the correct knob to change heading or speed The flight crew does not sequence the F/PLN Consequences Immediate and undue speed increase Csqce type Refer to FCTM Refer to OP-030 AUTOTHRUST (A/THR) TOGA thrust is maintained.: PIR-010-00004185.0001001 / 27 MAR 08 Criteria: LR Applicable to: ALL ATA 22 22 22 22 27 Risk The flight crew uses the instinctive disconnect pushbutton on the thrust levers to disconnect autothrust. time. Continued from the previous page Refer to FCTM Refer to OP-030 Autopilot/Flight Director Refer to NO-120 reaching the minima Refer to NO-170 AP/FD GO-AROUND PHASE ACTIVATION GO AROUND Landing/approach modes remain engaged. the aircraft continues to accelerate and possibly exceeds Max Speed ENV A330/A340 FLEET FCTM PIR-010 P 3/6 15 JUN 10 . without reducing the Throttle Lever Angle (TLA) Alpha floor/TOGA LOCK. but does not set the FDs to OFF. fuel) and trajectory Refer to OP-030 AUTOTHRUST (A/THR) Refer to NO-120 intermediate approach Refer to AO-027 ABNORMAL FLAPS/SLATS CONFIGURATION Continued on the following page The flight crew does not At takeoff: select the speed after slat When flaps/slats are locked.g. The primary F-PLN becomes PPOS-DISCONT. the flight crew sets the bird to ON and the AP to OFF. but CLB or THR DES. and cannot be ADIRS rotary selector. time. if the flight crew does not select the current speed. This may lead to OFF flight control protection activation The flight crew selects Irreversible loss of redundancy (the ADR to OFF using the associated IR is lost. with slats/flaps extended because the FMS does not take into or landing gear extended. and may lead to a trajectory the flight path before error performing ECAM actions Continued from the previous page Csqce type Refer to FCTM Refer to AO-027 ABNORMAL FLAPS/SLATS CONFIGURATION Refer to AO-027 ABNORMAL FLAPS/SLATS CONFIGURATION Refer to AO-028 FUEL LEAK Refer to SI-060 OPERATIONAL RECOMMENDATION Refer to AO-034 ADR/IRS FAULT Refer to AO-020 ENGINE FAILURE AFTER V1 Continued on the following page ENV A330/A340 FLEET FCTM PIR-010 P 4/6 15 JUN 10 . fuel).e. account the abnormal configuration the flight crew takes into account the FMS predictions The flight crew does not Fuel loss check fuel before fuel crossfeed Error in the use of RMP Loss of transmission to ATC due to an erroneous manipulation (particularly when SEL is on) The flight crew performs The autothrust mode remains in THR the TCAS procedure. recovered until the end of the flight) instead of the ADR pushbutton In the case of an engine Performing the ECAM actions before the failure after takeoff.PREVENTING IDENTIFIED RISKS PREVENTING IDENTIFIED RISKS FLIGHT CREW TRAINING MANUAL A330/A340 ATA Risk 27/32 28 34 34 34 70 Consequences In approach: When flaps/slats are locked. the aircraft continues to decelerate down to a speed that is not consistent with the real aircraft configuration In the case of flight Erroneous computation (i. which are not the does not set the FDs to appropriate modes. flight crew does not reduces efficiency due to the PF’s high stabilize the aircraft on workload. the aircraft is stabilized on the flight path. but not in the correct sequence. or does both. with no FMA crosscheck 80 Consequences Pressing the EO CLR key on the MCDU is an irreversible action that leads to the loss of single engine computation (discrepancy between the computation and real aircraft status) The flight crew does not detect that the descent is not engaged.PREVENTING IDENTIFIED RISKS PREVENTING IDENTIFIED RISKS FLIGHT CREW TRAINING MANUAL A330/A340 ATA 70 Risk In the case of an engine failure in cruise. the flight crew presses the EO CLR key on the MCDU For EMERGENCY DESCENT. Delayed descent leads to limited oxygen for passengers Continued from the previous page Csqce type Refer to FCTM Refer to AO-020 ENGINE FAILURE DURING CRUISE Refer to OP-030 Autopilot/Flight Director ENV A330/A340 FLEET FCTM PIR-010 P 5/6 15 JUN 10 . the flight crew turns but does not pull the knobs. PREVENTING IDENTIFIED RISKS PREVENTING IDENTIFIED RISKS FLIGHT CREW TRAINING MANUAL A330/A340 Intentionally left blank ENV A330/A340 FLEET FCTM PIR-010 P 6/6 15 JUN 10 .