Index Manuals Airbus A330/A340. Flight Crew Training Manual (2007)

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Airbus A330/A340. Flight Crew Training Manual (2007) - page 20

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

NAVIGATION

03.034

JAN 09/07

Ice accretion due to pitot heat failure,

orpitot obstruction due to foreign

objects.Obstructed drain holes.

Total pressure blocked.Constant IAS in

level flight, until obstruction is cleared.

In climb, IAS increases.In descent, IAS

decreases.

Abnormal AP/FD/ATHR behavior :a)

AP/FD pitch up in OPN CLB to hold

target IAS.b) AP/FD pitch down in
OPN DES to

hold target IAS

Total obstruction of static ports on

ground.

Static pressure blocked at airfield

level.Normal indications during T/O

roll.After lift-off altitude remains

constant.IAS decreases, after lift-off.IAS

decreases, when aircraft climbs.IAS

increases, when aircraft descends.

The above table clearly illustrates that no single rule can be given to
conclusively identify all possible erroneous airspeed/altitude indications cases.

ADR CHECK PROC / UNRELIABLE SPEED INDICATION QRH PROCEDURE

MSN 0002-0860

R (2)

INTRODUCTION

The ADR CHECK PROC / UNRELIABLE SPEED INDICATIONS procedure has
two objectives: to identify and isolate the faulty ADR (s), and, if not successful,
to fly the aircraft until landing without any speed reference.

It includes the following steps:

1. Memory items

2. Trouble shooting and isolation

3. Flight using Pitch/thrust references.

WHEN TO APPLY THIS PROCEDURE?

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ABNORMAL OPERATIONS

NAVIGATION

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The flight crew may enter this procedure, either upon ECAM request (ADR
DISAGREE or ANTI-ICE PITOT caution), or because he suspects an erroneous
indication, without any ECAM warning.

Erroneous speed/altitude indication can be suspected by:

1. Speed discrepancy (between ADR1, 2, 3, and standby indication)

2. Fluctuating or unexpected increase/decrease/permanent indicated speed, or

pressure altitude.

3. Abnormal correlation of basic flight parameters (IAS, pitch, attitude, thrust,

climb rate) :
.

IAS increasing, with large nose-up pitch attitude

IAS decreasing, with large nose down pitch attitude

IAS decreasing, with nose down pitch attitude and aircraft descending

4. Abnormal AP/FD/ATHR behavior

5. STALL warning, or OVERSPEED warnings, or a Flap RELIEF ECAM

message, that contradicts with at least one of the indicated speeds.
.

Rely on the stall warning that could be triggered in alternate or direct law. It

is not affected by unreliable speeds, because it is based on angle of attack.

Depending on the failure, the OVERSPEED warning may be false or

justified. Buffet, associated with the OVERSPEED VFE warning, is a
symptom of a real overspeed condition.

6. Inconsistency between radio altitude and pressure altitude.

7. Reduction in aerodynamic noise with increasing speed, or increase in

aerodynamic noise with decreasing speed.

8. Impossibility of extending the landing gear by the normal landing gear system.

HOW TO APPLY THIS PROCEDURE?

R (3)

R (4)

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ABNORMAL OPERATIONS

NAVIGATION

03.034

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− A/THR

Display on MCDU

..................................................................

REV 40

SEQ 226

ABNORMAL PROCEDURES

OFF

If the safe conduct of the flight is impacted :

UNRELIABLE SPEED INDICATION/ADR CHECK PROC

MEMORY ITEMS

− AP/FD .......................................................... ...............................

OFF

.......................................................... ...............................

..........................................................

troubleshooting

When at, or above MSA or Circuit Altitude : level off for

− L/G

− SPEEDBRAKES

− FLAPS

Check retracted

Maintain current CONFIG

5°/CLB

10°/CLB

15°/TOGA

− A/THR
− PITCH/THRUST :

Above THRUST RED ALT and Below FL 100

Below THRUST RED ALT

Above THRUST RED ALT and Above FL 100 .................

..............................................

.................

......................................................

..................................

To level OFF for troubleshooting :

NOTE : Check the actual slat/flap configuration on ECAM, since flap

auto−retraction may

occur.

PITCH / THRUST FOR INITIAL LEVEL OFF

CONF

Speed

Pitch (°) / Thrust (% N1)

Above 81 t

81 t − 68 t

Below 68 t

3
2

1+F

Below FL 200

FL 200−FL 280
Above FL 280

4.0 / 70.7

4.0 / 66.4

4.0 / 61.5

F
S
S

7.0 / 68.9
3.5 / 67.6
7.5 / 65.5

7.0 / 64.6
3.0 / 63.8
7.5 / 61.4

7.0 / 59.9
3.0 / 58.6
7.5 / 56.5

270 kts
300 kts
M 0.76

3.5 / 69.0
2.0 / 78.9
2.5 / 83.7

2.5 / 66.1
1.5 / 75.9
2.5 / 81.6

1.5 / 63.7
1.0 / 73.9
2.0 / 79.0

Flying technique to stabilize speed :
− Adjust pitch in order to fly the required flight path.

− When target pitch is reached, flying intended flight path, adjust

thrust to target.

If the aircraft pitch tends to increase, aircraft is slow, then
increase thrust ;
If the aircraft pitch tends to decrease, aircraft is fast, then
decrease thrust.

.......................................................

SLATS / FLAPS EXTENDED

CLEAN

REV 40

ABNORMAL PROCEDURES

SEQ 999

UNRELIABLE SPEED INDICATION/ADR CHECK PROC (CONT’D)

− PROBE/WINDOW HEAT

..............................................................

Technical recommendations :

27%.

therefore N1 must be increased by 5%. Fuel flow will increase by about

If the failure is due to radome destruction, the drag will increase and

CAUTION

flight.

− GPS altitude and/or radio altimeter may be used to control level

− Respect Stall Warning and disregard ECAM STATUS message :

"RISK OF UNDUE STALL WARNING"

− To monitor speed, refer to IRS Ground Speed, or GPS Ground

Speed variations

If remaining altitude indication is unreliable :
− Do not use FPV and/or V/S, which are affected.
− ATC altitude is affected. Notify the ATC.

REV 40

ABNORMAL PROCEDURES

OFF

..........................................................

SEQ 999

UNRELIABLE SPEED INDICATION/ADR CHECK PROC (CONT’D)

Affected ADR identification :

− Crosscheck all speed indications and refer to QRH 4.01 (for F, S

speeds) or 5.01 (for speed in clean conf) :

If at least one ADR is reliable :

− Affected ADR(s) ............................................
− REMAINING AIR DATA

COMFIRM

...........................................

......................

Check alternate sources to evaluate the air data :

− IRS Ground speed

− GPS Altitude and GPS Ground Speed

− Radio Altimeter

If affected ADR(s) cannot be identified or all ADRs are
affected :

− ONE ADR

KEEP ON

..............

Keep one ADR ON, to keep the STALL warning protection.

..............

..........................................................

This prevent the flight controls laws from using two coherent but unreliable

date.

ADR

.........................................................

− TWO ADRs

OFF

AS RQRD

USE FLAP 3

VLS+10

1.35 (dry, wet)

− DMC/EFIS SWITCHING
− LDG CONF

− APPR SPD
− LDG DIST

..................................................................

To return to departure airport :
Keep takeoff configuration preferably
Refer to initial and intermediate approach, and final
approach tables.

To accelerate and clean up after takeoff :
Accelerate and clean up the aircraft in level filght :

.............................................................

...........................................

CLB

− THRUST ....................................................................
− FLAPS

RETRACT

.............................................................

Retract from 3 or 2 to 1, once CLB thrust is set.
Retract from 1 to 0, when the aircraft pitch is lower than
the pitch for S speed (refer to the "pitch/Thrust for initial
level off" table).
Once in clean configuration, refer to climb, cruise,
descent, approach tables for flight continuation.

Other cases :
Refer to climb, cruise, descent, approach tables for flight
continuation.

12.5 / CLB

REV 40

ABNORMAL PROCEDURES

Speed

Pitch (°) / Thrust (% N1)

SEQ 019

CLIMB

Set the thrust to CL.

CLEAN

250 kts

M 0.76

267 kts

Below FL 50

FL 50 − FL 100

FL 100 − FL 150
FL 150 − FL 200
FL 200 − FL 250
FL 250 − FL 330

Above − FL 330

Above 61 t

61 t − 54 t

Below 54 t

7.0 / CLB
5.0 / CLB
3.5 / CLB

3.5 / CLB

11.0 / CLB

10.0 / CLB

8.5 / CLB

5.5 / CLB

7.5 / CLB

9.0 / CLB

10.5 / CLB

CRUISE

10.5 / CLB

9.0 / CLB
8.0 / CLB

7.0 / CLB
5.0 / CLB
3.5 / CLB

3.5 / CLB

Adjust N1 to maintain approximate level flight with pitch attitude
held constant; When time permits, refer to QRH 5.01 (SEVERE
TURBULENCE) and adjust pitch to maintain level flight.

CLEAN

UNRELIABLE SPEED INDICATION/ADR CHECK PROC (CONT’D)

ABNORMAL PROCEDURES

UNRELIABLE SPEED INDICATION/ADR CHECK PROC

CONF

INITIAL AND INTERMEDIATE APPROACH IN LEVEL FLIGHT

level flight.

and the landing configuration (CONF 3 or CONF FULL), is flown in

The approach phase between Green Dot speed (clean configuration)

LANDING GEAR UP IN LEVEL FLIGHT

LANDING GEAR DOWN (EXPECT GRVTY EXTENSION)

1+F (a)

Speed (kts)

G−DOT

S
F

Above

145 000 lb

145 000 lb −

125 000 lb

Below

125 000 lb

Pitch (°)/Thrust (% N1)

5.0 / 58.1

7.5 / 60.2
3.5 / 60.6

8.5 / 61.8

7.5 / 67.1

5.5 / 53.9

7.0 / 55.8
3.5 / 56.4

8.5 / 57.7

7.0 / 62.8

5.5 / 49.5

7.5 / 51.0
3.5 / 51.5

8.5 / 52.4

7.0 / 58.0

18A

REV 40

SEQ 221L

WHEN FLIGHT PATH IS STABILIZED

ANY DOUBT ABOUT SPEED INDICATION,

or relevant ECAM WARNING

If safe conduct of the
flight affected:
MEMORY ITEMS

If safe conduct of the flight
NOT affected:
TROUBLE SHOOTING (with
or without level flight)

If faulty ADR(s)
not identified, or
no ADR
remaining

If faulty ADR(s)
successfully isolated, and
at least one remaining:
BACK TO NORM

In some specific cases
(all ADR failure already confirmed):
FLIGHT WITHOUT SPEED
REFERENCE

A330

FOF 03034 00001 0001

Without delay,
as soon as
above MSA

Because the displayed information may be erroneous, the flying accuracy cannot
be assumed. Incorrect transponder altitude reporting could cause confusion.
Therefore, a MAYDAY should be declared to advise ATC and other aircraft of the
situation.

PART 1: MEMORY ITEMS

If the safe conduct of the flight is affected, the flight crew applies the memory
items. They allow "safe flight conditions" to be rapidly established in all flight
phases (takeoff, climb, cruise) and aircraft configurations (weight and
slats/flaps).The memory items apply more particularly when a failure appears just
after takeoff.

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Once the target pitch attitude and thrust values have been stabilized, as soon as
above safe altitude, the flight crew will enter the 2nd part of the QRH procedure,
to level off the aircraft and perform trouble shooting. This should not be delayed,
since using the memory item parameters for a prolonged period may lead to
speed limit exceedance.

PART 2: TROUBLE SHOOTING AND ISOLATION

GENERAL

If the wrong speed or altitude information does not affect the safe conduct of the
flight, the crew will not apply the memory items, and will directly enter the part 2
of the QRH procedure.

Depending of the cause of the failure, the altitude indication may also be
unreliable. There are however, a number of correct indications available to the
crew. GPS altitude and ground speed are available on MCDU GPS monitor page
and RA may be used at low level.

For faulty ADR (s) identification, the flight crew may, either level off and stabilize
the flight using the dedicated table in PART 2, or, if for instance already
stabilized in climb, use the CLIMB table given in part 3. The trouble shooting will
be more accurate, using the level off table.

LEVEL OFF AND STABILIZATION (IF REQUIRED)

The table gives the proper pitch and thrust values for stabilization in level off
according to weight, configuration and altitude.

It must be noticed that, if the altitude information is unreliable, FPV and V/S are
also affected. In this case, the GPS altitude, if available, is the only means to
confirm when the aircraft is maintaining a level. When reliable, the FPV should
be used.

If the memory items have been maintained for a significant period of time, the
current speed may be quite above the target

If FPV is reliable, or if GPS altitude information is available:

Maintain level flight (FPV on the horizon or constant GPS altitude)

-- Adjust thrust according to the table

-- Observe the resulting pitch attitude, and compare it with the recommended

table pitch target.
.

If the aircraft pitch to maintain level flight is above the table pitch target,

the aircraft is slow, then increase thrust

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If the aircraft pitch to maintain level flight is below the table pitch target, the

aircraft is fast, then decrease thrust

When the pitch required to maintain level off gets close to the table pitch target,
re-adjust thrust according to table thrust target.

This technique permits to stabilize the speed quickly, without inducing altitude
changes.

If FPV is not reliable and GPS altitude information is not available (no means to

ensure level flight):

Adjust pitch and thrust according to table, and wait for speed stabilization.
Expect a significant stabilization time and important altitude variations.

TROUBLE SHOOTING AND FAULT ISOLATION

When one indication differs from the others, flight crews may be tempted to
reject the outlier information. They should be aware, however, that in very
extreme circumstances, it may happen that two, or even all three ADRs may
provide identical and erroneous data.

BEWARE OF INSTINCTIVELY REJECTING AN OUTLIER ADR

Once the faulty ADR has (or have) been positively identified, it (they) should be
switched OFF. This will trigger the corresponding ECAM warnings and associated
drills, which should be followed to address all the consequences on the various
aircraft systems.

In the extreme case where the faulty ADR(s) cannot be identified and all speed
indications remain unreliable, 2 ADRs should be selected OFF to prevent the
flight control laws from using two coherent but unreliable ADR data. One must
be kept ON to keep the stall warning protection.

If at least one ADR remains reliable, the flight crew will use it (after having
confirmed its validity), and so, will stop the application of the ADR CHECK
PROC / UNRELIABLE SPEED INDICATION PROC.

PART 3: FLYING WITHOUT ANY SPEED REFERENCE

When the trouble shooting procedure did not permit to identify at least one
correct indication, this part of the procedure gives pitch/thrust reference to fly the
aircraft safely, in all flight phases, down to landing.

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, plus an
ADR failure), or if level off for trouble shooting is not convenient from an
operational point of view, for instance in descent, close to destination.

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When flying the aircraft with unreliable speed and/or altitude indications, it is
recommended to change only one flying parameter at a time i.e. speed, altitude
or configuration. For this reason, a wide pattern and a stabilized approach are
recommended.

For final approach, if available, an ILS (with a -3

G/S) will ensure path guidance.

If final descent is started with stabilized speed (VAPP), flying a -3

flight path

with the recommended table thrust, the resulting pitch attitude should be close to
the recommended table pitch value. If an adjustment is required, vary the thrust,
as explain in the initial level off paragraph.

MSN 0002-0860

R (5)

DUAL RADIO ALTIMETER FAILURE

The Radio Altimeters (RAs) provide inputs to a number of systems, including the
GPWS and FWC for auto-callouts. They also supply information to the AP and
A/THR modes, plus inputs to switch flight control laws at various stages.
Although the ECAM procedure for a RA 1 + 2 FAULT is straightforward, the
consequences of the failure on the aircraft operation require consideration.

Instead of using RA information, the flight control system uses inputs from the
LGCIU to determine mode switching. Consequently, mode switching is as follows:

At take-off, normal law becomes active when the MLG is no longer

compressed and pitch attitude becomes greater than 8

On approach, flare law becomes active when the L/G is selected down and

provided AP is disconnected. At this point, "USE MAN PITCH TRIM" is
displayed on the PFD.

Note: The L/G DOWN NOT DOWN alert appears in approach when CONF2 is

selected

After landing, ground law becomes active when the MLG is compressed and

the pitch attitude becomes less than 2.5

It is not possible to capture the ILS using the APPR pb and the approach must
be flown to CAT 1 limits only. However, it is possible to capture the localiser
using the LOC pb.

Furthermore, 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. Indeed, as

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NAVIGATION

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the autopilot gains are no longer updated with the radio altitude signal, the
AP/FD behaviour may be unsatisfactory when approaching the ground.

There will be no auto-callouts on approach, and no "RETARD" call in the flare

The GPWS/EGPWS will be inoperative; therefore terrain awareness becomes
very important. Similarly, the "SPEED, SPEED, SPEED" low energy warning is
also inoperative, again requiring increased awareness.

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HIGHLIGHTS

(1)

A note is added to avoid an error frequently reported in training.

(2)

Correction of printing error

(3)

Deleted item "

(4)

New item " for ’MSN 0002-0860’

(5)

Addition of a note concerning an alert in approach.

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Highlights 1 of 1

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

POWER PLANT

03.070

JAN 09/07

ALL ENGINE FLAMEOUT

MSN 0002-0860

R (1)

R (2)

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.

Significant remaining systems in ALL ENGINES FLAME OUT

FLY

PFD1, Alternate law

NAVIGATE

RMP1, VOR1

COMMUNICATE

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 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.

In the fuel remaining case,

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ABNORMAL OPERATIONS

POWER PLANT

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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
seconds, the ECAM will order engine masters off for 30 seconds. 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.

R (3)

ALL ENGINE FLAME OUT PROCEDURE

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ABNORMAL OPERATIONS

POWER PLANT

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LAND ASAP

Engine relight attempts

− OPTIMUM SPEED...................................................GREEN DOT

Secure cockpit and cabin

IF FORCED LANDING PREDICADED

IF DITCHING predicaded

Forced landing procedure

Ditching procedure

APPROACH

APPROACH PREPARATION

LAND ASAP

Secure cockpit and cabin

IF FORCED LANDING PREDICADED

IF DITCHING predicaded

Forced landing procedure

Ditching procedure

APPROACH

APPROACH PREPARATION

............................................................................ .........................GREEN DOT

− OPTIMUM SPEED

ENG: ALL ENG FLAME OUT−FUEL REMAINING

ENG: ALL ENG FLAME OUT

FOF 03070 04293 0001

ENG: ALL ENG FLAME OUT NO FUEL REMAINING

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POWER PLANT

03.070

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HIGHLIGHTS

(1)

Correction of the second version of the procedure, to be used in case of

NO FUEL REMAINING

(2)

Deleted item ’All engine flame out procedure’

(3)

New item ’All engine flame out procedure’ for ’MSN 0002-0860’

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ABNORMAL OPERATIONS

MISCELLANEOUS

03.090

JAN 09/07

EMERGENCY DESCENT

MSN 0002-0860

R (1)

The emergency descent should only be initiated upon positive confirmation that
cabin altitude and rate of climb is excessive and uncontrollable. This procedure
should be carried out by the 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 6000 ft/mn. To descend from FL410 to FL100, it takes
approximately 5 mn 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.

EMERGENCY DESCENT FLOW PATTERN

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MISCELLANEOUS

03.090

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0 1

VHF1

ANN LT

OFF

BRT

TEST

BRT

DIM

BRT

ANN LT

MODE SEL

LDG ELEV

AUTO

−2

A
U
T
O

DITCHING

MAN V/S

ENG 2

OVHD INTEG LT

OFF

BRT

OFF

A
U
T
O

ANN LT

TEST

BRT

DIM

TEST

DIM

OFF

ENG 2

A
U
T
O

TEST

DIM

BRT

OFF

A
U
T
O

XXXX

OFF

XXXX

OVRD

FAULT

OFF

Masks

Communication established

ADF1

ADF2

VHF2

VHF3

HF1

HF2

IND

VOR1

VOR2

MKR

ILS

CAB

CALL

VOICE

RESET

If abnormal ALT CAB

and/or CAB V/S

indication on

ECAM

system
display

" MAYDAY

MAYDAY

MAYDAY "

PNF

ALT and HDG according to ATC/MORA
SPD according to structural damages

PAX OXY MASKS

SIGNS

loop

To initiate the descent

loop

To refine the settings

SPD

HDG

ALT

0 1

ALT

FMA

HDG

SPD

FOF 03090 03787 0001

MAN V/S

ENG

PARK BRK

OVHD INTEG LT

OFF

BRT

MAN V/S

APU

DOOR WHEEL F/CTL

ALL

PRESS

ENG

EL/AC

EL/DC

FUEL

COND

BLEED

T.O.

CONFIG

EMER
CANC

MAN V/S

ENG

PARK BRK

OVHD INTEG LT

OFF

BRT

MAN V/S

APU

DOOR

WHEEL

F/CTL

ALL

PRESS

ENG

EL/AC

EL/DC

FUEL

COND

BLEED

T.O.

CONFIG

EMER
CANC

SPD BRK

ENG MODE

ATC

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 activate the
regular microphone again.

OVERWEIGHT LANDING

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MISCELLANEOUS

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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 0728-0730 0732-0735 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 0849-0860

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

5kts (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.

ENV A330/A340 FLEET FCTM

Page 3 of 10

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

MISCELLANEOUS

03.090

JAN 09/07

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.

The approach climb gradient limiting weight tables in QRH are provided for
conservative QNH and consequently may slightly differ from FCOM 3.05.35.

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/mn without damage.
This means that no maintenance inspection is required if vertical speed is below
360 ft/mn. If vertical speed exceeds 360 ft/mn at touch down, a maintenance
inspection is required.

MSN 0002-0011 0013-0016 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

ENV A330/A340 FLEET FCTM

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