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

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

MISCELLANEOUS

03.090

JAN 09/07

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

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.

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.

Generally speaking, 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.

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ABNORMAL OPERATIONS

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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 0371 0376 0383 0391 0410 0416-0417 0426 0431 0436 0440 0449 0453 0460 0468

0475 0482 0488 0514 0517 0523 0531 0534 0537 0540 0543 0547 0557 0566 0569 0575
0577 0580 0583 0586 0601 0604 0606 0615 0617 0619 0622 0626 0630 0639 0672 0677
0681 0689 0702 0706 0710 0715 0719 0723 0727 0731 0736 0740 0744 0753 0762-0768
0771 0779 0787 0790 0794 0798 0804 0812 0829 0837 0846 0848

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 the MLW, but flight tests have been
performed successfully up to 270 tons. In case of emergency, and under crew
responsibility, an automatic landing may be performed up to 270 tons provided
that the runway is approved for automatic landing. Above 270 tons, the AP may
be used down to 100 feet AGL.

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.

While approaching S speed and when selecting CONF 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 "limiting weight for
landing in conf full and in conf 3" tables provided in QRH. These tables inform
the crew, whether or not, tire speed or brake energy limiting weight intervenes.
The lowest limiting weight applies.

If a go-around CONF 1+F is carried out following an approach CONF3, 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.

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The 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.

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.

MSN 0394 0445 0457 0464 0471 0478 0485 0492 0495 0499 0520 0560 0563 0572 0608

0611 0624 0628 0685 0694 0698 0748 0757 0761 0775 0783

Automatic landing is certified up to MLW, but flight tests have been performed
successfully up to 250 tons. In case of emergency, and under crew responsibility,
an automatic landing may be performed up to 250 tons, provided the runway is
approved for automatic landing. Above 250 tons, the AP may be used down to
100 feet AGL.

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.

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.

If a go-around CONF 1+F is carried out following an approach CONF3, VLS
CONF 1+F may be higher than VLS CONF3+5 kt. The recommendation in such

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ABNORMAL OPERATIONS

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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 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.

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.

CREW INCAPACITATION

MSN 0002-0860

GENERAL

Crew incapacitation is a real safety hazard which occurs most frequently than
many of the other emergencies. Incapacitation can occur in many form varying
from obvious sudden death to subtle, partial loss of function. It may not be
preceded by any warning.

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 do not feel well, the other crew must be advised

Others symptoms e.g. incoherent speech, pale fixed facial expression or

irregular breathing could indicate the beginning of an incapacitation.

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ACTION

The recovery from a detected incapacitation of the fit pilot shall follow the
sequence below:

First phase

Assume control, return the aircraft to a safe flight path, announce "I have

control", use the take-over pb and engage the on side AP as required.

Declare an emergency to ATC

Take whatever steps are possible to ensure the incapacitated pilot cannot

interfere with the handling of the aircraft. This may include involving cabin
crew to restrain the incapacitated pilot

Request assistance from any medically qualified passenger

Check is 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 place

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FLIGHT CREW TRAINING MANUAL

SUPPLEMENTARY INFORMATION

TABLE OF CONTENTS

04.000

JAN 09/07

04.010

ADVERSE WEATHER

-- GENERAL

-- COLD WEATHER OPERATIONS AND ICING CONDITIONS

-- TURBULENCE

-- WINDSHEAR

-- VOLCANIC ASH

04.020

FLYING REFERENCE

-- GENERAL

-- THE ATTITUDE

-- THE FLIGHT PATH VECTOR

-- GO AROUND

04.030

NAVIGATION ACCURACY

-- GENERAL

-- COMPUTATION OF THE AIRCRAFT POSITION

-- USE OF FMS

-- AIRCRAFT POSITION AWARENESS AND OPERATIONAL

CONSEQUENCES

04.040

ZFW - ZFCG ENTRY ERRORS

-- GENERAL

-- TECHNICAL BACKGROUND

-- ENTRY ERROR AND OPERATIONAL CONSEQUENCES

-- OPERATIONAL RECOMMENDATIONS

04.050

CENTRE OF GRAVITY

-- PREFACE

-- MECHANICAL ASSUMPTIONS

-- INFLUENCE OF THE CENTER OF GRAVITY ON THE

AIRCRAFT PERFORMANCE

-- INFLUENCE OF THE CG ON THE SRUCTURE AND

HANDLING CHARACTERISTICS

-- THE CG AND TRIM POSITION

04.060

TCAS

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FLIGHT CREW TRAINING MANUAL

SUPPLEMENTARY INFORMATION

TABLE OF CONTENTS

04.000

JAN 09/07

-- TECHNICAL BACKGROUND

-- OPERATIONAL RECOMMENDATION

04.070

USE OF RADAR

-- GENERAL

-- FUNCTIONS

-- OPERATIONAL RECOMMENDATIONSFOR WEATHER

DETECTION

-- OTHER OPERATIONNAL RECOMMENDATION

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GENERAL

MSN 0002-0860

Adverse weather operations take into account the following aspects:

Cold weather operations and icing conditions

Turbulence

Windshear

Volcanic ash.

COLD WEATHER OPERATIONS AND ICING CONDITIONS

MSN 0002-0860

R (1)

PREFACE

Aircraft performance is certified on the basis of a clean wing. Ice accretion
affects wing performance. When the wing is clean, the airflow smoothly follows
the shape of the wing. When the wing is covered with ice, the airflow separates
from the wing when the Angle-Of-Attack (AOA) increases. Therefore, the
maximum lift-coefficient is reduced.

As a result, the aircraft may stall at a lower

AOA, and the drag may increase.

The flight crew must keep in mind that the wing temperature of the aircraft may
be significantly lower than 0 deg. C, after a flight at high altitude and low
temperature, even if the Outside Air Temperature (OAT) is higher than 0 deg. C.
In such cases, humidity or rain will cause ice accretion on the upper wing, and
light frost under the wing. (Only 3 mm of frost on the under-surface of the wing
is acceptable.)

EXTERIOR

INSPECTION

When ground-icing conditions are encountered, and/or when ice accretion is
suspected, the Captain should determine, on the basis of the exterior inspection,
whether the aircraft requires ground deicing/anti-icing treatment. This visual
inspection must take into account all vital parts of the aircraft, and must be
performed from locations that offer a clear view of these parts.

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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, up to 15 minutes)

The probe and window heating may be used on ground. Heating automatically
operates at low

power.

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. In addition,
the fluids must flow off the surfaces of the aircraft during takeoff, in order not to
degrade takeoff performance.

Several types of fluids can be used. These fluids have different characteristics:

type 1

type 2, 3, 4

Low viscosity

High viscosity

Limited holdover time

Longer holdover time

Used mainly for deicing

Used for deicing and anti-icing

The holdover time starts from the beginning of the application of the fluid, and
depends on the type of fluid, and on the nature and severity of precipitation. The
flight crew should refer to applicable tables as guidelines. These tables must be
used in conjunction with the pre-takeoff check.

Depending upon the severity of the weather, the deicing/anti-icing procedure must
be applied either:

In one step, via the single application of heated and diluted deicing/anti-icing

fluid: This procedure provides a short holdover time, and should be used in
low moisture conditions only. The holdover time starts from the beginning of
the application of the fluid.

In two steps, by first applying the heated deicing fluid, then by applying a

protective anti-icing fluid: These two sprays must be applied consecutively. The
holdover time starts from the beginning of the application of the second fluid.

PROCEDURES

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The following outlines the various procedures to be applied before and after
spraying:

All ENG and APU BLEED pushbutton must be set to OFF and the DITCHING

pushbutton must be set to ON, to prevent any engine ingestion of
deicin/anti-icing fluid.

The aircraft can be deiced/anti-iced, with the engine and/or the APU running

or off. However, the APU or the engine should not be started during spraying.

The aircraft must be deiced/anti-iced symmetrically on both sides.

After spraying, keep bleeds off for a few minutes, and perform a visual

inspection of the aircraft surfaces.

A deicing/anti-icing report must be filled out to indicate the type of fluid and

when the spraying began.

AFTER START

Keep the engine bleeds off, with the engines running at higher N1.

Keep the APU running with the bleed off for a few minutes after spraying.

The slats/flaps and flight controls can be moved, because they no longer have

ice.

TAXI-OUT

On contaminated runways, the taxiing speed should be limited to 10 knots, and
any action that could distract the flight crew during taxiing should be delayed
until the aircraft is stopped.

The following factors should be taken into account:

At speeds below 10 knots: Anti-skid deactivates.

Engine anti-ice will increase ground idle thrust.

To minimize the risk of skidding during turns: Avoid large tiller inputs.

On slippery taxiways: It may be more effective to use differential braking

and/or thrust, instead of nosewheel steering.

On slush-covered, or snow-covered, taxiways: Flap selection should be

delayed until reaching the holding point, in order to avoid contaminating the
flap/slat actuation mechanism.

When reaching the holding point: The "Before Takeoff down to the line"

checklist must be performed.

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The flight crew must maintain the aircraft at an appropriate distance from the

aircraft in front.

In icing conditions: When holding on ground for extended periods of time, or if

engine vibration occurs, thrust should be increased periodically, and
immediately before takeoff, to shed any ice from the fan blades.

For more details about this procedure, refer to

the FCOM 3.03. 09.

TAKEOFF

TAKEOFF PERFORMANCE

When taking off from contaminated runways, it is not permitted to use FLEX
thrust. However, derated thrust may be used, as required, in order to optimize
aircraft performance. When available, a derated takeoff thrust results in lower
minimum control speeds and, therefore, in a lower V1. A reduction in the
minimum control speeds can sometimes enhance takeoff performance.

If anti-ice is used, the flight crew must apply the applicable performance penalty.

Slush, standing water, and/or deep snow reduce the effectiveness of aircraft
takeoff performance, because of increased rolling resistance and reduction in
tire-to-ground friction. A higher flap setting increases the runway-limited takeoff
weight, but reduces the second segment limited takeoff weight.

TAKEOFF ROLL

Before the aircraft lines up on the runway for takeoff, the flight crew must ensure
that the airframe has no ice or snow.

Then, before applying thrust, the Captain should ensure that the nosewheel is
straight. If there is a tendency to deviate from the runway centerline, this tendency
must be neutralized immediately, via rudder pedal steering, not via the tiller.

On contaminated runways, the flight crew should ensure that engine thrust
advances symmetrically to help minimize potential problems with directional
control.

MAXIMUM CROSSWIND

The following table provides the maximum crosswind that corresponds to the
reported runway-friction coefficient:

Reported Braking

Action

Reported

Runway-Friction

Coefficient

Equivalent

Runway

Condition

Maximum

Crosswind

(knots)

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Good/Medium

0.39 to 0.36

Medium

0.35 to 0.3

2/3

Medium/Poor

0.29 to 0.26

2/3

Poor

≤

0.25

3/4

Unreliable

4/5

5 (*)

(*) The maximum crosswind for A330 is not defined, if the reported braking
action is not reliable.

The runway condition numbers, in the above table, correspond to the runway
conditions:

1. Dry, damp, or wet runway (less than 3 mm depth of water)

2. Runway covered with slush

3. Runway covered with dry snow

4. Runway covered with standing water (with the risk of aquaplaning), or with

wet snow

5. Icy runway, or high risk of aquaplaning.

R (2)

CLIMB/ DESCENT

Whenever icing conditions are encountered or expected, the engine anti-ice
should be turned on. Although the TAT before entering clouds may not require
engine anti-ice, flight crews should be aware that the TAT often decreases
significantly, when entering clouds.

In climb or cruise, when the SAT decreases to lower than -40 deg. C, engine
anti-ice should be turned off, unless flying near CBs.

If the recommended anti-ice procedures are not performed, engine stall,
over-temperature, or engine damage may occur.

If it is necessary to turn on the engine anti-ice, and if ice accretion is visible
because engine anti-ice was turned on late, then apply the following procedure:

Set the ENGINE START selector to IGN

Retard one engine, and set the ENG ANTI-ICE

pushbutton to ON

Smoothly adjust thrust, and wait for stabilization

Set the ENGINE START selector to NORM

Repeat this procedure for the other engines.

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Wing anti-ice should be turned on, if either severe ice accretion is expected, or if
there is any indication of icing on the airframe.

HOLDING

If holding is performed in icing conditions, the flight crew should maintain clean
configuration.

This is because prolonged flight in icing conditions with the slats

extended should be avoided.

APPROACH

If significant ice accretion develops on parts of the wing that have not been
deiced, the aircraft speed must be increased (Ref. FCOM 3.04.30).

When the temperature is lower than ISA-10, the target altitudes (provided by the
ATC) must be corrected, by adding the values that are indicated in the table
below:

Corrections to be Added

Height

ISA - 10

ISA - 20

ISA

500

1000

120

2000

160

240

3000

140

260

380

4000

180

340

500

5000

220

420

620

These corrections correspond to approximately 4 x

ISA x Height (ft)/1000

LANDING

Obviously, landings should be avoided on very slippery runways. However, if it is
not possible to avoid such landings, the following factors (linked to operations on
contaminated runways) should be considered:

Braking action

Directional control.

BRAKING ACTION

The presence of fluid contaminants on the runway has an adverse effect on
braking performance, because it reduces the friction between the tires and the
surface of the runway. It also creates a layer of fluid between the tires and the

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runway surface, and reduces the contact area. The landing distances, indicated
in the QRH, provide a good assessment of the real landing distances for specific
levels of contamination.

A firm touchdown should be made and MAX reverse should be selected, as
soon as the main landing gear is on ground. Using reversers on a runway that
is contaminated with dry snow may reduce visibility, particularly at low speeds. In
such cases, reverse thrust should be reduced to idle, if necessary.

The use of MED (4 for A340-500/600) autobrake is recommended, when landing
on an evenly contaminated runway. It is possible that the DECEL light on the
AUTO BRK panel will not come on, as the predetermined deceleration may not
be achieved.

This does not mean that the autobrake is not working.

In the case of uneven contamination on a wet or contaminated runway, the
autobrake may laterally destabilize the aircraft. If this occurs, consider deselecting
the autobrake.

TYPICAL LANDING DISTANCE FACTORS VS. RUNWAY CONDITIONS

Reference

Dry runway

Wet runway

Compacted snow

Water and slush

Icy runway

50 ft

1.92

Required landing distance wet

1.0

1.4

1.6

2.0

3.5

FOF 04010 03756 0001

DIRECTIONAL CONTROL

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During rollout, the sidestick must be centered. This prevents asymmetric wheel
loading, that results in asymmetric braking and increases the weathercock
tendency of the aircraft.

The rudder should be used for directional control after touchdown, in the same
way as for a normal landing. Use of the tiller must be avoided above taxi speed,
because it may result in nosewheel skidding, and lead to a loss of directional
control.

When required, differential braking must be applied by completely releasing the
pedal on the side that is opposite to the expected direction of the turn.

This is

because, on a slippery runway, the same braking effect may be produced by a
full or half-deflection of the pedal.

Landing on a contaminated runway in crosswind requires careful consideration. In
such a case, directional control problems are caused by two different factors:

If the aircraft touches down with some crab, and reverse thrust is selected,

the side-force component of reverse adds to the crosswind component, and
causes the aircraft to drift to the downwind side of the runway.

As the braking efficiency increases, the cornering force of the main wheels

decreases. This adds to any problems there may be with directional control.

If there is a problem with directional control:

Reverse thrust should be set to idle, in order to reduce the reverse thrust

side-force component.

The brakes should be released, in order to increase the cornering force.

The pilot should return to the runway centerline, reselect reverse thrust, and

resume braking (Ref. FCTM 02.160).

The concept of equivalent runway condition is used to determine the maximum
crosswind limitation. The following table indicates the maximum recommended
crosswinds related to the reported braking actions:

Reported Braking

Action

Reported Runway

Friction Coefficient

Equivalent

Runway

Condition

Maximum

Crosswind

(knots)

Good/Medium

0.39 to 0.36

Medium

0.35 to 0.3

2/3

Medium/Poor

0.29 to 0.26

2/3

Poor

≤

0.25

3/4

Unreliable

4/5

5 (*)

(*) The maximum crosswind for the A330 is not defined, if the reported braking
action is not reliable.

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Airbus A330/A340. Flight Crew Training Manual (2007) - page 21