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

FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

LANDING

02.160

JAN 09/07

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 repetitive touch down
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.

Note: On the 340-500/600, a "PITCH-PITCH" aural warning is activated if the

pitch attitude monitored by the FG reaches a given limit. This aural
warning is only available in manual flight at landing when the aircraft
height is lower than 14 ft. In addition, a pitch limit indication is provided on
the PFD at landing under 400 ft.

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.

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,

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

GO AROUND

02.170

JAN 09/07

PREFACE

MSN 0002-0860

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

MSN 0002-0860

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 1000 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

MSN 0067-0069 0072-0073 0077 0089-0090 0095 0100-0101 0104 0107 0110 0116-0117

0119 0143 0151 0212 0215 0230 0276 0281 0286-0287 0315 0323 0333-0334 0337
0340-0342 0370 0375 0380 0388

The go-around phase is activated when the thrust levers are set to TOGA,
provided the flap lever is selected to Flap 1 or greater. The FDs are displayed

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

GO AROUND

02.170

JAN 09/07

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 to TOGA
momentarily to sequence the F-PLN. If this is not done, the destination airfield
will be sequenced and the primary FPLN will become PPOS

DISCONT- .

MSN 0002-0066 0070-0071 0074-0076 0078-0088 0091-0094 0096-0099 0102-0103 0106

0109 0111-0115 0118 0120-0142 0144-0150 0152-0211 0213-0214 0216-0229 0231-0275
0277-0280 0282-0285 0288-0314 0316-0322 0324-0332 0335 0338-0339 0343-0369 0371-0374
0376-0379 0381-0387 0389-0860

The go-around phase is activated when the thrust levers are set to TOGA,
provided the flap lever is selected to Flap 1 or greater. The FDs 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.

DISCONT- .

GO-AROUND PHASE

MSN 0002-0860

R (1)

The SRS mode guides the aircraft with a maximum speed of VLS, VAPP, or IAS
at time of TOGA selection (limited to maximum of VAPP + 25 with all engines
operative or VAPP + 15 with one engine inoperative) until the acceleration
altitude where the target speed increases to green dot.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

GO AROUND

02.170

JAN 09/07

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.

ATTITUDE LOSS FOLLOWING A GO AROUND

−40

VAPP − stabilized thrust

VAPP − idle thrust

Time (sec)

Altitude loss

−20

FOF 02170 03830 0001

Above the go-around acceleration altitude, or when the flight crew engages
another vertical mode (CLB, OP CLB), the target speed is green dot.

MSN 0002-0860

LEAVING THE GO-AROUND PHASE

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

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

GO AROUND

02.170

JAN 09/07

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.

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

MSN 0002-0860

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.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAXI IN

02.180

JAN 09/07

BRAKE TEMPERATURE

MSN 0002-0860

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).

When reaching the gate, if there is a significant difference in brake temperature
between the wheels of the same gear, 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 MMEL provides information regarding brake ground cooling time, both with
and without brake fans.

ENGINES COOLING PERIOD

MSN 0002-0860

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 3.03.25

TAXI WITH ONE ENGINE SHUTDOWN

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAXI IN

02.180

JAN 09/07

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

R (1)

Refer to 02.040

TAXI WITH TWO ENGINES SHUTDOWN

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 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 0731 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

R (2)

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAXI IN

02.180

JAN 09/07

Refer to 02.040

AFTER LANDING FLOW PATTERN

MSN 0002-0860

AFTER LANDING FLOW PATTERN

MAN START

N1 MODE

ENG

RAIN RPLNT

WIPER

OFF

FAST

SLOW

OVRD

A
U
T
O

MODE SEL

MAN V/S CTL

CABIN PRESS

LDG ELEV

AUTO

−2

A
U
T
O

PROBE/WINDOW

HEAT

ANTI−ICE

ENG 1

ENG 2

WING

MASTER SW

APU

DITCHING

ANN LT

STBY COMPASS

OFF

A
U
T
O

OFF

OVHD INTEG LT

INIT LT

DOME

OFF

BRT

TEST

BRT

OFF

BRT

OFF

NAV

OFF

RWY TURN OFF

A
U
T
O

OFF

NO SMOKING

SIGNS

EMER EXIT LT

OFF

DIM

OFF

FAULT

OFF

FAULT

AVAIL

OFF

RAIN RPLNT

WIPER

OFF

FAST

SLOW

CALLS

EMER

MECH

ALL

FWD

AFT

DIM

SPEED
BRAKE

GND SPLRS ARMED

RET

1/2

FULL

RET

1/2

FULL

PNF

FOF 02180 03827 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

ANTI ICE

APU

PREDICTIVE WINDSHEAR

RADAR

ENG START SEL

FLAPS

TCAS MODE SEL

ATC

GRND SPLRS

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FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

TABLE OF CONTENTS

03.000

JAN 09/07

03.010

GENERAL

-- PREFACE

-- LANDING DISTANCE PROC

-- VAPP DETERMINATION

-- IN FLIGHT LANDING DISTANCE CALCULATION

FOLLOWING FAILURES

03.020

OPERATING TECHNIQUES

-- LOW SPEED ENGINE FAILURE

-- REJECTED TAKE-OFF

-- INTRODUCTION TO EMERGENCY EVACUATION

-- THE EMERGENCY EVACUATION C/L

-- TASKSHARING IN CASE OF EMERGENCY EVACUATION

-- ENGINE FAILURE AFTER V1

-- ENGINE FAILURE DURING INITIAL CLIMB

-- ENGINE FAILURE DURING CRUISE

-- ONE ENGINE-OUT LANDING

-- CIRCLING ONE ENGINE INOPERATIVE

-- ONE ENGINE INOPERATIVE GO-AROUND

-- TWO-ENGINE INOPERATIVE LANDING

03.022

AUTOFLIGHT

-- FMGC FAILURE

03.024

ELECTRICAL

-- INTRODUCTION TO EMERGENCY ELECTRICAL

CONFIGURATION

-- TECHNICAL BACKGROUND

-- GENERAL GUIDELINES

-- REMAINING SYSTEMS

-- RESTORATION FROM EMER ELEC

03.026

FIRE PROTECTION

-- PREFACE

-- SMOKE DETECTION AND PROCEDURE APPLICATION

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FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

TABLE OF CONTENTS

03.000

JAN 09/07

-- COORDINATION WITH CABIN CREW

-- SMOKE/FUMES/AVNCS SMOKE PAPER PROCEDURE

-- CARGO SMOKE

03.027

FLIGHT CONTROLS

-- ABNORMAL FLAPS/SLATS CONFIGURATION

-- ELEVATOR REDUNDANCY LOST

03.028

FUEL

-- FUEL LEAK

03.029

HYDRAULIC

-- HYDRAULIC GENERATION PARTICULARITIES

-- DUAL HYDRAULIC FAILURES

-- REMAINING SYSTEMS

03.032

LANDING GEAR

-- LDG WITH ABNORMAL L/G

03.034

NAVIGATION

-- ADR/IRS FAULT

-- UNRELIABLE AIRSPEED INDICATIONS

-- ADR CHECK PROC / UNRELIABLE SPEED INDICATION

QRH PROCEDURE

-- DUAL RADIO ALTIMETER FAILURE

03.070

POWER PLANT

-- ALL ENGINE FLAMEOUT

03.090

MISCELLANEOUS

-- EMERGENCY DESCENT

-- OVERWEIGHT LANDING

-- CREW INCAPACITATION

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Airbus A330/A340. Flight Crew Training Manual (2007) - page 15