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

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

OPERATING TECHNIQUES

03.020

JAN 09/07

The aircraft is at least 400 ft above the runway, if a failure occurs during

take-off approach or go-around.
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. In some emergency cases and provided the flight path is
established, the PF may initiate the ECAM actions before 400 ft.

Once the PF has stabilized the flight path, the PNF confirms the failure. If it is
necessary to delay the ECAM procedure, the PF should order "Standby",
otherwise he should announce "ECAM actions".

Priority must be given to the control of aircraft trajectory, and acceleration phase
should not be delayed for the purpose of applying the ENG FAIL ECAM
procedure.

Should the PF require an action from the PNF during ECAM procedures, the
order "STOP ECAM" should be used. When ready to resume ECAM procedure,
the order "CONTINUE ECAM" should be used.

The procedure may be continued until "ENG MASTER OFF" (in case of engine
failure without damage) or until AGENT 1 DISCH (in case of engine failure with
damage) before acceleration.

Note: In case of ENG FIRE, fire drill remains high priority.

ACCELERATION SEGMENT

At the engine-out acceleration altitude, push ALT to level off and allow the speed
to increase.

If the aircraft is being flown manually, the PF should remember

that, as airspeed increases, the rudder input needed to keep the beta target
centred will reduce.

Retract the flaps as normal. When the flap lever is at zero,

the beta target reverts to the normal sideslip indication.

FINAL TAKE-OFF SEGMENT

As the speed trend arrow reaches Green Dot speed, pull for OPEN CLIMB, 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. If the thrust levers
are already in the FLX/MCT detent, move levers to CL and then back to MCT.

When an engine failure occurs after take-off, noise abatement procedures are no
longer a requirement. Additionally, the acceleration altitude provides a
compromise between obstacle clearance and engine thrust limiting time. It allows
the aircraft to be configured to Flap 0 and green dot speed, which provides the
best climb gradient.

Once established on the final take-off flight path, continue the ECAM until the
STATUS is displayed. At this point, the AFTER T/O checklist should be

ENV A330/A340 FLEET FCTM

Page 11 of 20

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

OPERATING TECHNIQUES

03.020

JAN 09/07

completed, computer reset considered and OEBs consulted (if applicable).
STATUS should then be reviewed.

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...

ENGINE FAILURE AFTER V1

EO ACCEL HEIGHT

ALT : HOLD

SET TO NEUTRAL
WITH RUDDER

GREEN DOT

TARGET

ENGINE FAILURE

POS.CLB

ROTATE TO 12.5°
THEN AFTER LIFT
OFF, FOLLOW SRS

L/G UP

WHEN CONVENIENT
SET RUDDER TRIM

FLAPS 1

FLAPS 0

THR LEVER : MCT

ALT SEL : SELECT
CLEARED ALT AND
PULL OR PUSH

400 Ft MIN :

INTURN :
FOLLOW FD OR AP ORDER. WITH NO AP/FD,
THE PILOT SHALL LIMIT THE BANK
ANGLE TO 15° UP TO
F,S, GREEN DOT.

FOF 03020 03785 0001

ECAM ACTION

ENGINE FAILURE DURING INITIAL CLIMB

MSN 0002-0860

ENV A330/A340 FLEET FCTM

Page 12 of 20

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

OPERATING TECHNIQUES

03.020

JAN 09/07

Proceed as above. If the failure occurs above V2 however, maintain the SRS
commanded attitude.

In any event the minimum speed must be V2.

When an engine failure is detected, the FMGS produces predictions based on
the engine-out configuration and any pre-selected speeds entered in the MCDU
are deleted.

ENGINE FAILURE DURING CRUISE

MSN 0002-0860

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). It is discussed in FCOM
2 "special operations" and is taught as a separate course.

Unless a specific procedure has been established before dispatch (considering
ETOPS or mountainous areas), the standard strategy is used.

PROCEDURE

As soon as the engine failure is recognized, the PF will simultaneously:

Set MCT on the remaining engine(s)

Disconnect A/THR

Then, PF will

Select the SPEED according to the strategy

If appropriate, select a HDG to keep clear of the airway, preferably heading

towards an alternate. 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

ENV A330/A340 FLEET FCTM

Page 13 of 20

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

OPERATING TECHNIQUES

03.020

JAN 09/07

Then, PF will

Require the ECAM actions

At high flight levels close to limiting weights, crew actions should not be delayed,
as speed will decay quickly requiring prompt crew response. The crew will avoid
decelerating below green dot.

ENGINE FAILURE DURING CRUISE FLOW PATTERN

APPR

THRUST LEVER

From CL to MCT

A/THR

disconnect

ALT

HDG

SPD

ENG 1 FAIL

−ENG START SEL

IGN

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

−THR LEVER 1

IDLE

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

−ENG MASTER 1

OFF

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

.IF DAMAGE :

.IF NO RELIGHT AFTER 30 S :

−ENG 1 FIRE P/B
−L+R INR TK SPLIT

.IF NO DAMAGE :

−ENG 1 RELIGHT

PUSH

INITIATE

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

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

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

*ELEC

*HYD

LAND ASAP

ECAM ACTIONS

FLX

H
R

FLX

SPD

0.82

HDG

LAT

HDG V/S

25000

ALT

LVL/CH

V/S

METRIC

ALT

100

1000

SPD

MACH

HDG

TRK

V/S

FPA

AP1

AP2

A/THR

PUSH

LEVEL

OFF

APPR

FOF 03020 03786 0001

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. With the A/THR disconnected, the target speed is controlled by the
elevator when in OPEN DES.

ENV A330/A340 FLEET FCTM

Page 14 of 20

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

OPERATING TECHNIQUES

03.020

JAN 09/07

Carrying out the ECAM actions should not be hurried, as it is important to
complete the drill correctly. Generally, there will be sufficient time to cross check
all actions.

STANDARD STRATEGY

Set speed target .82M/300kt.

The speed of .82/300kt is chosen to ensure the

aircraft is within the stabilised windmill engine relight in-flight envelope.

The REC MAX EO Cruise altitude, which equates to LRC with anti-icing off, is
displayed on the MCDU PROG page and should be set on the FCU. (Cruise
altitude and speed are also available in the QRH in case of double FM failure).

If V/S becomes less than 500 fpm, select V/S 500 fpm and A/THR on. This is
likely to occur as level off altitude is approached.

Once established at level off altitude, long-range cruise performance with one
engine out may be extracted from QRH or FCOM3.06.30.

OBSTACLE STRATEGY

To maintain the highest possible level due to terrain, the drift down procedure
must be adopted. The speed target in this case is green dot. The procedure is
similar to the standard strategy, but as the speed target is now green dot, the
rate and angle of descent will be lower.

The MCDU PERF CRZ page in EO condition will display the drift down ceiling,
assuming green dot speed and should be set on FCU.

(One engine out gross

ceiling at green dot speed is also available in the QRH and FCOM).

If, having reached the drift down ceiling altitude, obstacle problems remain, the
drift down procedure must be maintained so as to fly an ascending cruise profile.

When clear of obstacles, set LRC ceiling on FCU, return to LRC speed and
engage A/THR.

ONE ENGINE-OUT LANDING

MSN 0002-0860

Autoland is available with one engine inoperative, and maximum use of the AP
should be made to minimise crew workload. If required, a manual approach and
landing with one engine inoperative is conventional. The pilot should trim to keep

ENV A330/A340 FLEET FCTM

Page 15 of 20

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

OPERATING TECHNIQUES

03.020

JAN 09/07

the slip indication centred. It remains yellow as long as the thrust on the
remaining engine(s) is below a certain value. With flap selected and above this
threshold value, the indicator becomes the blue beta target. This is a visual cue
that the aircraft is approaching its maximum thrust capability.

Do not select the gear down too early, as large amounts of power will be
required to maintain level flight at high weights and/or high altitude airports.

To make the landing run easier, the rudder trim may be reset to zero in the later
stages of the approach. On pressing the rudder trim reset button, the trim is
removed and the pilot should anticipate the increased rudder force required. With
rudder trim at zero, the neutral rudder pedal position corresponds to zero rudder
and zero nose wheel deflection.

CIRCLING ONE ENGINE INOPERATIVE

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

In normal conditions, circling with one engine inoperative requires the down wind
leg to be flown in CONF 3, with landing gear extended.

In hot and high conditions and at high landing weight, the aircraft may not be
able to maintain level flight in CONF 3 with landing gear down. The flight crew
should check the maximum weight showed in the QRH CIRCLING APPROACH
WITH ONE ENGINE INOPERATIVE procedure table.

If the landing weight is

ENV A330/A340 FLEET FCTM

Page 16 of 20

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

OPERATING TECHNIQUES

03.020

JAN 09/07

above this maximum value, the landing gear extension should be delayed until
established on final approach.

If the approach is flown at less than 750 ft RA, the warning "L/G NOT DOWN"
will be triggered. "TOO LOW GEAR" warning is to be expected, if the landing
gear is not downlocked at 500 ft RA. Therefore, if weather conditions permit, it is
recommended to fly a higher circling pattern.

MSN 0002-0860

ONE ENGINE INOPERATIVE GO-AROUND

A one engine inoperative go-around is similar to that flown with all engines. On
the application of TOGA, rudder must be applied promptly to compensate for the
increase in thrust and consequently to keep the beta target centred. Provided the
flap lever is selected to Flap 1 or greater, SRS will engage and will be followed.
If SRS is not available, the initial target pitch attitude is 12.5

. The lateral FD

mode will be GA TRK and this must be considered with respect to terrain
clearance. ALT should be selected at the engine inoperative acceleration altitude,
with the flap retraction and further climb carried out using the same technique as
described earlier in "ENGINE FAILURE AFTER V1" section.

TWO-ENGINE INOPERATIVE LANDING

ENV A330/A340 FLEET FCTM

Page 17 of 20

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

OPERATING TECHNIQUES

03.020

JAN 09/07

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

The two-engine inoperative landing is in the scope of the aircraft certification
process.

PROCEDURE

Should a two-engine inoperative landing be performed:

Fuel jettison should be considered, if time permits

A longer than normal straight in approach or a wide visual pattern is preferred

During the approach, the packs should be selected off or supplied by the APU

to maximize engine thrust.

In case of two engines inoperative on the same wing, large thrust variation

should be minimized, as it will exacerbate the handling of asymmetric flight.

Similarly, Flaps 2 should be selected one dot below GS to minimize thrust

variation (or 2000 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, speed will be selected to VLS on PFD. (which equates to

VMCL-2 in case of two engines inoperative on the same wing).

When committed to land, speed may be managed. The magenta speed target

drops to VAPP i.e. below VLS on PFD. The ATHR must be disconnected and
the speed reduced to VAPP using manual thrust.

ENV A330/A340 FLEET FCTM

Page 18 of 20

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

OPERATING TECHNIQUES

03.020

JAN 09/07

Note: In case of 2 engines failed on the same wing, VLS on the PFD takes into

consideration VMCL-2 whereas VAPP (displayed in magenta) and MCDU
VLS do not take VMCL-2 into consideration.
In case of landing gear gravity extension (Engines 1+4 failed, or engines
2+3 failed), the commit point will be at gear down selection.

In the other

cases, it will be when flying below VMCL of the associated configuration
on the approach.

TWO-ENGINE INOPERATIVE FLIGHT PATTERN

GREEN DOT

FLAPS 1

PACKS OFF (OR BY APU)

ONE DOT BELOW

GS OR

2000FT ABV GRND

SPD SEL: F OR VLS*,

WHICHEVER IS HIGHER

FLAPS 2

STABILIZED

FINAL APP

L/G DOWN

LDG C/L

SPD SEL: VLS*

A/THR DISCONNECT

FLAPS 3 (OR, AS INSTRUCTED BY ECAM)

* FOR 2 ENGINES OUT ON THE SAME WING, VLS

SHOWN ON PFD IS LIMITED TO VMCL−2.
FOR 2 ENGINES OUT ON OPPOSITE WINGS, THE VLS

TURNING BASE
SPD SEL : F OR VLS*
WHICHEVER IS HIGHER

START TIME

ABM THRESHOLD

DOWNWIND LEG

FLAPS 1
PACKS OFF (OR BY APU)

FUEL JETTISON
TIME PERMITTING

COMMIT ALTITUDE

500FT AGL

SET GA THRUST

ROTATE TO SRS

RETRACT FLAPS TO 1+F

L/G UP

IN CASE OF 2 ENGINES OUT ON THE SAME WING:
REDUCE SPD TO NORM Vapp
(BASED ON MCDU VLS) DISREGARD VLS ON PFD.

CAUTION :
IF GEAR RETRACTION IS NOT
POSSIBLE, DO NOT ATTEMPT A
GO−AROUND AFTER LANDING

SHOWN ON THE PFD, AS WHELL AS ON MCDU, IS
LIMITED TO VMCL

GEAR EXTENSION.

FOF 03020 05086 0001

R (4)

ENV A330/A340 FLEET FCTM

Page 19 of 20

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

OPERATING TECHNIQUES

03.020

JAN 09/07

HIGHLIGHTS

(1)

The list of factors affecting the rejected takeoff has been completed.

(2)

The ENG OIL LO PR is re-introduced in the list of warnings/cautions

which may lead to reject takeoff when above 100 knots, like all the
non-inhibited warnings. This alert is re-introduced in the list based on
operators feedback in order to ease decision making when at high speed.

(3)

Clarification of Airbus training policy regarding the confirmation of actions

on ground.

(4)

Deleted item ’LAND ASAP’

ENV A330/A340 FLEET FCTM

Highlights 1 of 1

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

AUTOFLIGHT

03.022

JAN 09/07

FMGC FAILURE

MSN 0002-0860

SINGLE FMGC FAILURE

Should a single FMGC failure occur, the AP, if engaged on affected side, will
disconnect. The AP will be restored using the other FMGC. The A/THR remains
operative. Furthermore, flight plan information on the affected ND may be
recovered by using same range as the opposite ND.

The crew should consider

a FMGC reset as detailed in QRH.

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 thrust levers will be moved to
recover manual thrust. The pilot will switch off the FDs and select TRK / FPA to
allow the blue track index and the bird to be displayed. The RMPs will be used
to tune the navaids.

The crew will refer to the QRH for computer reset considerations and then will
refer to FCOM 4.06.20 to reload both FMGC as required.

If both FMGC cannot be recovered, the MCDU features a NAV B/UP function
which provides simplified IRS based navigation (Refer to FCOM 4). The FPLN is
still available as the MCDU continuously memorizes the active flight plan in its
internal memory. 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.

ENV A330/A340 FLEET FCTM

Page 1 of 1

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

ELECTRICAL

03.024

JAN 09/07

INTRODUCTION TO EMERGENCY ELECTRICAL CONFIGURATION

MSN 0002-0860

The procedure discussed in this section is the EMERGENCY ELECTRICAL
CONFIGURATION.

Whilst it is very unlikely that this failure will be encountered,

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.

TECHNICAL BACKGROUND

MSN 0002-0860

The electrical emergency configuration is due essentially to the loss of all main
AC BUS which causes the engagement of the emergency generator.

In most cases, this is due to an anomaly on the electrical network, e.g. a short
circuit.

All engine generators trip and the Emergency Generator is driven by the

Engine Driven Pump (EDP). In this scenario, the probability to restore electrical
power using the APU generator is low.

An other cause for electrical emergency configuration could be a combination of
electrical failures and engine failures. In this scenario, you may restore electrical
power using the APU generator.

Depending on which engine (s) is (or are) failed, and on the availability of green
hydraulic engine driven pumps, the emergency generator may be driven by the
RAT. In this case, it outputs approximately half electrical power of the previous
scenario. It should be noted however, that at high speed i.e. above 260 kt IAS,
the Emergency Generator electrical power is increased as it takes credit from the
engine windmill effect.

However, it must be highlighted that the probability of this last scenario is low.
This is why, the summary available in the QRH do not take it into account.

GENERAL GUIDELINES

ENV A330/A340 FLEET FCTM

Page 1 of 5

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

ELECTRICAL

03.024

JAN 09/07

MSN 0002-0860

The following guidelines apply whatever the power source is, i.e. EDP or RAT:

As only PFD1 is available, the left hand seat pilot becomes PF. Once a safe
flight path is established, and the aircraft is under control, ECAM actions will be
carried out.

This is a serious emergency and ATC should be notified using appropriate
phraseology (MAYDAY"). Although the ECAM displays LAND ASAP in red, it
would be unwise to attempt an approach at a poorly equipped airfield in marginal
weather. The power source for the Emergency Generator will assist the crews
decision making in this context, as the aircraft is in a much better configuration
when the Emergency Generator is being powered by the EDP rather than the
RAT. In either case however, prolonged flight in this configuration is not
recommended.

Crews should be aware that workload is immediately greatly increased.

As only the EWD is available, disciplined use of the ECAM Control Panel (ECP)
is essential, (see FCTM Chapter 1- ECAM).

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.

A clear reading of STATUS is essential to assess the aircraft status and properly
sequence actions during the approach.

The handling of this failure is referred to as a "complex procedure". A summary
for handling the procedure is included in the QRH, which will be referred to upon
completion of the ECAM procedure.

The ELEC EMER CONFIG SYS REMAINING list is available in QRH.

The LAND RECOVERY pb should be pressed prior to commencing the
approach. This action will not be delayed since this will allow the recovery of a
number of systems required for landing, e.g. ILS 1, SFCC 1, whilst shedding a
number of systems that are no longer required, e.g. the operative fuel pump(s).

The landing gear must be extended by gravity and Nose Wheel Steering is lost
in all cases.

When the Emergency Generator is powered by EDP, this avoids

strong fluctuation of the green hydraulic pressure which may cause a spurious
disconnection of the Emergency Generator

REMAINING SYSTEMS

ENV A330/A340 FLEET FCTM

Page 2 of 5

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

ELECTRICAL

03.024

JAN 09/07

MSN 0012 0017 0030 0037 0045 0050 0054-0055 0059-0060 0062 0064-0073 0077

The electrical distribution has been designed to fly, navigate, communicate and
ensure passengers comfort. However, depending on the power source i.e. EDP
or RAT, some differences should be outlined:

Emer Gen powered by the EDP

Significant remaining systems in ELEC EMER CONFIG

FLY

PFD1, AP1, Pitch trim, rudder trim, alternate law

NAVIGATE

ND1, FMGC1, radar, RMP1, VOR1

COMMUNICATE

VHF1 and HF1

Note: When the failure occurs, the AP, if engaged, will disengage. AP1 can be

reengaged.

Approach specificities:

When LAND REC is set ON:
-- ILS1 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

Significant remaining systems in ELEC EMER CONFIG

FLY

PFD1, Alternate law

ENV A330/A340 FLEET FCTM

Page 3 of 5

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

ELECTRICAL

03.024

JAN 09/07

NAVIGATE

RMP1, VOR1

COMMUNICATE

VHF1

Note: The AP, pitch trim and rudder trim are not available. 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 REC is set ON:

-- ILS1 and SFCC slat channel are recovered

-- At slat extension, the emergency generator disconnects (in order

to dedicate

the RAT for flight controls) and landing is performed on Batteries with the
same loads.

-- Direct law when landing gear extended

-- Landing is performed with pedal braking without Anti skid

MSN 0002-0011 0013-0016 0018-0029 0031-0035 0038-0044 0046-0049 0051-0053 0056-0058

The electrical distribution has been designed to fly, navigate, communicate and
ensure passengers comfort. However, depending on the power source i.e. EDP
or RAT, some differences should be outlined:

mer Gen powered by the EDP

Significant remaining systems in ELEC EMER CONFIG

FLY

PFD1, Pitch trim, rudder trim, alternate law

NAVIGATE

MCDU1 (B/U NAV), RMP1, VOR1

ENV A330/A340 FLEET FCTM

Page 4 of 5

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

ELECTRICAL

03.024

JAN 09/07

COMMUNICATE

VHF1

Note: The AP is not available. 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 REC is set ON:
-- ILS1 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

Significant remaining systems in ELEC EMER CONFIG

FLY

PFD1, Alternate law

NAVIGATE

RMP1, VOR1

COMMUNICATE

VHF1

Note: The AP, pitch trim and rudder trim are not available. 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 REC is set ON:
-- ILS1 and SFCC slat channel are recovered
-- Direct law when landing gear extended
-- Landing is performed with pedal braking without anti skid

RESTORATION FROM EMER ELEC

MSN 0002-0860

When ELEC EMER CONFIG occurs, 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 electrical configuration is restored. This is the
reason why the crew will also select LAND REC pb ON for approach following a
restoration from an ELEC EMER CONFIG.

ENV A330/A340 FLEET FCTM

Page 5 of 5

Airbus A330/A340. Flight Crew Training Manual (2007) - page 17