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

FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

HYDRAULIC

03.029

JAN 09/07

transient demand from flight controls. Furthermore, if they were used in case of
dual hydraulic failure, they could degrade the aircraft handling (Flight Control jerk).

As a general rule, do not manually select a HYD ELEC PUMP ON, except
temporarily, to retract the spoilers if they remain out after a hydraulic failure.

DUAL HYDRAULIC FAILURES

MSN 0002-0860

R (1)

PREFACE

Single hydraulic failures have very little effect on the handling of the aircraft but
will cause a degradation of the landing capability to Cat 3 Single. Dual hydraulic
failures however, although unlikely, are significant due to the following
consequences:

Loss of AP

Flight control law degradation (F/CTL PROT)

Landing in abnormal configuration

Extensive ECAM procedures with associated workload and task-sharing

considerations

Significant considerations for approach, landing and go-around.

GENERAL GUIDELINES

It is important to note that the AP will not be available to the crew but both FD
and A/THR still remain. Additionally, depending on the affected hydraulic circuits,
aircraft handling characteristics may be different due to the loss of some control
surfaces. The PF will maneuver with care to avoid high hydraulic demand on the
remaining system.

The PF will be very busy flying the aircraft and handling the communications
with the flight controls in Alternate Law.

A double hydraulic failure is an emergency situation, with red LAND ASAP
displayed, and a MAYDAY should be declared to ATC. A landing must be carried
out as soon as possible bearing in mind, however, that the ECAM actions should
be completed prior the approach.

ENV A330/A340 FLEET FCTM

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PF will then require the ECAM actions. A clear reading of STATUS is essential
to assess the aircraft status and properly sequence actions during the approach.

This failure is called a "complex procedure" and the QRH summary should be
referred to upon completion of the ECAM procedure. See FCTM 01.040 USE OF
SUMMARIES.

While there is no need to remember the following details, an understanding of
the structure of the hydraulic and flight control systems would be an advantage.
The F/CTL SD page and the Ops Data section of the QRH provide an overview
of the flight controls affected by the loss of hydraulic systems.

The briefing will concentrate on safety issues since this will be a hand flown
approach with certain handling restrictions:

Use of the selected speeds on the FCU.

Landing gear gravity extension

Approach configuration and flap lever position

Approach speed VAPP

A stabilized approach will be preferred

Tail strike awareness

Braking and steering considerations

Go around call out, aircraft configuration and speed

REMAINING SYSTEMS

ENV A330/A340 FLEET FCTM

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MSN 0012 0017 0050 0060 0062 0064-0069 0071-0073 0077 0082-0083 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 0195 0206 0209 0219 0222-0224 0226 0229-0232
0234 0238 0240-0241 0244 0247-0251 0253-0256 0258-0259 0261-0262 0265-0267 0271
0275-0277 0279 0281 0283-0291 0293-0296 0299-0301 0303 0305-0306 0308-0309 0311-0317
0320 0322-0324 0326 0328 0333-0334 0337-0338 0340-0346 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 0418-0421 0423 0425 0427-0428 0432
0437 0439 0444 0451-0452 0454-0456 0461-0462 0469 0476 0479-0480 0484 0490-0491
0493-0494 0496-0497 0501 0505 0509 0512 0515 0518 0524-0527 0529 0532-0533 0536 0539
0542 0548-0552 0565 0568 0570 0576 0578-0579 0581 0588 0591 0597 0600 0609-0610
0614 0618 0620-0621 0625 0627 0629 0631-0633 0635-0636 0640 0642 0645 0648-0649
0652 0654 0656 0658 0662-0666 0669-0670 0673-0674 0676 0679 0683 0687-0688 0690
0692 0696 0701 0708-0709 0713 0716-0718 0720 0722 0724 0726 0728-0730 0732 0735
0737 0739 0741 0750-0751 0756 0758-0759 0772-0773 0776-0778 0780-0782 0784-0786
0788 0791 0795-0797 0799 0802-0803 0806-0810 0815-0818 0821-0822 0824 0827-0828
0830 0832-0833 0836 0839-0840 0843 0845 0850-0852 0854-0860

R (2)

Remaining systems

Flight

phase

Systems

HYD G+B SYS

LO PR

HYD G+Y SYS

LO PR

HYD B+Y SYS

LO PR

Auto pilot

Inop

Control law

ALTN LAW

Stabilizer

Avail

Inop(2)

Spoilers

2 SPLRS/wing

Elevator

R ELEV only

L ELEV only

Avail

Cruise

Aileron

L+R OUTR AIL

only

L+R INR

AILonly

Avail

Slats/Flaps

FLAPS slow

only

SLATS slow

only

SLATS/FLAPS

slow

L/G

extension

Gravity

Gravity (3)

Braking

ACCU only(1)

ALTN BRK only

NORM BRKonly

Anti skid

Inop

Avail

Nose wheel

steering

Inop

Landing

Reverse

REV 2 only

REV 1 only

Inop

Go/around

L/G

retraction

Inop

ENV A330/A340 FLEET FCTM

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1. After stopping, the parking brake may be inoperative due to low blue system

accumulator pressure.

2. The elevators remain operative and the auto trim function remains available

through the elevators

3. For approach, landing gear will be extended by gravity to preserve green

system integrity for flight controls.

MSN 0030 0037 0045 0054-0055 0059 0070 0086 0183-0184 0188-0189 0191 0198 0200

0203 0205 0211 0269 0272 0330 0339 0397 0422 0441 0443 0448 0458 0463 0465-0466
0472-0473 0477 0481 0486-0487 0489 0498 0500 0502-0504 0506-0508 0510-0511 0513
0516 0519 0521-0522 0530 0535 0553 0555 0558 0564 0567 0571 0573-0574 0584
0587 0593-0595 0602-0603 0605 0607 0612 0616 0623 0634 0637-0638 0641 0644 0647
0650 0653 0655 0657 0659-0661 0667 0671 0675 0678 0680 0682 0684 0686 0691
0693 0695 0697 0699-0700 0703-0705 0707 0711-0712 0714 0721 0725 0733-0734 0738
0742-0743 0745-0747 0749 0752 0754-0755 0760 0769-0770 0774 0789 0792 0801 0805
0811 0813-0814 0819-0820 0823 0825-0826 0831 0834 0838 0841-0842 0847 0849 0853

Remaining systems

Flight

phase

Systems

HYD G+B SYS

LO PR

HYD G+Y SYS

LO PR

HYD B+Y SYS

LO PR

Auto pilot

Inop

Control law

ALTN LAW

Stabilizer

Avail

Inop (2)

Spoilers

2 SPLRS/wing

Elevator

R ELEV only

L ELEV only

Avail

Cruise

Aileron

L+R OUTR AIL

only

L+R INR

AILonly

Avail

Slats/Flaps

FLAPS slow

only

SLATS slow

only

SLATS/FLAPS

slow

L/G

extension

Gravity

Gravity(3)

Braking

B ACCU

PRESS only

ALTN BRK only

NORM BRKonly

Anti skid

Inop

Avail

Nose wheel

steering

Inop

Landing

Reverse

Avail

Go/around

L/G

retraction

Inop

ENV A330/A340 FLEET FCTM

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1. After stopping, the parking brake may be inoperative due to low blue system

accumulator pressure.

2. The elevators remain operative and the auto trim function remains available

through the elevators

3. For approach, landing gear will be extended by gravity to preserve green

system integrity for flight controls.

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

Remaining systems

Flight

phase

Systems

HYD G+B SYS

LO PR

HYD G+Y SYS

LO PR

HYD B+Y SYS

LO PR

Auto pilot

Inop

Control law

ALTN LAW

Stabilizer

Avail

Inop(2)

Spoilers

2 SPLRS/wing

Elevator

R ELEV only

L ELEV only

Avail

Cruise

Aileron

L+R OUTR AIL

only

L+R INR AIL

only

Avail

Slats/Flaps

FLAPS slowonly SLATS slowonly

SLATS/FLAPS

slow only

L/G

extension

Gravity

Gravity(3)

Braking

B ACCU

PRESS only(1)

ALTN BRK only NORM BRK only

Anti skid

Inop

Avail

Nose wheel

steering

Inop

Landing

Reverse

REV 3 only

REV 2 only

REV 1+ 4 only

ENV A330/A340 FLEET FCTM

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Go/around

L/G

retraction

Inop

Inop (3)

1. After stopping, the parking brake may be inoperative due to low blue system

accumulator pressure.

2. The elevators remain operative and the auto trim function remains available

through the elevators

3. For approach, landing gear will be extended by gravity to preserve green

system integrity for flight controls.

MSN 0371 0376 0383 0391 0394 0410 0416-0417 0426 0431 0436 0440 0445 0449 0453

0457 0460 0464 0468 0471 0475 0478 0482 0485 0488 0492 0495 0499 0514 0517 0520
0523 0531 0534 0537 0540 0543 0547 0557 0560 0563 0566 0569 0572 0575 0577 0580
0583 0586 0601 0604 0606 0608 0611 0615 0617 0619 0622 0624 0626 0628 0630 0639
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 0794 0798 0804
0812 0829 0837 0846 0848

Remaining systems

Flight

phase

Systems

HYD G+B SYS

LO PR

HYD G+Y SYS

LO PR

HYD B+Y SYS

LO PR

Auto pilot

Inop

Control law

ALTN LAW

Stabilizer

Avail

Inop (1)

Spoilers

2 SPLRS/wing

Elevator

R ELEV only

L ELEV only

Cruise

Aileron

L+R OUTR AIL

only

L+R INR AIL

only

Avail

Slats/Flaps

FLAPS slow

only

SLATS slowonly

SLATS/FLAPS

slow only

L/G

extension

Gravity

Gravity (2)

Braking

B ACCU

PRESSonly

ALTN BRK only

Avail

Anti skid

Inop

Avail

Nose wheel

steering

Avail

Inop

Avail

Landing

Reverse

REV 3 only

REV 2 only

REV 1+ 4 only

Go/around

L/G

retraction

Inop

ENV A330/A340 FLEET FCTM

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ABNORMAL OPERATIONS

LANDING GEAR

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LDG WITH ABNORMAL L/G

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) (2)

This situation might occur following completion of a L/G GEAR NOT
DOWNLOCKED procedure. It is always better to land with any available gear
rather than carry out a landing without any gear.

In all cases, weight should be reduced as much as possible to provide the
slowest possible touchdown speed. Although foaming of the runway is not a
requirement, full advantage should be taken of any ATC offer to do so.

The passengers and cabin crew should be informed of the situation in good
time. This will allow the cabin crew to prepare the cabin and perform their
emergency landing and evacuation procedures.

If one or both main landing gears in abnormal position, the ground spoilers will
not be armed to keep as much roll authority as possible for maintaining the wings
level. Ground spoiler extension would prevent spoilers from acting as roll surfaces.

The crew will not arm the autobrake as manual braking will enable better pitch
and roll control. Furthermore, with at least one main landing gear in the abnormal
position, the autobrake cannot be activated (ground spoilers not armed).

With one main landing gear not extended, the reference speed used by the
anti-skid system is not correctly initialized. Anti-skid operation might be affected,
and consequently, the anti-skid must be switched off.

ENV A330/A340 FLEET FCTM

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cut off prior to nacelle touchdown, but late enough to keep sufficient authority on
control surfaces in order to:

Maintain runway axis

Prevent nacelle contact on first touch down

Maintain wing level and pitch attitude as long as possible.

Considering a realistic hydraulic demand, the hydraulic power remains available up
to approximately 30 seconds after the shut down of the related engine. It is the
reason why the recommendations to switch the ENG masters OFF are as follow:

If NOSE L/G abnormal

Before nose impact

If one MAIN L/G abnormal

failure side engine: After main gear touch down
other engine: Before nacelle touch down

If both MAIN L/G abnormal

In the flare, before touch down

The reversers will not be used to prevent the ground spoilers extension and
because the engine will touch the ground during roll out.

The engines and APU fire pbs are pushed when the use of flight controls is no
longer required i.e. when aircraft has stopped.

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 (3)

This situation might occur following completion of a L/G GEAR NOT
DOWNLOCKED procedure. It is always better to land with any available gear
rather than carry out a landing without any gear. The exception to this is the

ENV A330/A340 FLEET FCTM

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A340, when it is prohibited to extend the center gear with one main landing gear
not fully extended. The center landing gear structure is not designed to sustain
the aircraft weight, in case of main landing gear abnormal configuration. That’s
the reason why, as per design, the center landing gear does not extend in case
of landing gear gravity extension. Indeed, the gravity extension logic has been
developed by taking into account an abnormal main landing gear position,
following a gravity extension.

The passengers and cabin crew should be informed of the situation in good
time. This will allow the cabin crew to prepare the cabin and perform their
emergency landing and evacuation procedures.

On A340-200/300, with one main landing gear not extended, the reference speed
used by the anti-skid system is not correctly initialized. Anti-skid operation might
be affected, and consequently, the anti-skid must be switched off.

In all cases, a normal approach should be flown and control surfaces used as
required to maintain the aircraft in a normal attitude for as long as possible after
touchdown. The engines should be shut down early enough to ensure that fuel is
cut off prior to nacelle touchdown, but late enough to keep sufficient authority on
control surfaces in order to:

Maintain runway axis

Prevent nacelle contact on first touch down

Maintain wing level and pitch attitude as long as possible.

If NOSE L/G abnormal

Before nose impact

If one MAIN L/G abnormal

Outboard engines: After main gear touch down

Inboard engines (failure side first): Before nacelle touch down

If both MAIN L/G abnormal

ENV A330/A340 FLEET FCTM

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HIGHLIGHTS

(1)

removal of the information relative to the A340

(2)

the ON GROUND EMER EVACUATION checklist is not to be carried out,

as all the steps are included in the LDG WITH ABNORMAL L/G checklist.

(3)

New item ’LDG WITH ABNORMAL L/G’ for ’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’

ENV A330/A340 FLEET FCTM

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ABNORMAL OPERATIONS

NAVIGATION

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ADR/IRS FAULT

MSN 0002-0860

R (1)

Each ADIRS has two parts (ADR and IRS), that may fail independently of each
other. Additionally the IRS part may fail totally or may be available in ATT mode.

Single NAV ADR FAULT or NAV IRS FAULT are simple procedures, and only
require action on the switching panel as indicated by the ECAM.

Dual NAV ADR or NAV IRS failures will cause the loss of AP, A/THR and flight
controls revert to ALTN LAW.

Due to the low probability of a triple ADR failure, the associated procedure will
not be displayed on the ECAM. In this case, the crew will refer to QRH
procedure for ADR 1 + 2 + 3 failure.

There is no procedure for IRS 1 + 2 + 3 failure but the ECAM status page will
give approach procedure and inoperative systems. In this unlikely event, the
standby instruments are the only attitude, altitude, speed and heading references.

Note: To switch OFF an ADR, the flight crew must use the ADR pushbutton. Do

not use the rotary selector, because this would also cut off the electrical
supply to the IR part.

UNRELIABLE AIRSPEED INDICATIONS

MSN 0002-0860

PREFACE

Most failures modes of the airspeed/altitude system are detected by the ADIRS.
These failures modes lead to the loss of corresponding cockpit indications and
the triggering of associated ECAM drills.

However, there may be some cases where the airspeed or altitude output is
erroneous without being recognized as such by the ADIRS. In these cases, the
cockpit indications appear normal but are actually false and pilots must rely on
their basic flying skills to identify the faulty source and take the required corrective
actions.

When only one source provides erroneous data, a straightforward

crosscheck of the parameters provided by the three ADRs allows the faulty ADR

ENV A330/A340 FLEET FCTM

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NAVIGATION

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to be identified. This identification becomes more difficult in extreme situation
when two, or even all of three, sources provide erroneous information.

MAIN REASONS FOR ERRONEOUS AIRSPEED/ALTITUDE DATA

The most probable reason for erroneous airspeed and altitude information is
obstructed pitot tubes or static sources. Depending on the level of obstruction, the
symptoms visible to the flight crew will be different. However, in all cases, the
data provided by the obstructed probe will be false. Since it is highly unlikely that
the aircraft probes will be obstructed at the same time, to the same degree and
in the same way, the first indication of erroneous airspeed/altitude data available
to flight crews, will most probably be a discrepancy between the various sources.

CONSEQUENCES OF OBSTRUCTED PITOT TUBES OR STATIC PORTS

All aircraft systems, using anemometric data, have been built-in fault
accommodation logics. The fault accommodation logics are not the same for
various systems but, all rely on voting principle whereby when one source
diverges from the average value, it is automatically rejected and the system
continues to operate normally with the remaining two sources. This principle
applies to flight controls and flight guidance systems.

NORMAL SITUATION

Each PRIM receives speed information from all ADIRUs and compares the 3
values. Pressure altitude information is not used by the PRIM. Each FE (Flight
Envelope computer) receives speed and pressure information from all ADIRUs
and compares the 3 values.

ONE ADR OUTPUT IS ERRONEOUS AND THE TWO REMAINING ARE CORRECT

The PRIMs and the FEs eliminate it.

On basic A330 and A340-200/300, there is no cockpit effect (no caution, normal
operation is continued), except that one display is wrong and CAT3 DUAL is
displayed as INOP SYS on STATUS page.

On the A340-500/600 and enhanced 330 and 340-300, if one ADR deviates, and
if this ADR is used to display the speed information on either the CAPT or F/O
PFD, a NAV IAS DISCREPANCY caution is triggered. Furthermore, as with the
A340-200/300, CAT3 DUAL is displayed as INOP SYS on STATUS page.

TWO ADR OUTPUTS ARE ERRONEOUS, BUT DIFFERENT, AND THE
REMAINING ADR IS CORRECT, OR IF ALL THREE ARE ERRONEOUS, BUT
DIFFERENT :

ENV A330/A340 FLEET FCTM

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FLIGHT CREW TRAINING MANUAL

ABNORMAL OPERATIONS

NAVIGATION

03.034

JAN 09/07

The autopilot and the auto thrust are disconnected by the FE (whichever
autopilot is engaged). If the disagree lasts for more than 10 seconds, the PRIM
triggers the NAV ADR DISAGREE ECAM caution.

Flight controls revert to Alternate 2 law (without high and low speed protection).
On both PFDs : The "SPD LIM" flag is shown ; no VLS and no VSW is
displayed. This situation is latched, until a PRIM reset is performed on ground,
without any hydraulic pressure.

However, if the anomaly was only transient, the autopilot and the autothrust can
be re-engaged when the disagree has disappeared.

ONE ADR IS CORRECT, BUT THE OTHER TWO ADRS PROVIDE THE SAME
ERRONEOUS OUTPUT, OR IF ALL THREE ADRS PROVIDE CONSISTENT AND
ERRONEOUS DATA :

The systems will reject the "good" ADR and will continue to operate normally
using the two "bad" ADRs. This condition can be met when, for example, two or
all three pitot tubes are obstructed at the same time, to the same degree, and in
the same way. (Flight through a cloud of volcanic ash, takeoff with two pitots
obstructed by foreign matter (mud, insects)).

The following chart provides a non-exhaustive list of the consequences of various
cases of partially or totally obstructed pitot tubes and static ports on airspeed
and altitude indications. It should be noted that the cases described below cover
extreme situations (e.g. totally obstructed or unobstructed drain holes), and that
there could be multiple intermediate configurations with similar, but not identical,
consequences.

FAILURE CASE

CONSEQUENCES

Water accumulated due to heavy

rain.Drain holes unobstructed.

Transient speed drop until water

drains.IAS fluctuations.IAS step drop

and gradual return to normal.

Water accumulated due to heavy

rain.Drain holes obstructed.

Permanent speed drop.

Ice accretion due to pitot heat failure,

ortransient pitot blocked due to severe

icing.Unobstructed drain holes.

Total pressure leaks towards static

pressure.IAS drop until obstruction

cleared/fluctuation, if transient erratic

A/THR istransient.

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Airbus A330/A340. Flight Crew Training Manual (2007) - page 19