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ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A330/A340 FLEET AO-020 P 14/18
FCTM 17 JUN 09
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
Applicable to: ALL
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 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 can 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
Applicable to: , , , , , , , , , , , , , ,
, , , , ,
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 above this maximum value, the landing gear extension should be delayed until
established on final approach.
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A330/A340 FLEET AO-020 P 15/18
FCTM 17 JUN 09
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.
ONE ENGINE INOPERATIVE GO-AROUND
Applicable to: ALL
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 Refer to AO-020 ENGINE FAILURE
AFTER V1.
TWO-ENGINE INOPERATIVE LANDING
Applicable to: , , , , , , , , , , , ,
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 2 000 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
　
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