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must therefore be applied.
• Following an identified ENG or APU failure, smoke may emanate from the faulty item through
the bleed system and be perceptible in the cockpit or the cabin. In that case, it will be
re-circulated throughout the aircraft, until it completely disappears from the air conditioning
system.
• If only the AVIONICS SMOKE warning is triggered, the crew may suspect an AVIONICS
SMOKE.
• If smoke is detected, while an equipment is declared faulty, the crew may suspect that smoke is
coming from this equipment.
According to the source he suspects, the crew will enter one of the 3 paragraphs:
1. IF AIR COND SMOKE SUSPECTED…
2. IF CAB EQUIPMENT SMOKE SUSPECTED…
3. IF AVNCS/ELECTRICAL SMOKE SUSPECTED OR SMOKE SOURCE CANNOT BE
DETERMINED...
Since electrical fire is the most critical case, he will also enter paragraph 3 if he doesn't know the
source of the smoke, or if the application of paragraph 1 and/or 2 has been unsuccessful.
This part of procedure consists of shedding one side, then the other. If unsuccessful, setting the
electrical emergency configuration is the last means to isolate the smoke source.
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
FIRE PROTECTION
A330/A340 FLEET AO-026 P 5/6
FCTM 17 JUN 09
When the flight crew sets the electrical emergency configuration following a smoke situation
(whatever the case "AVNCS VENT SMOKE" ECAM warning triggered or not), the ECAM displays
the same ELEC EMER CONFIG procedure as the one displayed following the loss of main
generators. However, as the flight crew has voluntarily set the electrical emergency configuration
to attempt to isolate the smoke source, he must not try to restore the generators as requested by
the ECAM. Therefore, the SMOKE/FUMES/AVNCS SMOKE paper procedure indicates that the
flight crew must not reset the generators.
BOXED ITEMS
These items (applying SMOKE REMOVAL procedure, setting electrical emergency configuration,
or considering immediate landing) may be applied at any time, in the procedure (but not before the
immediate actions).
When necessary, the SMOKE REMOVAL procedure must be applied before the electrical
emergency configuration is set. Indeed, in electrical emergency configuration SMOKE REMOVAL
procedure cannot be applied, since manual control of cabin pressure cannot be selected.
Once the first step of the smoke removal procedure have been applied, the flight crew will
come back to the SMOKE/FUMES/AVNCS SMOKE procedure, to apply the appropriate steps,
depending on the suspected smoke source while descending to FL 100. Reaching FL 100, the
smoke removal procedure will be completed.
CARGO SMOKE
Applicable to: ALL
Expect the SMOKE warning to remain after agent discharge, even if the smoke source is
extinguished. Gases from the smoke source are not evacuated, and smoke detectors are sensitive to
the extinguishing agent, as well. Once isolation valves are closed, the cargo is not ventilated. Thus,
the cargo temperature is unreliable.
Order the ground crew not to open the door of the affected cargo compartment, unless passengers
have disembarked and fire services are present.
If the SMOKE warning is displayed on ground, with the cargo compartment door open, do not initiate
AGENT DISCHARGE. Request that the ground crew investigate and eliminate the smoke source.
On ground, the warning may be triggered due to high level of humidity.
Provided the smoke is not visually confirmed :
• Deactivate the smoke detection system by pulling the SDCU 1 and 2 reset buttons.
• Reset the cargo ventilation system using the VENT CONT 1 and 2 reset buttons.
• Upon cargo doors closure, reactivate SDCU 1 and 2.
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
FIRE PROTECTION
Intentionally left blank
A330/A340 FLEET AO-026 P 6/6
FCTM 17 JUN 09
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
FLIGHT CONTROLS
A330/A340 FLEET AO-027 P 1/6
FCTM 17 JUN 09
ABNORMAL FLAPS/SLATS CONFIGURATION
Applicable to: ALL
CAUSES
Abnormal operation of the flaps and/or slats may be due to one of the following problems:
• Double SFCC failure
• Double hydraulic failure (B+G or Y+G)
• Flaps/Slats jammed (operation of the WTB)
CONSEQUENCES
Abnormal operation of the flaps and slats has significant consequences since:
• The control laws may change
• The selected speed must be used
• A stabilized approach should be preferred
• The approach attitudes change
• Approach speeds and landing distances increase
• The go-around procedure may have to be modified.
　
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