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associated with the OVERSPEED VFE warning, is a symptom of a real overspeed condition.
6. Inconsistency between radio altitude and pressure altitude.
7. Reduction in aerodynamic noise with increasing speed, or increase in aerodynamic noise with
decreasing speed.
8. Impossibility of extending the landing gear by the normal landing gear system.
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
NAVIGATION
A330/A340 FLEET AO-034 P 6/14
FCTM 17 JUN 09
HOW TO APPLY THIS PROCEDURE?
Because the displayed information may be erroneous, the flying accuracy cannot be assumed.
Incorrect transponder altitude reporting could cause confusion. Therefore, this is an emergency
situation which requires to land as soon as possible, and a MAYDAY should be declared to advise
ATC and other aircraft of the situation.
PART 1: MEMORY ITEMS
If the safe conduct of the flight is affected, the flight crew applies the memory items. They allow
″safe flight conditions″ to be rapidly established in all flight phases (takeoff, climb, cruise) and
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
NAVIGATION
A330/A340 FLEET AO-034 P 7/14
FCTM 17 JUN 09
aircraft configurations (weight and slats/flaps). The memory items apply more particularly when a
failure appears just after takeoff.
Once the target pitch attitude and thrust values have been stabilized, the flight crew will enter the
QRH abnormal procedures, to perform trouble shooting. This should not be delayed, since using
the memory item parameters for a prolonged period may lead to speed limit exceedance.
PART 2: TROUBLE SHOOTING AND ISOLATION
GENERAL
If the wrong speed or altitude information does not affect the safe conduct of the flight, the crew
will not apply the memory items, and will directly enter the QRH abnormal procedures.
Depending of the cause of the failure, the altitude indication may also be unreliable. There are
however, a number of correct indications available to the crew. GPS altitude and ground speed
are available on MCDU GPS monitor page and RA may be used at low altitude.
TROUBLE SHOOTING AND FAULT ISOLATION
When one indication differs from the others, flight crews may be tempted to reject the outlier
information. They should be aware, however, that in very extreme circumstances, it may happen
that two, or even all three ADRs may provide identical and erroneous data.
BEWARE OF INSTINCTIVELY REJECTING AN OUTLIER ADR
Once the affected ADR has (or have) been positively identified, it (they) should be switched
OFF. This will trigger the corresponding ECAM warnings and associated drills, which should be
followed to address all the consequences on the various aircraft systems.
In the extreme case where the affected ADR(s) cannot be identified or all speed indications
remain unreliable, all ADRs should be switched OFF, to replace the PFD's normal speed scale
and altitude indication by the Back-Up Speed Scale (BUSS) and the GPS altitude information.
With the BUSS, when all ADRs are switched OFF, the STALL WARNING is not lost.
If at least one ADR remains reliable, the flight crew will use it (after having confirmed its
validity), and so, will stop the application of the ADR CHECK PROC / UNRELIABLE SPEED
INDICATION PROC.
PART 3: FLYING THE BACK-UP SPEED SCALE (BUSS)
GENERAL
When the trouble shooting procedure did not permit to identify at least one correct indication,
or if the NAV ADR 1+2+3 FAULT ECAM warning is triggered, the flight crew switches OFF all
ADRs and flies the aircraft using the BUSS.
The BUSS, displayed on both PFDs, is based on the Angle Of Attack information, and enables
to continue a safe flight and landing in this remote failure case.
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
NAVIGATION
A330/A340 FLEET AO-034 P 8/14
FCTM 17 JUN 09
BUSS DESIGN
The BUSS design enables to fly the aircraft in the entire flight domain i.e. from high altitude and
high Mach number to low altitude and low speed while observing the flight domain limits.
The BUSS has been divided into different color-coded zones:
• The green zone provides normal margin towards ultimate limits i.e. VMO/VFE for upper limit
and stall for lower limit.
• The amber zone provides limited margin towards ultimate limits. Flying the amber zone is
acceptable for a limited period of time but should be avoided.
• The red zone indicates the speed range that must be avoided.
The BUSS is tuned for the aerodynamic model with the speed brake retracted. Therefore, the
speed brake must not be used, as it would affect the relation between the speed and the AOA
and the BUSS would provide erroneous data.
　
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