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DUAL RADIO ALTIMETER FAILURE
Applicable to: ALL
The Radio Altimeters (RAs) provide inputs to a number of systems, including the GPWS and
FWC for auto-callouts. They also supply information to the AP and A/THR modes, plus inputs to
switch flight control laws at various stages. Although the ECAM procedure for a RA 1 + 2 FAULT is
straightforward, the consequences of the failure on the aircraft operation require consideration.
Instead of using RA information, the flight control system uses inputs from the LGCIU to determine
mode switching. Consequently, mode switching is as follows:
• At take-off, normal law becomes active when the MLG is no longer compressed and pitch attitude
becomes greater than 8 °
• On approach, flare law becomes active when the L/G is selected down and provided AP is
disconnected. At this point, "USE MAN PITCH TRIM" is displayed on the PFD.
Note: The L/G DOWN NOT DOWN alert appears in approach when CONF2 is selected
• After landing, ground law becomes active when the MLG is compressed and the pitch attitude
becomes less than 2.5 °
It is not possible to capture the ILS using the APPR pb and the approach must be flown to CAT 1
limits only. However, it is possible to capture the localiser using the LOC pb.
Furthermore, the final stages of the approach should be flown using raw data in order to avoid
possible excessive roll rates if LOC is still engaged. Indeed, as the autopilot gains are no longer
updated with the radio altitude signal, the AP/FD behaviour may be unsatisfactory when approaching
the ground.
There will be no auto-callouts on approach, and no "RETARD" call in the flare
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
NAVIGATION
A330/A340 FLEET AO-034 P 14/14
FCTM 17 JUN 09
The GPWS/EGPWS will be inoperative; therefore terrain awareness becomes very important.
Similarly, the "SPEED, SPEED, SPEED" low energy warning is also inoperative, again requiring
increased awareness.
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
POWER PLANT
A330/A340 FLEET AO-070 P 1/4
FCTM 17 JUN 09
ALL ENGINE FLAMEOUT
Applicable to: ALL
Following an all engine flame out, the flight deck indications change dramatically as the generators
drop off line. The RAT is deployed to supply the emergency generator and pressurize the green
hydraulic circuit.
Control of the aircraft must be taken immediately by the left hand seat pilot, and a safe flight path
established.
When convenient, an emergency will be declared to ATC using VHF1. Depending on the exact
situation, assistance may be available from ATC regarding position of other aircraft, safe direction
etc.
Significant remaining systems in ALL ENGINES FLAME OUT
FLY PFD1, Alternate law
NAVIGATE RMP1, VOR1
COMMUNICATE VHF1
Note: The AP, pitch trim and rudder trim are not available.
If engine wind milling is sufficient
• Additional hydraulic power may be recovered
• The EDP may supply the emergency generator, which improves the electrical configuration.
The ECAM actions are displayed and allow coping with this situation. However, as the ECAM cannot
distinguish whether fuel is available or not, they provide a dimensioning procedure which cover all
cases. Furthermore, The ECAM procedure refers to paper QRH for OPERATING SPEEDS, L/G
GRAVITY EXTENSION and DITCHING or FORCED LANDING.
It is the reason why the ENG ALL ENG FLAME OUT – FUEL REMAINING or ENG ALL ENG FLAME
OUT – NO FUEL REMAINING procedures are available in the QRH. As they distinguish whether
fuel is available or not, these single paper procedures are optimized for each case and include the
required paper procedure e.g. L/G GRAVITY EXTENSION. Consequently, the crew should apply the
QRH procedure and then, if time permits, clear ECAM warning to read status.
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
POWER PLANT
A330/A340 FLEET AO-070 P 2/4
FCTM 17 JUN 09
In the fuel remaining case,
• The actions should be commenced, with attention to the optimum relight speed without starter
assist (with wind milling). If there is no relight within 30 s, the ECAM will order engine masters off
for 30 s. This is to permit ventilation of the combustion chamber. Then, the engine masters may be
set ON again. Without starter assist (wind milling), this can be done at the same time.
• If the crew wants to take credit of the APU bleed air, the APU should be started below FL 250.
Below FL 200, an engine relight should be attempted with starter assist (using the APU bleed).
• As green dot is not displayed on the left PFD, the PF will initially use the initial speed with starter
　
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