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assist before checking green dot in the QRH. With starter assist (APU bleed), only one engine
must be started at a time.
When ALL ENGINE FLAMEOUT occurs, as a consequence of the resulting ELEC EMER CONFIG,
the LAND RECOVERY AC and DC BUS bars are initially shed and will remain shed until the LAND
REC pb is selected ON. This remains true if normal configuration is restored. This is the reason why
the crew will also select LAND REC pb ON for approach following a restoration from an ALL ENGINE
FLAMEOUT.
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
POWER PLANT
A330/A340 FLEET AO-070 P 3/4
FCTM 17 JUN 09
All engine flame out procedure
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
POWER PLANT
Intentionally left blank
A330/A340 FLEET AO-070 P 4/4
FCTM 17 JUN 09
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
MISCELLANEOUS
A330/A340 FLEET AO-090 P 1/6
FCTM 17 JUN 09
EMERGENCY DESCENT
Applicable to: ALL
The emergency descent should only be initiated upon positive confirmation that cabin altitude and
rate of climb is excessive and uncontrollable. This procedure should be carried out by the crew from
memory. The use of AP and autothrust is strongly recommended for an emergency descent. The
FCU selections for an emergency descent progress from right to left, i.e. ALT, HDG, SPD.
At high flight levels, the speed brake should be extended slowly while monitoring VLS to avoid the
activation of angle of attack protection. This would cause the speedbrakes to retract and may also
result in AP disconnection. If structural damage is suspected, caution must be used when using
speedbrakes to avoid further airframe stress. When the aircraft is established in the descent, the PF
should request the ECAM actions if any or QRH.
The passenger oxygen MASK MAN ON pb should be pressed only when it is clear that cabin altitude
will exceed 14 000 ft
When in idle thrust, high speed and speed brake extended, the rate of descent is approximately
6 000 ft/min. To descend from FL 410 to FL 100, it takes approximately 5 min and 40 nm. The crew
will be aware that MORA displayed on ND is the highest MORA value within a circle of 40 nm radius
around the aircraft.
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
MISCELLANEOUS
A330/A340 FLEET AO-090 P 2/6
FCTM 17 JUN 09
Emergency descent flow pattern
After taking off the emergency mask following an emergency decent, the crew should close the mask
box and reset the control slide in order to deactivate the mask microphone.
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
MISCELLANEOUS
A330/A340 FLEET AO-090 P 3/6
FCTM 17 JUN 09
OVERWEIGHT LANDING
Criteria: 330-200
Applicable to: , , , , , , , , , , , , , ,
, , , , ,
Overweight landing can be performed "in exceptional conditions" (in flight turn back or diversion),
provided the crew follows the OVERWEIGHT LANDING procedure. The decision to jettison ��
remains at captain discretion after the analysis of various parameters such as runway length, aircraft
conditions, emergency situation...
Should an overweight landing be required, a long straight in approach, or a wide visual pattern,
should be flown in order to configure the aircraft for a stabilized approach.
At high weight, the green dot speed for the current configuration may be close to, or even above
the VFE CONF1. In this case, the procedure is to select the speed to VFE next –5 kt (but not below
VLS) and then select the next configuration as the speed decreases through VFE next. As the slats
extend, VLS will reduce. Once completed, speed should then be managed.
While approaching S speed and when selecting flaps 2, the Flap Load Relief System (FLRS) may be
activated and RELIEF is displayed on the EWD Flap/Slat indication. The flap 2 extension is slightly
delayed until the speed gets below the corresponding VFE CONF2.
The stabilized approach technique should be used, and VAPP established at the FAF. The speed will
be reduced to VLS in the final stages of the approach to minimize the aircraft energy.
The crew will elect the landing configuration according to "Maximum weight for go-around in CONF3"
table provided in QRH. CONF FULL is preferred for optimized landing performance. However, if the
aircraft weight is above the maximum weight for go-around, the crew will use CONF3 for landing and
1+F for go- around. The approach climb gradient limiting weight CONF 1+F is never limiting.
If a go-around CONF 1+F is carried out, VLS CONF 1+F may be higher than VLS CONF3 +5 kt. The
recommendation in such a case is to follow SRS orders which will accelerate the aircraft up to the
　
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