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NO FLAPS / NO SLATS 1 50 2.15* 1.90*
(5) In case of dispatch with one or more reverser(s) inoperative, use the LDG DIST factors “WITHOUT REV.” whatever
the actual thrust reversers selection at landing.
STAB CTL FAULT (MAN trim not available) 2 15 1.30* 1.15*
STAB CTL FAULT (MAN trim available) 3 5 1.15* 1.05*
L/R/L+R ELEV FAULT 2 15 1.30* 1.15*
RUD TRV LIM FAULT (3) 2 15 1.30* 1.15*
RUD TRV LIM FAULT (3)
(Engine-out) 2 160 kt
(APPR SPD) 1.60* 1.45*
RUDDER JAM 2 15 1.65* 1.35*
RUDDER JAM
(Engine-out) 2 160 kt
(APPR SPD) 2.10* 1.80*
ALTN/DIRECT LAW 3 5 1.15* 1.05*
YAW DAMPER FAULT 3 5 1.15* 1.05*
PRIM 1(2)(3) / 1+2 FAULT (1)FULL
3
-5
1.15
1.15
1.05
1.05
PRIM 1+2+3 FAULT 3 5 1.50 N/A
SEC 1(2)/1+2 FAULT (1)FULL
3
-5
1.15
1.15
1.05
1.05
ONE/TWO pairs of spoilers (1)FULL
3
-5
1.15
1.15
1.05
1.05
THREE/FOUR pairs of spoilers (1)FULL
3
-51.25
1.25
1.10
1.10
F/CTL
FIVE/ALL pairs of spoilers (1)FULL
3
-5
1.40
1.40
1.15
1.15
(7) Flaps FULL and Flaps 3 are both acceptable positions. Flaps FULL is recommended, but the flight crew may use
Flaps 3, if necessary, for operational reasons.
(8) In case of dispatch with one or more reverser(s) inoperative, use the LDG DIST factors ″WITHOUT REV.″ whatever
the actual thrust reversers selection at landing.
(9) This landing configuration and associated parameters only have to be applied if the Travel Limiter Unit (TLU) remains
locked in the high-speed position after slats’ extension.
STAB CTL FAULT
(MAN trim not available) 2 20 1.50* 1.35*
STAB CTL FAULT
(MAN trim available) 3 5 1.20* 1.15*
L/R/L+R ELEV FAULT 2 20 1.50* 1.35*
RUDDER JAM/RUDDER FAULT 2 10 1.75* 1.50*
RUDDER JAM/RUDDER FAULT
(Engine-out) 2 170 kt
(APPR SPD) 2.80* 2.80*
F/CTL
ALTN/DIRECT LAW 3 5 1.20* 1.15*
To be continued on next page
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
MISCELLANEOUS
A330/A340 FLEET PRO-ABN-80 P 97/140
FCOM 19 AUG 10
Continued from previous page
YAW DAMPER FAULT 3 5 1.20* 1.15*
PRIM 1(2)(3)/1+2 FAULT (1)FULL
3
-5
1.15
1.25
1.10
1.15
PRIM 1+3/2+3 FAULT (1)FULL
3
-5
1.25
1.30
N/A
N/A
PRIM 1+2+3 FAULT 3 5 1.50 N/A
SEC 1(2)/1+2 FAULT (1)FULL
3
-5
1.15
1.25
1.10
1.15
ONE/TWO pairs of spoilers (1)FULL
3
-5
1.15
1.25
1.10
1.15
THREE/FOUR pairs of spoilers (1)FULL
3
-5
1.30
1.35
1.20
1.20
FIVE/ALL pairs of spoilers (1)FULL
3
-5
1.45
1.45
1.25
1.30
(7) Flaps FULL and Flaps 3 are both acceptable positions. Flaps FULL is recommended, but the flight crew may use
Flaps 3, if necessary, for operational reasons.
(8) In case of dispatch with one or more reverser(s) inoperative, use the LDG DIST factors ″WITHOUT REV.″ whatever
the actual thrust reversers selection at landing.
FUEL
T TANK UNUSABLE (1)
if CG >CG limit shown on Refer to
PRO-ABN-28 TRIM TANK FUEL
UNUSABLE
FULL
3
10
15
1.20
1.25
1.10
1.15
(12) Flaps FULL and Flaps 3 are both acceptable positions. Flaps FULL is recommended, but the flight crew may use
Flaps 3, if necessary, for operational reasons.
(13) In case of dispatch with one or more reverser(s) inoperative, use the LDG DIST factors “WITHOUT REV.” whatever
the actual thrust reversers selection at landing.
FUEL
T TANK UNUSABLE (1)
if CG >CG limit shown on Refer to
PRO-ABN-28 TRIM TANK FUEL
UNUSABLE
FULL
3
10
15
1.25
1.35
1.20
1.25
(12) Flaps FULL and Flaps 3 are both acceptable positions. Flaps FULL is recommended, but the flight crew may use
Flaps 3, if necessary, for operational reasons.
(13) In case of dispatch with one or more reverser(s) inoperative, use the LDG DIST factors “WITHOUT REV.” whatever
the actual thrust reversers selection at landing.
G SYS LO PR (1)FULL
3
-5
1.15
1.20
1.10
1.15
B SYS LO PR (1)FULL
3
-5
1.15
1.15
1.05
1.10
B SYS LO PR (1)
(G SYSsupplied by the RAT)
FULL
3
-5
1.60
1.60
1.55
1.55
HYD
Y SYS LO PR (1)FULL
　
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