.
310 kt (M.82/310/MCT)
During an ETOPS diversion the Captain may choose to adopt any suitable strategy and is not required to fly the fixed speed strategy unless operationally required.
ETOPS is taught as a separate course. Volume 2 Part 2 refers.
Obstacle Strategy
To minimise the rate and angle of descent and enable the aircraft to clear high terrain or obstacles on the intended flight path, the drift down procedure should be adopted. The procedure is similar to the standard strategy, except that the speed target is Green Dot.
The PERF CRZ page displays the drift down ceiling, assuming Green Dot speed. Conversely, the PROG page displays the EO REC MAX ALT assuming LRC speed. The drift down ceiling at Green Dot is higher than the EO REC MAX ALT and the aircraft should be able to stabilise at this altitude. When clear of obstacles, set the LRC ceiling on the FCU and descend if required. Accelerate to LRC speed and engage A/THR.
A330/A340 8.20.11 Operating Techniques
FCTM REV 1 (6 JUN 05)
ONE ENGINE INOPERATIVE LANDING
Autoland is available with one engine inoperative. Maximum use of the AP should be made to minimise crew workload.
If an autoland is not possible, e.g. due to airport equipment limitations, fly a manual approach. A manual approach and landing with one engine inoperative is conventional. Use rudder trim to keep the sideslip indication centred. The sideslip indication remains yellow as long as N1 on the remaining engine(s) is below 80%. With flap selected and thrust above 80% N1, the indicator changes to the engine-out mode blue . target. This visual cue indicates that the aircraft is approaching its maximum thrust capability. Although the A/THR is available, some pilots may prefer to use manual thrust as they find it easier to anticipate rudder inputs as the power changes.
Avoid selecting the gear down in level flight, as high thrust settings will be required, increasing the handling workload.
To make the landing run easier, it is recommended to reset the rudder trim to zero in the later stages of the approach. Anticipate the increased rudder force required as the trim is removed when the rudder trim reset button is pressed. With rudder trim at zero, the neutral rudder pedal position corresponds to zero rudder and zero nose wheel deflection.
After touchdown, use any remaining reverser(s).
CIRCLING ONE ENGINE INOPERATIVE
A circling approach with one engine inoperative requires the downwind leg to be flown in CONF 3, with landing gear extended. In hot and high conditions, the aircraft may not be able to maintain level flight in CONF 3 with landing gear down. In this case, landing gear extension should be delayed until leaving the circling altitude. Until the gear is locked down and depending on the circling altitude, it is possible to receive the L/G GEAR NOT DOWN ECAM warning (below 750 ft RA) or a GPWS “TOO LOW GEAR” (below 500 ft RA). However, with a minimum circling altitude of 1000 ft AAL it is unlikely that this problem will be encountered.
8.20.12
A330/A340 Non-normal Operations REV 1 (6 JUN 05)
FCTM Operating Techniques
ONE ENGINE INOPERATIVE GO-AROUND
A one engine inoperative go-around is similar to that flown with all engines operating. On the application of TOGA, rudder must be applied promptly to compensate for the asymmetric increase in thrust and to keep the . target centred. Smoothly increase pitch to follow the SRS. If SRS is not available, the initial target pitch attitude is 12.50. As a one engine inoperative approach is flown with Flaps 3, the initial flap retraction is to Flaps 2. With a positive ROC and an increasing RA, retract the gear. The lateral FD mode is initially GA TRK, which guides the aircraft on the track at TOGA selection. If there are terrain considerations on the go-around path or specific tracking requirements, select NAV without delay. Select ALT at the engine inoperative acceleration altitude and retract the flap using the same technique as described in the Engine Failure after V1.
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