A330/A340 Non-normal Operations REV 1 (6 JUN 05)
FCTM Operating Techniques
As TOGA is selected, PF calls “Go Around, Flaps 1, Gear Up”. These directives may be actioned simultaneously by the PNF as landing gear retraction from above the Commit altitude does not require confirmation of a positive rate of climb. The important thing is to reduce drag as quickly as possible. If necessary, the descending approach path may be maintained while these actions are performed, but not below 200 ft AGL. In normal circumstances, this will be in VMC.
If a go-around is required in IMC, the aircraft may descend below the Commit Altitude, but should not descend below the minima for the approach aid in use to ensure obstacle clearance is maintained. If such a go-around is envisaged, the briefing should cover crew intentions regarding the use of autoflight systems, as the FD will command a pitch up to SRS as soon as the first thrust lever reaches the TOGA detent.
RECOVERY FROM ALPHA PROTECTION AND ALPHA FLOOR General
If alpha protection or alpha floor is triggered inadvertently, recover from these protection modes as soon as other considerations allow by easing forward on the sidestick to reduce the angle of attack below the value set for alpha protection, while simultaneously increasing thrust.
Alpha Protection
Pitch control will resume the normal load factor law if the stick is pushed forward of neutral, but will re-enter alpha protection if the stick is released with the indicated airspeed still below V. PROT. Consequently, to exit alpha protection properly, reduce the angle of attack to a value less than that set for alpha protection.
The PFD shows the recovery clearly, because the indicated speed will be above the black and amber strip when out of alpha protection. When no longer in alpha protection, increase speed above VLS (top of the amber strip) as soon as other considerations allow.
Alpha Floor
Alpha floor will normally be triggered just after alpha protection is entered, and TOGA thrust will be applied automatically. To recover to a normal flight condition, alpha protection should be exited by easing forward on the sidestick, as described above. The “alpha floor” thrust condition should be canceled by using the A/THR disconnect pushbutton on either thrust lever as soon as a safe speed above VLS is regained.

STALL.RECOVERY
In alternate and direct laws, an aural stall warning “STALL, STALL, STALL” sounds at low speeds. Recovery is conventional. Apply the following actions simultaneously:
. Set.TOGA.thrust . Reduce.pitch.attitude.to.10° below.FL200.or.5° at.or.above.FL200 . Roll.wings.level . Check.that.the.speedbrake.is.retracted
Below FL200 and in the clean configuration, select Flaps 1. If ground contact is possible, reduce pitch attitude no more than necessary to allow airspeed to increase. After the initial recovery, maintain speed close to VSW until it is safe to accelerate.
When out of the stall condition and no threat of ground contact exists, select the landing.gear.up..Recover.to.normal.speeds.and.select.flaps.as.required.
In.case.of.one.engine.inoperative.use.thrust.and.rudder.with.care.
The aural stall warning may also sound at high altitude, where it warns that the aircraft is approaching the angle of attack for the onset of buffet. To recover, relax the back pressure on the sidestick and if necessary reduce bank angle. Once the stall warning stops, back pressure may be increased again, if necessary,.to.get.back.on.the.planned.trajectory.
RECOVERY.FROM.HIGH.SPEED.PROTECTION On.Descent
In managed descent, if the speed is accelerating towards VMO/MMO due to descending out of a tailwind, or there is an encounter with windshear, pull for OPN DES. This action will immediately command thrust idle and the target speed will be the managed descent speed in the FM, or the speed selected on the.FCU..Speed.brake.may.also.be.used.to.assist.in.controlling.the.speed.
　
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