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For final approach, if available, an ILS (with a -3 ° G/S) will ensure path guidance.
If final descent is started with stabilized speed (VAPP), flying a -3 ° flight path with the
recommended table thrust, the resulting pitch attitude should be close to the recommended table pitch value. If an adjustment is required, vary the thrust, as explain in the initial level off paragraph.
 
ABNORMAL OPERATIONS
NAVIGATION
 
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 Indeed, as the autopilot gains are no longer updated with the radio altitude signal, the AP/FD behaviour may be unsatisfactory when approaching the ground.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
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.
 
ABNORMAL OPERATIONS
POWER PLANT
 
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.
　
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本文鏈接地址：A330/A340 機組訓練手冊 FCTM Flight Crew Training Manual 2(48)