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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 displayed VLS. It should be noted, however, that VLS CONF 1+F equates to 1.23 VS1G whereas the minimum go-around speed required by regulations is 1.13 VS1G. This requirement is always satisfied. The approach climb gradient limiting weight tables in QRHRefer to FCOM/99 Duref Cible
FCOM are provided for conservative QNH and consequently may slightly differ from Refer to FCOM/PER-GOA-ACG-NOR CONF 3 GRADIENT 2,5 %.
The crew should be aware that the transition from -3 ° flight path angle to go around climb gradient requires a lot of energy and therefore some altitude loss.
The maximum brake energy and maximum tire speed limiting weights are not limiting even in an overweight landing configuration.
Taking into account the runway landing distance available, the use of brakes should be modulated to avoid very hot brakes and the risk of tire deflation.
When the aircraft weight exceeds the maximum landing weight, structural considerations impose the ability to touch down at 360 ft/min without damage. This means that no maintenance inspection is required if vertical speed is below 360 ft/min. If vertical speed exceeds 360 ft/min at touch down, a maintenance inspection is required.
 
ABNORMAL OPERATIONS
MISCELLANEOUS
 
CREW INCAPACITATION
Applicable to: ALL
GENERAL
Crew incapacitation is a real safety hazard which occurs more frequently than many of the other emergencies. Incapacitation can occur in many form varying from obvious sudden death to subtle, partial loss of function. It may not be preceded by any warning.
RECOGNITION
The keys to early recognition of the incapacitation are:
? Routine monitoring and cross checking of flight instruments
? Crew members should have a very high index of suspicion of a subtle incapacitation
? If one crew member does not feel well, the other crew must be advised
? Others symptoms e.g. incoherent speech, pale fixed facial expression or irregular breathing could indicate the beginning of an incapacitation.
ACTION
The recovery from a detected incapacitation of the fit pilot shall follow the sequence below:
First phase
? Assume control, return the aircraft to a safe flight path, announce "I have control", use the take-over pb and engage the on side AP as required.
? Declare an emergency to ATC
? Take whatever steps are possible to ensure the incapacitated pilot cannot interfere with the handling of the aircraft. This may include involving cabin crew to restrain the incapacitated pilot
? Request assistance from any medically qualified passenger
? Check if a type qualified company pilot is on board to replace the incapacitated crew member
? Land as soon as practicable after considering all pertinent factors
　
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本文鏈接地址：A330/A340 機組訓練手冊 FCTM Flight Crew Training Manual 2(51)