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A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
LANDING GEAR
A330/A340 FLEET AO-032 P 3/4
FCTM 17 JUN 09
Considering a realistic hydraulic demand, the hydraulic power remains available up to approximately
30 s after the shut down of the related engine. It is the reason why the recommendations to switch
the ENG masters OFF are as follow:
• If NOSE L/G abnormal
Before nose impact
• If one MAIN L/G abnormal
Outboard engines: After main gear touch down
Inboard engines (failure side first): Before nacelle touch down
• If both MAIN L/G abnormal
In the flare, before touch down
The reversers will not be used to prevent the ground spoilers extension and because the engine will
touch the ground during roll out.
The engines and APU fire pbs are pushed when the use of flight controls is no longer required i.e.
when aircraft has stopped.
NOSE WHEEL STEERING FAULT
Applicable to: ALL
If the Nose Wheel Steering (NWS) is lost for taxiing, the flight crew can steer the aircraft with
differential braking technique. If the flight crew does not have experience with this technique, he
should preferably request a towing to return to the gate. The flight crew can request the towing early
in approach, if the failure has been triggered in flight.
LOSS OF BRAKING
Applicable to: ALL
1
GENERAL
If the flight crew does not perceive deceleration when required, the flight crew will apply the LOSS
OF BRAKING procedure from memory because of the urgency of the situation.
PROCEDURE
The procedure is available both in the FCOM and the QRH. Some items need to be highlighted:
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
LANDING GEAR
A330/A340 FLEET AO-032 P 4/4
FCTM 17 JUN 09
USE OF REVERSE THRUST
The efficiency of the reverse thrust ‐ decreases with aircraft speed.
‐ If needed, full reverse thrust may be used until coming to a complete stop. However, the use
of high levels of reverse thrust at low airspeed can cause gases to re-enter the compressor.
This can cause engine stalls that may result in excessive EGT.
‐ In addition, the use of reverse thrust (even at idle) increases the risk of foreign object damage
(FOD).
A/SKID & N/W STRG OFF
Note: On A340-500/600 aircraft, the A/SKID & N/W STRG sw is replaced by the A/SKID sw .
‐ Select A/SKID & N/W STRG sw OFF to revert to alternate braking.
‐ Do not apply brake pressure when setting the A/SKID & N/W STRG sw OFF: the same pedal
force or displacement produces more braking action in alternate mode than in normal mode.
‐ For this reason it is important to break up the action in three steps:
1. Release the brake pedals
2. Select A/SKID & N/W STRG sw OFF
3. Modulate brake pedal pressure to maximum 1 000 PSI. At low ground speed, adjust brake
pressure as required. Monitor the brake pressure on the BRAKE PRESS triple indicator.
‐ Task-sharing: The PF calls for “A/SKID & N/W STRG OFF” ("A/SKID OFF" on A340-500/600
aircraft) and the PNF then executes the action. In case of urgency and conditions permitting,
the PF can himself select the A/SKID & N/W STRG sw OFF without call.
PARKING BRAKE
‐ Use short successive parking brake applications to stop the aircraft.
‐ Brake onset asymmetry may be felt at each parking brake application
‐ If possible, delay the use of parking brake until low speed, to reduce the risk of tire burst and
lateral control difficulties.
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
NAVIGATION
A330/A340 FLEET AO-034 P 1/14
FCTM 17 JUN 09
ADR/IRS FAULT
Criteria: S18144, LR
Applicable to: , , , , ,
Each ADIRS has two parts (ADR and IRS), that may fail independently of each other. Additionally the
IRS part may fail totally or may be available in ATT mode.
Single NAV ADR FAULT or NAV IRS FAULT are simple procedures, and only require action on the
switching panel as indicated by the ECAM.
Dual NAV ADR or NAV IRS failures will cause the loss of AP and A/THR and the flight controls revert
to ALTN LAW.
In the case of a triple ADR failure, AP and A/THR are lost and the flight controls revert to ALTN
LAW. The NAV ADR 1+2+3 FAULT warning is triggered and the ECAM procedure requires that the
3 ADRs be switched OFF, to replace the PFD's normal speed scale and altitude indication by the
Back-Up Speed Scale (BUSS) and GPS altitude information.
There is no procedure for IRS 1 + 2 + 3 failure but the ECAM status page will give approach
procedure and inoperative systems. In this unlikely event, the standby instruments are the only
attitude, altitude, speed and heading references
　
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