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Note: To switch off an ADR, the flight crew must use the ADR pb. Do not use the rotary selector,
because this would also cut off the electrical supply to the IR part.
ADR/IRS FAULT
Criteria: 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, A/THR and flight controls revert to
ALTN LAW.
Due to the low probability of a triple ADR failure, the associated procedure will not be displayed on
the ECAM. In this case, the crew will refer to QRH procedure for ADR 1 + 2 + 3 failure.
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.
Note: To switch OFF an ADR, the flight crew must use the ADR pushbutton. Do not use the rotary
selector, because this would also cut off the electrical supply to the IR part.
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
NAVIGATION
A330/A340 FLEET AO-034 P 2/14
FCTM 17 JUN 09
UNRELIABLE AIRSPEED INDICATIONS
Applicable to: ALL
PREFACE
Most failures modes of the airspeed/altitude system are detected by the ADIRS. These failures
modes lead to the loss of corresponding cockpit indications and the triggering of associated ECAM
drills.
However, there may be some cases where the airspeed or altitude output is erroneous without
being recognized as such by the ADIRS. In these cases, the cockpit indications appear normal
but are actually false and pilots must rely on their basic flying skills to identify the faulty source
and take the required corrective actions. When only one source provides erroneous data, a
straightforward crosscheck of the parameters provided by the three ADRs allows the faulty ADR to
be identified. This identification becomes more difficult in the extreme situation when two, or even
all of three, sources provide erroneous information.
MAIN REASONS FOR ERRONEOUS AIRSPEED/ALTITUDE DATA
The most probable reason for erroneous airspeed and altitude information is obstructed pitot tubes
or static sources. Depending on the level of obstruction, the symptoms visible to the flight crew
will be different. However, in all cases, the data provided by the obstructed probe will be false.
Since it is highly unlikely that the aircraft probes will be obstructed at the same time, to the same
degree and in the same way, the first indication of erroneous airspeed/altitude data available to
flight crews, will most probably be a discrepancy between the various sources.
CONSEQUENCES OF OBSTRUCTED PITOT TUBES OR STATIC PORTS
All aircraft systems, using anemometric data, have been built-in fault accommodation logics. The
fault accommodation logics are not the same for various systems but, all rely on voting principle
whereby when one source diverges from the average value, it is automatically rejected and the
system continues to operate normally with the remaining two sources. This principle applies to
flight controls and flight guidance systems.
NORMAL SITUATION
Each PRIM receives speed information from all ADIRUs and compares the 3 values. Pressure
altitude information is not used by the PRIM. Each FE (Flight Envelope computer) receives speed
and pressure information from all ADIRUs and compares the 3 values.
ONE ADR OUTPUT IS ERRONEOUS AND THE TWO REMAINING ARE CORRECT
The PRIMs and the FEs eliminate it.
On basic A330 and A340-200/300, there is no cockpit effect (no caution, normal operation is
continued), except that one display is wrong and CAT3 DUAL is displayed as INOP SYS on
STATUS page.
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
NAVIGATION
A330/A340 FLEET AO-034 P 3/14
FCTM 17 JUN 09
On the A340-500/600 and enhanced 330 and 340-300, if one ADR deviates, and if this ADR is
used to display the speed information on either the CAPT or F/O PFD, a NAV IAS DISCREPANCY
caution is triggered. Furthermore, as with the A340-200/300, CAT3 DUAL is displayed as INOP
SYS on STATUS page.
TWO ADR OUTPUTS ARE ERRONEOUS, BUT DIFFERENT, AND THE REMAINING ADR IS
CORRECT, OR IF ALL THREE ARE ERRONEOUS, BUT DIFFERENT :
The autopilot and the auto thrust are disconnected by the FE (whichever autopilot is engaged). If
the disagree lasts for more than 10 s, the PRIM triggers the NAV ADR DISAGREE ECAM caution.
　
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