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system allows maneuvers that the pilot would normally not be able to safely perform at any altitude,
low or high.
EXCEEDING VMO/MMO
Applicable to: ALL
During climb, cruise or descent, the aircraft may slightly exceed VMO/MMO with the autopilot (AP)
engaged. This may occur when adverse conditions are encountered.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
FLIGHT CONTROLS (FLYING CONDITIONS)
- THE PROTECTION SYSTEMS
A330/A340 FLEET PRO-SUP-27-40 P 2/4
FCOM 19 AUG 10
Using the following procedure prevents such an exceedance :
1. In case of turbulence, adapt speed or Mach target. If severe turbulence is known, or forecasted,
consider the use of turbulence speed.
2. The current speed is close to the VMO (maximum operating speed) :
‐ Monitor the speed trend symbol on the PFD :
• If the speed trend reaches, or slightly exceeds, the VMO limit :
‐ Use the FCU immediately to select a lower speed target.
• If the speed trend significantly exceeds the VMO red band, without high speed protection
activation :
‐ Select a lower target speed on the FCU and, if the aircraft continues to accelerate,
consider disconnecting the AP.
‐ Before re-engaging the AP, smoothly establish a shallower pitch attitude.
3. If the aircraft accelerates above VMO with the AP engaged :
The AP will disengage on reaching the high speed protection. The high speed protection will apply
a nose-up order up to 1.75 g, in addition to pilot input during VMO recovery. Therefore :
‐ Make a smooth pitch correction in order to recover proper speed.
In all events :
‐ Speedbrakes may be used if the aircraft exceeds VMO/MMO. However, use speedbrakes with
caution when close to the ceiling.
‐ Check the AP engagement status, and re-engage it when appropriate. It may have tripped if
VMO/MMO was significantly exceeded. The associated aural warning may have been superseded
by the overspeed aural warning.
HIGH SPEED PROTECTION
Applicable to: ALL
The aircraft automatically recovers following a high speed upset. Depending on the flight conditions
(high acceleration, low pitch attitude) the high speed protection is activated at/or above VMO/MMO.
When it is activated, the pitch trim is frozen, spiral static stability is introduced to 0 ° bank angle
(instead of 33 ° in normal law), and the bank angle limit is reduced from 67 ° to 45 °. As the speed
increases above VMO/MMO, the side-stick nose-down authority is progressively reduced, and a
permanent nose-up order is applied to aid recovery to normal flight conditions.
High speed protection is deactivated when the aircraft speed decreases below VMO/MMO, where
the usual normal control laws are recovered.
The flight crew should never deliberately fly the aircraft beyond VMO/MMO, unless absolutely
necessary for operational reasons, such as avoiding another aircraft.
The pilot should, as soon as possible, reduce resistance to the high speed protection and allow the
aircraft to return to a speed below VMO/MMO, by smoothly relaxing the forward stick force to attain a
comfortable nose-up pitch rate. It is not usually necessary to apply a pull force to recover. If a quicker
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
FLIGHT CONTROLS (FLYING CONDITIONS)
- THE PROTECTION SYSTEMS
A330/A340 FLEET PRO-SUP-27-40 P 3/4
FCOM 19 AUG 10
recovery is required for operational reasons, the pilot should pull back smoothly and progressively,
monitoring the g indication on the ECAM.
STALL PROTECTION
Applicable to: ALL
The aircraft resists attempts by either a pilot or the atmosphere to stall it. If a pilot attempts a stall, he
feels the aircraft trying to pitch down as speed approaches the amber and black strip. The pilot can
resist this tendency until speed reaches the red band (alpha maximum), and then further nose-up
control is not available. Between these two points, alpha floor automatically sets go around thrust.
The pilot can hold full back stick, if it is needed (Refer to PRO-SUP-27-40 WINDSHEAR), and the
aircraft stabilizes at an angle of attack close to but short of the 1 g stall.
WHEN FLYING AT ALPHA MAX, THE PILOT CAN MAKE GENTLE TURNS, IF NECESSARY. As
the aircraft enters protection at the amber and black strip, the system inhibits further nose-up trim
beyond the point already reached. Nose-down trim remains available if the pilot pushes the stick
forward.
The pilot should not deliberately fly the aircraft in alpha protection except for brief periods when
maximum maneuvering is required. If the pilot enters alpha protection inadvertently, he should get
　
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