A330 NON-NORMALS LAND ASAP - red..

mayday call and land as soon as possible

- amber.. pan call and land without undue delay

ENGINE-OUT APPROACH Systems

- Consider overweight landing
- CAT 3 single with autothrust available - "CAT 3 DUAL" indicates on the
PFD with APPR selected and the APU running, however the autoland
equipment monitor does not observe everything that requires CAT 3
dual. The inop list still should say CAT 3 dual inoperative.
- Landing distance x 1.1 (consult QRH 2.40)
- Reverser inoperative (don't even select to interlock – may this change
soon)
- Manual thrust may be used as coordination with manual rudder is
easier
- A/THR is probably preferred. It may be unsatisfactory in gusty or
turbulent conditions.. Vapp is VLS+5 (+ a further 3 kts for gear
allowance), G/SPD mini varies.
- If rudder trim is used, trim out on short final for correct sense of rudder
when landing or for go-around.
- CONF 3 (reset MCDU perf landing figure)
- Delay gear down - especially if heavy, hot and high. Can run out of
thrust on 1 engine when flying level and fully configured. CONFIG 2
and level flight, heavy-weight requires 80-90% N1 when not even hot.
- @ half dot to go on G/S, call for gear down. AT G/S intercept call for
FLAP 3 (final stage). A/THR will work out speed. Rudder trim will be
automatically coordinated with AP engaged.
- Consider gaining certain landing clearance if go-around is performance
limited.
ENGINE-OUT GO AROUND
- Pitch is 12.5 deg
- Neutralise B target for rudder input (slow and steady - FBW should take
care of bank)
- If speed goes below SRS, be careful about lowering the nose too much
to regain SRS speed. V/S could easily go to negative – PNF calls
“sink rate”. Monitor V/S as part of the instrument scan in the GA.
- At engine-out acceleration altitude - select ALT and retract flaps on
schedule.
- Remember to call FMA – now do so after gear is up and a nav mode
(NAV or HDG) is selected. This ensures that a nav mode is actually
engaged.
- Remember after takeoff checklist.
CRM Aspects
A timely PA to the cabin lets passengers and crew know that you are
aware of, and in control of the problem.
On diversion or return:
- tell flight crew
- tell ATC (fire services?)
- tell cabin crew
- tell passengers
- tell company
FLT LAW = alternate
(many protections lost, eg. no speed protection)
Some control surfaces lost (either fixed or floating.. worst case for
controllability)
"ECAM ACTIONS"
The procedures are lengthy and take at least half an hour to follow and
set up for the landing.
Work through the whole ECAM process and when "ECAM actions
complete" go to the "hydraulic summary CRUISE section and follow that
procedure.
The HYD SUMMARY page includes landing distance calculation and
aids the decision to divert
The increment to Vls is also determined from the summary. NOTE: use
the yellow temporary revision page in the summary. MANUALLY
INSERT THE APPROACH SPEED into the MCDU
The HYDRAULIC ARCHITECTURE on page 5.02 shows what is still
available with certain system losses.
When briefing the approach, use the QRH HYD summary (landing & GA)
and the STATUS page to talk about what is to come in the approach and
landing phase.
Speeds
(QRH 2.40)
RAT only useful above 140 kts. Above this speed the controls still move
slower due to less hydraulic pressure (2500 psi). The approach speed is
increased due to limited control deflection/effectiveness. Better handling
results.
The speed increment to Vls is 15-30 kts depending on flap configuration
(at loss and also what you can extend).
Also lost:
- antiskid and nosewheel steering
- partial spoilers
Handling & Holding
- continuous control input required
- manoeuvre with care
- if the ailerons are off-centre then consider use of rudder trim
- easier to maintain control with small pitch and bank angles. This also
eases the load on the hydraulic system
- if holding, ask for 3 minute patterns (check above MSA); less turns,
less workload
- configure when straight and level. In turns the Vls come up and could
get a nuisance stall warning
- hold at an approach fix so when ready for the approach you can
configure and get straight into it.
Go Around
- Status page states use SLAT/FLAP jammed procedure
- the hydraulic summary states to maintain slats/flap configuration,
therefore landing with slat/flap jammed procedure is not required.
- the gear will not retract (if green system lost)

ENGINE DAMAGE INDICATIONS BLUE and YELLOW System Loss

- THS not available; trim is locked in the current position (possibly flare
N1 and N2 windmill speeds, following a failure, are linked to TAS. early or flare more)
It may happen that N2 is zero at low altitude and low IAS and N1 if trim setting greater than 8 then max speed is 180 kts (not enough
remains turning (larger surface area). This does not necessarily mean forward elevator pressure to maintain descent or fly level)
damage. Tests have shown N2 zero at 10,000’ and 20,000’ with IAS at - autotrim operates by deflecting actual elevators
150 kts (very slow). This may occur at 3 minutes after shutdown - park brake may not be available due loss of accumulator (checks
(certainly not immediately). Engine damage is better observed by other required at stop)
indications:
GREEN & YELLOW System Loss
- visual nacelle check
- no autobrakes
- high vibration (meters and airframe)
- alternate (blue) brakes only with antiskid
- high EGT with airframe vibration - no NWS
- N1 = zero (seized main rotor) - slats slow
- no flaps
DUAL HYDRAULIC FAILURE - no yaw damper
- single elevator
- A/P not available - gravity gear extension only
- F/D available - RAT MAN ON (should auto-deploy with G & Y LO LVL)
- A/THR available (nothing hydraulic) >140 kts and 2500 psi system
- Manually fly the aircraft - do not use speedbrake
SLOW DOWN
PF: "I have control, I have the radio" GREEN & BLUE System Loss
PNF: cancel any warnings and cautions - no autobrakes
Check navigation - no slats

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- flaps slow DOUBLE PROBE HEAT FAILURE
- single elevator DISPLAY UNIT FAILURE
- no brakes - only accumulator - max 7 applications ECAM SINGLE DISPLAY
- no antiskid so max brake pedal pressure 1,000 psi DISPLAY DISCREPANCY
- spoilers 4 & 6 only L/G GRAVITY EXTENSION
- RAT MAN ON (should auto-deploy with G & B LO LVL) LANDING WITH ABNORMAL L/G
>140 kts and 2500 psi system RESIDUAL BRAKING PROC
- do not use speedbrake IR ALIGNMENT IN ATT MODE
- park brake may be inoperative due lost accumulator pressure FM/GPS POS DISAGREE
ADR 1+2+3 FAULT
System Recovery ADR DISAGREE/ADR CHECK PROC
Some systems may be recoverable at the approach phase. UNRELIABLE SPEED INDICATION
- If OVHT or RSVR LO AIR PR was the initial condition and the OVHT DUAL BLEED FAULT
light is now out or the reservoir pressure had restored, the hydraulic ENG RELIGHT IN FLIGHT
pump may be turned back on. ENG STALL
ENG HIGH VIBRATION
Other Systems ENG TAILPIPE FIRE
- GPWS system is turned off due to unusual flap configuration OVERWEIGHT LANDING
- if 1 green pump fails, the other can pressurise the whole system COCKPIT WINDSHIELD /WINDOW CRACKED
- the yellow electric pump runs with an engine failure at takeoff to ensure VOLCANIC ASH ENCOUNTER
the flaps retract properly. It runs continuously provided the green elec BOMB ON BOARD
pump is not running for gear retraction. RESET OF COMPUTERS
(the paper checklist adds to turn it off) ECAM ADVISORY CONDITIONS
- the electric pumps are only 18% the flow capacity of the engine pumps. Vapp DETERMINATION
They assist to retract surfaces but cannot replace the EDPs LDG CONF/APP SPD/LDG DIST FOLLOWING FAILURES

System Sources FCU FAILURE

FLAPS G &Y
SLATS G&B ECAM message is
Normal brakes G AUTO FLT FCU FAULT
Alternate brakes & park brake B Autopilots (including FDs) and autothrust may be lost depending on the
RUDDER GYB failure.
LH ELEVATOR G&B Total loss of FCU
RH ELEVATOR G&Y Baro ref STD is only available therefore a pilot correction to altitude must
Pitch Trim 1 Y be made (30’ per hPa).
Pitch Trim 2 B The STBY altimeter and baro reference will still be available.
Landing Gear G * All FCU selections are lost
NWS G * SPEED SEL flag is displayed on the PFD
* ALT SEL flag is displayed on the PFD
Decision Process * CAT 1 can still be performed manually
Control aircraft - FLY & NAVIGATE Default displays are:
Confirm problem * PFD with ILS
Checklist * track/FPA is also lost
Decision AFOTW, ETOPS + commercial * ND with 80 nm scale range
Communication - Flight Crew * ND weather radar is lost (WXR RANGE flag displayed on ND)
- ATC * Needle 1 is VOR 1
- Cabin Crew * Needle 2 is ADF 2
- Passengers Note: DDRMI selections are not affected
- Company In Practice
* the BIRD comes on automatically (supplied by IRs)
UNANNUNCIATED CHECKLISTS * the green track diamond on the PFD is still available (supplied
by IRs)
EMERGENCY * there is no blue track line on the PFD when the FDs are turned
off
ELEC EMER CONFIG & SUMMARY * there is no speed bug so speeds are manually flown by
SMOKE/TOXIC FUMES REMOVAL reference to the IAS tape
SMOKE/AVIONICS SMOKE * there is no altitude box on the PFD
DUAL HYDRAULIC FAILURE SUMMARY * there is no track or heading bugs available
LOSS OF BRAKING * green dot, F and S speeds are still available from the FMGEC
EGPWS ALERTS Some of these may be available with only partial loss of FCU.
TCAS WARNINGS Consider FCU R/B for reset
ALL ENG FLAME OUT
DITCHING DUAL RA FAILURE
EMER DESCENT
FORCED LANDING System Information
ON GROUND EMER/EVACUATION * GPWS inoperative - switch OFF
* Lost CAT II / III - CAT 1 single available only and manual landing
ABNORMAL * Both PFDs will have a red RA flag
* Lost autocallouts - “1000”, “500”, “50”, “30”, “10”, “RETARD”
MCDU FAILURE * “hundred above” and “minima” callouts remain as these are off the
COCKPIT DOOR FAULT pressure altimeter
RUDDER JAM/RUDDER PEDAL JAM * No flight director approach to CAT ceiling OK but must increase
RUDDER RUNAWAY TRIM visibility minima to 1200m
LANDING WITH SLATS/FLAPS JAMMED * APPR unable to be selected, therefore a raw data approach is required
NO FLAPS NO SLATS LANDING * AP (and FDs) not available in APPR mode but available in other modes
LOW ENERGY WARNING (procedurally) down to 500’
FUEL LEAK * LOC mode is available down to 400’. Below 400’ the AP and/or FDs
GRAVITY FUEL FEEDING guide for overcontrol in roll
FUEL IMBALANCE * When gear down and AP disconnected the pitch law reverts to “FLARE
TRIM TANK FUEL UNUSABLE LAW” (damped direct law with no autotrim)

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* Roll mode remains normal law
* With flap selection will get a nuisance GPWS “gear not down warning” - RESETTING FMGECS
cancel and clear.
How To Fly It (3.04.24 P2) Supplementary Tech - electrical
* Use the autopilot in LOC / FPA mode. The system will automatically attempt some form of FMGEC reset and
* Establish full landing configuration with AP engaged (trim still occurs) resync.
* Disconnect the autopilot when visual - nominally at 800’ AGL (by It is recommended to use the FMGEC R/B rather than the FM R/B (reset
altimeter) button)
* Select FDs OFF and BIRD ON Ensure the APs are disconnected prior the reset and reset BOTH
* Fly the remainder of the ILS in raw data and manually trim if necessary FMGECs (left and right side of o/head panel)
(generally not required) If one FMGEC is recovered. Deselect NAV backup function on all RMPs
* PNF cannot call “radalt alive” so that AUTO tuning is restored to the MCDU RAD/NAV page.
* PF calls “1000”, “500 stable”, “100”, “50”, “30” and if necessary
“RETARD”. These calls are made off the pressure altimeter, GROUND PROXIMITY WARNING SYSTEM
adjusted for elevation. They assume that the QNH is correct
* The PF conducts the flare primarily by visual reference as the QNH- EGPWS
based calls from the PF may not be accurate CAUTION
During night or IMC conditions, apply the procedure immediately. Do not
COMING OUT OF TOGA LK delay reaction for diagnosis.
During daylight VMC conditions, with terrain obstacles clearly in sight,
- move the thrust levers so that doughnut = actual thrust the alert may be considered cautionary. Take positive corrective action
- disengage the autothrust (instinctive disengage p/b) until the alert ceases, or a safe trajectory is ensured.
- engage autothrust
- move the thrust levers to the CLB detent + "PULL UP" - "TERRAIN TERRAIN PULL UP" - "TERRAIN AHEAD
PULL UP"
DUAL FMGEC FAILURE
Simultaneously :
FMGEC COMPONENTS
- AP ……………………..…. OFF
* Flight Management (FM) - PITCH ……………….…… PULL UP
Navigation Pull up to full backstick and maintain.
Flight Planning - THRUST LEVERS ……… TOGA
Performance - SPEEDBRAKE LEVER … CHECK RETRACTED
* Flight Guidance (FG) - BANK ………………….… WINGS LEVEL or adjust
AP For "TERRAIN AHEAD PULL UP" only, in addition to climbing, a if the
FD crew concludes that turning is the safest way of action, a turning
A/THR manoeuvre can be initiated.
* Flight Envelope (FE)
VLS and VMAX computation * When flight path is safe, and GPWS warning ceases :
Aft CG monitoring Decrease pitch attitude and accelerate.
Windshear detection * When speed is above VLS, and vertical speed is positive :
* Fault Identification and Display Systems (FIDS) - maintenance use Clean up aircraft as required.
only
+ "TERRAIN TERRAIN" - "TOO LOW TERRAIN" :
FAILURE MODES Adjust the flight path, or initiate a go-around.

Parts of the FMGEC may fail or it may fail completely. Inoperative + "TERRAIN AHEAD" :
systems are displayed on ECAM and may include: adjust the flight path. Stop descent. Climb and/or turn as necessary
based on analysis of all
* AP 1 & 2 (only lost if FG function is lost) available instruments and information.
* FD 1 & 2 (turn them off!)
* A/THR (THR LK indication on PFD) + "SINK RATE" "DON'T SINK" :
* VLS & VMAX on PFDs Adjust pitch attitude, and thrust to silence the alert.
* FM functions on MCDU (including landing elevation feed to CPCs)
* GPWS Terrain function + "TO LOW GEAR" - "TOO LOW FLAPS" :
Correct the configuration, or perform a go-around.
ALTERNATIVE METHODS
+ "GLIDESLOPE" :
* FPV is available (provided by the IRs) Establish the aeroplane on the glideslope, or switch OFF the G/S
* Selected modes available mode pushbutton, if flight
* Navaid tuning is conducted through the RMPs below the glideslope is intentional (non precision approach)
* NAV backup mode may be available in the MCDUs (the FM SOURCE
Switch must be in NORM) FAM STUFF
* A reset of the FMGECs may be available Crew immediately:
* Landing elevation is set manually by the knob on the overhead panel - acknowledge alert
(take out of detent and set landing elevation (the figures are in - correct flight path or configuration to eliminate the cause of the alert.
thousands of feet, not hundreds) “terrain terrain pull-up” and “whoop whoop pull-up”. PF immediately take
* ILS CAT 1 available over controls and execute the recovery manoeuvre. (if S/O is PF, pilot on
watch takeover and execute manoeuvre).
NAV BACKUP MODE Only if: DAY VMC and it is immediately obvious to the PF that the
aircraft is not in a dangerous situation can the aircraft continue
Stores the existing flight plan in the MCDU. Gathers the aircraft position without the recovery manoeuvre.
from the onside IR. Recover to MSA, LSALT with maximum climb gradient unless the cause
The only functions available are; of the warning has been identified and the warning ceases.
- DIR TO
- F-PLN
- PROG
The flight plan still sequences. Any new waypoints must be entered as a
lat/long.

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PAGE 3
 MANUAL ENGINE STARTING

See FCOM “SUPPL TECH” procedures.

Manual engine start is recommended over automatic engine start (even

when auto start is functional) when:
* after an aborted start because of engine stall, Engine EGT overlimit,
low starter pressure.
* expecting an aborted start due to degraded bleed performance - hot or
high airfield, engine with reduced EGT margin - hot or high airfield,
marginal performance of external pneumatic air.

FADEC passively monitors:

- engine parameters
FADEC controls:
- high EGT start abort
- ignition
- start valve cutout (after start)

Other procedures available:

* Starting with external pneumatic power
* Cross bleed start
* Start Valve manual operation (ground crew)
* Engine start on batteries (with external air)

With an autostart and EGT approaching limit, the FADEC will stop fuel
into the engine well before the limit (750°) is reached. After a short delay
the less is introduced (7% less). If there is a further abort, 7% less fuel
again is introduced. The FADEC autostart gives up after 3 attempts to
start the engine. A manual start is then required procedurally.

COMMUNICATIONS FAILURE

* Check correct frequency

* Check RMP settings
* Check ACP settings
* Try hand mic and speaker up
* Try another comm. Set (eg. VHF 2 or 3, HF, SATCOM or CPDLC/ADS
link)
* Try relay with other aircraft on 121.5 or via company on ACARS
* Full communications is unlikely but if so:
- monitor 121.5, navaids for voice – eg. VOR, NDB
- squawk 7600
- non-radar environment: maintain speed and level for at least 20
minutes
- radar environment: maintain speed and level for at least 7 minutes
- proceed as per flightplan and land ….(TBC)

TAILPIPE FIRE

On the ground.

It is not an “engine fire” so the engine fire extinguisher is strictly not used
(this does not go through the core of the engine). A tailpipe fire comes
from the core.

Fuel is removed from the engine with the ENG MASTER SWITCH.

If the ENG FIRE pushbutton is used -the FADEC will become

unpowered and the engine will not be able to be cranked.

PROCEDURAL ELEMENTS

- ENG MASTER switch OFF

- ensure a bleed source (other engine or APU bleed). If neither, airport
fire services must attend promptly or the engineer can use a portable fire
extinguisher.
- crank the engine (ENG START SEL to CRANK and MAN START P/B
ON). When N2 below 30%

Note: this procedure is in the QRH “ABNORMALS” not the emergency

section.

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