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ABNORMAL OPERATIONS

OPERATING TECHNIQUES
A340-211

FLIGHT CREW TRAINING MANUAL

LOW SPEED ENGINE FAILURE


Ident.: AO-020-00004117.0001001 / 27 JUN 12
Applicable to: ALL

If an engine failure occurs at low speed, the resultant yaw may be significant, leading to rapid
displacement from the runway centreline.
To regain or maintain directional control on the runway, it is necessary:
To immediately reduce all thrust levers to IDLE, which will reduce the thrust asymmetry caused by
the failed engine
To select all reversers irrespective of which engine has failed
To use rudder pedal for directional control, supplemented by symmetrical or differential braking if
needed.
The steering hand-wheels may be used when taxi speed is reached.
Note:

1. If rudder pedal input and differential braking are needed, apply both on the same side
2. Below 72 kts, the ground spoilers will not deploy and the auto brake will not activate.
REJECTED TAKEOFF

Ident.: AO-020-00004118.0001001 / 03 JUL 08


Applicable to: ALL

FACTORS AFFECTING RTO


Experience has shown that a rejected takeoff can be hazardous, even if correct procedures are
followed.
Some factors that can detract from a successful rejected takeoff are as follows:
Tire damage
Brakes worn or not working correctly
Error in gross weight determination
Incorrect performance calculations
Incorrect runway line-up technique
Initial brake temperature
Delay in initiating the stopping procedure
Runway friction coefficient lower than expected
Thorough pre-flight preparation and a conscientious exterior inspection can eliminate the effect of
some of these factors.
During the taxi-out, a review of the takeoff briefing is required. During this briefing, the crew should
confirm that the computed takeoff data reflects the actual takeoff conditions e.g. wind and runway
condition. Any changes to the planned conditions require the crew to re-calculate the takeoff
data. In this case, the crew should not be pressurised into accepting a takeoff clearance before
DGA A340-211 FLEET
FCTM

A to B

AO-020 P 1/24
15 FEB 13

ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A340-211

FLIGHT CREW TRAINING MANUAL

being fully ready. Similarly, the crew should not accept an intersection takeoff until the takeoff
performance has been checked.
The line-up technique is very important. The pilot should use the over steer technique to minimize
field length loss and consequently, to maximize the acceleration-stop distance available.
DECISION MAKING
A rejected takeoff is a potentially hazardous manoeuvre and the time for decision making is
limited. To minimize the risk of inappropriate decisions to reject a takeoff, many warnings and
cautions are inhibited between 80 kt and 1 500 ft. Therefore, any warnings received during this
period must be considered as significant.
To assist in the decision making process, the takeoff is divided into low and high speeds regimes,
with 100 kt being chosen as the dividing line. The speed of 100 kt is not critical but was chosen in
order to help the Captain make the decision and to avoid unnecessary stops from high speed.
Below 100 kt, the Captain will seriously consider discontinuing the take-off if any ECAM
warning/caution is activated.
Above 100 kt, and approaching V1, the Captain should be "go-minded" and only reject the
takeoff in the event of a major failure, sudden loss of thrust, any indication that the aircraft will
not fly safely, any red ECAM warning, or any amber ECAM caution of the ENG system or the
FCTLsystem.
If a tire fails within 20 kt of V1, unless debris from the tire has caused noticeable engine
parameter fluctuations, it is better to get airborne, reduce the fuel load and land with a full
runway length available.
The decision to reject the takeoff is the responsibility of the Captain and must be made prior to V1
speed.
If a malfunction occurs before V1, for which the Captain does not intend to reject the takeoff, he
will announce his intention by calling "GO".
If a decision is made to reject the takeoff, the Captain calls "STOP". This call both confirms the
decision to reject the takeoff and also states that the Captain now has control. It is the only time
that hand-over of control is not accompanied by the phrase "I have control".
RTO PROCEDURE
Should a RTO procedure is initiated, the following task sharing will be applied.

DGA A340-211 FLEET


FCTM

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15 FEB 13

ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A340-211

FLIGHT CREW TRAINING MANUAL

(1)

Announcing the deceleration means that the deceleration is felt by the crew, and confirmed
by the Vc trend on the PFD. The deceleration may also be confirmed by the DECEL light (if
the autobrake is on). However, this light only comes on when the actual deceleration is 80 %
of the selected rate, it is not an indicator of the proper autobrake operation. For instance,
the DECEL light might not appear on a contaminated runway, with the autobrake working
properly, due to the effect of the antiskid.

If the takeoff is rejected prior to 72 kt, the spoilers will not deploy and the auto-brake will not
function.
If a rejected takeoff is initiated and MAX auto brake decelerates the aircraft, the captain will avoid
pressing the pedals (which might be a reflex action). Conversely, if deceleration is not felt, the
captain will press the brake pedals fully down.
If takeoff has been rejected due to an engine fire, the ECAM actions will be completed until
shutting down the remaining engines.

DGA A340-211 FLEET


FCTM

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15 FEB 13

ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A340-211

FLIGHT CREW TRAINING MANUAL

Rejected takeoff flow pattern

INTRODUCTION TO EMERGENCY EVACUATION


Ident.: AO-020-00004127.0001001 / 20 MAY 09
Applicable to: ALL

GENERAL
The typical case, which may require an emergency evacuation, is an uncontrollable on ground
engine fire.
This situation, which may occur following a rejected takeoff or after landing, requires good crew
coordination to cope with a high workload situation:
In the rejected takeoff case, the captain calls "STOP". This confirms that the captain has
controls
In all other cases, the captain calls "I HAVE CONTROLS" if required, to state the control hand
over.
Note:

If possible, position the aircraft to keep the fire away from the fuselage, taking into
account the wind direction.

DGA A340-211 FLEET


FCTM

B to C

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15 FEB 13

ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A340-211

FLIGHT CREW TRAINING MANUAL

DECISION MAKING
As soon as aircraft is stopped, and the parking brake is set, the captain notifies the cabin crew and
calls for ECAM ACTIONS. At this stage, the task sharing is defined as follow:
The first officer carries out the ECAM actions until evacuation decision point
The captain builds up his decision to evacuate depending on the circumstances. Considerations
should be given to:
Fire remaining out of control after having discharged the agents
Possible passenger evacuation of the aircraft on the runway
Communicating intentions or requests to ATC.
If fire remains out of control after having discharged the fire agents, the captain calls for the
EVACUATION. The applicable actions are displayed on the ECAM (included in the ENG FIRE ON
GROUND procedure).
THE EMERGENCY EVACUATION PROCEDURE
Ident.: AO-020-00004128.0001001 / 09 JUN 10
Applicable to: ALL

If an evacuation is required for an other reason than an engine fire, the flight crew will find the
EMERGENCY EVACUATION procedure in the inside back cover of the QRH.

DGA A340-211 FLEET


FCTM

C to D

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15 FEB 13

ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A340-211

FLIGHT CREW TRAINING MANUAL

Some items need to be highlighted:


It is essential that the differential pressure be zeroed.
In automatic pressurization mode, the crew can rely on the CPC, and the Delta P check is
therefore not applicable.
If MAN CAB PRESS is used in flight, the CAB PR SYS (1+2) FAULT procedure requires selecting
MAN V/S CTL to FULL UP position during final approach to cancel any residual cabin pressure.
However, since the residual pressure sensor indicator, installed in the cabin door, is inhibited with
slides armed, an additional Delta P check is required by EMERGENCY EVACUATION procedure.
Since MAN CAB PRESS is never used for takeoff as at least one automatic cabin pressure control
must be operative for departure, the Delta P check does not apply to the case of emergency
evacuation following a rejected takeoff.
CABIN CREW (PA)NOTIFY reminds the captain for the "CABIN CREW AT STATION" call out.
(In case of RTO, this is done during the RTO flow pattern). Cabin crew must be aware that the
flight crew is still in control of the situation. In certain circumstances, this will avoid any unwanted
or unnecessary evacuation initiated by the cabin crew.
EVACUATIONINITIATE requires the captain confirmation that the emergency evacuation is still
required. If still required, the captain:
Notifies the cabin crew to start the evacuation,
Activates the EVAC command,
Advises ATC,
This will be done preferably in this order for a clear understanding by cabin crew.
Note:

In the case of an emergency evacuation subsequent to a rejected takeoff, the F/O


(instead of the captain) advises the ATC.

The crew will keep in mind that as long as the evacuation order is not triggered, the crew may differ
or cancel the passengers' evacuation. As soon as the evacuation order is triggered, this decision is
irreversible.
On ground with engines stopped, the right dome light automatically illuminates whatever the dome
switch position is, allowing the EMERGENCY EVACUATION procedure completion.
When aircraft is on batteries power, the crew seats can only be operated mechanically.

DGA A340-211 FLEET


FCTM

AO-020 P 6/24
15 FEB 13

ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A340-211

FLIGHT CREW TRAINING MANUAL

TASKSHARING IN CASE OF EMERGENCY EVACUATION


Ident.: AO-020-00004119.0001001 / 24 APR 08
Applicable to: ALL

Tasksharing in case of emergency evacuation

When applying the EMERGENCY EVACUATION procedure, the F/O can select the engine master
OFF and push the fire pb, without any confirmation from the Captain.
ENGINE FAILURE AFTER V1
Ident.: AO-020-00004120.0001001 / 09 JUN 10
Applicable to: ALL

AIRCRAFT HANDLING
If an engine fails after V1 the takeoff must be continued. The essential and primary tasks are
linked to aircraft handling. The aircraft must be stabilized at the correct pitch and airspeed, and
established on the correct track prior to the initiation of the ECAM procedure.
ON THE GROUND:
Rudder is used conventionally to maintain the aircraft on the runway centreline.
DGA A340-211 FLEET
FCTM

E to F

AO-020 P 7/24
15 FEB 13

ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A340-211

FLIGHT CREW TRAINING MANUAL

At VR, rotate the aircraft smoothly, at a slower rate than with all engines operating, using
a continuous pitch rate to an initial pitch attitude of 12.5 . The combination of high FLEX
temperatures and low V speeds requires precise handling during the rotation and lift-off. The
12.5 pitch target will ensure the aircraft becomes airborne.
WHEN SAFELY AIRBORNE:
The SRS orders should then be followed which may demand a lower pitch attitude to acquire or
maintain V2.
With a positive rate of climb and when the Radio Altitude has increased, the PNF will call
"positive climb". This will suggest to the PF for landing gear retraction.
Shortly after lift off, the Lateral normal law commands some rudder surface deflection to
minimize the sideslip (there is no feedback of this command to the pedals). Thus, the lateral
behavior of the aircraft is safe and the pilot should not be in a hurry to react on the rudder
pedals and to chase the beta target.
The blue beta target will replace the normal sideslip indication on the PFD. Since the lateral
normal law does not command the full needed rudder surface deflection, the pilot will have to
adjust conventionally the rudder pedals to center the beta target.
When the beta target is centred, total drag is minimized even though there is a small amount
of sideslip. The calculation of the beta target is a compromise between drag produced by
deflection of control surfaces and airframe drag produced by a slight sideslip. Centering the beta
target produces less total drag than centering a conventional ball, as rudder deflection, aileron
deflection, spoiler deployment and aircraft body angle are all taken into account.
The crew will keep in mind that the yaw damper reacts to a detected side slip. This means
that, with hands off the stick and no rudder input, the aircraft will bank at about 5 maximum
and then, will remain stabilized. Thus, laterally, the aircraft is a stable platform and no rush is
required to laterally trim the aircraft. Control heading conventionally with bank, keeping the beta
target at zero with rudder. Accelerate if the beta target cannot be zeroed with full rudder. Trim
the rudder conventionally.
The use of the autopilot is STRONGLY recommended. Following an engine failure, the rudder
should be trimmed out prior to autopilot engagement.
Once AP is engaged, the rudder trim is managed through the AP and, hence, manual rudder
trim command, including reset, is inhibited.

DGA A340-211 FLEET


FCTM

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15 FEB 13

ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A340-211

FLIGHT CREW TRAINING MANUAL

THRUST CONSIDERATIONS
Consider the use of TOGA thrust, keeping in mind the following:
For a FLEX takeoff, selecting the operating engine(s) to TOGA provides additional performance
margin but is not a requirement of the reduced thrust takeoff certification. The application of
TOGA will very quickly supply a large thrust increase but this comes with a significant increase
in yawing moment and an increased pitch rate. The selection of TOGA restores thrust margins
but it may be at the expense of increased workload in aircraft handling.
For a derated takeoff , asymmetric TOGA thrust cannot be applied if the speed is below F in
CONF 2 or 3 due to VMCA considerations.
Takeoff thrust is limited to 10 minutes.
PROCEDURE
INITIATION OF THE PROCEDURE
The PNF will closely monitor the aircraft's flight path. He will cancel any Master Warning/Caution
and read the ECAM title displayed on the top line of the E/WD.
Procedures are initiated on PF command.
No action is taken (apart from cancelling audio warnings through the MASTER WARNING light)
until:
The appropriate flight path is established and,
The aircraft is at least 400 ft above the runway.
A height of 400 ft is recommended because it is a good compromise between the necessary
time for stabilization and the excessive delay in procedure initiation.
Priority must be given to the control of the aircraft trajectory. Once the PF has stabilized the
flight path, the PNF confirms the failure and the PF orders ECAM actions.
The flight crew should delay the acceleration for securing the engine. An engine is considered
as secured when the ECAM actions of the procedures are performed until:
"ENG MASTER OFF" for an engine failure without damage
"AGENT 1 DISH" for an engine failure with damage
Fire extinguished or "AGENT 2 DISH" for an engine fire.
Note:

If the decision has been taken to delay the acceleration, the flight crew must not
exceed the engine out maximum acceleration altitude. (The engine out maximum
acceleration altitude corresponds to the maximum altitude that can be achieved with
one engine out and the other engine(s) operating at takeoff thrust for a maximum of 10
min.)

DGA A340-211 FLEET


FCTM

AO-020 P 9/24
15 FEB 13

ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A340-211

FLIGHT CREW TRAINING MANUAL

ACCELERATION SEGMENT
At the engine-out acceleration altitude, push ALT to level off (or set V/S =0) and allow the speed
to increase. If the aircraft is being flown manually, the PF should remember that, as airspeed
increases, the rudder input needed to keep the beta target centred will reduce. Retract the
flaps as normal. When the flap lever is at zero, the beta target reverts to the normal sideslip
indication.
FINAL TAKE-OFF SEGMENT
As the speed trend arrow reaches Green Dot speed, pull for OPEN CLIMB, set THR MCT when
the LVR MCT message flashes on the FMA (triggered as the speed index reaches green dot)
and resume climb using MCT. If the thrust levers are already in the FLX/MCT detent, move
levers to CL and then back to MCT.
When an engine failure occurs after take-off, noise abatement procedures are no longer a
requirement. Additionally, the acceleration altitude provides a compromise between obstacle
clearance and engine thrust limiting time. It allows the aircraft to be configured to Flap 0 and
green dot speed, which provides the best climb gradient.
Once established on the final take-off flight path, continue the ECAM until the STATUS
is displayed. At this point, the AFTER T/O checklist should be completed, computer reset
considered and OEBs consulted (if applicable). STATUS should then be reviewed.
ONE ENGINE OUT FLIGHT PATH
The one engine out flight path will be flown according to the take-off briefing made at the gate:
The EOSID (with attention to the decision point location)
The SID
Radar vector...

DGA A340-211 FLEET


FCTM

AO-020 P 10/24
15 FEB 13

ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A340-211

FLIGHT CREW TRAINING MANUAL

Engine failure after V1

ENGINE FAILURE DURING INITIAL CLIMB


Ident.: AO-020-00004121.0001001 / 27 MAR 08
Applicable to: ALL

Proceed as above. If the failure occurs above V2 however, maintain the SRS commanded attitude. In
any event the minimum speed must be V2.
When an engine failure is detected, the FMGS produces predictions based on the engine-out
configuration and any pre-selected speeds entered in the MCDU are deleted.
ENGINE FAILURE DURING CRUISE
Ident.: AO-020-00004122.0001001 / 09 JUN 10
Applicable to: ALL

GENERAL
There are three strategies available for dealing with an engine failure in the cruise:
The standard strategy
The obstacle strategy
The fixed speed strategy
DGA A340-211 FLEET
FCTM

F to H

AO-020 P 11/24
15 FEB 13

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