A330 MANOEUVRES

NO ELECTRONIC AIDS APPROACHNo VASIS / PAPINo ILS

- be configured before approach descent point- use the BIRD- closely monitor ROD- use the yoyo (vertical deviation scale against the altimeter tape)- use the altitude / DME scale on the relevant approach chart- use the PROG page BRG/DIST to runway (eg. YMML16) and use a 3:1 or 320’/nm altitude calculation- use the on-field DME with a 3:1 altitude calculation. Remember to correct for DME / threshold displacement (320’ per nm/6000’/1800m) or 100’ per 600m- use the autopilot with FPA down to 500’

The support pilot plays a key role in monitoring and advising profile.

A330 CIRCUIT

Init page eg. YMAV/YMAV (gives groundspeed mini and runway presentation)Normal take off - “positive climb” - “gear up”At 1,000’ AGL or FMA “ALT” or “LVR CLB” - set climb thrust & accelerateAt F-speed - call “FLAPS 1, ACTIVATE APPROACH”(enables managed speed to fly at “S”, otherwise the a/c would accelerate until it reached a limit speed)At 1,500’ AGL - level off - call “FD OFF, BIRD ON, set downwind track”Xwind turn - 20 degrees AOB in nil wind - 25 degrees AOB in tailwind - 20 degrees AOB in headwindCall “after takeoff checklist” - gear, flaps, status, fuelCall “approach checklist” - briefingDownwind - conf 1+F - S speed - 5-6 degrees NU - 62% N1Spacing on accurate map - runway C/L is through a/c 2.5 nm range ring (10 nm scale)Abeam threshold - start clock, call 45 sec plus/minus 1 sec per 2 kts of windAt 40 seconds - “flaps 2, set runway track”At 45 seconds - base turn - 25 degrees AOB - “gear down” - “flaps 3” - “flaps full, landing checklist” - ECAM memo is below 800’Finals turn is at approx 1,200’ and rolling out at 1,000’Stable approach is 3 - 3.5 deg NU, 52% N1, 2.5 - 3.0 deg approach angle by BIRDBIRD tail is just under 0 pitch line - monitor VSI as well (600-700 FPM)Landing Memo is “no blue except spoilers” for T&GOTrack diamond on PFD gives accurate trackCarry 4-5 kts on approach

GO AROUNDPF:THRUST LEVERS ………………. TOGA“GO AROUND - FLAPS”PNF: RETRACT FLAPS 1 STEPPF: ROTATE TO SRS COMMAND (ensure positive rate of climb)Announce FMA :“TOGA, SRS, GA TRK”PNF: “POSITIVE CLIMB”PF: “GEAR UP”PNF: SELECT GEAR UP “GEAR UP - FLAPS”ADVISE ATC OF GO AROUNDPF: Select NAV or HDG mode(at go around thrust reduction altitude - LVR CLIMB flashing on FMA) THRUST LEVERS ……………… CLIMB

(Announce FMA)At go around acceleration altitude : monitor target speed increase to green dot. (if not check FCU ALT, SET and PULL)RETRACT FLAPS ON SCHEDULE(If landing was with flap full, no go from flaps 3 to flaps 1, then above S-speed, select flaps zero)In follow-up select <ACTIVATE APP PHASE for another approach, or <ENABLE ALTN on a lateral revision page and enter a new cruise level in the PROG page to retrieve the climb and cruise performance pages for flight to an alternate or stand-off holding pattern.

OVERWEIGHT LANDINGGreen DOT, F and S speeds are above Vfe(next) (the amber “=” sign on the speed tape) for weights well in excess of maximum landing weight.To extend flap, use selected speed and reduce below Vfe(next). When the speed is below Vfe(next) and continuing to decelerate call for “FLAPS X”.If, in accordance with the OVERWEIGHT LANDING checklist in the QRH, landing with FLAP 3 is required (hot and high influences regulatory go around climb capability with flaps full) - select CONF 3 in the MCDU PERF APP page (tells the GPWS and ECAM that the aircraft is actually in the landing configuration at flap 3).Selecting FLAP 3, PNF states “FLAP 3 FINAL” to remind the PF not to call for FLAP FULL.Note that Vls displayed on the PFD (top of the amber band) may be a knot or two different from the Vls in the PERF APP page. Vls (PFD) is computed by the PRIM, Vls (MCDU) is computed by the FMGS. Either is valid for use. In the final stages of the approach set VLS.At heavy weights the aircraft still has a large, lightly loaded wing. It will not slow down readily so configure early.If manoeuvring in the terminal area at high weights, green dot speed is just under 250 kts, so consider selecting CONF 1 and S speed to reduce the load on yourself and ATC and to fit in with other traffic Additional Considerations* Consider using the longest runway, even if there is a slight tailwind.* Advise ATC that most (if not all) of the runway will be used for the stop. * If the only runway available is short - advise ATC that the brakes may be hot and the fire services will be required on local standby* If the runway is very long, use Autobrakes LOW to avoid overheating the brakes. The performance section of the QRH gives the landing

distance. * Brake energy is proportional to speed squared (heavy weight = high speed approach). Brake energy is also proportional to aircraft weight

(momentum) and the rate of deceleration.

NON PRECISION APPROACHES

- Raw data must be monitored throughout the approach (VOR needles on ND OK)- Managed approach is recommended where available- Where managed approach is not available, use managed lateral NAV and selected profile (FPA). Use fully selected modes as last resort (TRK, FPA) - Nav accuracy check is always required prior to the approach- Straight-in approaches are flown to a programmed minima of MDA(H) + 50- Circling approaches are flown to a programmed minima of MDA(H) (= published circling minima)- Approach briefing to include the intended guidance modes and verify which ND displays should be used for PF and PNF - Set the Missed Approach Altitude on the FCU when established in the approach descent and below the missed approach altitude - At MDA disconnect the autopilot (leave A/THR speed), turn the flight directors (both) off and fly to the runway visually. The BIRD may stay on (recommended)- Levelling off in a straight in approach is not recommended. If levelling off in a circling approach to fly to the MAP, select ALT at the "100 above" callout (this results in a level off at just above minima - level off takes approximately 10% of rate of descent and there is no "altitude remember" function)- For FPA final approach descent. Preselect FPA -3.0 (or as required) and 0.3 nm prior to the descent point PULL (due to reaction time). The preselection only remains for ~40 seconds so one click up and one click down will restart the 'timer'. If descent is initiated AT the descent point the reaction time will cause the aircraft to be approximately 150' high on profile when finally established in descent.- For circling approaches, program the opposite runway into the secondary flight plan and activate when circling. Enables managed speed with groundspeed mini function. Be aware that the go around for the original approach is then LOST. G/SPD mini and energy circle are the things gained from activating the secondary.- Go Arounds should be done with the autopilot. - In a managed approach, FINAL APP will not capture unless the aircraft is flown exactly over the descent point and at or below the correct altitude (ie. on or below profile). - The APPR button relates to the approach displayed on the top of the ND. In a non-precision approach it arms FINAL APP mode. If an ILS overlay is used for an NDB approach then managed approach is not available as the APPR button will be looking to lock onto an ILS (if it's

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available and working, the aircraft will lock onto the LOC and G/S even if the LS buttons are not selected - the FMA will, however show G/S and LOC armed and captured.- FINAL APP mode has the magenta 'brick' deviation scale associatedSETTING UP THE APPROACH- In the MCDU - program the appropriate approach and check the proper procedure is published on the top of the ND- Crosscheck the F-PLN against the published chart (tracks, distances, descent angles)- Crosscheck the ND display (in PLAN mode with CSTR selected) against the published chart - Do not modify any approach legs (laterally or vertically) for a managed approach- Tune the appropriate navigation aids and course in the RAD-NAV page (if not already tuned by the selection of an approach)- Set the approach speed (Vapp) at (or prior) the approach descent point (wherever that occurs in the legs)- Check performance page for runway data and approach speed (increase by 4-5 kts in turbulent or strong crosswinds)- Program the secondary flight plan for circling if required* When under radar vectors, sel “DIR TO”to update the FPLAN once cleared for final approach* Be fully configured by FAF but best before approach descent point.* Be stable by 1,000’ AGL in IMC

IFR CIRCLING APPROACHDescent is in CONF 3

GEAR DOWNSPOILERS ARMED

If CONF 3 is selected in the approach performance for the primary plan then the EGPWS is desensitized - less likely to get the pull up warning. CONF FULL is set in the secondary plan.@ “100 ABOVE” call press ALTThe A330 does not have an ‘altitude remember’ function and takes approx 10% of the ROD to level. If in a steeper angle than -3.0 degrees, back off to -3.0 degrees approaching the minima.Within the circling area: PNF: “VISUAL”

PF: “Circling”40 degrees heading change for 30 seconds - start clock on COMPLETION of turnF-speed (managed preferred) at MDA or 1,000’ AGLDownwind leg timing - 4 seconds per 100’ AGL(40 seconds for 1,000’ AGL)ON DOWNWIND: ACTIVATE SECONDARYApproaching base turn:

FD’s OFFBRID ONAP OFF (limitation at MDA-100)SET RUNWAY TRACK

LUMSDAIN height method for profile1200’ late downwind900’ mid base600’ established on final - 2 nmTherefore, from 1,000’ AGL descent is early base.Fly only enough square base to line up with the runway.Late Base:

FLAPS FULLLANDING CHECKLIST

If INTC LEGS is used to final fix - crosstrack error is presented on the NDG/Speed mini is activeThe energy circle (up with Bird ON) shows the distance required to landing

WINDSHEARBelow 500’ AGL most critical due lack of recovery time and heightWindshear reporting:* Pilot reports* Low level windshear alert* Weather reports especially of TS or virga* Severe turbulence low levelTTFs contain windshear reports but TAFs do not. Pilots must read into the TAF to decipher windshear - winds which put the runway in the lee of a range, winds across a valley in which the approach is flown, frontal passages, strong variable winds, strong winds at airports surrounded by mountainous terrain.Additional fuel should be carried when windshear is expected. Holding may be required whilst the weather settles or approaches may have to be aborted because of being unstable. Wellington is known for regular windshear. Perth, with easterlies, is also prone to windshear, eg. Hong Kong with southerlies.“Overshoot Shear” - when wind on the nose increases, giving an improvement in performance.“Undershoot Shear” - when wind on the nose decreases, giving a reduction in performance. Reference Ground Speed is especially important in this case.One often turns into the other.“Severe windshear” = that which produces more than 15 kts instantaneous airspeed change, or > 12 kts / 100’ from the ground-based detection system.IF SEVERE WINDSHEAR IS INDICATED DELAY

TAKE OFF OR DO NOT CONTINUE APPROACH UNTIL CONDITIONS IMPROVE

WINDSHEAR DETECTIONBased on a predicted energy level (expressed as angle of attack)If actual angle of attack plus predicted angle of attack from vertical drafts and longitudinal shears exceeds a given AOA threshold - the windshear warning is triggered.Windshear protection envelope is:- from lift-off to 1300’ (RA) on departure- from 1300’ to 50’ on arrival- at least CONF 1 must be selectedPredictive Windshear is active below 1500’ AGL. It will work on the ground during taxi.The pilot windshear procedure is not just restricted to when the “windshear” warning is presented. If the pilot detects a loss of performance due to the windshifts then the procedure may be applied before the warning occurs. TAKE OFF - EXPECTED POSSIBLE WINDSHEAR* Delay takeoff until conditions improve* Use the weather radar on taxi and on the runway to assess weather * Do not derate thrust (use TOGA)* Use CONF 2 (better speed margin) unless limited by obstacle path* Use longest runway into wind or use another runway which may not have windshear in the departure zone.* If windshear on runway - speed reduction on take off roll - rotate at 2000’ before the end of the runway. (@ night the first of the alternate red / white centreline lights indicates 3000’ (900m) to the end of the runway, the first of the continuous red lights indicates 1000’ (300m) to the end of the runway)Use a normal rotation rate and angle. Unstick will occur at higher attitude if speed is low. Stop rotation and normal target attitude (approximately 15). Accept a lower speed and do not trade altitude for speed.* If thrust had been derated - advance to maximum thrust (TOGA)* Flight director SRS gives guidance in windshear - if FDs not available - use 12.5* Fly on the angle of attack limit (Vmax) if necessary for terrain clearance. Thrust will be in ALPHA FLOORNote: max angle of attack (alpha floor) provides adequate margin over stall. PILOT NOT FLYING DUTIES* Monitor a/c performance. Call ROD if sinking* Monitor RA and call trends up or downAPPROACH & LANDING - anticipated windshear* Aim to be on a stable approach by 1000’ HAT* Use CONF 3 * VAPP should be increased to VLS + 15 kts* Use A/THR in SPEED unless it performs unacceptably* Select the longest runway and into wind. A shorter runway may be out of the windshear zone* Use a precision approach and VASI / PAPI indication if possible (assists in windshear recognition)* Large thrust reductions and trim changes may occur with the A/THR in speed mode. Use the autopilot - it has quicker and more accurate response. CONF 3 presents less drag and therefore less thrust change is required to maintain speeds - more stable pitch-thrust couple results. * Beware - often overshoot windshear then turns undershoot* Use all guidance available - ILS with FDs ON, FPA and BIRD ON as secondary choiceNote: predictive windshear is not available in the simulator.

TURBULENCE PENETRATIONWhere possible avoid areas of turbulence.Consider lower altitudes to increase speed margins on high speed buffet and low speed buffet. Sufficient buffet margin exists at optimum altitude.Turbulence Procedure (anticipated)C Warn the cabin in advanceS Speed reduction (if required)S Seat belt sign ONP PA “All passengers and crew be seated and fasten seatbelts”The captain should also make a PA that cabin service will cease because of likely Turbulence.CSM to call the flight deck and state “passengers and crew secure”.Turbulence Procedure (unanticipated)S Speed reduction (if required)S Seat belt sign ONP PA “All passengers and crew be seated and fasten seatbelts

immediately”

CSM, circumstances permitting, should call the flight deck back to state the condition of the cabin.Flight TechniqueA/P ……………………………………….… keep ON

Allow altitude to vary at the expense of over G loading.If thrust changes become excessive …… disconnect autothrust

Do not chase airspeed, change thrust with extreme airspeed variation only.Required thrust setting depends on weight, FL and required

speed. The table is in VOL 3 “SUPPL TECH” 3.04.91 P3 (type specific)

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In approach ……………………………….. use autothrust for managed speedTurbulence Penetration SpeedBelow FL200 240 ktsAbove FL200 260 ktsAbove approximately FL250 M 0.80 (intersection of 260 kts)

LOW VISIBILITY PROCEDURESUnserviceabilitiesWith MELs or in-flight ECAM actions check the required equipment table in the QRH for low vis operations. 3 Options with Failures ON Approach- Continue to original minima- Revert to higher minima- Go aroundFailure Above 1,000’ECAM action completeDecision to downgrade completeIf A/THR has failed, try using the other AP and re-engaging A/THRFailure Below 1,000’NO SWITCHING BELOW 1,000’

A go around must be performed in the case of:- AP OFF (cavalry charge)- Downgrading of capability (clic clic clic), eg. loss of CAT 2 or CAT 3- Any AMBER caution or RED warning- Any FLAG (including STBY ASI)- ALPHA FLOOR activation- ENGINE failure- no LAND GREEN at 350’ RA- LOC/GS excessive deviation- below 200’ RA: AUTOLAND warning light (unless visual & can land manually)BELOW the DH (Go Around required if)- AUTOLAND warning light- N/W steering failed (CAT 3). CAT 2 manual rollout control with rudder- AP off at touchdown (CAT 3) CAT 2 Manual rollout control with rudder and N/W steering- no FLARE indication on PFD at 30’ (CAT 3), CAT 2 manual flare and rolloutGeneralHands are to be kept on the thrust lever below 1,000’ HATAlert Height200’ DHFail Operational - CAT 3 DUALAn automatic landing can be made in the event of a failure below the alert heightFail Passive - CAT 3 SINGLEThe aircraft remains in trim with no significant deviation from flight path or attitude. The landing is completed manually.For anti-skid and nosewheel steering failures, disconnect the AP and perform the rollout manually.Technical The ‘retard’ call is 20’ - manual landing and 10’ - autoland.LimitationsIf landing manually off an autocoupled approach, the AP must be disconnected by 160’ HATFor a manual landing with CAT 2 displayed, disconnect prior to the flare sequence commencement = 80’ RAAutoland wind limitationsHWC 35 ktsXWC 20 ktsTWC 10 ktsTake-off with vis less than 400m - max XWC is 10 kts (FAM requirement)AUTOLAND LIGHTRA below 200’- both AP’s fail- both LOC transmitters or receivers fail- both glideslope transmitters or receivers fail- the two RA’s differ by more than 15’- the a/c becomes too far off the beam (LOC or GLIDE)F/O head down from beginning of approach.DESIGN MINIMUMSCAT 2: 100’ 400m/200m/ADVCAT 3 SINGLE: 50’ 200m/200m/ADVCAT 3 DUAL: ZERO’ (no DH) 75m/75m/75mTAKEOFF: ZERO’ 125m/125m/125m CALLS200’ CAT 3 DUAL alert heigt100’ CAT 3 DUAL no DHDIVERGANCE ON TAKEOFFPNF – “STEER LEFT/RIGHTPF – “CORRECTING”(CASA requirement now)

STALL RECOGNITION & RECOVERYStall is only possible in: ALTERNATE LAWDIRECT LAW

MECHANICAL BACKUPThe speed scale changes so that the red and white barber pole (at low speed end) is VSW. VSW is generated by the PRIM.Reducing below VSW there is an aural warning “STALL STALL STALL”There is speed stability at VSW. The FBW will introduce a nose down pitch to avoid stall but this can be overridden by the pilot. The FBW stops trimming at below VSW.The recovery method is:THRUST LEVERS ………. TOGASimultaneously -

PITCH ATTITUDE ……… REDUCEBANK ANGLE …………… WINGS LEVELSPEED BRAKES ……….. RETRACT

If near the ground, fly at just above VSW and accelerate when safe to do soIf in clean configuration:Below 20,000’ …………. CONF 1 selectIf not in clean configuration:CONFIGURATION ……… LEAVELANDING GEAR ………... UPWhen above VSW - apply the normal go around procedureManual pitch trim will be required in direct law. Trim requirement will be large if thrust was changed from IDLE to TOGA (the aircraft has a strong pitch-thrust coupling)

INTERCEPTING GLIDESLOPE FROM ABOVE Be fully configured FCU altitude set above current altitude V/S -1500’/min down (do not use OP DES as thrust will be IDLE, not SPEED) APPR arm Use the landing gear as a high drag device if required Speedbrake may be used but is not recommended At G/S* then G/S; “GO AROUND ALTITUDE _____ SET”To be stable by 1000’ AGL (IMC requirement) the glideslope must be intercepted by 1500’Heavyweight; it is more difficult to do this manoeuvre

TAKEOFF MANOEUVRERolling take off - thrust is set to 50% N1 and stabilised before advancing to FLEX / TOGA. (50% N1 is with the thrust lever detent just aft of the “T” in the lever pedestal).FLEX / TOGA thrust must be achieved by 80 kts.There is no official thrust setting tolerance except that a difference of 1% N1 must be entered in the log. Inadequate thrust is cause for a rejected takeoff but the Captain’s judgement is required as to what is inadequate. Forward stick is gradually reduced to neutral between 80 kts and 100 kts.

Tail Strike Olea Compressed Oleo ExtendedA330-200 12 15.5A330-300 10 14Wing Strike (wing tip strikes before engine)Landing gear shocks compressed.A330-200 & 300 (pitch 7) 17 AOB 19 AOB

(pitch 10) 16 AOB 17 AOB(pitch 0) 20 AOB 22 AOB

Note that at higher than 9 AOB and 12 pitch, the horizontal STAB will strike the ground before the wingtip or the tail fuselage.These figures are independent of flap setting.Takeoff is usually limited by VMU speed (min V2)V2min > 1.13 VS1G

V2min > 1.10 VMCA (likely at low GW)All engine rotation rate: 3/sec to 15 NU (all engines)E/O rotation rate 2.5/sec (3/sec - 300) to 10 - 12 NUIn CONF 1+F for a given stick input the aircraft will rotate slightly faster.The greatest risk of tailstrike is after lift-off.If there is a tailstrike - do not pressurise the cabin. Reduce weight and return for a landing.* Do not follow the SRS (FD) orders for rotation* Rotation is approximately half to two thirds stick input and holdThe generally recommended technique is rotate eyes outside and when the horizon disappears under the coaming, translate to PFD. Engine out, the translation must be earlier as the coaming does not disappear until after 10 NU.AP is available from 100’ AGLPositive rate of climb by the PF is confirmed by RA, Altimeter and VSI

Crosswind Take OffIf an ILS is available on the departure runway then the YAW BAR will be available.The maximum lateral deflection of the controls should be such that the edge of the cross is touching the yaw bar - any further results in spoiler rise and associated control problems and drag. For strong crosswinds, this control input does not fully maintain wings level. Some upwind wing rise is accepted.

Crosswind > 20 Kts or Any Tailwind ComponentThrust setting as follows (rolling takeoff):

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Yaw BarControlCross

- set 50% N1- rapidly advance to 70% N1- gradually set FLEX or TOGA to reach by 40 kts (ensure doesn’t take too long as the A/THR may drop out)Keep the sly pointer in the scan for wings level (as far as possible)At 100 kts the connection between rudder pedals and nosewheel steering has washed out - nose wheel will be centralised and rudder pedals control direction by rudder only. Approaching 100 kts - as nosewheel steering becomes ineffective, more rudder is required to maintain centreline.

Rotation is WITH into-wind aileron. A little is required than on the takeoff roll. A little more rudder is also required as the noewheel lifts off.Allow the aircraft to weather-cock into wind with rudder release straight after aircraft lift-off. Apply sidestick to maintain wings level. At 5 seconds after 8 pitch attitude the normal law is fully blended - roll control is a roll RATE. So stick-aileron input must be zero by then.RWY TRK (FD) gives gentle guidance back to the centreline.

Climb OutF and S speeds are minimum for retraction. Passing 200 kts the flaps blow back from CONF 1+F (1S & 1F) to CONF 1 (1S and 0F) (well before the limit of 215 kts) and will not restore even speed is reduced.‘Presel’ speed is used at green dot + 10 kts if an early turn back (>90 ) is required after takeoff.

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Approximate cross-point for crosswind rotate - wind > 20 kts