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Trigger the Flight QRH procedure with UAS / ADR check if the trajectory
has been stabilised and flight is under control.
This briefings booklet also provides a list of points that can help or affect the
accomplishment of the emergency manoeuvre and indicates the following in
particular:
The factors identified as aids are: ground speeds, GPS altitude, radioaltimetric
height and STALL warning;
The following factors, however, could be sources of confusion and
cause stress: unreliability of the FPV and of the vertical speed if the
altitude indications are affected, incorrect primary information without
any associated message on the ECAM, presence of alarms (false or real,
overspeed for example);
The key points presented for the correct management of the situation are:
detection of the problems, interpretation of the alarms and coordination
in processing.
The scenario used in the simulator led the crew-members to perform the
emergency manoeuvre items in a context where the aircraft remained in the
normal law and no alarms were triggered.
In view of the information provided by the operator, the pilots of F-GZCP had
taken this training session on the following dates:
Captain: 330 training on 12 March 2008(16)
First Officer 1: 330 training on 6 December 2008
First Officer 2: 330 training on 2 February 2009
It has not been possible to identify any other UAS training on A330 or A340
simulators that may have been taken by the flight crew.
Note: The research carried out on the pilots’ training made it possible to identify an
exercise called “fl ight with unreliable IAS”, done by the Captain at the time of his A320
type rating course at Air Inter.
(14)The topics cover
the exercises done
during the ECP
simulator sessions.
(15)Performing
the emergency
manoeuvre:
Basic control: AP,
ATHR and FD off
Attitude /
Thrust match
consistent with
the fl ight phase
Maintain the fl ap
confi guration
Retract the
speed brakes and
landing gear.
(16)At this time,
the 2008-2009
programme was
applicable in
agreement with
the authority.
F-GZCP - 1st June 2009
55
1.17.6 Type certification and Continuing Airworthiness
1.17.6.1 European regulations
The basic rules(17) establish the regulations relative to certification
(airworthiness, environmental, design and production organisations) and to
maintaining the airworthiness of aircraft and aeronautical products, parts and
appliances, according to the following structure:
1.17.6.2 Part 21
Part 21 (annex to regulation 1702/2003) establishes the requirements relative
to the certification of aircraft and aircraft products, parts and appliances, and
of the design and production organisations. It also establishes the procedures
for issuing airworthiness certificates.
1.17.6.3 Notions of type certificate and airworthiness certificate
The certification principles require that a product (type of aircraft for example)
must first of all be certified. When the product has successfully completed
the certification process, a “type certificate” is issued by the authority to the
company that designed the product. This certificate states that the generic
product meets the applicable technical conditions in every aspect.
An individual airworthiness certificate is then issued for each product (aircraft
for example) after it has been demonstrated that it conforms to the certified
type.
Among other things the holder of a type certificate is obliged to ensure the
continuing airworthiness of its fleet.
(17)EC No 216/2008
F-GZCP - 1st June 2009
56
At the time of the issuance of the first type certificate for the A330, the DGAC
was the authority responsible for issuing certificates to Airbus. The certification
principles, based on the JAR 21 regulations developed by the Joint Aviation
Authorities (JAA) were similar to those defined today in part 21.
In particular, in accordance with JAR 21, the decree dated 18 June 1991 put
in place a design approval procedure for the manufacturers of aeronautical
products and determined the conditions that must be met by approved
manufacturers. This approval – called DOA (Design Organization Approval) –
obliges the manufacturer to give details of the working procedures that it will
put in place to meet the requirements of JAR 21 or of part 21, in particular in
relation to continuing airworthiness.
1.17.6.4 Continuing airworthiness
Continuing airworthiness rests in particular on the evaluation of the criticality
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