A330/A340 8.50.1 Flight.Controls
FCTM REV.1.(6.JUN.05)
NON-NORMAL.FLAPS/SLATS.CONFIGURATION
Non-normal operation of the flaps and/or slats may be due to one of the following problems:
. Double.SFCC.failure . Double.hydraulic.failure.(B+G.or.Y+G) . Flaps/Slats.jammed.(operation.of.the.WTB)
Non-normal operation of the flaps and slats has significant operational consequences since the control laws may change. The attitude on approach changes, approach speeds and landing distances increase and the go-around procedure may have to be modified. The most significant failure is a double SFCC fault, which leads to not only the loss of AP and A/THR but also a complete.loss.of.speed.limit.information.on.the.PFD.
Flap/slat problems are normally considered in the context of the landing phase. However, it is possible to encounter a problem during retraction after take-off. In this case, use selected speed in order to avoid exceeding VFE. The landing distance available at the departure airport and the aircraft gross weight will determine.the.next.course.of.action.
The most probable time for the detection of a slat failure is on the selection of Flaps 1 for the approach. With the A/THR operative and the flaps lever at 1, the managed speed target becomes S speed. If the slats fail to extend, select Green Dot to avoid deceleration in the clean configuration, as the aircraft automatically decelerates to S speed even if the slats do not extend. Multiple failures are highly improbable, however appreciate that the initial ECAM F/CTL SLATS FAULT/LOCKED gives no indication of potential flap problems. Thus it is possible to spend time determining the appropriate landing configuration before the complete extent of the flap/slat problem has been identified. If possible, delay the approach to complete the ECAM procedure, refer to the LANDING WITH SLATS OR FLAPS JAMMED paper checklist, determine the VAPP and landing distance.and.to.update.the.approach.briefing.
During the ECAM procedure, Flaps 2 will be selected, as the Flap Lever Position table in the QRH directs the use of a minimum of CONF 2. If at this point there is an additional FLAPS FAULT/LOCKED message, then the full extent of the failure can be determined and the appropriate checklist actioned. If both flaps and slats are jammed at zero, the QRH directs the crew to the NO FLAPS NO SLATS LANDING checklist. Setting the flap lever back to Flaps 1 during this particular checklist is to enable the use of SRS during a go-around. VFE displayed on the PFD will be incorrect since it based on flap lever position and not the actual configuration.
In the QRH LANDING WITH SLATS OR FLAPS JAMMED checklist, the line;
"SPEED SEL....................................................VFE NEXT PLACARD SPD -5 kt"
can be slightly confusing but is designed to allow the extension of the flaps/slats to the required landing configuration while controlling the speed in a safe manner. This is particularly relevant at heavy weights. The paper checklist appears to circumvent normal use of the ECAM procedure associated with the initial slats locked message. However, its intent is to resolve all SFCC issues, rather than just the initial slats SFCC issue and thus more quickly identify the achievable landing configuration. Use the lower of VFE Next or Placard Speed. (VFE Next on the PFD and placard speeds are identical, except for Flap 2 where the PFD initially displays VFE NEXT for CONF 1* against a placard speed for CONF 2). The speed reduction and configuration changes should be carried out in non-manoeuvring flight.
The following scenario on an A333 assumes a failure with the slats locking between 0 and 1 and flaps operating normally:
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Select Green Dot and use selected speed for the rest of the approach. Green Dot is used initially since the aircraft is effectively still in the clean configuration.
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With Flap 1 selected, VFE NEXT is 205 kt, Placard Speed would be 196 kt.
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