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Select 191 kt and when below Placard Speed of 196 kt, select Flap 2.
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While multiple failures are improbable, this is the point when any flap SFCC problems will be indicated.
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If the flaps extend, VLS reduces and the selected speed can be reduced. Do not reduce speed below VLS.
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Repeat the procedure until landing configuration is reached, using the applicable VFE NEXT.
At high weights, this procedure may involve reducing speed below the manoeuvring speed for the current configuration. In a non-normal situation this is acceptable on a short-term basis, provided the speed remains above VLS.
The landing distance factors and approach speed increments are available in the QRH. Determine the values of each as follows:
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LDG DIST = Actual Landing Distance Without Autobrake, CONF FULL x factor.
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VAPP = VREF + LVREF + Wind correction.
Assuming VLS is displayed on the PFD, the approach speed should be close to VLS plus wind correction, as VLS is computed using the actual slat/flap position.
The use of AP down to 500 ft AAL and A/THR (if available) is recommended. The AP is not optimised for non-normal configurations and so its performance must be closely monitored. The PF should be ready to take over manually if AP performance becomes unsatisfactory.
A330/A340 8.50.3 Flight.Controls
FCTM REV.1.(6.JUN.05)
The QRH NO FLAPS NO SLATS LANDING checklist is a relatively simple procedure. However, more distance is required for manoeuvring. During the approach the aircraft pitch attitude is high, increasing the risk of a tailstrike. Consequently, only make a small pitch adjustment in the flare to reduce the rate of descent prior to a positive touchdown. Due to the high touchdown speed, avoid a prolonged float. The use of (A333/A343: MED) (A346: 3/4) autobrake is strongly.recommended.
During the approach briefing, emphasise the configuration, calls to be made and speeds to be flown in the event of a missed approach. At the acceleration altitude, use selected speed to control the acceleration to the required speed for the.configuration.
Consider the fuel available and the increased consumption associated with a diversion when flying with flaps and/or slats jammed. Cruise altitude is limited to 20000.ft.when.diverting.with.flaps/slats.extended.
ELEVATOR.REDUNDANCY.LOST
The F/CTL ELEV REDUND LOST procedure, which is triggered in case of dual failures affecting the flight controls, is designed to prepare the aircraft for a third related failure which would result in the simultaneous loss of one or both elevators and some ailerons. The procedure has two entry points depending on the.combination.of.dual.failures:
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Ailerons are preset (if a third related failure would result in the loss of both elevators)
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Ailerons are not preset (if a third related failure would result in the loss of only.one.elevator)
In anticipation of a third failure that would result in the loss of both elevators, the ailerons are preset 12° up, and the resulting pitch up moment compensated for by the elevators, which are still available, and then trimmed by the THS. This preset is a compromise between the increased fuel consumption (approximately 16%) and the pitch up moment that would occur following a third failure. The aileron.preset.is.displayed.on.ECAM.F/CTL.page.
If a third failure would result in the loss of only one elevator, there is no aileron preset.since.the.remaining.elevator.will.compensate.for.the.pitch.up.moment.
Depending on the combination of failures, the AP may not be available. If the ailerons are preset, the AP automatically disconnects, as its performance is less than optimum. However, below 2000 ft or when in CONF 2, the aileron preset is inhibited.to.facilitate.the.landing.and.permit.the.use.of.AP.if.available.
The F/CTL ELEV REDUND LOST procedure imposes both speed and FL limitations to ensure structural integrity and to maintain stabiliser authority should a third failure occur. It requires the application of a LDG DIST PROC and since it is the result of multiple failures, the QRH table must be carefully interrogated for the.correct.LDG.CONF, .VREF.and.LDG.DIST.factors.
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