A330/A340 机组训练手册 FCTM Flight Crew Training Manual(84)

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ECAM does not distinguish whether fuel is available or not, and therefore provides a procedure which covers all cases. Furthermore, the ECAM procedure refers to the QRH for OPERATING SPEEDS and L/G GRAVITY EXTENSION. Consequently, apply either the ALL ENG FLAME OUT FUEL REMAINING or ALL ENG FLAME OUT NO FUEL REMAINING paper procedure in the QRH which are optimised for each case and include any required ancilliary paper procedures e.g. L/G GRAVITY EXTENSION. On completion of the QRH procedure and if time permits, clear the ECAM warning and read the ECAM STATUS.page.
Commence the procedure with attention to the optimum relight speed without starter assist which is initially (A333/A343: 300 kt/.82M) (A346: 270 kt). If there is no relight within 30 seconds, the QRH/ECAM orders engine master off for 30 seconds and then on again. This is to permit ventilation of the combustion chamber. Without starter assist, all engine master switches may be selected on at.the.same.time.
Start the APU below FL 250. Below FL 200, attempt an engine relight using APU bleed for starter assist. When using APU bleed for starter assist, only one engine must be started at a time. The optimum speed for starter assist is green dot, which is not displayed on the PFD. Consequently, use the optimum speed with APU bleed available from the checklist until the QRH Part 4 can be consulted to accurately.determine.green.dot.speed.
8.100.2

A330/A340 Non-normal.Operations
REV.1.(6.JUN.05)
FCTM Power.Plant
TAIL.PIPE.FIRE
An engine tail pipe fire typically occurs at engine start and results from excess fuel in the combustion chamber or an oil leak in the low-pressure turbine race. A tail pipe fire is an internal fire contained within the engine where no sensitive areas.are.affected.
Should a tail pipe fire be reported, apply the checklist procedure, which requires the.engine.to.be.shut.down.and.ventilated.
The FIRE pb must not be pushed as this would de-energise the FADECs and prevent the motoring sequence. The AGENT pbs must not be pushed as they provide no benefit with extinguishing an internal fire. The priority must be given to.engine.ventilation.
If a tail pipe fire is reported with no bleed air readily available, a ground fire extinguisher.should.be.used.as.last.resort.
FCOM.3.02.70.refers
Miscellaneous
FCTM REV 1 (6 JUN 05)
OVERWEIGHT LANDING
Should an overweight landing be required, a long straight in approach, or a wide visual pattern, should be flown in order to configure the aircraft for a stabilised approach. Plan to be at VAPP by the final approach fix.
There are no adverse handling characteristics associated with overweight landings. Landing distance with CONF 3 or FULL at all gross weights is normally less than take-off distance. However, verify runway field length requirements from the landing distance charts in the QRH or FCOM 2. Tyre deflation may occur if brake temperatures exceed 800.C.
Automatic landing has been demonstrated up to the weights specified in FCOM
3.01.32. CONF FULL is the preferred landing configuration provided that the approach climb gradient criteria can be achieved using CONF 3 for the go-around. At high weights and temperatures, a CONF 3 approach is required to satisfy go-around criteria (QRH Maximum Weight For Go-Around in CONF 3 table refers). In all cases, if the landing configuration is different from CONF FULL, select Flaps 1 (CONF 1+F) at initiation of the go-around. The approach climb gradient criteria is never limiting in CONF 1+F. To ensure that maximum thrust is available in the event of a go-around, select the packs off, or use the APU as the bleed source.
If a go-around is performed using CONF 1+F, VLS CONF 1+F may be higher than VLS CONF 3 + 5 kt (VAPP). In this case, follow the SRS order, which will accelerate the aircraft up to the displayed VLS. VLS CONF 1+F equates to 1.23 VS1g whereas the minimum speed for go-around required by regulation is 1.13VS1g. Consequently, this requirement is always satisfied.
　
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