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? Refer to LANDING WITH FLAPS OR SLATS JAMMED paper check list.
? Update the approach briefing
In the QRH, the line, "SPEED SEL VFE NEXT -5 kt" is designed to allow the crew to configure
the aircraft for landing whilst controlling the speed in a safe manner. This procedure may involve
ABNORMAL OPERATIONS
FLIGHT CONTROLS
reducing speed below the manoeuvring speed for the current configuration which is acceptable provided the speed is kept above VLS. The speed reduction and configuration changes should preferably be carried out wings level.
The landing distance factors and approach speed increments are available in the QRH. Refer to AO-010 LANDING DISTANCE PROC.
Assuming VLS is displayed on the PFD, VAPP should be close to VLS + wind correction, since this speed is computed on the actual slat/flap position.
The AP may be used down to 500 ft AGL. As the AP is not tuned for the abnormal configurations, its behaviour can be less than optimum and must be monitored.
During the approach briefing, emphasis should be made of:
? Tail strike awareness
? The go-around configuration
? Any deviation from standard call out
? The speeds to be flown, following a missed approach
? At the acceleration altitude, selected speed must be used 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. Additionally, when diverting with flaps/slats extended, cruise altitude is limited 20 000 ft.
NO FLAPS NO SLATS LANDING
Some items in the QRH "NO FLAPS NO SLATS LANDING" checklist need to be highlighted:
? More distance is required for manoeuvring.
? The flap handle should be placed into CONF 1 position as required by the QRH to enable the SRS mode in the event of a go-around. VFE displayed on the PFD depends on the flap lever position, so a false VFE will be given.
? Disregard the CONF 2 requirement on the ECAM the status page.
? Autopilot is allowed down to 500 ft AGL.
? At 500 ft, reduce speed to obtain VLS -5 kt (or VREF +45 kt, if VLS not available) at touchdown for performance considerations.
? During the approach the aircraft pitch attitude will be high, increasing the risk of a tail strike on touchdown. Consequently, only a small pitch adjustment is required in the flare to reduce the rate of descent prior to a positive touchdown.
? Due to the high touchdown speed, a prolonged float should be avoided
? Braking considerations apply, Refer to NO-160 BRAKING.
The NO FLAPS NO SLATS LANDING is classified as an extremely improbable failure. It is the reason why the corresponding procedure is not related on ECAM but only on the paper C/L.
ABNORMAL OPERATIONS
FLIGHT CONTROLS
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A330/A340 机组训练手册 FCTM Flight Crew Training Manual 2(36)
