Fcoma330 Qrhrev14

Scandinavian Airlines System A330

QRH Revision Number 14
To all holders of Scandinavian Airlines System A330 QRH.
Following sections are revised.
Index Remove
Page SEQ
0.
01
SK1
03
SK1
7.
02
SK1
REV
13
13
13
Insert
Page
01
03
02
SEQ
SK1
SK1
SK1
Reason for revision

REV
14 Revision record updated.
14 List of effective pages updated.
14 FOM reference changed to FO OM-A.
NOTE!
For missing Transmittal Letters, or if you find pages in your manual to be out of date, please apply to
STOWLSK by CO-MAIL or by TELEFAX number +46-8-797 24 55.
Revision date: 2005-07-01
STOOF-F/jh
ka
A330
QRH
Running H/F 2
GENERAL
SEQ SK1
REV 03
0.00
IMPORTANT
SCOPE
The QRH contains some specific procedures which are not displayed on ECAM.
As a general rule, the procedures displayed on ECAM are not provided in the QRH (refer
to FCOM 3.02).
TASK SHARING FOR ABN/EMER PROC
For abnormal/emergency procedures the task sharing is normally as follows:
PF Pilot flying Responsible for:
Thrust levers (see below)
Flight path and airspeed control
Aircraft configuration (Request configuration change)
Navigation
Communications
PNF Pilot non flying Responsible for:
ECAM or checklist reading
Execution of required actions on PF request
Engine master switch, thrust lever on malfunctioning engine and ENG FIRE
pushbutton (confirmed and monitored by the PF)
If the CDR determines a different task sharing, this must be clearly communicated and understood by both pilots.
ECAM CLEAR
DO NOT CLEAR ECAM WITHOUT CROSS-CONFIRMATION OF BOTH PILOTS.
ABN/EMER PROC INITIATION
Procedures are initiated on command of the pilot flying.
No action will be taken (apart from audio warning cancel through MASTER WARN light)
until:
The appropriate flight path is established and,
The aircraft is at least 400 feet above the runway, if a failure occurs during takeoff,
approach, or go around.
(In some emergency cases, provided the appropriate flight path is established, the
pilot flying may initiate actions before the height.)
NORMAL CHECKLIST
Normal C/L are initiated by the PF and read by the PNF (On ground L/P is a always "PF").
The PF shall respond after having checked the existing configuration. When both pilots
have to respond, P is indicated.
SAS ALL
A330
QRH
Running H/F 2
GENERAL
SEQ SK1
REV 10
0.00A
USE OF SUMMARIES
GENERAL
In case of an electrical emergency configuration, or a dual hydraulic failure:
The ECAM should be applied first.
This includes both the procedure, and the STATUS section.
Only after annoucning "ECAM ACTIONS COMPLETED", should the PNF refer to the corresponding QRH summary.
The PNF should then refer to the "CRUISE" portion of the Summary in order to determine
the landing configuration, the corresponding VAPP and landing distance coefficient. In order to determine VREF (MCDU not available) and landing distance, use QRH as stated in
the note below the GA Summary.
APPROACH PREPARATION
As always, the approach preparation shall include a review of ECAM STATUS. After reviewing STATUS, PNF shall refer to the "CRUISE" portion to review landing configuration,
compute VAPP and landing distance.
The LANDING and GO-AROUND portions of the summary should be used for the approach briefing.
APPROACH
The APPR PROC actions should be performed by reading the APPROACH portion of the
summary.
The PNF should then review the ECAM STATUS, and check that all the APPR PROC
actions have been completed.
SAS ALL
A330
QRH
Running H/F 2
GENERAL
SEQ SK1
REV 14
0.01
Tom sida
KEEP THE MANUAL UP-TO-DATE BY INSERTING ALL REVISIONS IMMEDIATELY. The

transmittal letter number columns should be used as your own check list and each transmittal letter number should be crossed out when received by you. The holder is responsible for
checking that all pages mentioned on the transmittals have been received.
The proper revision status of the manual can be checked in the InfoPage system: (P1) AAP
IND REVSTATUS/QRH.
If any revision is missing, please apply to STOWL by company mail or telefax +46-8-797 24
55.
No.
01
02
03
04
05
06
07
08
09
10
11
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14
15
16
17
18
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21
22
23
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26
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SAS ALL
Revision Date Date entered Signature

01MAY02
20MAY02
15AUG02
01OCT02
18NOV02
27JUN03
01OCT03
28JAN04
15APR04
08JUL04
01NOV04
10JAN05
01MAR05
01JUL05
No.
34
35
36
37
38
39
40
41
42
43
44
45
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48
49
50
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52
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57
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Revision Date Date entered Signature
A330
QRH
Running H/F 2
GENERAL
INTENTIONALLY LEFT BLANK
bnngjfkfj
SEQ SK1
REV 06
0.02
A330
QRH
Index
Page-SEQ
REV
0.
00-SK1
00A-SK1
01-SK1
02-SK1
03-SK1
00-SK100
01-203
02-SK1
03-SK1
04-001
05-100
06-001
06A-900
06B-SK1
07-SK1
08-SK1
09-SK1
10-001
11-100
12-100
13-001
14-001
15-100
16-100
17-001
18-100
19-100
20-106
21-100
22-106
23-100
24-001
00-SK1
01-SK1
02-SK104
03-SK001
04-SK200
05-SK001
06-100
07-104
08-065
09-001
10-001
11-SK1
12-001
13-001
14-001
15-001
16-SK1
17-001
18-SK1
19-SK001
20-001
03
10
14
06
14
12
15
06
10
20
20
20
20
12
06
10
06
17
17
19
20
20
20
20
20
20
20
20
20
20
20
20
12
12
11
11
11
10
19
18
20
18
17
12
17
17
17
17
06
19
10
10
19
1.
2.
SAS ALL
Running H/F 2
SEQ SK1
GENERAL
Transmittal letter
date
2002-08-15
2004-07-08
2005-07-01
2003-06-27
2005-07-01
2005-01-10
2003-06-27
2003-06-27
2004-07-08
2005-01-10
2005-01-10
2005-01-10
2005-01-10
2005-01-10
2003-06-27
2004-07-08
2003-06-27
2003-06-27
2003-06-27
2004-07-08
2005-01-10
2005-01-10
2005-01-10
2005-01-10
2005-01-10
2005-01-10
2005-01-10
2005-01-10
2005-01-10
2005-01-10
2005-01-10
2005-01-10
2005-01-10
2005-01-10
2004-11-01
2004-11-01
2004-11-01
2004-07-08
2004-07-08
2004-04-15
2005-01-10
2003-06-27
2003-06-27
2005-01-10
2003-06-27
2003-06-27
2003-06-27
2003-06-27
2003-06-27
2004-04-15
2004-07-08
2004-07-08
2004-07-08
Index
3.
4.
5.
6
7.
REV 14
Page-SEQ
REV
21-001
22-075
23-075
24-001
25-001
26-150
27-030
28-030
29-965
30-SK001
31-001
32-001
33-001
34-001
35-SK1
36-SK1
37-SK1
38-900
39-020
40-030
41-100
42-100
43-SK1
00-SK1
01-SK1
02-SK1
00-SK1
01-SK1
02-SK1
03-SK1
04-SK1
05-SK1
06-SK1
07-SK1
08-SK1
09-SK1
10-SK1
11-SK1
12-SK1
13-SK1
14-SK1
15-SK1
16-SK1
00-SK1
01-SK1
02-SK1
03-SK1
04-960
05-SK1
50-SK1
01-SK1
02-SK1
17
17
18
20
20
18
17
19
18
10
17
17
17
17
10
12
12
20
17
18
12
20
19
03
06
06
02
02
03
03
03
02
06
02
06
11
02
03
02
03
02
02
02
03
06
02
02
20
06
13
12
14
0.03
Transmittal letter
date
2003-06-27
2003-06-27
2005-01-10
2005-01-10
2005-01-10
2003-06-27
2003-06-27
2004-07-08
2003-06-27
2004-07-08
2003-06-27
2003-06-27
2003-06-27
2003-06-27
2004-07-08
2005-01-10
2005-01-10
2005-01-10
2003-06-27
2003-06-27
2005-01-10
2005-01-10
2004-07-08
2002-08-15
2003-06-27
2003-06-27
2002-05-20
2002-05-20
2002-08-15
2002-08-15
2002-08-15
2002-05-20
2003-06-27
2002-05-20
2003-06-27
2004-11-01
2002-05-20
2002-08-15
2002-05-20
2002-08-15
2002-05-20
2002-05-20
2002-05-20
2002-08-15
2003-06-27
2002-05-20
2002-05-20
2005-01-10
2003-06-27
2005-03-01
2005-01-10
2005-07-01
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ SK100
REV 12
1.00
CONTENTS
Q ELEC
ELEC EMER CONFIG-SYS REMAINING.........................
ELEC EMER CONFIG Summary ......................................
Q FIRE
SMOKE/ FUMES REMOVAL ............................................
SMOKE/FUMES/AVNCS SMOKE ....................................
BROADBAND SMOKE .....................................................
Q HYDRAULIC
HYD B+Y SYS LO PR Summary ......................................
HYD G+B SYS LO PR Summary ......................................
HYD G+Y SYS LO PR Summary ......................................
Q LANDING GEAR
LOSS OF BRAKING ........................................................
Q NAVIGATION
EGPWS ALERTS..............................................................
TCAS WARNINGS............................................................
Q POWER PLANT
ALL ENG FLAME OUT - FUEL REMAINING....................
ALL ENG FLAME OUT - NO FUEL REMAINING .............
Q MISCELLANEOUS
DITCHING.........................................................................
FORCED LANDING ..........................................................
EMER DESCENT..............................................................
ON GROUND EMER/EVACUATION ................................
SAS ALL
1.01
1.03
1.04
1.05
1.06A
1.07
1.08
1.09
1.10
1.11
1.12
1.13
1.17
1.20
1.22
1.24
7.01
A330
QRH
EMERGENCY
Running
H/F 2
ELEC EMER CONFIG SYS

REMAINING
AIR COND
PRESS
VENT
AUTO FLT
COM
EIS
FIRE
FLT CTL
FUEL
PROCEDURES
EMER GEN RUNNING
SUPPLIED BY
SUPPLIED BY
ENG HYD
RAT
PUMPS
PRESS AUTO SYS 1
Norm
Norm
inop
inop
MAN PRESS CTL
RAM AIR
Norm
Norm
PACK VALVE
Norm
Norm
AVIONIC VENT
OVBD only
OVBD only
inop
CARGO VENT
ISOL valve only
FMGC
1 only
inop
inop
MCDU
1 only
FCU
1 only
1 only
VHF 1
Norm
Norm
inop
HF1
Norm***
RMP 1
Norm
Norm
ACP (CAPT., F/O)
Norm
Norm
CIDS
Norm
Norm
INTERPHONE
Norm
Norm
inop
CVR
Norm
LOUDSPEAKER 1 + 2
Norm
Norm
PFD 1
Norm
Norm
inop
ND 1
Norm
ECAM upper DU
Norm
Norm
DMC 1 or 3
Norm
Norm
SDAC 1, FWC 1, ECP, CLOCK
Norm
Norm
ENG LOOPS
A only
A only
APU LOOP
A only
A only
CARGO SMOKE DET
1 only
inop
FIRE EXT. (Eng, APU, Cargo)
Squib A
Squib A
APU AUTO EXT.
PRIM 1
Norm
Norm
SEC 2
Norm
Norm
SEC 1
Norm
Norm
inop
FCDC 1
Norm
SFCC SLATS
1 only*
1 only*
inop
SFCC FLAPS
1 only*
PITCH TRIM
1 only
inop
inop
RUDD TRIM
Norm
RUDD TRAVEL
Norm
Norm
inop
FCMC
1 only
PUMPS
L PUMP 2 ***** L PUMP 2 *****
X FEED
Mot 1 only
Mot 1 only
LP VALVES
Mot 1 only
Mot 1 only
XFR, ISOL VALVES
Norm
Norm
AFT APU PUMPS
Norm***
Norm***
APU LP VALVE
Norm
Norm
SEQ 203
REV 15
1.01
BAT ONLY
IN FLT
ON GND
(IAS < 50 kt)
Norm
inop
Norm
Norm
OVBD only
inop
inop
inop
1 only
Norm
inop
Norm
Norm
Norm
Norm
inop
Norm
Norm
inop
Norm
Norm
Norm
A only
A only
inop
Squib A
Norm
Norm
Norm
inop
1 only
inop
inop
inop
Norm
inop
inop
Mot 1 only
Mot 1 only
Norm
Norm***
Norm
Norm
Norm
Norm
Norm
OVBD only
inop
inop
3 only
1 only
Norm
inop
Norm
Norm
Norm
Norm
inop
Norm
Norm
inop
Norm
Norm
Norm
A only
Norm
inop
Squib A
Norm
Norm
Norm
Norm
inop
1 only
inop
inop
inop
Norm
2 only
inop
Mot 1 only
Mot 1 only
Norm
Norm***
Norm
*
Operative when LAND RECOVERY pushbutton is ON
***
Shed when LAND RECOVERY pushbutton is selected ON.
***** Cross feed valve automatically opens.
If L PUMP 2 inoperative, R PUMP 2 takes over.
Remaining pump is lost when LAND RECOVERY pushbutton is ON.
When supplied by the RAT only, the remaining pump is lost when speed is below
260 knots.
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
ELEC EMER CONFIG SYS

REMAINING
HYD
ICE & RAIN
L/G
LIGHT
NAV
OXYGEN
PNEU
APU
DOORS
PWR PLT
*
**
***
****
PROCEDURES
EMER GEN RUNNING
SUPPLIED BY
SUPPLIED BY
ENG HYD
RAT
PUMPS
FIRE SOV
Norm
Norm
RAT CTL
Norm
Norm
ENG A. ICE
Open
Open
WING A. ICE
Norm
inop
CAPT PITOT
Norm
Norm
inop
WHC 1
Norm*
CAPT AOA
Norm
inop
inop
STBY AOA/PITOT
Norm****
RAIN REPEL
Capt
Capt
LGCIU
1 only*
1 only*
GRVTY EXT
Norm
Norm
IND. PANEL
Norm
Norm
inop
AUTO BRK/ANTI SKID
Inop/Norm*
PARK BRK
Norm
Norm
inop
L LDG LT
Norm*
IR 1 and 3
Norm
Norm
IR 2
5 min
5 min
ADR 1
Norm
Norm
inop
ADR 3
Norm****
VOR or ADF**
1 only
1 only
DME
1 only
inop
MMR
1 only
1 only
DDRMI
Norm
Norm
inop
ATC
1 only
inop
RADAR
1 only***
STBY BY HOR/COMPASS
Norm
Norm
STBY ASI (not deiced)
Norm
Norm
inop
STBY ALTI (VIB)
Norm
CREW OXY valve ctl
Norm
inop
PAX OXY
Norm
Norm
ENG BLEED
BMC 1 only
BMC 1 only
X BLEED
man only
man only
Norm
Norm
SLIDES ARM WARN
Norm
Norm
FADECs, IGNITION
A+B
A+B
inop
inop
REV
HP VALVE closure
Norm
Norm
SEQ SK1
REV 06
1.02
BAT ONLY
IN FLT
ON GND
(IAS < 50 kt)
Norm
Norm
Open
inop
Norm
inop
inop
inop
Capt
1 only*
Norm
Norm
inop
Norm
inop
Norm
5 min
Norm
inop
1 only
inop
1 only
Norm
inop
inop
Norm
Norm
inop
inop
Norm
BMC 1 only
man only
Norm
Norm
A+B
inop
Norm
Norm
Norm
Open
inop
Norm
inop
inop
inop
Capt
1 only*
Norm
Norm
inop
Norm
inop
Norm
5 min
Norm
inop
1 only
inop
1 only
Norm
inop
inop
Norm
Norm
inop
inop
Norm
BMC 1 only
man only
Norm
Norm
A+B
inop
Norm
Operative when LAND RECOVERY pushbutton is ON

Only VOR1 or ADF1 (as selected on the DDRMI) is available at a time.
Shed when LAND RECOVERY pushbutton is selected ON.
Shed when LAND RECOVERY pushbutton is selected ON, except if AIR DATA selector is switched to "CAPT ON 3". (This leads to the loss of autopilot.)
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ SK1
REV 10
1.03
ELEC EMER CONFIG Summary

(Remaining electrical system driven by Green Hyd pump/pumps)
C
R
U
I
S
E
SPD BRK................................................................................................ DO NOT USE

MAX SPD ......................................................................................................... 330/.82
ALTN LAW: PROT LOST
Only CAPT PITOT and AOA probes heated..
FUEL:
Increased fuel consumption (2.5%)
NAV:
Only MCDU 1, ILS 1, VOR 1/ADF 1, GPS 1, WXR 1
AUTO FLT:
Only A/P 1
COM:
Only ATC 1, VHF 1, HF 1, RMP 1
LANDING CONF
Use FLAP 3
APPROACH SPEED
VAPP = VAPP CONF 3
(no V REF )
LANDING DIST
Multiply by 1.1
CAT 1 ONLY
LAND RECOVERY.................................................................................................. ON
NOTE: A/P 1, HF 1 and WXR 1 lost
A SLATS/FLAPS SLOW
P TRIM TK MODE (at slat extension).................................................................... AUTO
P
R
L/G GRAVITY EXTENSION: ref QRH 2.13.
MAX SPD ..........................................................................................................200 KT
O When L/G down: USE MAN PITCH TRIM

L
A
N
D
I
N
G
FLARE:
Direct law
SPOILERS:
Only 3 per wing
BRAKING:
NORMAL SYSTEM. Anti-skid available.
NO REVERSER
NO NOSEWHEEL STEERING
G
NO GEAR RETRACTION. Increased fuel consumption.
A
NOTE: For determination of approach speed and landing distance correction, refer to QRH 2.40-
2.43. For landing distance, refer to QRH 4.02/4.03.
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ 001
REV 20
1.04
SMOKE/FUMES REMOVAL
PACK FLOW................................................................... HI
LDG ELEV ................................................. 10000 FT/MEA
DESCENT (FL 100, or MEA, or minimum obstacle clearance altitude) ......................................................INITIATE
ATC ....................................................................... NOTIFY
SMOKE PROC................................................ CONTINUE
While descending, continue applying the appropriate
steps of the SMOKE/FUMES/AVNCS SMOKE paper
procedure depending on the suspected smoke
source.
O At FL 100 or MEA:
PACK 1 + 2 ............................................................. OFF
MODE SEL............................................................. MAN
MAN VALVE SEL ................................................ BOTH
MAN V/S CTL.................................................. FULL UP
RAM AIR ................................................................... ON
O If smoke persists, cockpit window opening:
MAX SPEED ...........................................................230 KT
COCKPIT DOOR.................................................. OPEN
HEADSETS ............................................................... ON
PNF COCKPIT WINDOW .................................... OPEN
O When window is open:
NON-AFFECTED PACK(s) ................................... ON
VISUAL WARNINGS (noisy CKPT) ..........MONITOR
SMOKE PROC .........................................CONTINUE
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ 100
REV 20
1.05
SMOKE/FUMES/AVNCS SMOKE
LAND ASAP
APPLY IMMEDIATELY:
VENT EXTRACT ...................................................... OVRD
CAB FANS .................................................................. OFF
GALLEYS.................................................................... OFF
O IF REQUIRED:
CREW OXY MASKS .........................ON/100%/EMERG
SEAT BELTS/NO SMOKING........................................ ON
CKPT/CAB COM............................................ ESTABLISH
FAULTY EQUIPT (if identified) ......................... ISOLATE
O
If DENSE SMOKE, at any time of the procedure:

EMER EXIT LT .......................................................... ON
SMOKE/FUMES REMOVAL ...............................APPLY
ELEC EMER CONFIG................................. CONSIDER
Refer to the end of procedure to set ELEC EMER CONFIG.
If AIR COND SMOKE SUSPECTED:

APU BLEED ............................................................ OFF
VENT EXTRACT .................................................. AUTO
PACK 1.................................................................. OFF
O If smoke persists:
PACK 1 .................................................................. ON
PACK 2 ................................................................ OFF
CRG FWD ISOL VALVE ...................................... OFF
O If smoke still persists:
PACK 2 .............................................................. ON
VENT EXTRACT .................................................. OVRD
SMOKE/FUMES REMOVAL ....................... CONSIDER
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ 001
REV 20
1.06
SMOKE/FUMES/AVNCS SMOKE (contd)

Q
IF CAB EQUIPMENT SMOKE SUSPECTED:

EMER EXIT LT .......................................................... ON
COMMERCIAL ........................................................ OFF
SMOKE DISSIPATION....................................... CHECK
FAULTY EQPT ................................ SEARCH/ISOLATE
O When faulty equipment confirmed isolated:
COMMERCIAL .................................................NORM
SMOKE/FUMES REMOVAL ........................CONSIDER
O IF SMOKE SOURCE CANNOT BE DETERMINED AND
STILL PERSISTS OR AVNCS/CKPT SMOKE
SUSPECTED:
O AC BUS 1 can be shed as follows:
ECAM/ND SEL ......................................................F/O
ELEC/AC page ..............................................SELECT
BUS TIE............................................................... OFF
GEN 2.......................................................CHECK ON
AC ESS FEED....................................................ALTN
GEN 1.................................................................. OFF
SMOKE DISSIPATION ................................... CHECK
O AC BUS 2 can be shed as follows:
BUS TIE..................................................CHECK OFF
GEN 1.................................................................... ON
AC ESS FEED..................................................NORM
ECAM/ND SEL .................................................NORM
GEN 2.................................................................. OFF
SMOKE DISSIPATION ................................... CHECK
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ 900
REV 20
1.06A
SMOKE/FUMES/AVNCS SMOKE (contd)

TO SET ELEC EMER CONFIG
EMER ELEC PWR ............................................... MAN ON
O WHEN EMER GEN AVAIL
GEN 1...................................................................... OFF
GEN 2 ..................................................................... OFF
APU GEN ................................................................ OFF
ELEC EMER CONFIG
APPLY ECAM PROCEDURE WITHOUT PERFORMING THE GEN RESET.
SMOKE/BROADBAND SMOKE
This procedure shall be applied if SMOKE (OVHD and/or
AVNCS) is indicated on the Broadband System Panel.
SYS PWR.................................................................... OFF
This action confirms the automatic shut down of the system.
O If smoke persists:
COMMERCIAL ........................................................ OFF
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SAS ALL
SEQ SK!
REV 12
1.06B
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ SK1
REV 06
1.07
HYD B + Y SYS LO PR Summary

MAX SPD ......................................................................................................... 330/.82
C
R
U
I
S
E
l IF TRIM LOCKED above 8 UP:

MAX SPD ..........................................................................................................180 KT
MANEUVER WITH CARE
ALTN LAW: PROT LOST
LANDING CONF
APPROACH SPEED
LANDING DIST
Multiply by 1.3
Use FLAP 2
VAPP = VREF + 20
(VLS + 10 for controllability)
SLATS SLOW / FLAPS SLOW

CAT 1 ONLY
A GPWS FLAP MODE.............................................................................................. OFF
P
P
R L/G GRAVITY EXTENSION: ref QRH 2.13.
MAX SPD ..........................................................................................................200 KT
L
A
N
D
I
N
G
FLARE:
PITCH AUTHORITY REDUCED (No stabilizer)

- Direct law.
Only 2 per wing
NORMAL SYSTEM
SPOILERS:
BRAKING:
NO REVERSER
G
NO GEAR RETRACTION. Increased fuel consumption.
A
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ SK1
REV 10
1.08
HYD G + B SYS LO PR Summary

C
R
U
I
S
E
SPD BRK ................................................................................................DO NOT USE

MAX SPD..........................................................................................................330/.82
MANEUVER WITH CARE
ALTN LAW: PROT LOST
FUEL: Increased fuel consumption
LANDING CONF
APPROACH SPEED
LANDING DIST
If S < 1
: Use FLAP 2
VAPP = VREF+30
multiply by 2.4
If 1 < S < 2
: Use FLAP 2
VAPP = VREF+25
multiply by 2.3
If S > 2
: Use FLAP 3
VAPP = VREF+15
multiply by 1.9
SLATS JAMMED / FLAPS SLOW

CAT 1 ONLY
GPWS FLAP MODE (if Slats < 2)..........................................................................OFF
A For Flaps extension: SPD SEL .........................................................VFE NEXT - 5 KT
P
P
R L/G GRAVITY EXTENSION: ref QRH 2.13.
MAX SPD.......................................................................................................... 200 KT
When in landing CONF: DECELERATE TO CALCULATED VAPP
FLARE:
L
A
N
D
I
N
G
Only one ELEV

A/C slightly sluggish - Direct law
SPOILERS:
Only 2 per wing
REVERSERS: Only N 2
BRAKING:
B ACCU PRESS ONLY (7 applications)
NO ANTI-SKID
MAX BRK PR 1000 PSI
G NO GEAR RETRACTION. Increased fuel consumption

O O For circuit: MAINTAIN SLATS/FLAPS CONFIGURATION
Recommended speed: MAX SPD - 10KT
A
R O For diversion: SELECT CLEAN CONFIGURATION
O
O If Slats at Zero: Normal operating speeds
U
N
O If Slats not at Zero: Recommended speed: 205 KT (Increased fuel consumpD
tion)
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ SK1
REV 06
1.09
HYD G + Y SYS LO PR Summary
C
R
U
I
S
E
SPD BRK................................................................................................ DO NOT USE

MAX SPD ......................................................................................................... 330/.82
MANEUVER WITH CARE
ALTN LAW: PROT LOST
FUEL: Increased fuel consumption
LANDING CONF
APPROACH SPEED
LANDING DIST
If Flaps < 1 + F : Use FLAP 2
VAPP = VREF+30
multiply by 1.7
VAPP = VREF+15
multiply by 1.4
If 1+F < Flaps < 2 : Use FLAP 2
VAPP = VREF+20
multiply by 1.5
If 2 < Flaps < 3 : Use FLAP 2
If F = 3
: Use FLAP 3
VAPP = VREF+15
multiply by 1.4
If F > 3
: Use FLAP FULL VAPP = VREF+15
multiply by 1.4
SLATS SLOW / FLAPS JAMMED
CAT 1 ONLY
GPWS FLAP MODE (If Flaps < 3) ........................................................................ OFF
For Flaps extension: SPD SEL......................................................... VFE NEXT - 5 KT
A
P
P L/G GRAVITY EXTENSION: ref QRH 2.13.
R MAX SPD ..........................................................................................................200 KT
When in landing CONF: DECELERATE TO CALCULATED VAPP
l When L/G down: Direct law

L
A
N
D
I
N
G
FLARE:
Only one ELEV.

A/C slightly sluggish - Direct law
SPOILERS:
Only 2 per wing
REVERSERS: Only N 1
BRAKING:
ALTERNATE SYSTEM
NO GEAR RETRACTION. Increased fuel consumption

G l For circuit: MAINTAIN SLATS/FLAPS CONFIGURATION
O
Recommended speed: MAX SPD - 10 KT
A l For diversion:
R
l If Flaps at Zero: SELECT CLEAN CONFIGURATION
O
U
Normal operating speeds
N
l If Flaps not at Zero: MAINTAIN SLATS/FLAPS CONFIGURATION.
D
Recommended speed: MAX SPD - 10 KT
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ 001
REV 17
1.10
LOSS OF BRAKING
l IF AUTOBRAKE IS SELECTED:
BRAKE PEDALS......................................................................................... PRESS
l IF NO BRAKING AVAILABLE:
REV..................................................................................................................MAX
BRAKE PEDALS..................................................................................... RELEASE
A/SKID & N/W STRG ....................................................................................... OFF
BRAKE PEDALS......................................................................................... PRESS
MAX BRK PR ............................................................................................1000 PSI
l IF STILL NO BRAKING:
PARKING BRAKE............................. SHORT AND SUCCESSIVE APPLICATION
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ 100
REV 17
1.11
EGPWS ALERTS
CAUTION
During night or IMC conditions, apply the procedure immediately. Do not delay reaction
for diagnosis.
During daylight VMC conditions, with terrain and obstacles clearly in sight, the alert
may be considered cautionary. Take positive corrective action until the alert ceases or
a safe trajectory is ensured.
n "PULL UP" "TERRAIN TERRAIN PULL UP" "TERRAIN AHEAD PULL UP"
Simultaneously:
AP .....................................................................................................................OFF
PITCH ....................................................................................................... PULL UP
Pull up to full back stick and maintain.
THRUST LEVERS .........................................................................................TOGA

SPEED BRAKES lever ........................................................ CHECK RETRACTED
BANK ................................................................................WINGS LEVEL or adjust
For "TERRAIN AHEAD PULL up" only, in addition to climbing, and if the crew concludes
that turning is the safetest way of action, a turning maneuver can be initiated.
l When flight path is safe, and GPWS warning ceases:
Decrease pitch attitude and accelerate.

l When speed is above VLS, and vertical speed is positive:
Clean up aircraft, as required.
n "TERRAIN TERRAIN" "TOO LOW TERRAIN":

Adjust the flight path or initiate a go around.
n "TERRAIN AHEAD
Adjust the flight path. Stop descent. Climb and/or turn as necessary based on
analysis of all available instruments and information.
n "SINK RATE" "DONT SINK":

Adjust pitch attitude, and thrust to silence the alert.
n "TOO LOW GEAR" "TOO LOW FLAPS":

Correct the configuration or perform a go around.
n "GLIDE SLOPE":
Establish the airplane on the glide slope, or switch OFF the G/S mode pushbutton if
flight below the glide slope is intentional (non precision approach).
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ 100
REV 19
1.12
TCAS WARNINGS
Q Traffic advisory: "TRAFFIC" messages.
Do not maneuver based on a TA alone.
Attempt to see the reported traffic.
Q Preventive resolution advisory: "MONITOR VERTICAL SPEED" message.

Maintain or adjust the vertical speed, as required, to avoid the red area of the vertical speed scale.
Notify ATC.
When "CLEAR OF CONFLICT" is announced:
Resume normal navigation in accordance with ATC clearance.
Q Corrective resolution advisory: All "CLIMB" and "DESCEND" or "MAINTAIN

VERTICAL SPEED MAINTAIN" or "ADJUST VERTICAL SPEED ADJUST" type
messages.
Respond promptly and smoothly to a RA.
AP (if engaged) ................................................................................................ OFF
BOTH FDs........................................................................................................ OFF
Adjust the vertical speed, as required, to that indicated on the green area on the vertical speed scale.
NOTE: Avoid excessive maneuvers while aiming to keep the vertical speed just outside the red
area of the VSI and within the green area. If necessary, use the full speed range between Vmax and Vmax.
Respect stall, GPWS or windshear warning.

Notify ATC.
When "CLEAR OF CONFLICT" is announced:
Resume normal navigation in accordance with ATC clearance.
AP/FD can be reengaged as desired
O GO AROUND procedure must be performed when a RA "CLIMB" or
"INCREASE CLIMB" is triggered on final approach.

NOTE: Resolution Advisories (RA) are inhibited below 900 feet.
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ 001
REV 20
1.13
ENG ALL ENG FLAMEOUT - FUEL REMAINING

This paper procedure is applicable in case of all engine flameout, when there is fuel remaining on
board. It includes all the necessary and sufficient ECAM steps and additional information to manage
the situation. Therefore, the flight crew should apply this paper procedure and then, if time permits,
clear the ECAM warnings and check the ECAM STATUS page.
LAND ASAP
RAT .................................................................................................................MAN ON
ENG START SEL ....................................................................................................IGN
THRUST LEVERS................................................................................................. IDLE
OPTIMUM RELIGHT SPD ................................................................................ 300/.82
At 300 kts/.82, with all engines stopped, it takes about 15 minutes to descend from FL400 to
the ground. The distance is about 100 NM.
In case of a speed indication failure (volcanic ash), the pitch attitude for optimum relight
speed is -2 degrees (for weights above 150 tons, add 0.5 degree for each additional 20 tons)
Increase speed during descent toward 300 knots. Do not exceed MMO.
LANDING STRATEGY ............................................................................. DETERMINE

Determine whether a runway can be reached or the most appropriate place for a forced landing/
ditching.
EMER ELEC PWR (if not automatically coupled) ...........................................MAN ON

VHF 1 .....................................................................................................................USE
Only VHF1 is always supplied. Notify air traffic control of the nature of the emergency, and state
intentions.
If there is no contact with air traffic control, transmit a distress message on VHF frequency
121.5 MHz.
O IF NO RELIGHT AFTER 30 S:
ENG MASTERS.................................................................................. OFF 30S/ON
Unassisted start attempts can be repeated until succesful, or until APU BLEED is available.
O IF UNSUCCESSFUL
CREW OXY MASKS (Above FL 100).................................................................ON
Cabin altitude will increase due to the lack of engine bleed: The EXCESS CAB ALT
ECAM warning could be triggered. Depending on the situation, to gain gliding distance,
the flight crew may disregard the ECAM emergency descent requirement, because passengers will be provided with oxygen for a sufficient period of time.
O WHEN BELOW FL 250

APU (if operative) ........................................................................................ START
O WHEN BELOW FL 200:
WING ANTI ICE................................................................................................OFF
APU BLEED........................................................................................................ON
O IN SEQUENCE:
ENG MASTERS (one at a time).................................................... OFF 30S/ON
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ 001
REV 20
1.14
ENG ALL ENG FLAMEOUT - FUEL REMAINING (contd)

O When APU bleed is available or if engine restart is considered impossible:
OPTIMUM SPEED .................................................................230 KT/GREEN DOT
Green dot speed is the optimum speed for starter-assisted relight with APU bleed, or for
gliding as far as possible in the event of an all engine inoperative condition. Fly 230 knots
initially as green dot speed is not displayed on the Captains PFD. When time permits,
check green dot value in the following table.
GREEN DOT SPEED WITH ALL ENGINES INOPERATIVE (KNOTS)
Weight (1000 kg)
At or below FL 200
FL 300
FL 400
240
241
251
261
220
229
239
249
200
217
227
237
180
205
215
225
160
193
203
213
140
181
191
201
120
169
179
189
At green dot speed, the aircraft can fly up to approximately 3 NM per 1000 feet
(with no wind). Average rate of descent is approximately 1300 feet/min.
CABIN AND COCKPIT .................................................................................PREPARE
Loose equipment secured.
Survival equipment prepared.
Belts and shoulder harnesses locked.
SEAT BELT/NO SMOKING ..................................................................................... ON

COMMERCIAL .......................................................................................................OFF
USE RUDDER WITH CARE
RAM AIR ............................................................................................................ ON
Switch ON the RAM AIR to ensure complete depressurization.
BARO ................................................................................................................SET
CREW MASKS/OXY SUPPLY (below FL 100)................................................ OFF
NOTE: Final descent slope, when configured (CONF 1; L/G DOWN), will be approximately 650
feet/NM (with no wind).
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ 100
REV 20
1.15

Q IF FORCED LANDING ANTICIPATED
APPROACH
MIN RAT SPEED .............................................................................................. 140 KT
O At a suitable altitude (not below 3000 feet AGL), configure the aircraft for landing
(CONF 1; L/G DOWN):
LAND RECOVERY............................................................................................ ON
FLAP 1...................................................................................................... SELECT
EMER GEN is lost at slats extension. The aircraft is supplied by batteries only.
O At slat extension, if FUEL MAN FWD XFR has been selected

T TANK MODE......................................................................................... AUTO
T TANK FEED.......................................................................................... AUTO
MAX SPEED for GRAVITY EXTENSION.................................................... 200 KT
L/G GRVTY EXTN........................................................................................DOWN
Disregard "USE MAN PITCH TRIM" on the PFD, because the stabilizer is frozen in the
position it was at, when the windmilling was insufficient to provide hydraulic power.
O When L/G downlocked

L/G lever .................................................................................................DOWN
APPROACH SPEED.............................................................................. 170 KT
Adjust the speed to the Vapp given above. However, to reach the landing field/runway, the approach speed may be adjusted up to 240 knots (max speed with landing
gear extended).
MAX BRK PR............................................................................................ 1000 PSI

GND SPLR ...................................................................................................... ARM
AT 2000 FEET AGL
CABIN............................................................................... NOTIFY FOR LANDING
AT 500 FEET AGL
BRACE FOR IMPACT ................................................................................ ORDER
AFTER TOUCH DOWN
ENG MASTERS................................................................................................OFF
APU MASTERS SW .........................................................................................OFF
BRAKES ON ACCU ONLY
AFTER LANDING
O When the aircraft has stopped:
PARKING BRK..............................................................................................ON
ATC (VHF 1)..........................................................................................NOTIFY
FIRE pushbutton (ENG and APU) ........................................................... PUSH
AGENTS (ENG and APU).......................................................................DISCH
EVACUATION ......................................................................................INITIATE
ELT...................................................................................... CHECK EMITTING
If not, switch on the transmitter.
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ 100
REV 20
1.16

Q IF DITCHING ANTICIPATED
APPROACH
MIN RAT SPEED...............................................................................................140 KT
O At a suitable altitude (not below 3000 feet AGL), configure the aircraft for ditching (CONF 1; L/G UP):
LAND RECOVERY ........................................................................................... ON
FLAP 1 ...................................................................................................... SELECT
O At slat extension, if FUEL MAN FWD XFR has been selected

T TANK MODE .........................................................................................AUTO
T TANK FEED ..........................................................................................AUTO
L/G lever................................................................................................ CHECK UP
APPROACH SPEED.................................................................................... 170 KT
AT 2000 FEET AGL
CABIN........................................................................ NOTIFY FOR DITCHING
DITCHING pushbutton ................................................................................. ON
In case of strong crosswing, ditch face to the wind.
In the absence of strong crosswind, prefer ditching parallel to the swell. Touchdown
with approximately 11 degrees of pitch and minimum aircraft vertical speed.
AT 500 FEET AGL

BRACE FOR IMPACT.................................................................................ORDER
ENG MASTERS ............................................................................................... OFF
APU MASTER SW ........................................................................................... OFF
AFTER DITCHING
ATC (VHF 1) .............................................................................................. NOTIFY

FIRE pushbutton (ENG and APU)..................................................................PUSH
AGENTS (ENG and APU)............................................................................ DISCH
EVACUATION...........................................................................................INITIATE
ELT............................................................................................CHECK EMITTING
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ 001
REV 20
1.17
ENG ALL ENG FLAMEOUT - NO FUEL REMAINING

This paper procedure is applicable in case of all engine flameout, when there is no fuel remaining
on board. It includes all the necessary and sufficient ECAM steps and additional information to manage the situation. Therefore, the flight crew should apply this paper procedure and then, if time permits, clear ECAM warnings and check the ECAM STATUS page.
RAT .................................................................................................................MAN ON
THRUST LEVERS................................................................................................. IDLE
OPTIMUM SPEED ...................................................................... 230 KT/GREEN DOT
Fly 230 knots initially, as green dot speed is not displayed on the Captains PFD. When time
permits, check green dot value in the following table:
GREEN DOT SPEED WITH ALL ENGINES INOPERATIVE (KNOTS)
Weight (1000 kg)
200
180
160
140
120
At or below FL 200
217
205
193
181
169
FL 300
227
215
203
191
179
FL 400
237
225
213
201
189
At green dot speed, the aircraft can fly up to approximately 3 NM per 1000 feet (with
no wind). Average rate of descent is about 1300 feet/min.
LANDING STRATEGY ............................................................................. DETERMINE
Determine whether a runway can be reached or the most appropriate place for a forced landing/
ditching.
EMER ELEC POWER (if not automatically coupled) ......................................MAN ON

VHF 1 .....................................................................................................................USE
Only VHF 1 is always supplied. Notify air traffic control of the nature of the emergency and state
intention. If there is no contact with air traffic control, transmit a distress message on VHF frequency 121.5 MHz.
CREW OXY MASKS (Above FL 100) ......................................................................ON

Cabin altitude will increase due to the lack of engine bleed: The EXCESS CAB ALT ECAM
warning could be triggered. Depending on the situation, to gain gliding distance, the flight crew
may disregard the ECAM emergency descent requirement, because passengers will be provided with oxygen for a sufficient period of time.
CABIN AND COCKPIT................................................................................. PREPARE

SEAT BELT/NO SMOKING......................................................................................ON

COMMERCIAL ....................................................................................................... OFF
USE RUDDER WITH CARE
RAM AIR.............................................................................................................ON
Switch ON the RAM AIR to ensure complete depressurization.
BARO ..................................................................................................................... SET
CREW MASKS/OXY SUPPLY (below FL 100) ...................................................... OFF
NOTE: Final descent slope, when configured (CONF 1; L/G DOWN), will be approximately 650
feet/NM (with no wind).
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ 100
REV 20
1.18
ENG ALL ENG FLAMEOUT - NO FUEL REMAINING (contd)

Q IF FORCED LANDING ANTICIPATED
APPROACH
MIN RAT SPEED............................................................................................... 140 KT
O At a suitable altitude (not below 3000 feet AGL), configure the aircraft for landing
(CONF 1; L/G UP):
LAND RECOVERY ........................................................................................... ON
FLAP 1 ...................................................................................................... SELECT
MAX SPEED for GRAVITY EXTENSION ................................................... 200 KT

L/G GRVTY EXTN ..................................................................................... DOWN
Disregard "USE MAN PITCH TRIM" on the PFD, because the stabilizer is frozen in the
position it was at, when the windmilling was insufficient to provide hydraulic power.
O When L/G downlocked

L/G lever ................................................................................................. DOWN
APPROACH SPEED .............................................................................. 170 KT
Adjust the speed to the Vapp given above. However, to reach the landing field/runway, the approach speed may be adjusted up to 240 knots (max speed with landing
gear extended).
MAX BRK PR ......................................................................................1000 PSI

GND SPLR .................................................................................................ARM
AT 2000 FEET AGL
CABIN ...............................................................................NOTIFY FOR LANDING
AT 500 FEET AGL
BRACE FOR IMPACT.................................................................................ORDER
AFTER TOUCH DOWN
ENG MASTERS ............................................................................................... OFF
BRAKES ON ACCU ONLY
AFTER LANDING
PARKING BRK ............................................................................................. ON

ATC (VHF 1) ......................................................................................... NOTIFY
EVACUATION...................................................................................... INITIATE
ELT .....................................................................................CHECK EMITTING
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ 100
REV 20
1.19
ENG ALL ENG FLAMEOUT - NO FUEL REMAINING (contd)

Q IF DITCHING ANTICIPATED
APPROACH
MIN RAT SPEED ...............................................................................................140 KT
O At a suitable altitude (not below 3000 feet AGL), configure the aircraft for ditching
(CONF 1; L/G UP):
LAND RECOVERY............................................................................................ ON
FLAP 1...................................................................................................... SELECT
L/G lever .............................................................................................. CHECK UP

APPROACH SPEED .................................................................................. 170 KT
AT 2000 FEET AGL
CABIN..............................................................................NOTIFY FOR DITCHING
DITCHING pushbutton........................................................................................ON
In the absence of strong crosswind, prefer ditching parallel to the swell. Touchdown with
approximately 11 degrees of pitch and minimum aircraft vertical speed.
AT 500 FEET AGL

BRACE FOR IMPACT ................................................................................ ORDER
ENG MASTERS................................................................................................OFF
AFTER DITCHING
ATC (VHF 1)...............................................................................................NOTIFY
EVACUATION .......................................................................................... INITIATE
ELT ........................................................................................... CHECK EMITTING
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ 106
REV 20
1.20
DITCHING
This procedure applies when engines are running. If engines are not running, refer to the QRH "ALL
ENG FLAME OUT" (with or without fuel remaining) procedure, which has been amended to include
the ditching procedure when the engines are not running.
PREPARATION
ATC/TRANSPONDER (if available)................................................ NOTIFY/AS RQRD
Notify ATC of the nature of the emergency encountered, and state intentions. If not in contact
with ATC, select transponder code A7700, or transmit the distress message on: (VHF) 121.5
MHz or (HF) 2182 KHZ or 8364 KHZ.
CABIN and COCKPIT...................................................................................PREPARE
Loose equipment secured

Survival equipment prepared
Belts and shoulder harnesses locked
GPWS SYS.............................................................................................................OFF
GPWS TERR ..........................................................................................................OFF
SEAT BELTS/NO SMOKING................................................................................... ON
EMER EXIT LT ........................................................................................................ ON
COMMERCIAL .......................................................................................................OFF
LDG ELEV ..................................................................................................SELECT 00
BARO......................................................................................................................SET
Omit normal approach and landing checklist.
CREW MASKS/OXY SUPPLY (below FL 100) ......................................................OFF
APPROACH
L/G lever ...................................................................................................................UP

SLATS and FLAPS .....................................................................................MAX AVAIL
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ 100
REV 20
1.21
DITCHING (contd)
AT 2000 FEET AGL
CAB PRESS MODE SEL .......................................................................CHECK AUTO

BLEED (ENGs and APU) ....................................................................................... OFF
CABIN ................................................................................... NOTIFY FOR DITCHING
DITCHING pushbutton .............................................................................................ON
In the absence of strong crosswind, prefer ditching parallel to the swell. Touchdown with approximately 11 degrees of pitch and minimum aircraft vertical speed.
AT 500 FEET AGL

BRACE FOR IMPACT...................................................................................... ORDER
ENG MASTERS ..................................................................................................... OFF
APU MASTER SW ................................................................................................. OFF
AFTER DITCHING
ATC (VHF 1)..................................................................................................... NOTIFY

FIRE pushbutton (ENG and APU)....................................................................... PUSH
AGENT (ENG and APU) .................................................................................... DISCH
EVACUATION ................................................................................................ INITIATE
ELT..................................................................................................CHECK EMITTING
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ 106
REV 20
1.22
FORCED LANDING
This procedure applies when engines are running. If engines are not running, refer to the QRH "ALL
ENG FLAME OUT" (with or without fuel remaining) procedure, which has been amended to include
the ditching procedure, when the engines are not running.
PREPARATION
ATC/TRANSPONDER (if available)................................................ NOTIFY/AS RQRD
Notify ATC of the nature of the emergency encountered, and state intentions. If not in contact
with ATC, select transponder code A7700, or transmit the distress message on: (VHF) 121.5
MHz or (HF) 2182 KHZ or 8364 KHZ.
CABIN and COCKPIT...................................................................................PREPARE

GPWS SYS.............................................................................................................OFF
GPWS TERR ..........................................................................................................OFF
SEAT BELTS/NO SMOKING................................................................................... ON
EMER EXIT LT ........................................................................................................ ON
COMMERCIAL .......................................................................................................OFF
LDG ELEV ..............................................................................................................SET
BARO......................................................................................................................SET
Omit normal approach and landing checklist.
CREW MASKS/OXY SUPPLY (below FL 100) ......................................................OFF
APPROACH
RAM AIR.................................................................................................................. ON
L/G lever ............................................................................................................ DOWN
SLATS and FLAPS .....................................................................................MAX AVAIL
GND SPLR ............................................................................................................ARM
MAX BRK PR.................................................................................................. 1000 PSI
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ 100
REV 20
1.23
FORCED LANDING (contd)

AT 2000 FEET AGL
CABIN .....................................................................................NOTIFY FOR LANDING
AT 500 FEET AGL
AFTER TOUCH DOWN
ENG MASTERS ..................................................................................................... OFF
APU MASTER SW ................................................................................................. OFF
AFTER LANDING
PARKING BRK ...................................................................................................ON

ATC (VHF 1)...............................................................................................NOTIFY
FIRE pushbutton (ENG and APU) ................................................................. PUSH
AGENTS (ENG and APU) ............................................................................DISCH
EVACUATION .......................................................................................... INITIATE
ELT ........................................................................................... CHECK EMITTING
SAS ALL
A330
QRH
EMERGENCY
Running
H/F 2
PROCEDURES
SEQ 001
REV 20
1.24
EMER DESCENT
IMMEDIATE ACTIONS
CREW OXY MASKS................................................................................................ ON
Set oxygen diluter selector to the N position.
NOTE: With oxygen diluter selector left at 100 %, oxygen quantity may be not sufficient for the
entire emergency descent profile.
The recommendation is to descend with the AP engaged:

Turn the ALT selector knob and pull.
Turn the HDG selector knob and pull.
Adjust target SPD/MACH.
THRUST ................................................................................................................IDLE
If autothrust engaged, check IDLE on the UPPER ECAM
If not engaged, retard the thrust levers.
SPD BRK .............................................................................................................. FULL
WHEN DESCENT ESTABLISHED
EMER DESCENT FL 100, or minimum allowable altitude.
SPEED...................................................................................... MAX / APPROPRIATE
CAUTION
Descend, at the maximum appropriate speed. If structural damage is suspected, use the
flight controls with care and reduce speed as appropriate.
Landing gear may be extended below 21000 feet. Speed must be reduced to 250 knots.
SIGNS...................................................................................................................... ON
ENG START SEL ................................................................................................... IGN
ATC...................................................................................................................NOTIFY
O IF CAB ALT > 14000 ft:

PAX OXY MASKS..................................................................................... MAN ON
Confirm passenger oxygen masks released.
NOTE: Notify cabin crew, when safe flight level has been reached, and oxygen mask use
can be terminated.
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ SK1
REV 12
CONTENTS
Q AUTO FLT
LOSS OF FMS DATA IN DESCENT/APPROACH
(SEVERE RESET) ............................................................
MCDU FAILURE ...............................................................
Q EQUIPMENT
COCKPIT DOOR FAULT ..................................................
Q F/CTL
RUDDER JAM/RUDDER PEDAL JAM .............................
RUDDER TRIM RUNAWAY..............................................
LDG WITH FLAPS/SLATS JAMMED................................
NO FLAPS NO SLATS LANDING.....................................
LOW ENERGY WARNING ...............................................
Q FUEL
FUEL LEAK.......................................................................
GRVTY FUEL FEEDING...................................................
FUEL IMBALANCE ...........................................................
TRIM TANK FUEL UNUSABLE ........................................
Q ICE AND RAIN PROTECTION
DOUBLE PROBE HEAT FAILURE ...................................
Q INDICATING/RECORDING
DISPLAY UNIT FAILURE .................................................
ECAM SINGLE DISPLAY .................................................
TAILSTRIKE......................................................................
DISPLAY DISCREPANCY ................................................
Q LANDING GEAR
L/G GRAVITY EXTENSION..............................................
LDG WITH ABNORMAL L/G.............................................
RESIDUAL BRAKING PROC............................................
Q NAV
IR ALIGNMENT IN ATT MOD...........................................
FM/GPS POS DISAGREE ................................................
ADR 1 + 2 + 3 FAULT .......................................................
ADR DISAGREE ...............................................................
ADR CHECK PROC..........................................................
UNRELIABLE SPEED INDICATION.................................
Q PNEUMATIC
DUAL BLEED FAULT .......................................................
Q POWER PLANT
ENG RELIGHT IN FLIGHT ...............................................
ENG STALL ......................................................................
HIGH ENGINE VIBRATION ..............................................
ENG TAILPIPE FIRE ........................................................
Q MISCELLANEOUS
OVERWEIGHT LANDING.................................................
COCKPIT WINDSHIELD/WINDOW CRACKED ...............
VOLCANIC ASH ENCOUNTER........................................
BOMB ON BOARD ...........................................................
RESET OF COMPUTERS ................................................
ECAM ADVISORY CONDITIONS.....................................
VAPP DETERMINATION ....................................................
LDG CONF/APP SPD/LDG DIST FOLLOWING
FAILURES.........................................................................
SAS ALL
2.00
2.01
2.01
2.02
2.03
2.04
2.05
2.06
2.06
2.07
2.08
2.09
2.10
2.11
2.11
2.11
2.11
2.12
2.13
2.15
2.17
2.18
2.18
2.19
2.20
2.20
2.21
2.24
2.26
2.27
2.28
2.28
2.29
2.30
2.30
2.31
2.35
2.38
2.40
2.41
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ SK1
REV 12
2.01
LOSS OF FMS DATA IN DESCENT/APPROACH (SEVERE RESET)

AF/FD lateral and vertical selected modes, and A/THR, are available immediately after the
reset. If necessary, the pilot may perform the FCU selections for short-term navigation.
When the FMS has automatically recovered:
The database cycle may have changed.

The FMGES does not autotune the ILS and ADF.
The FMS position bias is lost.
Lateral and vertical managed modes cannot re-engage.
The "CAB PR LDG ELEV FAULT" message is displayed on the ECAM.
The "REENTER WEIGHT/CG" MCDU message is displayed.
With respect to the Auto Flight System, and depending on when the flight plan is lost, the
following two procedures list the actions to be performed, in their order of priority:
Q INITIAL APPROACH OR CLOSE TO ILS INTERCEPTION

O When the system has recovered:
Access the RAD NAV page, and manually tune the ILS (preferbly using Ident).
Enter the ILS course, if a frequency has been entered.
Fly in selected speed.
NOTE: LOC and G/S guidance modes are available.
VLS speed is still available and displayed on the PFD.
Missed approach trajectory is not available.
Q DESCENT or TERMINAL AREA

O When the system has recovered:
Select the initial database cycle.
Perform DIR TO a downpath waypoint. Select heading, if required.
Perform a LAT REV at the downpath waypoint, and redefine the DESTINATION
in the NEW DEST field.
Redefine the arrival and/or the approach procedure.
Select the FUEL PRED page, and enter the GW and CG values read on the
ECAM fuel page.
Activate the APPROACH phase.
Enter destination data on the PERF APPR page, as required. Managed speed is
available.
MCDU 1 (2) (3) FAILURE

BRT KNOB (on affected MCDU) ............................................................................ OFF
MCDU 3 automatically replaces MCDU 1 or 2.
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ SK104
REV 11
2.02
COCKPIT DOOR FAULT

This procedure should be applied, if the Cockpit Door Locking System (CDLS) fails. This failure is
indicated when the FAULT light on the center pedestals CKPT DOOR panel comes on.
CKPT DOOR CONT PANEL ............................................................................ CHECK

This panel is located on the overhead panel. It is used to identify the faulty CDLS item, and to
verify the status of the pressure sensors and the three electrical latches (referred to as strikes)
O If at least one electrical latch is faulty:

This may indicate an electrical-locking latch jam.
Select and maintain the switch in the UNLOCK position.
Open the door (this may be done by the cabin attendant).
Release the switch to the NORM position.
Close the door.
O If two or more electrical latches (strikes) remain faulty:

The cockpit door is not intrusion-proof.
O If two pressure sensors are faulty:

Automatic latch release is unavailable, in case of cockpit decompression.
O If no LED on the CKPT DOOR CONT panel is on:

The CDLS control unit is faulty; therefore, the cockpit door might unlock automatically. If
it does not, consider using the mechanical override system to unlock the door.
NOTE: In case of a DC BUS 2 fault, no FAULT indication appears on the center pedestals CKPT
DOOR panel. The CDLS is not electrically-supplied, and is inoperative.
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ SK001
REV 11
2.03
F / CTL RUDDER JAM/RUDDER PEDAL JAM

Rudder jamming may be detected by undue (and adverse) pedal movement during rolling maneuvers.
This is because the yaw damper orders can no longer be sent to the rudder, but are fed back to the
pedals.
Use ECAM F/CTL page for a visual check of the rudder position.
This procedure also applies to RUDDER PEDAL JAM cases.
FOR APPROACH
AVOID LANDING WITH CROSSWIND from the side where the rudder is deflected.
FOR LANDING ....................................................................................USE FLAP 2
GPWS FLAP MODE.........................................................................................OFF
O If all engines are operative

APPR SPD.......................................................................................... VLS + 10
SPEED and TRAJECTORY ...................................................STABILIZE ASAP
LDG DIST PROC ....................................................................................APPLY
Multiply the LDG dist by 1.3.
O In case of Engine-Out:
APPR SPD......................................................................................... 160 knots
SPEED and TRAJECTORY ...................................................STABILIZE ASAP
AP + A/THR ................................................................................................OFF
Q In case of a Go-Around:
SPD ................................................................................SELECT 160 knots

LDG DIST PROC ....................................................................................APPLY
Multiply the LDG DIST by 1.6.
ON GROUND
DlFFERENTlAL BRAKING .................................................................... USE ASAP
Do not use asymmetrical reverse.
Use the nosewheel steering handle below 100 knots only in case of RUDDER PEDAL
JAM.
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ SK200
REV 11
2.04
F / CTL RUDDER TRIM RUNAWAY

LATERAL CONTROL ............................................................. USE TO LEVEL WINGS
RUDDER ................................................................................................ CENTRALIZE
Check the rudder position on the ECAM F/CTL page.
NOTE: This failure will be seen mainly as uncommanded roll (induced by yaw). In most conditions, the aircraft will self stabilize in a steady heading sideslip.
For continued flight either maintain rudder central or leave the aircraft in a steady stabilized heading sideslip, but ensure that all changes between rudder centralized and
steady heading sideslip are made smoothly. As speed is reduced, the TLU may gradually open to allow more rudder to be applied by the trim runaway.
DURING APPROACH
O FOR SLATS EXTENSION:

LOWEST SAFE SPEED ............................................................................SELECT
In the case of TLU failure, the TLU will fully open when slats are extended, and allow
more rudder to be applied than is safe for the structure.
Full rudder is not permitted above 160 kt.
RUDDER...............................................................................MAINTAIN CENTRAL
Care must be taken to keep rudder steady and approximately centralized during slats extension, until the TLU has released.
SEC 1.............................................................................................. OFF THEN ON

SEC 2.............................................................................................. OFF THEN ON
FOR LDG ............................................................................. USE NORMAL CONF
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ SK001
REV 10
2.05
LANDING WITH SLATS OR FLAPS JAMMED

LANDING CONF ...................................................................DETERMINE (page 2.41)
Q Repeat the following until landing configuration is reached:

SPEED SEL.................................................................................VFE NEXT - 5 KT
Decelerate towards VFE NEXT-5 kt but not below VLS. In case of turbulence, to avoid VFE
exceedance, the pilot may decide to decelerate to a lower speed, but not below VLS.
NOTE: The autopilot may be used down to 500 feet AGL. As it is not tuned for the abnormal
configurations, its behavior can be less than optimum and must be monitored.
Approach with A/THR and selected speed is recommended.
The OVERSPEED warning and VLS, displayed on PFD, are computed according
to the actual flaps/slats position.
VFE and VFE NEXT are displayed on PFD according to the FLAPS lever position.
If not displayed use the placard speeds.
If VLS is greater than VFE NEXT (overweight landing case), the flaps lever can be
set in the required next position while the speed is reduced to follow VLS reduction
as surfaces extend. The VFE warning threshold should not be triggered. In this
case, disconnect the A/THR. A/THR can be reengaged when the landing configuration is established.
As speed reduces through VFE NEXT:

FLAPS LEVER.......................................................................... ONE STEP DOWN
O When landing configuration is established:

DECELERATE TO CALCULATED APPROACH SPEED IN FINAL APPROACH
FOR GO AROUND
Q IF SLATS FAULT:
O FOR CIRCUIT:
MAINTAIN SLATS/FLAPS CONFIGURATION
Recommended speed: MAX SPEED -10 KT
O FOR DIVERSION:
SELECT CLEAN CONFIGURATION
O If SLATS jammed at 0
O If SLATS jammed > 0

Recommended speed for diversion: 205 kt
Increased fuel consumption
Q IF FLAPS FAULT
O FOR CIRCUIT:
MAINTAIN SLATS/FLAPS CONFIGURATION
Recommended speed: MAX SPEED -10 KT
O FOR DIVERSION:
O If FLAPS jammed at 0:
SELECT CLEAN CONFlGURATlON
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 100
REV 19
2.06
LANDING WITH SLATS OR FLAPS JAMMED (contd)

O If FLAPS jammed > 0:
MAINTAIN SLAT/FLAP CONFIGURATION
Recommended speed for diversion: MAX SPEED -10 KT
Increased fuel consumption
NOTE: In case of SPD LIM flag displayed on the PFD, use the MAX SPEED displayed on the ECAM status page.
In case of go-around with CONF FULL selected, the L/G NOT DOWN warning is triggered at landing gear retraction.
In some cases, MAX SPEED -10 KT may be a few knots higher than the VFE.
In this stuation, pilot may follow the VFE.
NO FLAPS NO SLATS LANDING

SPEED SEL............................................................................................. GREEN DOT
Initial approach with autothrust in selected mode is recommended.
Autopilot is allowed down to 500 feet AGL.
GPWS FLAP MODE ...............................................................................................OFF

FLAPS LEVER..................................................................................................CONF 1
Disregard CONF 2 requirement on ECAM status page.
Select FLAP handle at CONF 1 to take benefit from SRS guidance in case of go-around.
VFE displayed on the PFD depends on the flap lever position, so a false VFE will be given.
Plan a long stabilized approach.
O For final approach:

A/THR .............................................................................................................. OFF
SPD SEL ........................................................................................................VAPP
Select VLS on PFD (or VREF + 50 kt, if VLS not available).
At 500 feet reduce speed to obtain VLS - 5 kt (or VREF + 45 kt, if VLS not available) at
touch down.
LDG DIST.....................................................................................................APPLY
Multiply the landing distance by 1.7.
LOW ENERGY WARNING

The" SPEED SPEED SPEED" synthetic voice is triggered every 5 seconds, each time the aircraft
energy becomes lower than a threshold under which thrust shall be increased to recover a positive
flight path angle.
THR LEVERS ............................................................................................................................ PUSH

Increase the thrust until the warning disappears.
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 104
REV 18
2.07
FUEL LEAK
A fuel leak may be detected by either:
The sum of the FOB and the F. USED is significantly less than FOB at departure or decreasing,
or
Passenger observation (fuel spray from engine or wing tip), or
Total fuel quantity decreasing at an abnormal rate, or
A fuel imbalance, or
A tank emptying too fast (leak from engine or a hole in a tank), or
A tank overflowing (due to a pipe rupture in a tank), or
An excessive fuel flow (leak from engine), or
A fuel smell in the cabin
If visibility permits, a visual check from the cabin may permit to identify the source of the leak.
WHEN A LEAK IS CONFIRMED

LAND ASAP
n LEAK FROM ENGINE:

THR LEVER (of affected engine).................................................................................... IDLE
ENG MASTER (of affected engine) ..................................................................OFF
WING X FEED ................................................................................ USE AS RQRD
The crossfeed valve can be opened for re-balancing, or to allow use of the fuel from both
wings. Do not restart the engine.
n LEAK NOT FROM ENGINE or LEAK NOT LOCATED
WING X FEED ............................................................................................... AUTO

The crossfeed valve must remain closed to prevent the leak from affecting both sides.
Selecting AUTO maintains the crossfeed valve closed.
L + R INR TK SPLIT ...........................................................................................ON

Shut INR TK SPLIT valve to isolate fuel leak.
T TANK MODE (if not empty) ..........................................................................FWD

A manual trim tank transfer must be done, to symetrically transfer fuel to both inner tanks,
and avoid automatic transfer to only the least full inner tank
l When Trim Tank empty:

T TANK MODE......................................................................................... AUTO
T TK FEED.................................................................................................ISOL
DESCEND TO GRVTY FUEL FEEDING CEILING
See GRVTY FUEL FEEDING procedure.
ENG START SEL ..............................................................................................IGN

ALL TK PUMPS (when gravity ceiling is reached) ...........................................OFF
In almost all cases, switching the pumps off will prevent any further loss of fuel.
All pumps must be switched off, even if the leak is from one wing only, as there are some
failures on one side that will result in fuel loss from the other side
AVOID NEGATIVE G FACTOR

CAUTION
Do not apply the FUEL IMBALANCE procedure: even with one inner tank full/one inner tank emply, there is no special procedure required for approach and landing.
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 065
REV 20
2.08
FUEL LEAK (contd)

O If one engine flames out when there is still fuel in the feeding tank:
ALL TK PUMPS............................................................................................ ON
LEAK FROM ENGINE proc .................................................................... APPLY
NOTE: The flameout is due to air suction from a leak from engine.
FOR LANDING
CAUTION
Notify ATC and do not use reverse.
GRVTY FUEL FEEDING

ENG START SEL .................................................................................................. IGN
AVOID NEGATIVE G FACTOR
O DETERMINE GRVTY FEED CEILING:

Depending when the fuel pumps have failed, the flight altitude must be limited to the following value:
Flight condition at the time of gravity feeding
Gravity feed ceiling
Flight time from takeoff greater than 30 min

(Fuel deaerated)
20 000 ft
Flight time from takeoff less than 30 min

(Fuel non deaerated)
15 000 ft
7000 ft for JP4 or JET B
DESCEND TO GRVTY FEED CEILING (if applicable)
O WHEN REACHING GRVTY FEED CEILING:

WING X FEED ...................................................................................................CLOSE
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 001
REV 18
2.09
FUEL IMBALANCE
FOB ...................................................................................................................CHECK
Compare the FOB + FU with the FOB at departure, If the difference is significant, or if the
FOB + FU decrease, suspect a fuel leak.
CAUTION
A fuel imbalance may indicate a fuel leak.
Do not apply this procedure if a fuel leak is suspected. refer to FUEL LEAK procedure.
WING X FEED..........................................................................................................ON
n If the WING X FEED valve is open:

l On the lighter side:
(ALL)FUEL PUMPS (STBY then NORM) ...................................................OFF
l When fuel balanced:

PUMPS (NORM then STBY) ........................................................................ON
WING X FEED ......................................................................................... AUTO
n If the WING X FEED valve is failed closed:

OUTER TK XFR .................................................................................................ON
BANK ANGLE........................................3 DEG WING DOWN ON LIGHTER SIDE
Fuel transfer only occurs if the bank angle is at, or above, 2 to 3 degrees. Modulate the
fuel imbalance through the bank angle.
RUDDER TRIM ................................................................................................USE

Use rudder trim to get constant course and neutral stick.
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 001
REV 17
2.10
TRIM TANK FUEL UNUSABLE

T TANK MODE ......................................................................................................FWD
T TANK FEED .....................................................................................................OPEN
l If TRIM TANK FUEL still unusable

OUTR TK XFR ................................................................................................... ON
MAXIMUM FLIGHT TIME ........................................................................4 HOURS
After 4 hours, depending on the fuel distribution, the aft CG limit may be reached.
FOR LANDING
l If CG > 39%:
APPR SPD .......................................................................................... VLS + 10 KT
LDG DIST................................................................................... MULTIPLY BY 1.2
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ SK1
REV 12
2.11
DOUBLE PROBE HEAT FAILURE

O If icing conditions cannot be avoided:
One of affected ADRs.......................................................................................OFF
F/CTL ADR DISAGREE
DISPLAY UNIT FAILURE

Q AFFECTED DU IS BLANK or DISPLAY IS DISTORTED:
DU (affected) .............................................................................................................. AS RQRD
ECAM/ND SEL (if ECAM DUs affected) ...........................................................USE
PFD/ND XFR (if EFIS DUs affected) ................................................................USE
Q DIAGONAL LINE ON THE AFFECTED DU:

DMC SWTG (EFIS OR ECAM)................................................................AS RQRD
O IF UNSUCCESSFUL:
DU (affected) ...................................................................................OFF THEN ON
NOTE: ND display may disappear in case too many waypoints and associated information are
displayed. Reduce the range or deselect WPT or CSTR and the display will recover automatically after about 30 seconds.
Q DIAGONAL LINE ON BOTH ECAM DUs:

ECAM SWTG DMC .............................................................................................. 2
Q INVERSION OF EWD AND SD DISPLAYS

ECAM UPPER DISPLAY.................................................................OFF THEN ON
ECAM SINGLE DISPLAY

Only the EWD is available, no SD on the other DU.
Q To call a SYS page:

PRESS AND MAINTAIN SYS page key on ECP.
Q OVERFLOW ON THE STATUS page:

PRESS AND MAINTAIN STS KEY ON ECP.
First page of STATUS is displayed.
RELEASE IT THEN PRESS IT AGAIN WITHIN 2 SECONDS.

Second page of STATUS is displayed.
CONTINUE UNTIL THE OVERFLOW ARROW DISAPPEARS.

When the STS key is released for more than 2 seconds, EWD is displayed again.
TAIL STRIKE
When a tail strike is experienced, apply the following procedure.
LAND ASAP
MAX FL ...................................................................................................... 100 or MSA
500 feet/minute should be targeted for the climb, to minimize pressure changes, for passenger and crew comfort. Similarly, the rate of descent must be limited to about 1000 feet/
minute, except for the final approach, which must be performed normally.
Notify the ATC of the aircraft,s rate of climb.
RAM AIR ..................................................................................................................ON

PACK 1 AND 2 ....................................................................................................... OFF
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 001
REV 17
2.12
EIS DISPLAY DISCREPANCY

CHECK EWD
CHECK SD
CHECK PFD
CHECK ND
The DMC detects a discrepancy between acquisition and display on a DU.
This warning is associated with an amber message displayed on the affected DU. ln case of EWD
display discrepancy, the amber message is displayed on the EWDU and on both NDUs.
DMC/DU SWTG............................................................................................ AS RQRD

NOTE: The failure may be due to a DMC or a DU problem.
n In case of CHECK EWD or CHECK SD:

ECAM SWTG DMC........................................................................................ 1 or 2
DMC 1 or 2 may be selected if not failed
l If unsuccessful:
return to normal DMC configuration
in case of CHECK EWD:
ECAM UPPER DISPLAY ..................................................................................OFF
EWD is automatically transferred on SDU
ECAM/ND............................................................................................ CAPT or F/O

SD display can be recovered on CAPT or on F/O NDU.
in case of CHECK SD:

ECAM/ND................................................................................................ AS RQRD
ECAM LOWER DISPLAY ....................................................................................... AS RQRD
The DU can be switched off.
n In case of CHECK PFD or CHECK ND:
Cross check with stand by instruments

EFIS DMC (affected side) ......................................................................................3
l If unsuccessful:
return to normal DMC configuration
PFD/ND XFR (affected side)................................................................... AS RQRD
DU (affected)........................................................................................... AS RQRD
The DU can be switched off.
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 001
REV 17
2.13
L/G GRAVITY EXTENSION

MAX SPEED ............................................................................................................200 KT
L/G GRVTY EXTN.............................................................................................. DOWN
CAUTION
Both selector guards have to be open before selecting DOWN.
L/G LEVER.........................................................................................................DOWN
GEAR DOWN indications..................................................................................CHECK
CAUTION
N/W STRG is lost. Main and nose gear doors remain open.
n If successful:
The free fall system should not be reset. This avoids undesirable effects such as further fluid loss in the event of a leak or possible L/G unlocking in the event of a gear
selector valve jammed in UP position.
NOTE: The free fall system may be reset in flight after use for training.
Provided the green hydraulic system is available, resetting the free fall system may
permit to restore L/G doors closure and nose wheel steering operation.
n If unsuccessful:
Refer to "LDG WITH ABNORMAL L/G" procedure.
NOTE: 1
One gravity extension reset is allowed in case of "L/G GEAR NOT DOWN
LOCKED" warning.
2. On the ground the free fall system must not be reset by the flight crew.
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SAS ALL
SEQ 001
REV 17
2.14
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 001
REV 17
2.15
LDG WITH ABNORMAL L/G

PREPARATION
CABIN CREW .................................................................................................. NOTIFY
ATC .................................................................................................................. NOTIFY
Consider fuel reduction to a safe minimum.
l If NOSE L/G abnormal

CG location (if possible) ............................................................................................... AFT
10 PAX from front to rear moves the CG roughly 2% aft.
l If one MAIN L/G abnormal

FUEL IMBALANCE ......................................................................... CONSIDER
Open X FEED and switch off the pumps on the side with landing gear normally extended.
OXYGEN CREW SUPPLY ....................................................................................................... OFF

SEAT BELTS/NO SMOKING ...................................................................................ON
CABIN and COCKPIT .................................................................................. PREPARE
Loose equipment secured

Survival equipment prepared
Belts and shoulder harness locked
APPROACH
GPWS SYS ............................................................................................................ OFF

L/G LEVER........................................................................................... CHECK DOWN
L /G GRVTY ...................................................................................................... RESET
AUTOBRAKE ......................................................................................... DO NOT ARM
EMER EXIT LT.........................................................................................................ON
COMMERCIAL ....................................................................................................... OFF
CABIN REPORT ..............................................................................................OBTAIN
T TANK FEED ...................................................................................................... ISOL
l If one or both MAIN L/G abnormal

A/SKID & N/S STRG...................................................................................OFF
MAX BRAKE PR ................................................................................. 1000 PSl
GROUND SPOILERS ................................................................. DO NOT ARM
BEFORE LANDING
RAM AIR ..................................................................................................................ON
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ SK1
REV 06
2.16
LDG WITH ABNORMAL L/G (contd)

FLARE, TOUCH DOWN AND ROLL OUT
Engines should be shut down sufficiently early to ensure fuel is shut off before the nacelles impact,
but sufficiently late to ensure adequate hydraulic supplies for the flight controls. Hydraulic pressure
for flight controls remains available for 30 seconds after engine shutdown.
REVERSE............................................................................................... DO NOT USE
l If NOSE L/G abnormal
NOSE ..........................................................................................MAINTAIN UP
After touchdown keep the nose off the runway by use of elevator.
Then, lower nose onto the runway before elevator control is lost.
BRAKES (compatible with elevator efficiency) ....................................... APPLY

ENG MASTERS ......................................................................................... OFF
Shut down the engines before nose impact.
l If one MAIN L/G abnormal

ENG MASTERS (in sequence)................................................................... OFF
After main gear touch down, shut down the engine on the failure side first, then other
engine before nacelle touchdown.
FAILURE SIDE WING .................................................................MAINTAIN UP

Use roll control as necessary to maintain the unsupported wing up as long as
possible.
DlRECTlONAL CONTROL ................................................................MAINTAIN

Use rudder and brakes (maximum 1000 psi) to maintain runway axis as long as
possible.
l If both MAlN L/G abnormal

ENG MASTERS ......................................................................................... OFF
Shut down the engines in the flare, before touchdown.
PITCH ATTITUDE (at touch down)................................... NOT LESS THAN 6

WHEN A/C STOPPED
ENG (all) and APU FIRE pb ................................................................................PUSH
Pressing the ENG FIRE pb shuts off the related hydraulic pressure within a short time.
ENG (all) and APU AGENT ................................................................................DISCH

EVACUATlON................................................................................................. INITIATE
Announce over PA "EMERGENCY - OPEN SEAT BELTS - GET OUT" and press EVAC COMMAND pushbutton.
All emergency and passenger doors may be used to evacuate the aircraft.
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 001
REV 19
2.17
RESIDUAL BRAKING PROC
n ON GROUND
On ground, a BSCU reset may be attemted, since the "BRAKES RESIDUAL BRAKING"
ECAM caution may be spurious due to:
Drifted pressure transducer, after aircraft electrical power-up.
BSCU detection of residual pressure decay after brake release.
The aircraft must be stopped, and the parking brake applied, before switching the A/SKID &
N/W STRG selector OFF then ON.
n IN FLIGHT
BRAKES PEDALS ..........................................................APPLY SEVERAL TIMES
Press the brakes pedals several times. This could zero a residual pressure on the alternate system.
l IF RESIDUAL PRESSURE REMAINS:
A/SKID & N/W STRG selector .......................................................... KEEP ON

n IF AUTOBRAKE IS AVAILABLE:
FOR LANDING.................................................................. AUTO/BRK MED

Using MED mode gives immediate priority to normal braking upon landing gear
touchdown, which cancels residual alternate pressure.
n IF AUTOBRAKE IS NOT AVAILABLE:
JUST AFTER TOUCHDOWN...........................................APPLY BRAKING

Pressing the brake pedals gives immediate priority to normal braking, which cancels residual alternate pressure.
Beware of possible braking asymmetry after touchdown, which can be controlled

by using the pedals.
NOTE: In case of taxi with deflated or damaged tires, refer to the TAXI WITH DEFLATED
TIRES procedures (FCOM 3.01.32, page 2).
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ SK1
REV 10
2.18
IR ALIGNMENT IN ATT MODE

If IR alignment is lost, the navigation mode is inoperative (red ATT flag on PFD and red
HDG flag on ND).
Aircraft attitude and heading may be recovered by applying the following procedure:
MODE SELECTOR................................................................................................. ATT
LEVEL AIRCRAFT ATTITUDE ............................................................................HOLD
CONSTANT AIRCRAFT SPEED..................................................................MAINTAIN
Aircraft must stay level with constant speed during 30 seconds.
DATA (MCDU key) ............................................................................................PRESS
DATA INDEX page is displayed.
IRS MONITOR (2L key).....................................................................................PRESS
The IRS MONITOR page is displayed.
AIRCRAFT HEADING ......................................................................................................... ENTER
The heading must be entered in the SET HDG field (5R key).
NAV FM/GPS POS DISAGREE

The FMS and GPS positions differ by more than:
A longitude threshold that depends on the latitude:
0.5 minutes for latitudes below 45.

0.7 minutes for latitudes at, or above 45 and below 60.
1 minute for latitudes at, or above 60 and below 70.
A latitude threshold of 0.5 minutes, regardless of the latitude.

A/C POS ........................................................................................................... CHECK
The following procedure is not displayed on ECAM:
O If the message occurs in ILS or LOC approach (LOC green):
DISREGARD it.
O If the message occurs in climb, cruise, or descent:
CHECK navigation accuracy, using raw data:
Q If the check is positive:
NAV mode and ND ARC/ROSE NAV may be used.

Q If the check is negative:
HDG/TRK mode and raw data must be used.

Consider switching off the terrain functions of the EGPWS
When possible, compare the FM position versus the GPIRS position on the POSITION MONITOR page:
Q If one FM position agrees with the GPIRS position on the POSITION MONI-
TOR page:
Use the associated FD/AP
Q If not:
Deselect GPS and revert to basic information.

O If the message occurs during non precision approach:
Q Overlay approach:
SELECT HDG or TRK and use raw data.
Q GPS or RNAV approach:
GO AROUND or fly visual if visual conditions are met.
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ SK001
REV 10
2.19
ADR 1+2+3 FAULT

This procedure is not displayed on ECAM. Only dual ADR warnings are displayed in case of triple
ADR failure.
ADR (all)................................................................................................................. OFF

STBY INST (ALT + ASI)......................................................................................... USE
NOTE: Disregard ECAM actions for AIR DATA SWTG and ATC, since they have no effect in case
of a total loss of ADRs.
F/CTL ALTN LAW

(PROT LOST)
NOTE: STALL WARNING is lost.
MAX SPEED .................................................................................................... 330/. 82

See following table for IAS/Mn relationship for.82
FL
410
390
370
350
330
310
290
270 and below
MAX SPD
243
252
265
278
290
305
317
330
NOTE: Use manual control for cabin pressurization, refer to 3.02.21

MODE SEL....................MAN
MAN V/S CTL
MAX SPEED .......................................................... 330/.82

RUD WITH CARE ABV 160 KT
At slats extension, full rudder travel authority is recovered.
APPR PROC:
O FOR L/G GRVTY EXTN:

MAX SPEED................................................ 200 KT
LDG GRVTY EXTN.................................DOWN
O WHEN L/G DOWN LOCKED:
L/G ..........................................................DOWN
FOR LDG..................................................USE FLAP 3
APPR SPD ............................................. VREF + 10 KT
NOTE: VLS is not displayed on the PFD
O DURING FINAL APPR

MAN V/S CTL................................ FULL UP
LDG DIST PROC ..............................APPLY
STATUS
INOP SYS
F/CTL PROT
YAW DAMPER
A/THR
ADR 1+2+3
AP 1+2
WINDSHEAR DET
L/G RETRACT
RUD TRV LIM
GPWS
CAB PR 1+2
Other inop sys:
See below
Multiply the landing distance by 1.2
ALTN LAW: PROT LOST

BOTH PFD ON SAME FMGC
CAT 1 ONLY
NOTE: Check speed is below VFE of CONF 1 + F (215 kt) before selecting FLAPS 1. Since ADR
parameters are lost, the SFCCs will set CONF 1 + F instead of CONF 1.
CAUTION
Check P at zero before opening doors.
FLAPS AUTO RETRACT

SAS ALL
OTHER INOP SYS

ALPHA LOCK
ATC ALTI MODE
FLAPS LOAD RELIEF

TCAS
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 001
REV 19
2.20
F / CTL ADR DISAGREE

AIR SPD .........................................................................................................XCHECK
Check airspeed information on both PFDs and standby airspeed indicator.
Q IF NO SPD DISAGREE:
AOA DISCREPANCY
Q IF SPD DISAGREE:
ADR CHECK PROC .......................................................................................... APPLY
F / CTL ALTN LAW (PROT LOST)

NOTE: Following an ADR disagree detected by the PRIM's, the ALTN LAW is latched. Reset of
the PRIMs using the pushbutton switch will not allow to recover the normal law.
Refer to associated procedure
MAX SPEED......................................................................................................330/.82
STATUS
MAX SPEED ........................................330/.82
CAT 3 SINGLE ONLY
RISK OF UNDUE STALL WARN
RUD WITH CARE ABV 160 KT
INOP SYS
RUD TRV LIM
CAT 3 DUAL
ADR CHECK PROC

Use this procedure:
Following and ADR DISAGREE, if there is a speed disagree (16 knots minimum) between the remaining ADRs;
In case of erroneous speed/altitude, which can be suspected, either by:
Speed discrepancies (between ADR 1, 2, 3, and standby instruments).
Fluctuating or unexpected increase/decrease/permanent indicated speed, or pressure altitude.
Abnormal correlation of the basic flight parameters (speed, pitch attitude, thrust,
climb rate).
Abnormal AP/FD/ATHR behavior.
STALL warning, or OVERSPEED warnings, or a Flap RELIEF ECAM message,
that contradicts with at least one of the indicated speeds.
Rely on the stall warning that could be triggered in alternate or direct law. It is
not affected by unreliable speeds, because it is based on angle of attack.
Depending on the failure, the OVERSPEED warning may be false or justified.
Buffet, associated with the OVERSPEED VFE warning, it is a symptom of a real
overspeed condition.
Inconsistency between radio altitude and pressure altitude.
Reduction in aerodynamic noise with increasing speed, or increase in aerodynamic
noise with decreasing speed.
Impossibility of extending the landing gear by the normal landing gear control
To determine the correct ADR, refer to the:
UNRELIABLE SPEED INDICATION procedure to fly the target pitch and thrust setting (Refer to QRH 2.21), or
SEVERE TURBULENCE procedure, if in cruise, to set a thrust and deduce the correct speed indication (Refer to the QRH 5.01).
FAULTY ADR.........................................................................................................OFF
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 001
REV 17
2.21
UNRELIABLE SPEED INDICATION

Unreliable airspeed indication may be caused by a radome destruction or by clogged probes.
CAUTION
If the failure is due to radome destruction, the drag will increase and N1 must, therefore,
be increased by 3% (CRZ) or by 1.5% (APP). Fuel flow will increase by about 13%.
IMMEDIATE ACTIONS
AP/FD ...............................................................................................................OFF
A/THR ...............................................................................................................OFF
FLAPS .................................................................. MAINTAIN CURRENT CONFIG
SPEEDBRAKES .................................................................. CHECK RETRACTED
NOTE: If failure is detected while in CONF FULL and go-around is initiated, select
CONF 3.
L/G...................................................................................... UP WHEN AIRBORNE

IMMEDIATE PITCH ATTITUDE AND THRUST GUIDANCE
n If the failure occurs before thrust reduction:

THRUST LEVER...................................................................................... TOGA
PITCH ATTITUDE........................................................................................ 15
n If failure occurs after thrust reduction:

THRUST LEVER......................................................................................... CLB
PITCH ATTITUDE below FL 100 ................................................................. 10
PITCH ATTITUDE above FL 100................................................................... 5
Respect the Stall warning.
Ground speed variations and radio altimeter indications can provide valuable shortterm information at low altitude.
If the altitude information is affected, the FPV is unreliable. In that case GPS altitude
variations may be a valuable aid for flying in level flight. ATC altitude will also be unreliable.
In other cases, if the altitude information is not affected, the FPV is a valuable aid in
establishing a safe flight path.
WHEN FLIGHT PATH IS STABILIZED

PROBE WINDOW HEAT....................................................................................ON
ATTITUDE/THRUST.................................................................................. ADJUST
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 075
REV 17
2.22
UNRELIABLE SPEED INDICATION (contd)

TAKEOFF PHASE
PITCH
Before thrust reduction

Above thrust reduction
15
10
ACCELERATION
7.5
THRUST
REMARK
TOGA Keep at least until thrust reduction altitude

CL
Up to MSA or Circuit Altitude
At MSA or Circuit Altitude, TO RETRACT SURFACE:
CONF 3(2) to
*IMMEDIATE
CONF 1:
CONF 1 to CONF 0: If TO in CONF 2 or 3: *30 s
CL
If TO in CONF 1:
Failure before thrust reduction:
* 15 seconds.
Failure after thrust reduction:
* 30 seconds.
* Time from pitch 7.5/thrust CL setting.
IN CASE OF IMMEDIATE RETURN TO DEPARTURE AIRPORT,

keep the flaps in the takeoff configuration and climb to the circuit altitude or MSA. Level off
at maneuvering speed: see approach table.
IN CASE THE FLIGHT CONTINUES,
climb to MSA or Circuit Altitude. Retract the surfaces as explained in the above table. Then
establish initial climb as per climb table.
PHASE
WEIGHT
FLIGHT LEVEL SPEED PITCH ATT

N1
Below to FL50
12.0
FL50 to FL100
11.0
240 knots
FL100 to FL150
10.0
FL150 to FL200
8.5
CLIMB ANY WEIGHT
CL
FL200 to FL250
6.5
FL250 to FL300 260 knots/
5.5
FL3000 to FL360
M0.78
4.5
Above FL360
4.0
Above 190 T
4.5
Adjust N1 to maintain
190 T to 160 T
3.5
Below FL200
240 knots
approximate level flight
Below 160 T
2.5
with pitch attitude held
Above 190T
3.5
constant. When time
CRUISE 190 T to 160 T FL200 to FL360 260 knots
2.5
permits, refer to QRH
Below 160 T
2.0
5.01 SEVERE TURBUAbove 160 T
3.0
LENCE and adjust pitch
160 T to 140 T
Above FL360
M0.78
2.5
to maintain level flight.
Below 140 T
2.0
The speeds indicated in the above table correspond to the turbulence speeds.
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 075
REV 18
2.23
UNRELIABLE SPEED INDICATION (contd)
PHASE
WEIGHT
Above 160 T
DESCENT
Below 160 T
FLIGHT LEVEL
above FL360
FL360 to FL200
FL200 to FL100
Below FL100
above FL360
FL360 to FL200
FL200 to FL100
Below FL100
SPEED
(turbulence)
M0.78
260 knots
240 knots
240 knots
M0.78
260 knots
240 knots
240 knots
PITCH ATT
N1
0.5
0.5
1.5
1.0
-0.5
-0.5
0
0.5
IDLE
The approach phase between Green Dot speed (clean configuration) and the landing configuration (CONF 3 or CONF FULL), is flown in level flight.
INITIAL AND INTERMEDIATE APPROACH IN LEVEL FLIGHT
A/C CONF
Gear up
Gear
down
SPEED
FPA
Weight
PITCH
above 210 T
5.0
0
Green Dot Speed
0
210 T to 140 T
5.0
below 140 T
5.0
above 210 T
10.0
1
S Speed
0
210 T to 140 T
9.0
below 140 T
9.0
above 210 T
6.0
2
F Speed CONF 2
0
210 T to 140 T
6.0
below 140 T
5.0
above 210 T
7.5
3
F Speed CONF 3
0
210 T to 140 T
7.5
below 140 T
5.0
above 210 T
6.0
FULL
VREF + 10
0
210 T to 140 T
6.0
below 140 T
3.0
FINAL APPROACH AT STANDARD - 3 DESCENT PATH
SPEED
FPA
VLS + 10
-3
FULL
VREF + 10
-3
A/C CONF
Gear
down
Weight
above 210 T
210 T to 140 T
below 140 T
above 210 T
210 T to 140 T
below 140 T
PITCH/AOA
5.0/8.0
5.0/8.0
3.0/6.0
3.0/6.0
3.0/6.0
0/3.0
N1
54%
48%
45%
58%
50%
46%
59%
52%
48%
65%
58%
53%
67%
60%
55%
N1
48%
43%
39%
52%
46%
42%
Flying technique
Adjust pitch in order to fly required path.
When taget pitch is reached, flying intended flight path, adjust thrust to target:
If the aircraft pitch tends to increase to fly the intended FPA, then increase thrust;
If the aircraft pitch tends to decrease to fly the intended FPA, then decrease thrust.
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 001
REV 20
2.24
AIR DUAL BLEED FAULT

Q If ENG 1 BLEED was lost due to a:
LEAK on side 1
ENG 1 FIRE
Start Air Valve 1 failed open.
DESCENT TO FL 100/MEA ......................................................................INITIATE
Descend rapidly to FL100/MEA, with full speedbrakes, to ptrevent excessive cabinaltitude
AVOID ICING CONDITIONS
Q If ENG 2 BLEED was lost due to a:

LEAK on side 2
ENG 2 FIRE
Start Air Valve 2 failed open:
X BLEED ..................................................................................... CHECK CLOSED
DESCENT TO FL 220/MEA ......................................................................INITIATE
Descend rapidly to FL220, with full speedbrakes, to recover the bleed supply from the
APU.
APU..............................................................................................................START
Start the APU during the decent.
O AT, OR BELOW, FL220:

WING A.ICE ............................................................................................... OFF
APU BLEED must not be used for wing anti-ice
APU BLEED ................................................................................................. ON

MAX FL220
Q In all other cases:

DESCENT .................................................................................................INITIATE
Descend rapidly to FL220, with full speedbrakes, so that the bleed supply may be supplied by the APU, if the bleed system recovery is not successful.
O If both packs are available:

If both packs are operative, it can be suspected that the second bleed system failed due
to excessive demand. Recovery of the second failed engine bleed may be attempted.
Q If ENG 1 BLEED is lost first;
PACK 1 ..................................................................................................OFF
ENGINE 2 BLEED .................................................................................. ON
Q If ENG 2 BLEED is lost first:
PACK 2 ..................................................................................................OFF
ENGINE 2 BLEED .................................................................................. ON
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 001
REV 20
2.25
AIR DUAL BLEED FAULT (contd)

O If engine bleed recovery was not successful, or if one pack is inoperarive:
X BLEED.................................................................................... CHECK OPEN
DESCENT TO FL220/MEA.....................................................................START
Descend rapidly to FL220, with full speedbrakes, to recover the bleed supply from
the APU.
APU.........................................................................................................START
Start the APU during the descent.
O AT, OR BELOW, FL220:

O If PACK 1 is availble:
PACK 2 (if above FL175) ................................................................. OFF
This avoids APU bleed failure from an excessive demand, due to both packs remaining ON.
WING A.ICE..................................................................................... OFF

APU BLEED must not be used for wing anti-ice.
APU BLEED................................................................................ CLOSE

MAX FL220
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 150
REV 18
2.26
ENG RELIGHT (in flight)

MAX GUARANTEED ALTITUDE ....................................................................... 30 000 FT
ENG MASTER (affected engine) ............................................................................OFF
THR LEVER (affected engine).................................................................... check IDLE
MAN START pb (affected engine) ..........................................................................OFF
AUTO start is recommended in flight
Be aware that contrary to autostart on ground, the crew must take appropriate action in case of
abnormal start.
ENG START SEL ................................................................................................... IGN

X BLEED (if necessary) .......................................................................................OPEN
WING ANTI ICE (for starter assisted start) .............................................................OFF
ENG MASTER (affected engine) ............................................................................. ON
Engine light up must be achieved within 30 seconds after fuel flow increases.
Monitor N3.
If uncertain about succesful relight, move the thrust lever forward and check engine response.
n When idle reached (AVAIL indication pulses in green):

ENG START SEL ...............................................................................................NORM
TCAS MODE SEL.....................................................................................check TA/RA
Check that the selector is at TA/RA since if the ENG SHUT DOWN procedure has been applied,
the TCAS mode selector may have been set at TA position.
Affected SYS .............................................................................................. RESTORE

Restore affected systems, and set the XBLEED selector to AUTO.
n If no relight:
ENG MASTER (affected engine) ............................................................................OFF
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 030
REV 17
2.27
ENG 1(2) STALL

A stall may be indicated by varying degrees of abnormal engine noises, accompanied by flame from
the engine exhaust and possibly from engine inlet in severe cases, fluctuating parameters, sluggish
or no thrust lever response, high EGT and/or a rapid EGT rise when thrust lever is advanced.
Engine stall must be reported for maintenance action.
n If the stall is detected by the FADEC:

l If in flight:
FUEL ADJUSTED
Fuel/AIR ratio is automatically decreased until the stall disappears.
l If on ground:
THR LEVER (affected engine)......................................................................... IDLE
ENG MASTER (affected engine) ......................................................................OFF
n If the crew detects a stall before the ECAM activation:

The following procedure may be applied:
THR LEVER (affected engine)......................................................................................... IDLE
ENG PARAMETERS (affected engine) ...................................................... CHECK
l If abnormal parameters:
ENG MASTER (affected engine)........................................................... OFF
ENG 1(2)
SHUT DOWN
Apply ENG SHUT DOWN procedure.

Engine restart at crew discretion.
l If normal parameters:
ENG A ICE (affected engine) ..................................................................ON
WING A ICE ............................................................................................ON
Operation of ENG and WING A ICE will increase the stall margin but EGT will
increase accordingly.
THR LEVER ................................................................ SLOWLY ADVANCE
l If stall does not reoccur:

CONTlNUE ENG OPERATlON
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 030
REV 19
2.28
HIGH ENGINE VIBRATION

The ECAMs VIB advisory mainly serves as a guideline to induce the crew to closely monitor and
crosscheck engine parameters.
VIB detection alone does not require engine shut down.

NOTE: High engine vibrations may be accompanied by cockpit and cabin smoke an/or burning
smells.
This may be due only to compressor blade tip contact with associated abradable seals.
High N1 vibrations are generally accompanied by perceivable airframe vibrations.
High N2/N3 vibrations can exist without perceivable airframe vibrations.
Q IF NO ICING CONDlTlONS EXIST:

ENG PARAMETERS................................................................................... CHECK
Check engine parameters and especially EGT, crosscheck with other engine.
Report in Aircraft Log.
O If rapid increase above the advisory:

THRUST LEVER (affected engine) ..................................................... RETARD
Flight conditions permitting, reduce N1 to maintain vibration level below advisory threshold.
NOTE: If the VIB indication does not decrease following thrust reduction, this may indicate other problems on the engine. Apply adequate procedure.
Q IF ICING CONDITIONS EXIST:

An increase of N1 vibration in icing conditions with or without engine anti-ice may be due to
fan blades and/or spinner icing.
A/THR .............................................................................................................. OFF

ENGINE ANTI ICE ...................................................................................... CHECK
If still OFF, ENG ANT ICE should be switched ON at idle fan speed, one engine after the
other with approximately 30 seconds interval.
THRUST LEVER (one engine at a time) ...................................... INCREASE THRUST

Increase thrust with a power setting compatible with the flight phase. VIB level will return
to normal after ice shedding, despite a light increase during acceleration.
Resume normal operation.
ENG TAILPIPE FIRE

CAUTION
External fire agents can cause severe corrosive damage and should, therefore, only be
considered after having applied the following procedure.
ENG MASTER (affected)........................................................................................OFF
AIR BLEED PRESS................................................................................... ESTABLISH
BEACON.................................................................................................................. ON
O When N3 < 30%:

ENG START SEL........................................................................................CRANK
MAN START ...................................................................................................... ON
O When burning stopped:

MAN START ............................................................................................... OFF
ENG START SEL ....................................................................................NORM
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 965
REV 18
2.29
OVERWEIGHT LANDING
Automatic landing is certified up to MLW, but has been demonstrated in flight up to MTOW. In determining the best course of action, the flight crew may consider the option to perform an automatic
landing, provided the runway is approved for automatic landing.
LDG CONF....................................................................................................AS RQRD

Use ECAM flap setting, if required for abnormal operation. In all other cases:
FULL is preferred for optimized landing performance.

If the aircraft weight is above the maximum weight for go-around given in the table here below, use FLAP 3 for landing.
In all cases, if the landing configuration is different from FLAP FULL, use 1 + F for go-around.
LDG DIST..........................................................................................................CHECK
PACK 1 and 2 ........................................................................................ OFF or supplied by APU
Selecting packs off (or supplied from APU) will increase the maximum thrust available from the
engines in the event of a go around.
l In final stages of approach:

TARGET SPEED .............................................................................................. VLS
Reduce speed to reach VLS at runway threshold.
Touch down as smooth as possible (Maximum V/S at touchdown 360 ft/min).
l At main landing gear touchdown:

REVERSE THRUST .......................................................... USE MAX AVAILABLE
l After nose wheel touchdown:

BRAKES ......................................................................... APPLY AS NECESSARY
Maximum braking may be used after nose wheel touchdown. But if landing distance permits, delay or reduce braking to take full benefit of the available runway length.
l Landing complete:
OAT
(C)
10
15
20
25
30
35
40
45
50
55
SAS ALL
MAXIMUM WEIGHT FOR GO AROUND IN CONF 3 (1000 KG)

AIRPORT ELEVATION (feet)
0
2000
4000
6000
8000 10000 12000
238
229
221
206
194
178
162
238
229
221
206
192
174
158
238
229
221
205
189
169
153
238
229
219
202
186
165
149
238
229
213
198
180
160
145
238
222
205
190
174
231
213
197
182
220
203
187
209
193
14000
147
144
141
137
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ SK001
REV 10
2.30
COCKPIT WINDSHIELD/WINDOW CRACKED

MAX FL....................................................................................................................230
CAB PRESS MODE SEL.......................................................................................MAN
MAN V/S CTL ............................................................................................... AS RQRD
Set the cabin altitude, according to the table below.
P = 5 PSI
FL
100
150
200
230
CABIN ALTITUDE
3000
6000
8000
O When starting the final descent:

CAB PRESS MODE SEL ...............................................................................AUTO
COCKPIT WINDSHIELD/WINDOW ARCING

Affected WINDSHIELD/WINDOW WHC reset button...........................................PULL
In case of electrical arcing, pull the Window Heat Computer reset button that is located on
the affected side.
WINDSHIELD/WINDOW LEFT SIDE - WHC 1 (261 VU)
WINDSHIELD/WINDOW RIGHT SIDE - WHC 2 (262 VU)
VOLCANIC ASH ENCOUNTER

NOTE: Accomplish the following while making a 180 turn.
ATC...................................................................................................................NOTIFY
A/THR .....................................................................................................................OFF
THRUST (conditions permitting)................................................................ DECREASE
CREW OXYGEN MASKS.............................................................................. ON/100%
CABIN CREW ...................................................................................................................... NOTIFY
PASSENGER OXYGEN ............................................................................... AS RQRD
ENG ANTI ICE......................................................................................................... ON
WING ANTI ICE....................................................................................................... ON
PACK FLOW.............................................................................................................. HI
APU ................................................................................................................... START
NOTE: APU bleed for engine relight is available below FL200.
ENG PARAMETERS ....................................................................................MONITOR

AIRSPEED INDICATIONS ...........................................................................MONITOR
If unreliable or loss of airspeed indication is observed, use the UNRELIABLE SPEED
INDICATION procedure (QRH 2.21).
NOTE:
If both engines flame out and speed indications are lost, use the ALL ENGINE
FLAME OUT procedure (QRH 1.13) to get the required pitch attitude forthe optimum relight speed.
In case of engine failure, switch off the wing anti-ice before engine restart.
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 001
REV 17
2.31
BOMB ON BOARD
IF POSSIBLE, LAND AND EVACUATE THE AIRCRAFT IMMEDIATELY.
If it is not possible to land and evacuate the aircraft within 30 minutes, apply the following
procedures:
COCKPIT PROCEDURES
Background
To avoid the activation of an altitude-sensitive bomb, the cabin altitude should not exceed
the value at which the bomb has been discovered.
To reduce the effects of the explosion, the aircraft should fly as long as possible with approximately 1 PSI differential pressure, to help the blast go outwards. 1 PSI differential
pressure corresponds to a 2500 ft difference between the aircraft and the cabin altitude.
These conditions are achieved by using the manual pressure control.
Procedure
The following procedure assumes that it is initiated during climb or cruise:
First, maintain the cabin altitude.
While maintaining the cabin altitude, descend the aircraft to the cabin altitude +2500ft
and maintain delta P at 1 PSI.
During further steps of descent, maintain delta P at 1 PSI.
For landing, reduce the differential pressure to zero, until the final approach.
If flight conditions are different, the crew should adapt the procedure, bearing in mind the
above-mentioned principles (background paragraph).
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 001
REV 17
2.32
BOMB ON BOARD (contd)
AIRCRAFT (if climbing) ............................................................................. LEVEL OFF

CABIN PRESS MODE SEL ...................................................................................MAN
CAB ALT.......................................................................................................MAINTAIN
CABIN CREW...................................................................................................NOTIFY
ATC/COMPANY OPERATIONS .......................................................................NOTIFY
FUEL RESERVES ....................................................................................DETERMINE
Keep in mind that when flying at cabin altitude +2500 ft, the fuel consumption in CONF 1, with
landing gear down, will be about 2.1 times that consumed in clean configuration.
NEXT SUITABLE AIRPORT.....................................................................DETERMINE

FCU SPEED SELECTION KNOB..................................................... PULL AND TURN
Select the most appropriate speed, taking into account the time to destination, the fuel consumption and the fact that low speed could reduce the consequences of possible structural
damage, if the bomb explodes.
DESCENT TO CAB ALT + 2500 FT or MEA, MOCA or MORA ..................... INITIATE

AVOID SHARP MANEUVERS
CAB ALT.......................................................................................................MAINTAIN
l When at CAB ALT + 2500 FT:

1 PSI DELTA P ......................................................................................................... MAINTAIN
GALLEY/COMMERCIAL.................................................................................. OFF
FLAPS (fuel permitting)............................................................ AT LEAST CONF 1
For landing, use normal configuration.
LANDING GEAR (fuel permitting, except for flight over water).................... DOWN
l For any other steps of descent:

1 PSI DELTA P ...................................................................................... MAINTAIN
l During approach:
CABIN PRESS MODE SEL ...........................................................................AUTO
l When aircraft on ground and stopped in a remote area (if possible):

EVACUATION...........................................................................................INITIATE
Avoid exits and exiting on the same side as the bomb; avoid exits and exiting near the
bomb.
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 001
REV 17
2.33

CABIN PROCEDURES
CAUTION
The least risk bomb location for aircraft structure and systems in CENTER OF THE RH
AFT CABIN DOOR.
EOD PERSONNEL ON BOARD .......................................................................CHECK
Announce "Is there any EOD personnel on board?". By using the initials, only persons familiar
with EOD (Explosive Ordnance Disposal) will be made aware of the problem.
BOMB.............................................................DO NOT OPEN, DO NOT CUT WIRES,

SECURE AGAINST SLIPPING, AVOID SHOCKS
Secure in the attitude found and do not lift before having checked for an anti-lift ignition device.
PASSENGERS.................................................................. LEAD AWAY FROM BOMB

Move passengers at least 4 seat rows away from the bomb location. If other seats are full, these
passengers should sit on the floor in protected areas. Passengers near the the bomb should
protect their heads with pillows, blankets etc. and sit in the brace position. All passengers must
remain seated with seatbelts on and, if possible, head below the top of the head rest. Seat
backs and tray tables should be in their full upright position.
BOMB......................................................................... CHECK NO ANTI LIFT DEVICE

To check for an anti-lift switch or lever, slide a string or stiff card (such as the Safety on Board
Folder) under the bomb without disturbing the bomb.
If the string or card cannot be slipped under the bomb it may indicate that an anti-lift switch or
lever is present and that the bomb cannot be moved.
If a card is used and can be slid under the bomb, leave it under the bomb and move it together
with the bomb.
If it is indicated that an anti-lift device is present, it may be possible to move the bomb together
with the surface on which the bomb is located, such as a shelf or seat cushion.
If it is not possible to move the bomb then it should be surrounded with a single thin sheet of
plastic (e.g. trash bag), then with wetted materials, and other blast attenuation materials such
as seat cushions and soft carry-on baggage. Move personnel as far away from the bomb location as possible.
l If the bomb can be moved:

PLACE THE BOMB AS CLOSE TO THE CENTER OF THE RH AFT CABIN DOOR AS POSSIBLE.
PASSENGERS ............................................................................... MOVE/ADVISE

Move passengers at least 4 seat rows away from the least risk bomb location (RH aft cabin door). If the other seats are full, these passengers should sit on the floor in protected
areas towards the front of the aircraft.
Passengers near the bomb should protect their heads with pillows, blankets, etc, and sit
in the brace position.
All passengers must remain seated with seatbelts on and, if possible, head below the top
of the head rest. Seat backs and tray tables should be in their full upright position.
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 001
REV 17
2.34

RH AFT CABIN DOOR SLIDE ...................................................................DISARM
LEAST RISK BOMB LOCATION (LRBL) ............................................... PREPARE
Build up a platform of solid baggage against the door up to about 25 cm below the middle
of the door.
On top of this, build up at least 25 cm of wetted materials such as blankets and pillows.
Place a single thin sheet of plastic (e.g. trash bag) on top of the wetted materials. This
prevents any possible short circuit.
BOMB............................................................................................ MOVE TO LRBL

Carefully carry in the attitude found and place on top of the wetted materials in the same
attitude and as close to the door structure as possible.
LEAST RISK BOMB LOCATION .........................................................COMPLETE

Place an additional single thin sheet of plastic over the bomb.
Build up at least 25 cm of wetted materials around the sides and on top of the bomb.
DO NOT PLACE ANYTHING BETWEEN THE BOMB AND THE DOOR, AND MINIMIZE
AIRSPACE AROUND THE BOMB.
The idea is to build up a protective surrounding of the bomb so that the explosive force
is directed in the only unprotected area into the door structure.
Fill the area around the bomb with seat cushions and other soft materials such as hand
luggage (saturated with water or any other nonflammable liquid) up to the cabin ceiling,
compressing as much as possible. Secure the LRBL stack inplace using belts, ties, or
other appropriate materials.The more material stacked around the bomb, the less the
damage will be.
USE ONLY SOFT MATERIAL. AVOID USING MATERIALS CONTAINING ANY INFLAMMABLE LIQUID AND ANY METAL OBJECTS WHICH COULD BECOME DANGEROUS PROJECTILES.
EVACUATION/DISEMBARKATION .............................................................EXECUTE
Evacuate through normal and emergency exits on the opposite side of the bomb location.
Do not use the door just opposite to the bomb.
Use all available airport facilities to disembark without delay.
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ SK1
REV 10
2.35
RESET OF COMPUTERS
This table lists the computers which may be reset following an abnormal behavior or a detected fault.
Most of the computers reset capability is provided on the overhead RESET panel, those indicated with an asterisk* are reset on the system control panel.
To make a computer reset:
Select the related normal cockpit control OFF, or pull the corresponding reset button,
Wait 3 seconds if a normal cockpit control is used (unless a different time is indicated),
or 1 second if a reset button is used,
Select the related normal cockpit control ON, or push the corresponding reset button,
Wait 3 seconds for the end of the reset.
WARNING
Do not reset more than one computer at the same time, unless instructed to do so.
Refer also to FCOM 3.04.24 for more information.
ATA
21
EQUIPMENT
AVAILABLE
CONTROLS
REMARKS
2 Reset button
ZONE CONT 1RB
VENT CONT 2RB
AEVC
1RB
PACK CONT
NIL
To force CPC changeover:
CPC
2RB
MODE SEL ........................................................................... MAN

After 3 seconds
MODE SEL ......................................................................... AUTO
The non active CPC may then be reset (check on CAB PRESS
ECAM page).
22
FCU
FMGEC and
FM
2RB
on ground, the FCU has to be reconfigured after reset

In flight, check FCU targets after reset.
FMGEC or FM reset results in onside AP disconnection (if engaged).

Resynchronization of both FMs will occur after a reset sequence
with associated messages on MCDU and ND:
PLEASE WAIT
MAP NOT AVAIL
It is recommended to use FMGEC reset button rather than FM reset
button.
4RB
MCDU *
SAS ALL
BRT OFF
CTL
Following a total FCU reset, targets are selected targets.
In case the MCDU is blank or locked, refer to 4.06.20.
A330
QRH
ATA EQUIPMENT
ABNORMAL
Running
H/F 2
AVAILABLE
CONTROLS
23
PROCEDURES
SEQ SK1
REV 12
2.36
REMARKS
In the event of reset of the active CIDS (usually CIDS 1

when both are operative) a complete power up test is performed:
CIDS
2RB
ACP/AMU
RMP *
2RB
ON/OFF CTL
24
GPCU *
BCL *
26 SDCU
2 pb on ELEC
panel
3 BAT pb on
ELEC panel
In flight, test lasts about 20 sec:

The cabin light illuminates at full intensity.
If selected, dimming is lost and must be reselected after
test.
PA, CALL and INTERPHONE functions are interrupted
and have to be reselected after test.
FAP cabin temperature corrections are lost and have to
be reselected after test.
On ground, test lasts about 80 sec, and includes additionally:
A sequencial cabin loudspeakers test (triggers a tone for
about 10 sec)
The cabin light might flash shortly. Dimming selection is
lost (as in flight).
NIL
NIL
GPCU reset may be attempted if AVAIL and ON lights are not

illuminated.
First action resets the GPCU. The AVAIL It illuminates

Second action connects the external power.
ON It illuminates, AVAIL extinguishes.

Use BAT pb sw to reset the BCL.
Do not reset the BCL when BAT FAULT caution has been triggered and BAT OFF selection has been requested by ECAM.
NIL
2RB
WARNING:
Do not reset more than one computer at a time.
27
PRIM and
SEC*
FLT/CTL panel NOTE: Do not attempt a reset because this would result in a loss of
FCDC
2RB
30 PHC
2RB
related PRIM/SEC.
If a reset is performed on ground, it must be followed by a flight
controls check, as per the SOP.
NOTE: When a PRIM reset is performed on ground, the crew must

check the pitch trim position
NIL
28
FCMC
PRIM/SEC may be reset, except when the DC BUS 2 FAULT caution is present.
If reset is made before engine start, ZFW and ZFCG must be reentered in the MCDU (init B page)
If reset is made after engine start, actual GW and CG must be reentered in the MCDU (FUEL PRED page).
3RB
Associated heating is interrupted when reset button is pulled.
WHC
2RB
If DU reset is unsuccessful, DMC (driving the affected DU) re31 DU (ECAM, *
OFF/BRT CTL
set
may be attempted.
PFD, ND)
EFIS/ECAM displays are lost for 40 seconds on ground after
DMC
3RB
reset or power up.
NIL
FWC
2RB
NIL
SDAC
2RB
SAS ALL
A330
QRH
ATA EQUIPMENT
32
LGCIU
ABNORMAL
Running
H/F 2
AVAILABLE
CONTROLS
2RB
38
APU MASTER sw
2RB
Permanent display of "INVALID DATA" on the DCDU.

No key selection effect on the DCDU, or MCDU ATC pages.
NIL
During the reset, and for the subsequent 5 seconds, the following occur:
2RB
SAS ALL
C/B LAVATORY POWER (LH and RH) (8 C/B) .................. PULL

C/B LAVATORY POWER (LH and RH) (8 C/B) ................. PUSH
LH and RH SYSTEM and both VACUUM GEN C/Bs remain
pulled. In this configuration:
The waste quantity indication is lost.
The protection against waste tank overfill is lost.
Do not use the toilet below 16,000 feet.
On ground, during servicing, do not use toilets.
Reset must be attempted only when APU speed is below 7%.
EIVMU
VACUUM TOILET SYSTEM (blue button)........................ RESET

Repeated use of the blue reset button is not recommended.
If this does not fix the problem, apply the following procedure for
both system sides on the cabin aft C/B panel (VACUUM TOILET
SYSTEM).
Do not apply the following procedure in case of a waste tank
overfill.
An ATSU reset, using the ATSU1 reset switch on 261VU (overhead panel), should be attempted in case of:
ATSU
52 PSCU
80
2.37
Cabin aft C/B

panel (VACUUM TOILET On the cabin aft C/B panel:
C/B SYSTEM (both) and VACUUM GEN (both) (4 C/B) ..... PULL
SYSTEM)
46
ECB *
REV 12
An LGCIU reset must neither be made during landing gear maneuvers, nor immediately before touchdown.
In case all toilets of one or both sides are shut down (on the
cabin aft C/B panel);
49
SEQ SK1
REMARKS
VSC
PROCEDURES
On corresponding engine
Loss of thrust reverser
Loss of vibration indication
If idle is selected, only hi idle is available
Loss of MAN start and wet crank
Loss of bleed corrections on N1 limit
On both engines
Loss of A/THR
Loss of Flex/Derated T.O.
A330
QRH
SYST
ABNORMAL
Running
H/F 2
CONDITIONS
CAB VERT SPD

V/S > 1800 ft/min or
V/S < - 1800 ft/min
CAB PRESS
CAB ALT
Alt 8800 ft
CAB DIFF PRESS
P 1,5 PSI in phase 7
COND
ELEC
FUEL
APU
SAS ALL
PROCEDURES
SEQ 900
REV 20
2.38
RECOMMENDED ACTION
CPC changeover is recommended:
MODE SEL....................................................MAN
AFTER 3 seconds:
MODE SEL..................................................AUTO
MODE SEL....................................................MAN
Manual pressure control
LDG ELEV......................................MAN ADJUST
If unsuccessful:
MODE SEL....................................................MAN
Manual pressure control
PACK LO FLOW
Pack flow insufficient to satisfy PACK FLOW ...................................... INCREASE
temperature demand
Reduce IDG load, if possible (GALLEY or COMMERCIAL or GEN OFF).
IDG OIL TEMP
If required, restore when temperature has dropped.
T > 142C
Restrict use of the generator to a short time, if the temperature rises again excessively.
FUEL MANAGEMENT ............................. CHECK
Difference between L and R
If a fuel leak is suspected, refer to the FUEL LEAK prowing fuel quantities is greater
cedure.
than 3000 kg.
For limitations, see FCOM 3.01.28
LOW OIL LEVEL
The oil level is below 4.1 liters.
EGT high
(inhibited during APU start)
A330
QRH
SYST
ABNORMAL
Running
H/F 2
CONDITIONS
OIL QTY < 4 US qt

NAC TEMP > 260C
ENG
SAS ALL
VIBRATION
N1 3.3 units
N2 2.6 units
N3 4.0 units
PROCEDURES
SEQ 020
REV 17
2.39
RECOMMENDED ACTION
If oil quantity is low at high power setting, expect

level increase after power reduction.
Monitor engine parameters and crosscheck with
other engine.
Refer to the HIGH ENGINE VIBRATION procedure
A330
QRH
ABNORMAL
Running
H/F 2
PROCEDURES
SEQ 030
REV 18
2.40
VAPP DETERMINATION
l NORMAL CONFIGURATION (or no DVREF)
The FMGS performs the following VAPP compution for landing in normal configuration
(CONF 3 or CONF FULL). These VAPP also apply for failure cases without DVREF.
NOTE: 1) The 5 kt* speed increment is only required when A/THR is used, or when autoland is performed or in case of ice accretion.
2) In case of gusty crosswind greater than 20 kt, the approach speed should be at
least VLS + 5 kt.
l ABNORMAL/EMERGENCY CONFIGURATION (with DVREF)
The headwind component may be determined from the PERF APPR page using the FM data,
once the wind has been inserted. WIND CORRECTION = VAPP - VREF. This must be done
with CONF FULL selected on the PERF APPR page.
The PFD displays VLS corresponding to the actual slat/flap position. For certain failures, ECAM
displays
D VLS to be applied to PFD VLS for improved maneuverability. In such a case, VLS + D VLS
is the lowest selectable speed, and is equal to or lower than the calculated VAPP.
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
SEQ 100
PROCEDURES
REV 20
2.41
LDG CONF/APPR SPD/LDG DIST FOLLOWING FAILURES

A330
FAILURE
EMER CONFIG
DC BUS 1 + 2 FAULT
DC BUS 2 FAULT
ELEC
If ice accretion:
DC ESS BUS FAULT/DC
ESS SHED
0 < FLAPS < 1 + F
1 + F < FLAPS < 2
FLAPS
2 < FLAPS < 3
FAULT
FLAPS = 3
FLAPS > 3
0 < SLATS < 1
SLATS
S/F
1 < SLATS < 2
FAULT
SLATS > 2
NO FLAPS NO SLATS
If slats and flaps fail in an intermediate position, refer to table in
QRH 2.43.
STAB CTL FAULT (MAN TRIM
NOT AVAIL)
L/R/L + R ELEV FAULT
RUD TRV LIM FAULT (2)
RUD TRV LIM FAULT (engine
F/CTL out) (2)
RUDDER JAM
RUDDER JAM (engine out)
ALTN/DIRECT LAW
PRIM 1 + 3, 2 + 3 FAULT
PRIM 1 + 2 + 3 FAULT
ONE/TWO SPLRS per wing
SPLR THREE/FOUR SPLRS per wing
FIVE/ALL SPLRS per wing
FLAP LEVER POSITION FOR

LDG
MULTIPLY LDG
VREF APPR SPD INDIST (CONF
CREMENT
FULL) BY
3
NORM (1)
NORM (1)
1.1
1.1
1.1
NORM (1)
10
1.2
2
2
2
3
FULL
30
15
10
5
5
1.5*
1.3*
1.2*
1.1*
1.1*
2
2
3
30
15
5
1.4*
1.2*
1.1*
50
1.7*
20
1.3*
2
2 (2)
20
20 (2)
1.3*
1.3* (2)
2 (2)
2
2
3
NORM (1)
3
NORM (1)
NORM (1)
NORM (1)
APPR SPD: 160 KT (2)

20
APPR SPD: 160 KT
-
1.6* (2)
1.3*
1.6*
1.1*
1.1
1.2
NEGLIGIBLE
1.1
1.2
(1) If CONF 3 is used when "NORM" is indicated in the table, multiply the resulting landing distance by an
additional factor of 1.1.
(2) This landing configuration and associated parameters only needs to be applied if the Travel Limiter Unit
(TLU) remains locked in the high-speed position after slats extension.
SAS ALL
A330
QRH
A330
FUEL
HYD
A. ICE
BRK
NAV
BLEED
ENG
ABNORMAL
Running
H/F 2
FAILURE
T TANK UNUSABLE
If CG > CG limit shown on QRH 2.10.
G SYS LO PR
B SYS LO PR
Y SYS LO PR
SLATS < 1
G+B
1 < SLATS <2
SLATS 2
0 < FLAPS < 1 + F
1 + F < FLAPS < 2
G+Y
2 < FLAPS < 3
FLAPS = 3
FLAPS > 3
B+Y
If ice accretion
WING LO PR/WING VLVE NOT
OPEN/WAI SYS FAULT
ANTI SKID
NORM BRK (ALTN with ANTI SKID)
RELEASE FAULT
TRIPLE ADR FAULT
DOUBLE ADR FAULT/IR FAULT
If ice accretion:
WING LEAK/ENG BLEED
LEAK/ABNORM BLEED
CONFIG/BLEED LO TEMP
SHUT DOWN
THR LEVER FAULT
REV UNLOCKED (WITH BUFFET)
REV UNLOCKED (WITHOUT BUFFET)
SEQ 100
PROCEDURES
REV 20
2.42
VREF APPR
SPD INCREMENT
MULTIPLY LDG
DIST (CONF
FULL) BY
NORM (1)
10
1.2
NORM (1)
NORM (1)
NORM (1)
2
2
3
2
2
2
3
FULL
2
30
25
15
30
15
20
15
15
20
1.1
NEGLIGIBLE (2)
NEGLIGIBLE
2.4
2.3
1.9
1.7
1.4
1.5
1.4
1.4
1.3
NORM (1)
10
1.2
NORM (1)
NORM (1)
NORM (1)
3
3
10
-
1.4
1.1
1.4
1.2*
1.1*
NORM (1)
10
1.2
3
3
2
25
1.1
1.1*
1.4*
1.1*
FLAP LEVER
POSITION
FOR LDG
(1) If CONF 3 is used when "NORM" is indicated in the table, multiply the resulting landing distance by an
additional factor of 1.1.
(2) If the green hydraulic system is supplied by the RAT, the landing distance coefficient to be applied is 1.4
on dry runway, (A/SKID lost).
SAS ALL
A330
QRH
ABNORMAL
Running
H/F 2
SEQ 001
PROCEDURES
REV 19
2.43
USE OF THE TABLE

APPR SPD INCREMENT account for corrections due to the failure and to the required landing
configuration. These values are rounded off to cover the entire weight range.
LDG DIST factors have to be applied to the actual LANDING DISTANCE. (4.02).
For a single failure:
Determine the required LDG CONF to be selected
Determine the APPR SPD INCREMENT.
VAPP = VREF + APPR SPD INCREMENT + WIND CORRECTION (refer to QRH page 2.40)
Determine the LDG DIST factor.
For multiple failures:
Only SINGLE or PRIMARY failures should be combined. In case of PRIMARY failure, the effect of the related SECONDARY failures are already taken into account in VREF and LDG
DIST factor computation.
Use the lowest LDG CONF
Use the highest APPR SPD INCREMENT to compute VAPP
LDG DIST factors: Multiply the landing distance factors together except when all failures are
indicated by an asterisk (*). In this case the highest factor has to be taken.
Examples:
FLAPS FAULT (2 < FLAPS < 3)
LDG CONF 2
VREF = 10 KT
LDG DIST x 1.2*
NORM BRK FAULT
NORM CONF
VREF = 0
LDG DIST x 1.1
TOTAL
LDG CONF 2
VREF = 10 KT
LDG DIST x 1.32
GW = 170 T
VREF = 131 KT VAPP
= 131 + 10 + WIND (10 KT MAX)

= 141 KT + WIND (10 KT MAX)
STAB CTL FAULT
LDG CONF 2
VREF = 20 KT
LDG DIST x 1.3*
FLAPS FAULT (2 < F < 3)
LDG CONF 2
VREF = 10 KT
LDG DIST x 1.2*
TOTAL
LDG CONF 2
VREF = 20 KT
LDG DIST x 1.3
GW = 190 T
VREF = 139 KT VAPP = 139 + 20 + 0 (no wind correction) = 159 KT
FOR FLAP/SLAT FAILURE IN INTERMEDIATE POSITION: use the table below:
0 < Slats < 1

1 < Slats < 2
Slats = 2
SAS ALL
0 < Flaps
<1+F
VREF + 50
DIST x 1.7
VREF + 30
DIST x 1.5
VREF + 30
DIST x 1.5
VLS/LDG DIST
1+F<
2<
Flaps < 3
Flaps< 2
VREF + 40
VREF + 30
DIST x 1.7
DIST x 1.5
VREF + 20
VREF + 15
DIST x 1.3
DIST x 1.2
VREF + 15
VREF + 10
DIST x 1.3
DIST x 1.2
3 < Flaps <Full
Flaps Full
VREF + 25
DIST x 1.4
VREF + 10
DIST x 1.2
VREF + 5
DIST x 1.1
VREF + 25
DIST x 1.4
VREF + 10
DIST x 1.2
VREF
A330
QRH
NORMAL
Running
H/F 2
PROCEDURES
SEQ SK1
REV 03
3.00
CONTENTS
COLD WEATHER ................................................................................3.01
NORMAL CHECKLIST.........................................................................7.01
SAS ALL
A330
QRH
NORMAL
Running
H/F 2
PROCEDURES
SEQ SK1
REV 06
3.01
COLD WEATHER
For details regarding Cold Weather operations refer to supplementary techniques in
FCOM Vol 3. The following procedures are only an extract of these procedures required
for deicing of the aircraft.
EXTERIOR INSPECTION
Check that the APU intake, packs inlet and outlet doors, outflow valves and pressure
relief valve are free from snow and ice. De-ice as necessary. Remove all protective
covers.
PRELIMINARY COCKPIT PREPARATION (normal procedures)...........COMPLETED
APU is started and air conditioning is on.
PROBE/WINDOW HEAT .........................................................................................ON
SURFACES............................................ CHECK FREE OF FROST, ICE AND SNOW
l After start of either engine:
PROBE/WINDOW HEAT............................................................................... AUTO
PROCEDURE FOR GROUND DE-ICING/ANTI-ICING

CAUTION
If repeated anti-icing is necessary, ground crew must de-ice the surfaces with a hot fluid
mixture before applying a new layer of anti-icing fluid.
Check that no external air is supplied to the aircraft via the low or high pressure ground
connectors.
CAUTION
Avoid indiscreminate use of de-icing fluid or its ingestion by the engine or APU.
Do not move flaps or slats, flight control surfaces or trim surfaces if they are not free
of ice.
Always have the aircraft treated symmetrically : the left and right hand sides must receive the same and complete treatment.
DEICING AT THE GATE
l Before the fluid spraying:
CAB PRESS MODE SEL .......................................................................CHECK AUTO

ENG BLEED 1 and 2.............................................................................................. OFF
APU BLEED ........................................................................................................... OFF
DITCHING pushbutton .............................................................................................ON
THRUST LEVERS....................................................................................CHECK IDLE
AIRCRAFT PREPARED FOR SPRAYING ...................... INFORM GROUND CREW
l Upon completion of spraying operation:

DITCHING pushbutton ........................................................................................... OFF
OUTFLOW VALVE.................................................................................CHECK OPEN
ENG BLEED.............................................................................................................ON
At least 60 seconds after APU start or the completion of spraying operation
APU BLEED.............................................................................................AS RQRD
GROUND EQUIPMENT .................................................................................REMOVE
DE-ICING/ANTI-ICING REPORT................................................................RECEIVED
NORMAL PROCEDURE ................................................................................ RESUME
SAS ALL
A330
QRH
NORMAL
Running
H/F 2
PROCEDURES
SEQ SK1
REV 06
3.02
COLD WEATHER (contd)

DEICING AWAY FROM GATE
l After engine start perform the following items (superceedes AFTER START CL):
ENG START sel .................................................................................................NORM
APU BLEED............................................................................................................OFF
APU MASTER switch ................................................................................... AS RQRD
(Keep APU running if engines will be stopped during deicing)
ENG ANTI ICE.............................................................................................. AS RQRD
ECAM STATUS ................................................................................................ CHECK
ECAM DOOR PAGE......................................................................................... CHECK
ANNOUNCE ....................................................................... YOU MAY DISCONNECT
NWS TOWING LT ............................................................................................ CHECK
CLEAR SIGNAL AND LIGHT ...................................................... RECEIVED AND ON
l When on the de-icing ramp:
Parking brake ..................................................................................................... ON
l If engines stopped during deicing
ENG MASTER switches, all ....................................................................... OFF
l Before the fluid spraying:
CAB PRESS MODE SEL....................................................................... CHECK AUTO

ENG BLEED 1 and 2 ..............................................................................................OFF
APU BLEED............................................................................................................OFF
DITCHING pushbutton............................................................................................. ON
THRUST LEVERS ................................................................................... CHECK IDLE
AIRCRAFT PREPARED FOR SPRAYING.......................INFORM GROUND CREW
l Upon completion of spraying operation:

DITCHING pushbutton............................................................................................OFF
OUTFLOW VALVE ................................................................................ CHECK OPEN
ENG BLEED ............................................................................................................ ON
At least 60 seconds after APU start or the completion of spraying operation
APU BLEED ............................................................................................ AS RQRD
DE-ICING/ANTI-ICING REPORT ............................................................... RECEIVED
NORMAL PROCEDURE ............................................................................... RESUME
n If engines are stopped:

Start the engines. Perform normal After Start procedure and After Start CL.
n If the engines have been running:

Perform normal After Start procedure and After Start CL.
l Before taxi:
CLEAR SIGNAL.......................................................................................... RECEIVED
A330
QRH
IN FLIGHT
Running
H/F 2
PERFORMANCE
SEQ SK1
REV 02
4.00
CONTENTS
SPEEDS .............................................................................................4.01
LANDING
LANDING DISTANCE ....................................................................4.02
REQUIRED RUNWAY ....................................................................4.04
LANDING DISTANCE WITH AUTOBRAKE - MANUAL LANDING.4.06
ENGINE OUT
MAX ALTITUDE ..............................................................................4.07
GROSS FLIGHT PATH - DESCENT AT GREEN DOT SPEED......4.08
LONG RANGE CRUISE ..................................................................4.09
IN-CRUISE QUICK CHECK ............................................................4.10
ALL ENGINES
MAX AND OPTIMUM ALTITUDES ................................................4.11
COST INDEX..................................................................................4.13
IN-CRUISE QUICK CHECK ...........................................................4.13
DESCENT ......................................................................................4.14
ALTERNATE PLANNING ...............................................................4.15
FLIGHT WITHOUT CAB PRESS - IN-CRUISE QUICK CHECK .........4.16
SAS ALL
A330
QRH
IN FLIGHT
Running
H/F 2
SEQ SK1
PERFORMANCE
REV 02
4.01
SPEEDS
OPERATING SPEEDS (KT)
W (1000 KG)
S
VLS CONF 1
F (*)
240
210
187
168
220
200
179
161
200
190
170
153
180
180
162
145
160
170
152
137
140
159
143
131
120
147
133
131
(*) For approach:
In CONF 2: Add 14%. F is limited to 141kt (low limit).
In CONF 3: Add 4%. F is limited to 136 kt (low limit).
VLS CONF 2
165
158
150
143
135
126
126
VLS CONF 3
159
152
145
138
130
126
126
VREF
156
149
142
135
127
126
126
GREEN DOT SPEED (KT) ALL ENGINES OPERATIVE

W (1000 KG)
at or below FL 200
FL 300
FL 400
240
251
261
271
220
239
249
259
200
227
237
247
180
215
225
235
160
203
213
223
140
191
201
211
120
179
189
199
GREEN DOT SPEED WITH ONE OR TWO ENGINES INOP: Subtract 10 kt from these values.
VLS CONF 0 (KT)
W (1000 KG)
240
220
200
180
160
140
120
SAS ALL
FL 0
212
203
193
183
173
161
150
1.23 VS
FL 100
223
208
197
185
174
162
150
FL 200
237
226
214
200
183
166
151
FL 200
233
220
207
193
177
160
143
0,3g buffet margin

FL 300
245
233
220
206
194
177
161
FL 400
243
221
203
187
171
A330
QRH
IN FLIGHT
Running
H/F 2
SEQ SK1
PERFORMANCE
REV 03
4.02
LANDING DISTANCE
The landing distance is the distance to come to a complete stop from a point 50 feet above
the landing surface. No margin is included in this distance.
CONFIG 3
DRY
No reverse
2 reversers
No reverse
2 reversers
WET
130 t
910
890
1150
1080
Contaminated
Compacted snow/
Dry Ice
Wet Ice
Standing
water
Slush
230 t
1460
1430
1800
1660
See table on next page
No reverse
2 reversers
6 mm No reverse
12 mm No reverse
6 mm No reverse
12 mm No reverse
2800
2180
1540
1450
1480
1410
2930
2310
1620
1530
1550
1480
3810
3070
2310
2140
2190
2060
4070
3310
2540
2330
2390
2230
No reverse
2 reversers
No reverse
2 reversers
130 t
920
900
1140
1070
Landing distance (m) vs weight

150 t 170 t 190 t 210 t
930
980
1060 1200
910
960
1040 1170
1170 1260 1400 1540
1100 1190 1310 1440
230 t
1370
1340
1680
1560
CONFIG FULL
DRY
WET
Contaminated
Landing distance (m) vs weight

150 t 170 t 190 t 210 t
940
1020 1100 1280
920
1000 1080 1250
1200 1340 1490 1640
1120 1250 1390 1520
Compacted snow/
Dry Ice
Wet Ice
No reverse
2 reversers
Standing 6 mm No reverse
water
12 mm No reverse
Slush
6 mm No reverse
12 mm No reverse
CORRECTIONS
Elevation (per 1000 ft)
Headwind
Tailwind (per 10 kt)
Speed (above VLS)
3220
2570
1840
1730
1740
1660
3510
2820
2090
1930
1970
1850

2690
2130
1520
1430
1460
1390
2790
2230
1570
1480
1500
1440
3000
2420
1720
1610
1630
1560
3270
2650
1930
1820
1830
1740
3540
2890
2140
1990
2030
1920
3780
3110
2330
2170
2210
2090
DRY WET Wet ice Standing Water

Slush
runway runway
6 mm 12 mm 6 mm 12 mm
+ 3% + 4% + 3% + 4% + 3% + 5% + 4%
No correction due to wind corrections on approach speed
+ 18% + 21% + 27% + 24% + 21% + 23% + 21 %
+ 8% per 5 kt
NOTE: Correction for speed is not applicable to normal speed increments due to headwind.
A330
QRH
IN FLIGHT
Running
H/F 2
PERFORMANCE
SEQ SK1
REV 03
4.03
LANDING DISTANCE on compacted snow and dry ice (no standing water, slush or snow)
at Landing Weight 180 t.
Braking action
Friction coefficient ()
Landing Distance (m) vs configuration
0.50
0.48
0.46
0.44
0.42
0.40
0.38
0.36
0.34
0.32
0.30
0.28
0.26
0.24
0.22
0.20
0.18
0.16
0.14
0.12
0.10
GOOD
MEDIUM to GOOD
MEDIUM
MEDIUM to POOR
POOR
No reverse
CONF 3
CONF
FULL
1400
1340
1450
1390
1500
1440
1560
1480
1610
1540
1690
1600
1750
1670
1820
1740
1900
1800
1980
1880
2070
1970
2180
2060
2310
2180
2470
2310
2640
2470
2820
2630
3030
2830
3350
3120
3750
3470
4180
3850
4700
4300
1690
1600
1820
1740
2070
1970
2310
2180
3350
3120
2 * MAX reverse
CONF 3
CONF
FULL
1350
1290
1390
1320
1430
1370
1480
1400
1520
1450
1580
1500
1620
1550
1690
1600
1740
1650
1800
1700
1870
1770
1940
1840
2030
1920
2130
2020
2250
2120
2370
2230
2500
2360
2680
2530
2890
2700
3100
2920
3350
3200
1580
1500
1690
1600
1870
1770
2030
1920
2680
2530
CORRECTIONS
LW > 180 ton
LW < 180 ton
Elevation
Headwind
Tailwind
Speed (above VLS)
+ 5% per 10 ton
- 5% per 10 ton
+ 4% per 1000 ft
No correction
+ 21% per 10 kt
+ 8% per 5 kt
SAS ALL
A330
QRH
IN FLIGHT
Running
H/F 2
PERFORMANCE
SEQ SK1
REV 03
REQUIRED RUNWAY
CONFIG 3
Contaminated
DRY
WET
Compacted snow
Dry Ice
Wet Ice
Standing water 4-12 mm
Slush
4-12 mm
Wet snow
7-19 mm
Dry snow
9-26 mm
Very dry snow 16-50 mm
CONFIG FULL
Contaminated
DRY
WET
Compacted snow
Dry Ice
Wet Ice
Standing water 4-12 mm
Slush
4-12 mm
Wet snow
7-19 mm
Dry snow
9-26 mm
Very dry snow 16-50 mm
130 t
1520
1740
Required runway (m) vs weight

150 t 170 t 190 t 210 t
1620 1760 1940 2240
1870 2020 2240 2580
230 t
2560
2940

2510
2760
3060
3360
3650
3930
1740
1870
2020
2240
2580
2940
130 t
1530
1760
Required runway (m) vs weight

150 t 170 t 190 t 210 t
1570 1700 1840 2100
1810 1960 2110 2420
230 t
2400
2750

2440
2610
2890
3160
3440
3700
1760
1810
1960
2110
2420
2750
CORRECTIONS
Elevation
Headwind
Tailwind
Speed (above VLS+5)
Autoland
+ 4% per 1000 ft
No correction
+ 21% per 10 kt
+ 8% per 5 kt
No correction
SAS ALL
4.04
A330
QRH
IN FLIGHT
Running
H/F 2
PERFORMANCE
SEQ SK1
REV 02
4.05
Braking action
Friction coefficient ()
REQUIRED RUNWAY on compacted snow and dry ice (no standing water, slush or snow)
at Landing Weight 180 t.
0.50
0.40
0.38
0.36
0.34
0.32
0.30
0.28
0.26
0.24
0.22
0.20
0.18
0.16
0.14
0.12
0.10
GOOD
MEDIUM to GOOD
MEDIUM
MEDIUM to POOR
POOR
Required Runway (m) vs configuration

No reverse
2 * MAX reverse
CONF 3
CONF
CONF 3
CONF
FULL
FULL
2130
2130
2130
2130
T
2130
T
2130
O
2130
O
2130
2170
2130
2260
2130
B
2350
B
2130
E
2480
E
2210
2620
2310
2780
2420
I
2960
I
2530
S
3150
S
2670
S
3380
S
2810
U
3700
U
3020
E
4100
E
3240
D
D
3480
3700
2130
2130
2130
2130
2350
2130
2620
2310
3700
3020
CORRECTIONS
LW > 180 ton
LW < 180 ton
Elevation
Headwind
Tailwind
Speed (above VLS+5)
Autoland
+ 5% per 10 ton
- 5% per 10 ton
+ 4% per 1000 ft
No correction
+ 21% per 10 kt
+ 8% per 5 kt
No correction
SAS ALL
A330
QRH
IN FLIGHT
Running
H/F 2
PERFORMANCE
SEQ SK1
REV 06
4.06
LANDING DISTANCES WITH AUTOBRAKE MANUAL LANDING

CONFIGURATION 3
CORRECTIONS (%) ON
LANDING DISTANCE
LANDING DISTANCE (METERS)

WEIGHT
RUNWAY CONDITION MODE
MED
DRY
LOW
MED
WET
LOW
C STAND WATER MED
6mm
LOW
O
V STAND WATER MED
E
12 mm
LOW
R
SLUSH
MED
E
6 mm
LOW
D
SLUSH
MED
12 mm
LOW
W
COMPACTED
MED
I
SNOW (FC 0.40) LOW
T
MED
H
WET ICE
LOW
130 t
150 t
170 t
190 t
210 t
230 t
1320
1800
1330
1800
1620
1760
1520
1680
1800
1720
1500
1660
1570
1790
2860
2900
1340
1850
1370
1850
1690
1820
1600
1750
1650
1780
1570
1720
1610
1840
3000
3040
1460
2020
1510
2020
1910
2000
1780
1930
1840
1960
1740
1900
1770
2020
3280
3330
1580
2200
1660
2200
2140
2220
1990
2110
2020
2140
1910
2060
1920
2200
3580
3630
1700
2380
1820
2380
2380
2450
2200
2300
2250
2380
2110
2230
2070
2370
3880
3940
1810
2550
1960
2550
2600
2660
2390
2480
2450
2530
2290
2400
2190
2540
4140
4200
PER
2
1000FT
REV
ABOVE SL OP
+3
+3
+3
+3
+3
+3
+3
+3
+5
+4
+4
+4
+3
+3
+3
+3
0
-2
-2
-2
-9
-3
-8
-2
-9
-3
-8
-2
-7
-2
- 19
- 19
PER 10KT
TAIL
WIND
+14
+16
+19
+16
+23
+20
+20
+17
+22
+20
+19
+17
+16
+15
+27
+27
CONFIGURATION FULL
CORRECTIONS (%) ON
LANDING DISTANCE
LANDING DISTANCE (METERS)

WEIGHT
RUNWAY CONDITION MODE
MED
DRY
LOW
MED
WET
LOW
STAND WATER MED
C
6mm
LOW
O STAND WATER MED
V
12 mm
LOW
E
SLUSH
MED
R
6 mm
LOW
E
SLUSH
MED
D
12 mm
LOW
W
COMPACTED
MED
I
T SNOW (FC 0.40) LOW
H
MED
WET ICE
LOW
130 t
150 t
170 t
190 t
210 t
230 t
1300
1750
1300
1750
1590
1730
1490
1660
1750
1690
1480
1630
1540
1760
2730
2780
1310
1780
1330
1780
1640
1760
1550
1700
1600
1730
1530
1670
1570
1780
2840
2880
1380
1900
1420
1900
1770
1880
1670
1820
1730
1840
1650
1790
1680
1900
3050
3090
1500
2070
1560
2070
1980
2060
1860
1990
1890
2010
1810
1950
1810
2070
3330
3370
1610
2230
1700
2230
2190
2280
2050
2160
2080
2230
1970
2110
1950
2230
3600
3650
1710
2390
1830
2390
2390
2470
2220
2320
2270
2350
2140
2250
2080
2380
3840
3890
PER
2
1000FT
REV
ABOVE SL OP
+3
+3
+3
+3
+4
+3
+3
+3
+4
+4
+4
+4
+3
+3
+4
+3
Note : Max mode is not recommended at landing

Per 5 knot speed increment (and no failure) add 8 % (all runways)
No correction for headwind due to wind correction on approach speed
SAS ALL
0
-2
0
-2
-9
-3
-8
-2
-9
-3
-8
-2
-7
-2
- 18
- 18
PER 10KT
TAIL
WIND
+15
+16
+19
+17
+22
+20
+20
+17
+21
+20
+20
+16
+16
+16
+27
+27
A330
QRH
IN FLIGHT
Running
H/F 2
PERFORMANCE
ENG OUT - MAX ALTITUDE

GROSS CEILING at LONG and GREEN DOT SPEEDS
Pack Flow Hi - Anti-ice OFF
CORRECTIONS
LONG RANGE
GREEN DOT
SAS ALL
ENGINE ANTI ICE ON
TOTAL ANTI ICE ON
- 850 FT
- 400 FT
- 1 500 FT
- 1 200 FT
SEQ SK1
REV 02
4.07
A330
QRH
IN FLIGHT
Running
H/F 2
PERFORMANCE
SEQ SK1
REV 06
4.08
ONE ENGINE OUT

GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - 1 ENGINE OUT
ISA
DISTANCE (NM)
TIME (MIN)
CG=30.0%
INITIAL SPEED (KT)
FUEL (1000KG)
LEVEL OFF (FT)
INITIAL FLIGHT LEVEL
310
330
350
370
390
410
147
27
252
46
303
54
340
60
130
190 1.6 192 2.6 194 3.1 196 3.4
34500
34700
34800
34800
89
16
235
43
290
52
328
58
359
63
140
194 1.0 196 2.7 198 3.2 200 3.5 202 3.8
32800
33100
33200
33200
33300
215
39
277
50
317
57
348
62
375
66
150
200 2.6 202 3.3 204 3.7 206 4.0 208 4.2
31600
31700
31700
31700
31800
203
38
281
51
320
58
354
64
379
67
403
71
160
204 2.7 206 3.6 208 4.0 210 4.3 212 4.5 214 4.7
30000
30200
30300
30300
30300
30400
197
37
303
56
352
64
385
70
413
74
437
78
458
81
170
208 2.8 210 4.2 212 4.7 214 5.1 216 5.3 218 5.5 220 5.7
28300
28500
28600
28700
28700
28700
28800
280
52
340
63
380
70
410
74
435
78
455
81
477
84
180
214 4.1 216 4.9 218 5.3 220 5.6 222 5.9 224 6.0 226 6.2
26800
27000
27000
27100
27100
27100
27200
314
58
358
66
389
71
416
75
438
79
460
82
477
84
190
220 4.7 222 5.3 224 5.6 226 5.9 228 6.1 230 6.3 232 6.4
25500
25500
25600
25600
25700
25700
25700
323
60
359
66
389
71
413
74
434
77
455
80
472
83
200
226 5.0 228 5.5 230 5.8 232 6.1 234 6.3 236 6.4 238 6.6
24200
24300
24300
24300
24300
24400
24400
329
60
359
65
383
69
406
72
426
75
445
78
210
232 5.3 234 5.7 236 5.9 238 6.2 240 6.3 242 6.5
23100
23200
23200
23200
23300
23300
339
62
366
66
389
69
408
72
428
75
443
77
220
238 5.6 240 6.0 242 6.2 244 6.4 246 6.6 248 6.7
22100
22200
22200
22200
22200
22200
350
63
373
67
395
70
414
73
431
75
230
244 6.0 246 6.3 248 6.5 250 6.7 252 6.8
21200
21200
21200
21200
21200
358
64
380
67
402
71
419
73
436
75
240
250 6.3 252 6.6 254 6.8 256 7.0 258 7.1
20200
20200
20300
20300
20300
TIME
LEVEL OFF
CORRECTIONS
DISTANCE
FUEL
ENGINE ANTI ICE ON
+5%
+5%
+5%
- 400 ft
TOTAL ANTI ICE ON
+ 10 %
+ 10%
+ 10 %
-1200 ft
MAX. CONTINUOUS THRUST

PACK FLOW HI
ANTI-ICING OFF
INIT. GW
(1000KG)
290
SAS ALL
A330
QRH
IN FLIGHT
Running
H/F 2
PERFORMANCE
SEQ SK1
4.09
REV 11
ONE ENGINE OUT

LONG RANGE CRUISE - 1 ENGINE OUT
ISA
EPR
CG=30.0% FUEL FLOW
(KG/H/ENG)
MAX. CONTINUOUS THRUST LIMITS

PACK FLOW HI
ANTI-ICING OFF
WEIGHT
FL100
FL150
(1000KG)
1.191 .415 1.249 .456
130
3628
229
3612
229
1.210 .430 1.272 .470
140
3906
237
3870
236
1.229 .445 1.295 .484
150
4196
246
4140
243
1.249 .459 1.314 .491
160
4484
254
4363
247
1.268 .470 1.336 .499
170
4744
260
4610
251
1.286 .481 1.360 .509
180
5013
266
4889
257
1.304 .490 1.385 .519
190
5267
271
5169
261
1.320 .495 1.412 .529
200
5478
274
5479
267
1.338 .503 1.441 .542
210
5749
278
5825
273
1.358 .511 1.471 .555
220
6033
283
6193
280
1.378 .518 1.503 .572
230
6309
287
6612
289
1.400 .527 1.534 .586
240
6621
292
7021
296
TOTAL ANTI-ICE ON
FUEL = +0.6 %
SAS ALL
FL200
1.316
3502
1.344
3760
1.374
4034
1.406
4334
1.441
4666
1.478
5027
1.517
5439
1554
5836
1.588
6205
1.613
6459
1.633
6606
1.646
6505
.489
223
.500
228
.512
233
.525
240
.539
247
.556
254
.576
264
.592
271
.604
277
.604
277
.594
273
.552
252
FL220
1.350
3486
1.383
3756
1.418
4050
1.458
4400
1.499
4787
1.542
5197
1.578
5562
1.609
5858
1.632
6032
1.645
5909
MACH
IAS (KT)
FL240
.502
220
.514
225
.527
231
.545
239
.565
248
.585
258
.599
264
.604
266
.596
262
.548
240
1.390
3483
1.429
3779
1.473
4129
1.519
4526
1.562
4919
1.601
5275
1.630
5513
1.641
5388
.517
217
.531
223
.550
232
.573
242
.592
250
.604
256
.602
254
.556
234
FL260
1.439
3511
1.487
3868
1.538
4270
1.582
4638
1.617
4904
1.644
5062
TOTAL ANTI-ICE ON
FUEL = +2 %
.535
216
.556
225
.580
235
598
242
.600
243
.588
238
A330
QRH
IN FLIGHT
Running
H/F 2
PERFORMANCE
SEQ SK1
REV 02
4.10
ONE ENGINE OUT

IN CRUISE QUICK CHECK FROM ANY MOMENT IN CRUISE TO LANDING - 1 ENGINE OUT
CRUISE : LONG RANGE - DESCENT : M.80/300KT/250KT - IMC PROCEDURE : 240 KG (6 MIN)
REF. INITIAL WEIGHT = 170000 KG
PACK FLOW HI
ANTI-ICING OFF
AIR
DIST.
(NM)
200
300
400
500
600
700
800
900
1000
1100
1200
1300
1400
SAS ALL
ISA
CG = 30.0 %
FUEL CONSUMED (KG)

TIME (H.MIN)
FLIGHT LEVEL
100
150
200
3071
2601
2320
0.46
0.45
0.43
4633
4058
3713
1.06
1.04
1.01
6188
5507
5097
1.27
1.24
1.20
7735
6947
6472
1.47
1.43
1.38
9274
8379
7838
2.07
2.03
1.57
10805
9803
9196
2.28
2.23
2.16
12329
11218
10546
2.49
2.42
2.34
13844
12628
11888
3.09
3.02
2.53
15352
14032
13221
3.30
3.22
3.12
16852
15428
14546
3.51
3.41
3.31
18345
16818
15863
4.12
4.01
3.50
19830
18200
17172
4.33
4.21
4.09
21308
19576
18474
4.54
4.41
4.28
ENGINE ANTI-ICE ON
D FUEL = + 1 %
220
250
2220
0.42
3694
1.00
4960
1.18
6317
1.35
7665
1.53
9006
2.11
10338
2.30
11662
2.48
12976
3.06
14282
3.24
15581
3.43
16871
4.01
18154
4.20
2081
0.40
3436
0.57
4782
1.14
6120
1.31
7448
1.48
8768
2.05
10079
2.22
11383
2.39
12677
2.56
13962
3.13
15240
3.30
16510
3.48
17771
4.05
270
CORRECTION ON
FUEL CONSUMPTION
(KG/1000KG)
FL100
FL200
FL250
FL150
FL220
FL270
2007
7
6
0.40
3365
12
12
0.57
4708
18
19
1.13
6040
23
25
1.30
7360
28
31
1.47
8668
33
38
2.04
9966
38
44
2.21
11252
43
50
2.38
12532
49
56
2.55
13806
53
62
3.12
15071
58
68
3.28
16328
63
73
3.45
17576
68
79
4.02
TOTAL ANTI-ICE ON
D FUEL = + 2 %
6
13
20
27
33
40
46
52
58
65
71
77
84
A330
QRH
IN FLIGHT
Running
H/F 2
PERFORMANCE
SEQ SK1
REV 03
ALL ENG MAX/OPT ALTITUDE
CORRECTIONS
< ISA + 7
ISA + 15
ISA + 20
ENGINE ANTI ICE ON
TOTAL ANTI ICE ON
PACK FLOW HI OR/AND

CARGO COOL ON
- 300 FT
- 400 FT
- 1000 FT
- 500 FT
- 900 FT
- 2000 FT
- 300 FT
- 300 FT
- 500 FT
NOTE: No bleed corrections on optimum altitudes.
SAS ALL
4.11
A330
QRH
IN FLIGHT
Running
H/F 2
PERFORMANCE
SAS ALL
SEQ SK1
REV 02
4.12
A330
QRH
IN FLIGHT
Running
H/F 2
SEQ SK1
PERFORMANCE
REV 03
4.13
COST INDEX
Cruise is normally controlled by Cost Index.
Normal Cost Index is 100 and will result in approximately M.82 at optimum altitude.
Cost Index 70 gives approximately Long Range Cruise (LRC).
Cost Index 0 gives maximum range.
ALL ENGINES
IN CRUISE QUICK CHECK FROM ANY MOMENT IN CRUISE TO LANDING
CRUISE : M.82 - DESCENT : M.82/300KT/250KT - IMC PROCEDURE : 240 KG (6 MIN)
REF. INITIAL WEIGHT = 180000 KG
NORMAL AIR CONDITIONING
ANTI-ICING OFF
AIR
DIST.
(NM)
500
1000
1500
2000
2500
3000
3500
4000
4500
5000
5500
6000
6500
FUEL CONSUMED (KG)

TIME (H.MIN)
FLIGHT LEVEL
310
330
5589
1.13
11922
2.16
18176
3.18
24361
4.20
30476
5.22
36531
6.25
42525
7.27
48467
8.29
54356
9.31
60197
10.33
65988
11.36
71733
12.38
77435
13.40
5291
1.14
11297
2.17
17217
3.19
23057
4.22
28825
5.25
34523
6.28
40159
7.31
45734
8.33
51251
9.36
56716
10.39
62129
11.42
67501
12.45
72827
13.47
78114
14.50
7000
7500
PACK FLOW LO
DFUEL = - 0.3 %
SAS ALL
ISA
CG = 37.0 %
350
370
5039
4835
1.14
1.14
10781
10374
2.18
2.18
16428
15804
3.21
3.22
21985
21133
4.24
4.26
27456
26368
5.28
5.29
32842
31510
6.31
6.33
38151
36576
7.35
7.37
43388
41562
8.38
8.40
48572
46484
9.41
9.44
53695
51337
10.45
10.48
58773
56121
11.48
11.51
63792
60838
12.51
12.55
68771
65496
13.55
13.59
73698
70103
14.58
15.02
78588
74652
16.01
16.06
PACK FLOW HI OR/AND
CARGO COOL ON
D FUEL = + 0.5 %
390
410
4699
4674
1.14
1.14
10115
10069
2.18
2.18
15396
15290
3.22
3.22
20554
20346
4.26
4.26
25616
25290
5.29
5.29
30575
30106
6.33
6.33
35454
34823
7.37
7.37
40250
39443
8.40
8.40
44961
43963
9.44
9.44
49594
48388
10.48
10.48
54153
52728
11.52
11.52
58644
57029
12.55
12.55
63067
61262
13.59
13.59
67443
65431
15.03
15.03
71762
69574
16.06
16.06
ENGINE ANTI-ICE
ON
D FUEL = + 1 %
CORRECTION ON
FUEL CONSUMPTION
(KG/1000KG)
FL310
FL350
FL390
FL330
FL370
FL410
8
12
27
22
30
57
34
47
81
45
63
103
55
77
121
65
91
138
73
104
153
81
115
166
89
126
180
96
135
192
102
144
203
108
152
214
114
159
224
128
166
233
172
241
TOTAL ANTI-ICE ON
D FUEL = + 6 %
A330
QRH
IN FLIGHT
Running
H/F 2
PERFORMANCE
SEQ SK1
REV 02
4.14
ALL ENGINES
DESCENT - M.82/300KT/250KT
IDLE THRUST
ISA
MAXIMUM CABIN RATE OF DESCENT
CG=30.0%
350FT/MIN
ANTI-ICING OFF
WEIGHT
150
200
(1000KG)
TIME FUEL DIST.
EPR
TIME
FUEL DIST. EPR
IAS
FL
(MIN) (KG)
(NM)
(MIN)
(KG) (NM)
(KT)
20.9
403
129
IDLE
24.0
460
148
IDLE
237
410
20.0
389
122
IDLE
23.1
446
141
IDLE
248
390
19.2
376
115
IDLE
22.2
433
134
IDLE
260
370
18.4
364
109
IDLE
21.3
420
128
IDLE
272
350
17.7
353
104
IDLE
20.6
408
122
IDLE
284
330
17.1
343
99
IDLE
19.8
396
116
IDLE
297
310
16.3
330
93
IDLE
18.9
381
108
IDLE
300
290
15.4
315
86
IDLE
17.8
364
101
IDLE
300
270
14.5
301
80
IDLE
16.7
346
93
IDLE
300
250
14.0
294
76
IDLE
16.2
338
89
IDLE
300
240
13.1
279
70
IDLE
15.1
321
81
IDLE
300
220
12.2
264
64
IDLE
14.0
302
74
IDLE
300
200
11.2
248
58
IDLE
12.9
282
66
IDLE
300
180
10.3
230
51
IDLE
11.7
261
59
IDLE
300
160
9.3
210
45
IDLE
10.5
238
52
IDLE
300
140
8.3
190
40
IDLE
9.4
213
45
IDLE
300
120
7.3
168
34
IDLE
8.2
187
38
IDLE
300
100
2.7
66
12
IDLE
3.0
73
13
IDLE
250
50
.0
0
0
IDLE
.0
0
0
IDLE
250
15
CORRECTIONS PACK FLOW LO
TIME
FUEL
DISTANCE
SAS ALL
-1.5 %
-
PACK FLOW HI OR/

ENGINE
AND CARGO COOL ON ANTI-ICE ON
+ 4%
+ 30 %
+ 4%
+ 10 %
+ 50 %
+ 10 %
TOTAL
ANTI-ICE ON
PER 1 ABOVE ISA
+ 10 %
+ 60 %
+ 10 %
+ 0.5 %
+ 0.5 %
A330
QRH
IN FLIGHT
Running
H/F 2
SEQ SK1
PERFORMANCE
REV 02
4.15
ALL ENGINES
ALTERNATE PLANNING FROM DESTINATION TO ALTERNATE AIRPORT
GO-AROUND: 500 KG - CLIMB: 250KT/300KT/M.80 - CRUISE: LONG RANGE
DESCENT: M.80/300/250KT - VMC PROCEDURE: 160 KG (4 MIN)
REF. LDG WT AT DEST. =140000 KG
ANTI-ICING OFF
AIR
DIST.
(NM)
FUEL CONSUMED (KG)

TIME (H.MIN)
FLIGHT LEVEL
100
1558
50
0.14
2351
100
0.24
3145
150
0.34
3940
200
0.45
4738
250
0.55
5537
300
1.05
6337
350
1.15
7140
400
1.25
7944
450
1.35
8749
500
1.45
9556
550
1.55
10365
600
2.05
11176
650
2.15
11988
700
2.25
12802
750
2.35
13617
800
2.45
14434
850
2.55
15253
900
3.05
16073
950
3.15
16895
1000
3.24
17719
1050
3.34
18544
1100
3.44
19371
1150
3.54
20200
1200
4.03
PACK FLOW LO
D FUEL = - 0.4 %
SAS ALL
ISA
CG = 30.0 %
150
200
250
290
330
CORRECTION ON
FUEL CONSUMPTION
(KG/1000KG)
FL100
FL200
FL290
FL150
FL250
FL330
2
2265
2275
0.24
0.23
2976
2915
2914
0.33
0.32
0.30
3689
3557
3499
0.43
0.41
0.39
4403
4201
4085
0.53
0.50
0.47
5118
4846
4673
1.02
0.59
0.55
5835
5492
5262
1.12
1.08
1.04
6553
6139
5852
1.21
1.17
1.12
7272
6788
6444
1.31
1.26
1.20
7993
7439
7037
1.40
1.35
1.29
8716
8091
7631
1.50
1.43
1.37
9440
8744
8227
1.59
1.52
1.45
10165
9399
8824
2.09
2.01
1.54
10892
10055
9422
2.18
2.10
2.02
11620
10712
10021
2.27
2.19
2.10
12349
11372
10622
2.37
2.28
2.18
13080
12032
11224
2.46
2.36
2.26
13813
12694
11828
2.56
2.45
2.35
14547
13357
12433
3.05
2.54
2.43
15282
14022
13038
3.14
3.03
2.51
16019
14688
13645
3.23
3.11
2.59
16757
15355
14253
3.33
3.20
3.07
17497
16024
14863
3.42
3.29
3.15
18238
16695
15474
3.51
3.37
3.23
PACK FLOW HI OR/AND
CARGO COOL ON
DFUEL = + 2.0 %
2949
0.29
3488
3510
0.37
0.36
4028
4015
0.46
0.43
4569
4520
0.54
0.51
5111
5026
1.02
0.58
5653
5533
1.10
1.05
6197
6041
1.18
1.13
6742
6550
1.26
1.20
7288
7060
1.34
1.27
7835
7571
1.42
1.35
8383
8083
1.50
1.42
8932
8595
1.58
1.49
9483
9109
2.06
1.57
10034
9623
2.14
2.04
10586
10139
2.22
2.11
11139
10655
2.30
2.19
11693
11172
2.38
2.26
12249
11691
2.46
2.33
12805
12210
2.54
2.41
13362
12730
3.02
2.48
13919
13251
3.10
2.55
14478
13773
3.18
3.02
ENGINE
ANTI-ICE ON
D FUEL = + 3 %
10
10
11
12
13
14
14
15
16
16
17
18
18
19
20
20
21
22
22
23
25
24
25
27
26
27
29
28
29
31
30
31
33
32
33
36
34
35
38
36
37
40
38
39
42
40
41
44
42
43
46
45
46
49
47
48
51
49
50
53
51
TOTAL
ANTI-ICE ON
D FUEL = + 4.5 %
A330
QRH
IN FLIGHT
Running
H/F 2
PERFORMANCE
SEQ SK1
REV 02
4.16
FLIGHT WITHOUT CAB PRESS

IN CRUISE QUICK CHECK FROM ANY MOMENT IN CRUISE TO LANDING
CRUISE: LONG RANGE - DESCENT: 250 KT - IMC PROCEDURE: 240 KG (6 MIN)
FL100
ISA
FUEL CONSUMED (KG)
CG = 30.0 %
TIME (H.MIN)
ANTI-ICING OFF
AIR DIST.
INITIAL WEIGHT (1000 KG)
(NM)
140
160
180
200
220
240
1563
1591
1624
1662
1707
1762
100
0.27
0.26
0.26
0.25
0.25
0.25
3132
3240
3351
3471
3597
3736
200
0.48
0.46
0.45
0.43
0.42
0.41
4695
4883
5072
5272
5479
5701
300
1.09
1.06
1.03
1.01
0.59
0.57
6251
6519
6786
7067
7353
7659
400
1.30
1.25
1.22
1.19
1.16
1.14
7801
8149
8494
8854
9220
9609
500
1.51
1.45
1.41
1.37
1.34
1.31
9344
9772
10195
10635
11079
11551
600
2.13
2.05
2.00
1.55
1.51
1.47
10880
11390
11889
12409
12930
13483
700
2.34
2.25
2.19
2.13
2.08
2.04
12410
13002
13577
14176
14774
15405
800
2.56
2.45
2.38
2.31
2.26
2.21
13934
14607
15257
15936
16611
17320
900
3.17
3.05
2.57
2.49
2.43
2.38
15451
16207
16931
17690
18440
19226
1000
3.39
3.25
3.16
3.08
3.01
2.55
16962
17801
18599
19438
20261
21125
1100
4.01
3.45
3.35
3.26
3.18
3.12
18466
19386
20260
21179
22075
23017
1200
4.23
4.06
3.55
3.44
3.36
3.29
19965
20965
21916
22913
23882
24900
1300
4.45
4.26
4.14
4.03
3.54
3.46
21458
22537
23565
24635
25681
26775
1400
5.07
4.47
4.34
4.21
4.12
4.03
22945
24103
25208
26350
27474
28645
1500
5.30
5.08
4.53
4.40
4.30
4.21
24426
25663
26845
28058
29259
30507
1600
5.52
5.29
5.13
4.59
4.48
4.38
25900
27218
28476
29758
31038
32362
1700
6.15
5.50
5.33
5.18
5.06
4.55
27369
28766
30098
31452
32810
34210
1800
6.38
6.11
5.53
5.37
5.24
5.13
28832
30308
31715
33139
34575
36050
1900
7.00
6.32
6.12
5.56
5.42
5.30
30289
31845
33325
34820
36334
37884
2000
7.53
6.54
6.32
6.15
6.00
5.47
31741
33375
34929
36494
38087
39711
2100
7.46
7.15
6.53
6.35
6.19
6.05
33187
34898
36528
38162
39833
41531
2200
8.09
7.37
7.13
6.54
6.37
6.22
34627
36414
38120
39826
41572
43343
2300
8.32
7.58
7.33
7.13
6.55
6.40
36063
37924
39707
41484
43306
45147
2400
8.56
8.20
7.53
7.33
7.14
6.58
37492
39429
41288
43136
45033
46944
2500
9.19
8.42
8.14
7.52
7.32
7.15
38917
40928
42864
44783
46754
48735
2600
9.43
9.05
8.34
8.12
7.51
7.33
42421
44434
46423
48470
50519
2700
9.27
8.55
8.31
8.09
7.51
AIR CONDITION OFF
ENGINE ANTI ICE ON
TOTAL ANTI ICE ON
DFUEL = - 3 %
DFUEL = + 1 %
DFUEL = + 3 %
SAS ALL
A330
QRH
Running H/F 2
OPS DATA
SEQ SK1
REV 03
5.00
CONTENTS
SEVERE TURBULENCE................................................................5.01
HYD ARCHITECTURE...................................................................5.02
FLT CTL ARCHITECTURE ............................................................5.03
REQUIRED EQUIPMENT FOR CAT 2 AND CAT 3.......................5.04
REQUIRED EQUIPMENT FOR RVSM AND MNPS ......................5.05
SAS ALL
A330
QRH
Running H/F 2
SEQ SK1
OPS DATA
REV 06
5.01
SEVERE TURBULENCE
SPEED AND THRUST SETTING (N1) FOR TURBULENCE SPEED:
FL
410
390
370
350
330
310
290
270
250
200
150
100
50
SPD
or
Mach
.78
.78
.78
260
260
260
260
260
260
240
240
240
240
WEIGHT (1000 kg)

120
130
140
150
160
170
180
190
200
210
220
230
240
72.2
71.2
70.3
69.6
68.4
67.1
65.8
64.6
63.4
58.1
55.1
52.7
51.1
73.2
71.9
70.9
70.1
68.9
67.6
66.3
65.1
63.8
58.7
55.7
53.2
51.6
74.2
72.8
71.6
70.6
69.5
68.2
66.9
65.6
64.3
59.4
56.3
53.7
52.0
75.4
73.7
72.4
71.3
70.1
68.8
67.4
66.2
64.9
60.1
57.0
54.2
52.4
76.6
74.8
73.2
72.0
70.8
69.4
68.0
66.8
65.5
60.8
57.7
54.8
52.9
78.1
75.9
74.1
72.8
71.5
70.1
68.7
67.5
66.1
61.6
58.5
55.5
53.4
80.2
77.1
75.1
73.6
72.3
70.9
69.4
68.1
66.8
62.5
59.2
56.1
53.9
78.6
76.2
74.5
73.1
71.7
70.1
68.7
67.5
63.3
60.0
56.9
54.4
80.6
77.3
75.5
74.0
72.5
70.9
69.4
68.2
64.1
60.8
57.6
55.0
78.8
76.6
74.9
73.4
71.7
70.2
69.0
65.0
61.7
58.5
55.7
80.6
77.7
76.0
74.3
72.6
71.0
69.8
65.9
62.6
592
56.3
82.6
79.2
77.3
75.4
73.5
71.8
70.6
66.8
63.5
60.0
57.1
80.9
78.5
76.6
74.5
72.7
71.5
67.7
64.4
60.9
57.9
SEAT BELT SIGN ....................................................................................................ON

AUTO PILOT ................................................................................................. KEEP ON
A/THR (When thrust changes become excessive).................................DISCONNECT
l FOR APPROACH:
A/THR in managed speed ................................................................................USE
SAS ALL
A330
QRH
HYD ARCHITURE
Running H/F 2
OPS DATA
SEQ SK1
REV 02
5.02
A330
QRH
Running H/F 2
FLT CTL ARCHITECTURE
SAS ALL
OPS DATA
SEQ SK1
REV 02
5.03
A330
QRH
Running H/F 2
SEQ 960
OPS DATA
REV 20
5.04
NOT FMGS MONITORED FOR

FMA LDG CAPABILITY
FMGS MONITORED FOR

FMA LDG CAPABILITY
REQUIRED EQUIPMENT FOR CAT2 AND CAT3

FMA CAPABILITY
EQUIPMENT
AP/FD
AUTOTHRUST
FMA
ELECTRICAL POWER SUPPLY
SPLIT
PRIM/SEC
YAW DAMPER/RUDDER TRIM
HYDRAULIC CIRCUIT
PFD
DMC
FLIGHT WARNING COMPUTER
BSCU CHANNEL
ANTISKID
NOSEWHEEL STEERING
RADIO ALTIMETER
CAT 2
CAT 3 SINGLE
CAT 3 DUAL
1 AP ENGAGED 1 AP ENGAGED 2 AP ENGAGED

0
1
1
1
2
2
0
1/1
1/1
2
2
2
1
1**
1**
1**
1 (displayed on
both sides)
2
1/1
1/1
2
2
2
1
1**
1**
1**
N1+N2/2
2/2
3
2
2
2
1
1
1
ILS RECEIVER
2
2
ATTITUDE INDICATION (PFD1/
N1+N2
N1+N2
N1+N2
PFD2)
ADR/IR
2/2
2/2
3/3
BEAM EXCESSIVE DEVIATION
1 for PNF
2
2
AP DISCONNECT PB
2
2
2
AP OFF ECAM WARNING
1
1
2
A/THR OFF ECAM CAUTION
0
1
1
AUTOLAND LIGHT
1
1
1
RUDDER TRAVEL LIMIT SYSTEM 1 required for autoland with crosswind greater than 12 kt
WINDOW HEAT (L or R windshield)
1 for PF
WINDSHIELD WIPERS OR RAIN
1 for PF
REPELLENT (if activated)
ND
1
2
2
AUTO CALLOUT FUNCTION
one is required for
1
1
autoland
ATTITUDE INDICATION (STBY)
1
1
1
DH INDICATION
1 for PNF
** For automatic rollout, one is required. For autoland without automatic rollout, none is required.
NOTE: Flight crews are not expected to check the equipment list before approach. When an
ECAM or local caution occurs, the crew should use the list to confirm the landing capability.
On ground, the equipment list determines which approach category the aircraft will be
able to perform at the next landing.
Electrical power supply split: This ensures that each FMGEC is powered by an independent electrical source (AC and DC).
Failure of antiskid and/or nosewheel steering mechanical parts are not monitored for
landing capability.
The DH will be displayed on the FMA, and the "Hundred Above" and Minimum auto
callouts will be announced, provided that the DH value has been entered on the MCDU.
SAS ALL
A330
QRH
Running H/F 2
OPS DATA
SEQ SK1
REV 06
5.05
REQUIRED EQUIPMENT FOR RVSM AND MNPS

RVSM
MNPS
IF FAILURE inSYSTEM
Before entry
Before entry
IF FAILURE inside area
side area
22 Autopilot 1 AP must be op- Inform ATC
erational
22 FM lateral
2 Long Range Nav Sys- Continue according to
nav
tem or 1 + backup nav RAR North Atlantic
required
13.11.3
22 FCU
2 channels re- Continue
quired
22 MCDU
1 required
Inform ATC
22 FMGC
2 or 1 + backup nav re- Continue according to
quired
RAR North Atlantic
13.11.3
23 COM
1 VHF + 1 HF required, If Use alternate COM or
COM failure, proceed proceed according to oceanic clearance and local
according to oceanic
clearance or procedures procedures
for local area
35 FWC
Altitude alert re- Inform ATC
quired
34 PFD/ND 2 PFD required Inform ATC
Heading + Map required Proceed according to
RAR North Atlantic 13.11
+ 13.14
34 ADR
2 ADR required Inform ATC
34 DMC
2 DMC required Continue
34 TCAS
34 VOR/
1 VOR + 1 DME required Continue
DME
34 Tran1 required
Continue
sponder
SAS ALL
A330
QRH
Running H/F 2
OEB
SEQ SK1
REV 13
6.50
TR N 158-3 PAGE 2 OF 2
UNDETECTED ELEVATOR CONTROL LOSS IN CASE OF DUAL FAILURE
EXTRACT OF OEB 50
PROCEDURE
On ground, before takeoff and until takeoff power thrust setting, apply the following procedure:
Q In the case of a F/CTL PRIM 1 FAULT, or a F/CTL PRIM 1 PITCH FAULT:

PRIM 1.............................................................................................OFF THEN ON
O If successful:
FLIGHT CONTROLS ............................................................................ CHECK
Perform the normal pre-flight Flight Controls Check, as per the SOP procedure.
O If unsuccessful:
RETURN TO THE GATE, AND REQUIRE APPROPRIATE MAINTENANCE
ACTIONS.
Q In the case of a F/CTL ELEV SERVO FAULT, or a HYD G SYS LO PR:

RETURN TO THE GATE, AND REQUIRE APPROPRIATE MAINTENANCE ACTIONS.
NOTE: A PRIM 1 reset must not be performed, if these warnings are displayed.
SAS ALL
A330
QRH
RunningNORMAL
H/F 2
SEQ SK1
CHECKLIST
REV 12
7.01
Approach
Prestart
P
L/P
L/P
L/P
P
P
P
Altimeters.........................................-hPa --ft
Briefing.............................................. GIVEN
ECAM status...................................... CHKD
V. BUGS ................................................SET
Seat belts ............................................... ON
MDA/DH.................................................SET
Doors.................................................Closed P
Beacon ....................................................ON L/P
Parking Brake........................................ SET L/P
CABIN .......................................... WARNED

A/THR ......................................SPEED/OFF
ECAM memo........................ LDG NO BLUE
Crew papers & aircraft log..................CHKD

Pins ...............................................Removed
Cabin signs .................................ON/AUTO
ADIRS ...................................................NAV
Fuel quantity.......................................CHKD
Takeoff DATA....................................CHKD
Altimeters ........................................ -hPa --ft
Landing
Push/start
After Start
Anti ice................................................... SET
ECAM status ......................................CHKD
Pitch trim ............................................... SET
Rudder trim....................................... RESET
Flight controls .....................................CHKD
Clear signal & lights.................. RCVD & ON
Cabin Clear ................................... Received
L/P
L/P
L/P
L/P
P
L/P
L/P
P
P
P
P
R/P
P
Takeoff imminent
Cabin................................ WARNED & RDY R/P

ECAM memo.......................... TO NO BLUE P
SIGNS ON
SPLRS ARM
FLAPS TO
AUTO BRK MAX
TO CONFIG TEST
PNF
P
P
SIGNS ON
LDG GEAR DN
FLAPS LDG
SPLRS ARM
After landing
Spoilers......................................DISARMED
RADAR ................................................. OFF
Flaps ......................................................SET
APU .......................................................SET
Taxi
Flight instruments............................... CHKD
Briefing ..............................................GIVEN
Flaps ..................................................... SET
V1.V2/Flex temp.................................... SET
Transponder.......................................... SET
Windows............................................Closed
P
PF
P
L/P
L/P
P
R/P
R/P
R/P
R/P
Parking
APU bleed............................................. SET
External Power...................................... SET
Engines................................................. OFF
Seat belts.............................................. OFF
External lights ....................................... SET
Fuel pumps ........................................... OFF
Parking brakes ...................................... SET
Documentation & aircraft log.... CHKD/SIGN
R/P
R/P
R/P
R/P
R/P
R/P
R/P
P
Securing Aircraft
Engine start selector ............................. SET L/P
Climb
Oxygen ................................................. OFF

ADIRS................................................... OFF
APU bleed............................................. OFF
APU ...................................................... OFF
Emergency exit lights............................ OFF
Batteries................................................ OFF
R/P
R/P
R/P
R/P
R/P
R/P
Landing gear ........................................... UP PNF

Flaps ....................................................... UP PNF
Transition altitude
Altimeters ..............................................STD P
ON GROUND EMER/EVACUATION
AIRCRAFT/PARKING BRK.............................................................STOP/ON
CALL (PA) ...................................................."CABIN CREW, AT STATIONS"
ATC (VHF1)........................................................................................NOTIFY
P (only if MAN CAB PR has been used).............................. CHECK ZERO
If not zero, MODE SEL on MAN, V/S CTL FULL UP
ENG MASTERS (ALL) ............................................................................ OFF
FIRE P/Bs (ENG and APU) ...................................................................PUSH
AGENTS (ENG and APU) .....................................................................PUSH
EVACUATION ..................................................................................INITIATE
SAS ALL
L/P
L/P
R/P
R/P
L/P
L/P
L/P
CDR
2005-01-10
A330
QRH
RunningNORMAL
H/F 2
SEQ SK1
CHECKLIST
REV 14
7.02
CORRECTIONS TO MSA, MOCA & MORA
CONDITIONS:
ADD:
Temperature: Below standard

Pressure: QNH below 1013hPa
Wind speed: Above 30 kt
4% per 10C
30 ft per hPa
500 ft/10 kt. Max 2000 ft.
Corrections to altitudes below MSA at low temperature

Values to be added to altitudes below MSA
Reported OAT
0C
-10C
-20C
-30C
-40C
-50C
Height above AD
200
20
20
30
40
50
60
300
20
30
50
60
80
90
400
30
40
60
80
100
120
500
30
50
70
100
120
150
600
40
60
90
120
150
180
1000
60
100
140
190
240
300
2000
120
200
280
380
480
590
3000
170
290
420
570
720
890
WIND LIMIT DIAGRAM

The Wind diagram is valid for RWY width > 40 M. For RWY width < 40 M see FO OM-A for correction.
SAS ALL
2005-07-01

Fcoma330 Qrhrev14

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Fcoma330 Qrhrev14

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Scandinavian Airlines System A330

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INTENTIONALLY LEFT BLANK

ELEC EMER CONFIG SYS

EMER GEN RUNNING

ELEC EMER CONFIG SYS

ICE & RAIN

EMER GEN RUNNING

Operative when LAND RECOVERY pushbutton is ON

ELEC EMER CONFIG Summary

SPD BRK................................................................................................ DO NOT USE

O When L/G down: USE MAN PITCH TRIM

Only 3 per wing

NORMAL SYSTEM. Anti-skid available.

2.43. For landing distance, refer to QRH 4.02/4.03.

If DENSE SMOKE, at any time of the procedure:

If AIR COND SMOKE SUSPECTED:

SMOKE/FUMES/AVNCS SMOKE (contd)

IF CAB EQUIPMENT SMOKE SUSPECTED:

SMOKE/FUMES/AVNCS SMOKE (contd)

INTENTIONALLY LEFT BLANK

HYD B + Y SYS LO PR Summary

l IF TRIM LOCKED above 8 UP:

SLATS SLOW / FLAPS SLOW

PITCH AUTHORITY REDUCED (No stabilizer)

2.43. For landing distance, refer to QRH 4.02/4.03.

HYD G + B SYS LO PR Summary

SPD BRK ................................................................................................DO NOT USE

SLATS JAMMED / FLAPS SLOW

Only one ELEV

G NO GEAR RETRACTION. Increased fuel consumption

2.43. For landing distance, refer to QRH 4.02/4.03.

HYD G + Y SYS LO PR Summary

SPD BRK................................................................................................ DO NOT USE

l When L/G down: Direct law

Only one ELEV.

NO GEAR RETRACTION. Increased fuel consumption

2.43. For landing distance, refer to QRH 4.02/4.03.

THRUST LEVERS .........................................................................................TOGA

Decrease pitch attitude and accelerate.

Clean up aircraft, as required.

n "TERRAIN TERRAIN" "TOO LOW TERRAIN":

n "SINK RATE" "DONT SINK":

n "TOO LOW GEAR" "TOO LOW FLAPS":

Q Preventive resolution advisory: "MONITOR VERTICAL SPEED" message.

Q Corrective resolution advisory: All "CLIMB" and "DESCEND" or "MAINTAIN

Respect stall, GPWS or windshear warning.

"INCREASE CLIMB" is triggered on final approach.

ENG ALL ENG FLAMEOUT - FUEL REMAINING

LANDING STRATEGY ............................................................................. DETERMINE

EMER ELEC PWR (if not automatically coupled) ...........................................MAN ON

O WHEN BELOW FL 250

ENG ALL ENG FLAMEOUT - FUEL REMAINING (contd)

SEAT BELT/NO SMOKING ..................................................................................... ON

feet/NM (with no wind).

ENG ALL ENG FLAMEOUT - FUEL REMAINING (contd)

O At slat extension, if FUEL MAN FWD XFR has been selected

O When L/G downlocked

MAX BRK PR............................................................................................ 1000 PSI

O When the aircraft has stopped: