A330 Memory Items

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FOR TRAINING PURPOSE ONLY

 A330 Memory Items DISCLAIMER

Important Notice:

This document is for training purpose only. It has been developed to assist new pilots on Airbus A330-203 with GE CF6-80E1A3
engines and act as a refresher for more experienced pilots.

The information comes from several different sources and therefore may differ from standard Airbus documentation. In all cases,
your company SOPs, FCOMs and FCTM will take precedence.

Notice of Liability:

The author shall have no liability to any person or entity with respect to any liability, loss or damage caused, or alleged to be
caused, directly or indirectly by information contained in these study notes or it’s application in practice.

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 A330 Memory Items

MEMORY ITEMS GENERAL

LOSS OF BRAKING GPWS / EGPWS WARNING

EMERGENCY DESCENT GPWS / EGPWS CAUTIONS

STALL RECOVERY TCAS WARNINGS

STALL WARNING AT LIFTOFF REACTIVE WINDSHEAR WARNING

UNRELIABLE SPEED INDICATION PREDICTIVE WINDSHEAR WARNING

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 A330 Memory Items MEMORY ITEMS GENERAL

GENERAL

In some critical situations, the flight crew has no time to refer to an ECAM / QRH / OEB procedure. Therefore, the flight crew must
know and strictly apply by memory, items referred to as MEMORY ITEMS.

● Sequence of procedure: In the case of abnormal or emergency situations, the flight crew should apply the procedures in
the following sequence: Memory Items, OEB, ECAM and QRH.

● Memory Items Callouts: The aim of memory item callouts is to callout the appropriate procedure by calling out, in most
cases, the title of the procedure. This will allow the crew to be aware of the situation and be prepared to properly react
(crew coordination, task sharing and communication):

LOSS OF BRAKING: “LOSS OF BRAKING”

EMERGENCY DESCENT: “EMERGENCY DESCENT”
STALL RECOVERY: as soon as any stall indication is recognized: “STALL, I have control”
STALL WARNING AT LIFTOFF: “STALL TOGA 15°”
UNRELIABLE SPEED INDICATION: “UNRELIABLE SPEED”
GPWS: as soon as an avoidance maneuver is expected: “PULL UP TOGA”
TCAS: No AP/FD TCAS Function: “TCAS, I have control”
With AP/FD TCAS function: “TCAS Blue” if mode doesn’t arm “TCAS, I have control”
REACTIVE WINDSHEAR “WINDSHEAR TOGA”

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 A330 Memory Items LOSS OF BRAKING

GENERAL

PROCEDURE

CPT PF FLOW

FO PF FLOW

BRAKING SYSTEM REVIEW

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 A330 Memory Items LOSS OF BRAKING

GENERAL

If the flight crew doesn’t perceive deceleration when required, the flight crew will apply the LOSS OF BRAKING procedure from
memory because of the urgency of the situation.

● Use of Reverse Thrust

- If needed, full reverse may be used until coming to a complete stop. Below 70 kt, when the flight crew considers that
the aircraft can stop on the runway, the flight crew should set idle reverse.
- Unless required due to an emergency, it is recommend to avoid the use of high level of reverse thrust at low speed,
in order to avoid engine stall and excessive EGT.

● A/SKID & N/W STRG OFF

- In order to successfully revert to alternate braking, it is important to sequence the actions in 3 steps: the PF should
first release the brake pedals, then request the PM to set the A/SKID & N/W STRG switch (sw) to OFF and then press the
brake pedals in alternate braking mode.
- Modulate brake pedal pressure to maximum 1000 PSI and monitor the brake pressure on the BRAKE PRESS
indicator.

● Parking Brake
- If still no braking, use short successive parking brake applications to stop the aircraft.
- Brake onset asymmetry may be felt at each parking brake application
- If possible, delay the use of parking brake until low speed, to reduce the risk of tire burst and lateral control difficulties

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 A330 Memory Items LOSS OF BRAKING

PROCEDURE

● If no braking:
CALL OUT “LOSS OF BRAKING” (PF)
REV MAX (PF)
if needed the flight crew may keep maximum reverse thrust until aircraft stop
BRAKE PEDALS RELEASE (PF)
When the flight crew sets the A/SKID & N/W STRG sw to OFF, the alternate braking mode is activated. Consequently the PF
should release the brake pedals before the PM selects the A/SKID off. This action avoids brutal braking application.
A/SKID OFF ORDER:“A/SKID & N/W STRG OFF”(PF)
The PF orders the PM to set the A/SKID & N/W STRG sw to OFF.
A/SKID & N/W STRG OFF (PM)
BRAKE PEDALS PRESS (PF)
MAX BRK PR 1000 PSI (PM)
Limit brake pressure to approx 1000 PSI. Monitor brake pressure on the BRAKE PRESS indicator.

● If still no braking:
PARK BRAKE USE (PF)
Use short successive parking brake applications to stop the aircraft.

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 A330 Memory Items LOSS OF BRAKING - CPT PF FLOW

CPT PF Actions FO PM Actions

CPT PF announces “LOSS OF BRAKING”

4 A/SKID & N/W STRG OFF

BRAKE PEDALS PRESS 6 MAX BR PR 1000 PSI

5

1
BRAKE PEDALS RELEASE 2 REV MAX

A/SKID OFF ORDER: 7 IF STILL NO BRAKING: PRK BRAKE USE

“A/SKID & N/W STRG OFF”
3

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 A330 Memory Items LOSS OF BRAKING - FO PF FLOW

CPT PM Actions FO PF Actions

F/O PF announces “LOSS OF BRAKING”

A/SKID & N/W STRG OFF 4

MAX BR PR 1000 PSI 6

5 BRAKE PEDALS PRESS

1 2 BRAKE PEDALS RELEASE

REV MAX

A/SKID OFF ORDER:

3 “A/SKID & N/W STRG OFF”
IF STILL NO BRAKING: PRK BRAKE USE 7

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 A330 Memory Items LOSS OF BRAKING

BRAKING SYSTEM (1/2)

The brakes are carbon multi-discs. The normal braking system includes antiskid and autobrakes and is powered by the green
hydraulic system. The alternate braking system is powered by the yellow system and has a brake accumulator. The alternate
brakes may or may not have antiskid depending on the level of redundancy.

A dual channel Brake and Steering Control Unit (BSCU) controls all brake functions including normal and alternate brakes,
antiskid, autobrakes and temperature indications.

There are 4 modes of operation:

● Normal Braking: antiskid is operative and autobrake is available, braking is electrically controlled through the BSCU. This
mode is operative when: Green hydraulic pressure is available, main landing gear is in ground condition & A/SKID & N/W
STRG switch is ON. No brake pressure indication is provided.

● Alternate braking with antiskid: autobrake is inoperative. This mode is active when green hydraulic is insufficient and
provided blue hydraulic is available, A/SKID & N/W STRG switch is ON and the Parking brake is OFF. Control is achieved
by the pedals through the auxiliary low hydraulic pressure distribution line acting on the dual valves. The BSCU
controls antiskid system via the alternate servo valves. Brake pressure and accumulator pressure are indicated on a
triple indicator located on the center instrument panel.

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 A330 Memory Items LOSS OF BRAKING

BRAKING SYSTEM (2/2)

● Alternate braking without antiskid: Autobrake and antiskid are inoperative. The antiskid
system is either deactivated electrically (A/SKID & N/W STRG switch OFF, power supply
failure or BSCU failure) or hydraulically (B+G low pressure, brakes are supplied by the brake
accumulator only).

Control is achieved by the pedals acting on the dual valves. Alternate servo valves are fully
open. Brake pressure and accumulator pressure are indicated on a triple indicator, the pilot
must modulate brake pressure at, or below 1000 PSI in order to avoid wheel locking.

Accumulators can supply at least 7 full brake applications.

● Parking brake: Brakes are supplied by the blue hydraulic system or by the accumulator
Brakes & Accu Press
pressure via the dual shuttle valves (12h max). Alternate servo valves are open allwoing full Indicator
pressure application.

Blue accumulators can be pressurized by the blue electrical pump switch. The triple “Brakes
& Accu Press” indicator indicates the pressure delivered to the left and right brakes as well
as accumulator pressure.

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 A330 Memory Items EMERGENCY DESCENT

GENERAL

PROCEDURE

CPT PF FLOW

FO PF FLOW

PRESSURIZATION SYSTEM REVIEW

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 A330 Memory Items EMERGENCY DESCENT

GENERAL (1/2)

The emergency descent memory items should only be initiated:

● If the cabin altitude AND the rate of climb are excessive and uncontrollable OR

● If the CAB PR EXCESS CAB ALT ECAM message appears

The flight crew should perform the actions of the EMER DESCENT in 2 steps:

● First Step: Apply the memory items. The PM should focus on monitoring the FMA to ensure that the PF had correctly
established the aircraft in descent. To initiate the descent, the use of autopilot and autothrust is highly recommended

● Second Step: Perform the read and do procedure (ECAM first then QRH), the PF should refine the autopilot (AP) settings.

At high levels, the flight crew should extend the speed brakes while monitoring the VLS, this is in order to avoid the
activation of the high angle of attack protection which may result in the retraction of the speed brakes and in AP disconnection. At
idle thrust with speedbrake extended the rate of descent is approx 6000 ft/mn.

The flight crew should be aware that the Minimum Off-Route Altitude (MORA) (if installed) displayed on the Navigation Display
(ND) is the highest MORA value within a radius of 40 NM around the aircraft.

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 A330 Memory Items EMERGENCY DESCENT

GENERAL (2/2)

If the flight crew suspects structural damage (loud bang or high cabin vertical speed), the flight crew should:

● Set the SPEED / MACH pushbutton to SPEED, to prevent an increase in IAS, or to reduce the speed. This action
minimizes the stress on aircraft structure

● Carefully use the speed brakes, to avoid additional stress on aircraft structure

If the cabin altitude goes or could go above 14000 ft, the flight crew must press the MASK MAN ON pb.

The TCAS mode selector must remain on the TA / RA position. Avoidance of collision has the priority, even if it required one
temporary interruption of the descent maneuver

After the emergency descent, once the masks are removed, the flight crew should:

● Close the oxygen stowage mask compartment

● Press the PRESS TO RESET oxygen control slide, to deactivate the mask microphone, and to cut off the oxygen

Below FL100, the flight crew should limit the rate of descent to 1000ft/mn.

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 A330 Memory Items EMERGENCY DESCENT

PROCEDURE

If the cabin altitude AND the rate of climb are excessive and uncontrollable OR IF the CAB PR
EXCESS CAB ALT ECAM message appears, memory items should be initiated:

CALL OUT “EMERGENCY DESCENT” (PF)

CREW OXY MASKS ON (PF)(PM)
SIGNS ON (PM)
EMER DESCENT INITIATE (PF)
On the FCU: ALT TURN AND PULL, HDG TURN AND PULL, SPD PULL

● If A/THR not active

THR LEVERS IDLE (PF)

SPD BRK FULL (PF)

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 A330 Memory Items EMERGENCY DESCENT - CPT PF FLOW

CPT PF Actions SIGNS ON 2 FO PM Actions

CPT PF announces “EMERGENCY DESCENT”

EMER DESCENT INITIATE

2

3 3
FMA CHECK FMA CHECK

IF ATHR NOT ACTIVE: THR LEVERS IDLE

1 CREW OXY MASK USE CREW OXY MASK USE 1

5 SPD BRK FULL

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 A330 Memory Items EMERGENCY DESCENT - FO PF FLOW

CPT PM Actions 2 SIGNS ON FO PF Actions

FO PF announces “EMERGENCY DESCENT”

EMER DESCENT INITIATE

2

3 3
FMA CHECK
FMA CHECK

4 IF ATHR NOT ACTIVE: THR LEVERS IDLE

1 CREW OXY MASK USE 1 CREW OXY MASK

5 SPD BRK FULL

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 A330 Memory Items EMERGENCY DESCENT

PRESSURIZATION SYSTEM (1/2) EMER RAM AIR CPC1 CPC2

PACK FLOW CTRL
VLV: Valve Closed
The pressurization system is made up of two PSCU: Doors Valves
ADIRS: Static Pressure
identical, independent, automatic system & Baro Corr
(system 1 and system 2) that control the cabin FMGC: TOC, TOD,
ETA, Landing Elevation
altitude. & Destination QNH,
Final CRZ FL and CRZ
LVL.
The overall system consists of: two cabin LGCIU: FLT / GRND
EIU1+2: TO POWER
pressure controllers (CPCs), one residual pressure
(Same inputs to CPC2)
control unit (RPCU), two outflow valves, two safety
valves, one negative relief valve and a control
ECAM SYSTEM
panel. Each outflow valve actuator incorporate DISPLAY Manual NOT

three electric motors, two for automatic control and ECAM WARNING Backup CONNECTED

one for manual control.

Mot Mot Man Man Mot Mot
Motors 1 2 Mot Mot 1 2 Motors
In normal operations, the system is operated in
automatic control, however it can also be operated
in semi-automatic or manual control. The CPCs
receive various signals mainly from the FMGES and
ADIRS (see schematic).
FWD Outflow Valve AFT Outflow Valve

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 A330 Memory Items EMERGENCY DESCENT

PRESSURIZATION SYSTEM (2/2)

In case of FMGES data not available, the crew sets the landing elevation manually by pulling the LDG ELEV knob out of the
auto detent, rotating it to the desired landing elevation and the system then uses its own internal pressure schedule
(semi-automatic control). In this situation, one outflow valve is controlled automatically and the other is controlled manually.

In manual mode, the crew controls the cabin altitude by use of the MAN V/S CONTROL switch on the CABIN PRESS panel,
which in turn operates the manually controlled electric motor on the outflow valves actuator. This mode has priority over
all other modes. The safety valves prevent cabin pressure from exceeding 8.85 PSI or going below 1 PSI below ambient
pressure. They are located on the rear pressure bulkhead, above the flotation line. The negative relief valve is located aft of left
door N°1 (L1) below floor level and assists the safety valves in preventing cabin pressure from going too low.

The RPCU automatically depressurizes the aircraft in case of abnormal residual pressure on ground. It may automatically
open the forward and the aft outflow valves.

In case of depressurization, if the cabin altitude exceeds 11000 ft, the EXIT
signs, the cabin lights and the Fasten Seat Belt signs illuminate automatically.
The passenger masks will deploy automatically at 14000 ft cabin altitude
(or if the flight crew press the MASK MAN ON pb) resulting in the illumination of
the SYS ON light on the Oxygen Panel, an automatic pre-recorded message
will sound in the cabin and the Inflight-Entertainment will stop.
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 A330 Memory Items STALL RECOVERY

GENERAL

PROCEDURE

CPT PF FLOW

FO PF FLOW

PROTECTIONS AGAINST STALL

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 A330 Memory Items STALL RECOVERY

GENERAL

The stall is a condition in aerodynamics where the Angle of Attack (AoA) increases beyond a point such that the lift begins to
decrease. The flight crew may observe in this situation: buffeting and a pitch up effect. Loss of lift is only dependant on
AoA and the Stall AoA depends on the aircraft configuration, mach, altitude and wing contamination.

● Stall Recognition:
The flight crew must apply the stall recovery procedure as soon as they recognize any of the following stall indications:
stall warnings (aural and visual) generated when the AoA exceeds a given threshold (which depends on aircraft configuration)
and stall buffet. Stall buffet is recognized by airframe vibrations that are caused by the airflow when approaching the stall AoA.
The stall warnings are set close to the buffeting AoA, for some mach numbers the buffet may appear just before the stall warnings.

● Stall Recovery:
There are 2 main steps in the stall recovery procedure:

1. The immediate key action is to reduce AoA. This must be achieved by applying a nose down pitch order on the sidestick.
In case of lack of pitch down authority, it may be necessary to reduce thrust. Simultaneously, the flight crew must ensure
that the wings are level in order to reduce the lift and the AoA necessary for the flight.
2. The secondary action is to increase energy when stall indications have stopped by increasing thrust smoothly and
retract the speed brakes.

When stall indications have stopped and the aircraft has recovered energy, the flight crew must smoothly recover the initial
flight path. If in clean configurations and below FL200, during flight path recovery, the flight crew must select FLAPS 1
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 A330 Memory Items STALL RECOVERY

PROCEDURE

As soon as any stall indication (could be aural warning, “STALL STALL” red message if installed on
PFD, or aerodynamic buffet) is recognized, apply the immediate actions:

CALL OUT “STALL, I HAVE CONTROL” (PF)

NOSE DOWN PITCH CONTROL APPLY (PF)
This will reduce the angle of attack. In case of lack of pitch down authority, reducing the thrust may be necessary
BANK WINGS LEVEL (PF)

● When out of stall (no longer stall indications):

THRUST INCREASE SMOOTHLY AS NEEDED (PF)
In case of one engine inop, progressively compensate the thrust asymmetry with rudder
SPEEDBRAKES CHECK RETRACTED (PF)
FLIGHT PATH RECOVER SMOOTHLY (PF)

● If in clean configuration and below 20 000 ft:

FLAP 1 SELECT (PM)
If a risk of ground contact exists, once clearly out of stall (no longer stall indications), establish smoothly
a positive climb gradient.

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 A330 Memory Items STALL RECOVERY - CPT PF FLOW

CPT PF Actions FO PM Actions

CPT PF announces “STALL I HAVE CONTROL”

2 BANK WINGS LEVEL

1 NOSE DOWN PITCH CONTROL APPLY

WHEN OUT OF STALL:
3 THRUST INC. SMOOTHLY AS NEEDED

5 FLIGHT PATH RECOVER SMOOTHLY

IF IN CLEAN CONF & BELOW 20 000 ft :
6 FLAP 1 SELECT

SPD BRK CHECK RETRACTED 4

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 A330 Memory Items STALL RECOVERY - FO PF FLOW

CPT PM Actions FO PF Actions

FO PF announces “STALL I HAVE CONTROL”

BANK WINGS LEVEL

2
WHEN OUT OF STALL:
NOSE DOWN PITCH CONTROL APPLY
THRUST INC. SMOOTHLY AS NEEDED
3 1

5
FLIGHT PATH RECOVER SMOOTHLY

SPD BRK CHECK RETRACTED IF IN CLEAN CONF & BELOW 20 000 ft :

4 6 FLAP 1 SELECT
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 A330 Memory Items STALL RECOVERY
140
PROTECTIONS AGAINST THE STALL (1/2)
VLS
● In Normal Law

120 Alpha Prot

The aircraft is protected against stall, in dynamic maneuvers or gusts.
When the current AoA becomes greater than Alpha Prot, the high AoA
protection activates. Without pilot input, the F/CTL computers will maintain Alpha Max
the AoA equal to Alpha Prot.
100
Typical Speed Scale in Normal Law
The AoA can be further increased by the pilot input, up to a maximum
value equal to Alpha Max. At this AoA, the PF can make gentle turns, if
necessary. The PF must not deliberately fly the aircraft in the high AOA, Lift
1g Stall
except for brief periods, when maximum maneuvering speed is required.

V Alpha Prot, V Alpha Max are mainly computed based on AoA and therefore
they vary with configuration, Mach, weight and load factor. When the high
AoA protection is activated, the normal law demand is modified and the side
stick input is an angle of attack demand, instead of a load factor demand. AoA
VLS Alpha Max
Alpha Prot

Airplane Lift Curve

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 A330 Memory Items STALL RECOVERY
140
PROTECTIONS AGAINST THE STALL (2/2)
VLS
● In Alternate and Direct Law
120 Alpha Stall Warning
On the A330, following certain malfunctions, in particular in case of sensor
or computer failure, the flight controls cannot ensure the protections against
the stall. Depending on the nature of the failure, they revert to ALTERNATE
LAW or to DIRECT LAW.
100
Typical Speed Scale in Alternate or Direct Law
In both cases, the pilot has to ensure the protection against the stall,
based on the stall warning or a strong buffeting, which if encountered is
an indication of an incipient stall condition. In both Alternate and Direct Law, Lift
1g Stall
the stall warning is set at a value called AoA Stall Warning (AoA SW)
which is lower than the AoA Stall.

The triggering of this stall warning means that the AoA has reached the
AoA SW and has to be reduced. At this point, the aircraft is not stalling and a
smooth reaction is needed. The value of AoA SW depends on the Mach AoA
VLS
number, and at high Mach the AoA SW is set at a value such that the warning Alpha Stall Warning
occurs just before encountering the pitch up effect and the buffeting. Airplane Lift Curve

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 A330 Memory Items STALL WARNING AT LIFTOFF

GENERAL

PROCEDURE

CPT PF FLOW

FO PF FLOW

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 A330 Memory Items STALL WARNING AT LIFTOFF

GENERAL

At lift-off, a damaged AoA probe may cause a stall warning to spuriously

sound in the cockpit.

If the aural warning sounds at liftoff, the flight crew must fly the
appropriate thrust and pitch in order to attempt to stop the aural stall
warning and ensure a safe flight path.

The flight crew applies TOGA thrust in order to get the maximum
available thrust. Simultaneously, the pilot flying must target a pitch
angle of 15° and keep the wings level in order to ensure safe climb.

Then when a safe flight path and speed are achieved, if the aural stall
warning is still activated the flight crew must consider that it is a spurious
warning.
AOA Probe

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 A330 Memory Items STALL WARNING AT LIFTOFF

PROCEDURE

Spurious stall warning may sound and appear on PFD (if installed) in normal law, if an angle of attack
probe is damaged. In this case, apply immediately the following actions:

CALL OUT “STALL, TOGA 15°” (PF)

THRUST TOGA (PF)

At the same time:

PITCH ATTITUDE 15° (PF)
BANK WINGS LEVEL (PF)

Note: When a safe flight path and speed are achieved and maintained, if stall warning continues, consider it as
spurious.

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 A330 Memory Items STALL WARNING AT LIFTOFF - CPT PF FLOW

CPT PF Actions FO PM Actions

CPT PF announces “STALL TOGA 15°”

3 BANK WINGS LEVEL 1 THRUST TOGA

AT THE SAME TIME:
2 PITCH ATTITUDE 15°

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 A330 Memory Items STALL WARNING AT LIFTOFF - FO PF FLOW

CPT PM Actions FO PM Actions

FO PF announces “STALL TOGA 15°”

THRUST TOGA
BANK WINGS LEVEL 3
1
AT THE SAME TIME:
PITCH ATTITUDE 15°
2

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 A330 Memory Items UNRELIABLE SPEED INDICATION

GENERAL

PROCEDURE

CPT PF FLOW

FO PF FLOW

SYSTEM LOGIC REVIEW

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 A330 Memory Items UNRELIABLE SPEED INDICATION

GENERAL (1/2)

● When is Unreliable Speed Indication Detected ?

Unreliable Speed Indication Detected
1. When the “UNREL SPD PROC...APPLY” action line is displayed on
the ECAM
2. When the flight crew suspects an erroneous indication, without any
Safe Conduct YES
ECAM alert. of the Flight Memory Items
Impacted
● Erroneous speed / altitude indications can be suspected if:
NO
1. A speed discrepancy appears between ADR 1,2,3 and standby
indications QRH
2. Fluctuating or unexpected changes of the airspeed or altitude
3. Abnormal correlation between basic flight parameters Flight Path Stabilization
4. Abnormal behavior of AP / FD and / or A/THR
5. Undue Stall warning, Overspeed warnings or FLAP RELIEF
message (always rely on Stall warning) Troubleshooting
6. Barometric altitude not consistent with radio altimeter
7. Abnormal correlation between aerodynamic noise and speed
8. In approach, it is not possible to extend the landing gear Flight Continuation

● Crew coordination is important, the PM should confirm any

discrepancy (between airspeed indications, PFD’s etc.)
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 A330 Memory Items UNRELIABLE SPEED INDICATION

GENERAL (2/2)

● When is the safe conduct of the flight impacted ?

Unreliable Speed Indication Detected
1. The flight crew has lost situation awareness, or

2. The current pitch and thrust are not appropriate for the Safe Conduct YES
current flight conditions, or of the Flight Memory Items
Impacted
3. The aircraft has an unexpected flight path for the current
flight conditions NO

● The memory items enable to rapidly establish safe flight QRH

conditions for a limited period of time in all phases of flight
and in all configurations. Flight Path Stabilization

● When the PF has established the target pitch and thrust values,
the flight crew applies the QRH procedure without delay, Troubleshooting
because flying with the memory pitch / thrust values for an
extended period of time can lead to exceedance of speed limits.
Flight Continuation

● The flight crew must respect the STALL warning

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 A330 Memory Items UNRELIABLE SPEED INDICATION

PROCEDURE

● If the safe conduct of the flight is impacted:

CALL OUT “UNRELIABLE SPEED” (PF)
AP OFF (PF)
A/THR OFF (PF)
FD OFF (PM)

Pitch / Thrust:
BELOW THR RED ALT 15° / TOGA (PF)
ABOVE THR RED ALT & BELOW FL100 10° / CL (PF)
ABOVE THR RED ALT & ABOVE FL100 5° / CL (PF)

FLAPS (if CONF 0,1,2,3) MAINTAIN CURRENT CONF (PM)

FLAPS (if CONF FULL) SELECT CONF 3 AND MAINTAIN(PM)
SPEEDBRAKES CHECK RETRACTED (PF)
L/G UP (PM)

When at, or above MSA or circuit altitude: Level Off for troubleshooting

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 A330 Memory Items UNRELIABLE SPEED INDICATION - CPT FLOW

CPT PF Actions FO PM Actions

CPT PF announces “UNRELIABLE SPEED”

3 FD OFF 3

FLY PITCH & THRUST

TARGETS 4

7 L/G UP

1 AP OFF

ATHR OFF 2

SPEEDBRAKES CHECK
6 5 FLAPS
RETRACTED
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 A330 Memory Items UNRELIABLE SPEED INDICATION - FO FLOW

CPT PM Actions FO PF Actions

FO PF announces “UNRELIABLE SPEED”

3 FD OFF 3

FLY PITCH & THRUST

4 TARGETS

7 L/G UP

1 AP OFF
ATHR OFF 2

SPEEDBRAKES CHECK
6 5 FLAPS
RETRACTED

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 A330 Memory Items UNRELIABLE SPEED INDICATION

SYSTEM (1/3)

The ADRs detect most failures affecting the airspeed or altitude indications. These failures lead to a loss of the associated
speed or altitude indications in the cockpit and trigger ECAM alerts.

In certain cases, the ADRs don’t detect failures, won’t display ECAM alerts and will display wrong airspeed / altitude
information. Flight crew must have in mind the typical symptoms associated with such cases and apply the UNRELIABLE
SPEED INDICATION QRH procedure.

Main Reasons for erroneous Airspeed / Altitude Data

● Erroneous airspeed and altitude data are mostly due to blocked pitots and / or static probes. It is very unlikely that the
probes will be blocked in the same way and at the same time.
● The first effect of erroneous indications will most probably be a discrepancy between the various indications.

Consequences of obstructed pitot tubes or static probes

● All the systems which use anemometric data, have built-in fault accommodation logics. These logics rely on a voting
principle: when data provided by one source diverges from the average value, the systems automatically reject it
and continue to operate normally using the remaining 2 sources.
● Flight Controls and flight guidance systems both use this voting principle.

Normal Situation
● Each PRIM receives speed info from the 3 ADRs and compares the 3 values. The PRIM’s don’t use pressure altitude
● Each FE (Flight Envelope) receives speed and pressure altitude info from the 3 ADRs and compares the 3 values.
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 A330 Memory Items UNRELIABLE SPEED INDICATION

SYSTEM (2/3)

ADR Failures Cases

● One ADR output is erroneous and the 2 remaining are correct:
The PRIMs, the FEs and / or FMGC eliminate the erroneous ADR. On basic A330, there is no cockpit effect, except that one
display is wrong and the autoland capability is downgraded to CAT 3 Single.

● Two ADR outputs are erroneous BUT different and remaining ADR is correct, OR if All 3 ADRs are erroneous but
different:
Both the AP and A/THR disconnect. The ELACs trigger the NAV ADR DISAGREE ECAM caution. The flight controls revert to
alternate law without high and low speed protection. On both PFDs:
- The SPD LIM flag appears
- No VLS, no VSW and no VMAX are displayed
This situation is latched for the remainder of the flight, until the PRIMs are reset on ground, without any hydraulic
pressure. However, if the anomaly is only transient, the AP and the A/THR can be re-engaged when the disagree disappears

● One ADR is correct, but the other 2 ADRs provide the same erroneous data, OR if all 3 ADRs provide consistent and
erroneous data:
The systems reject the correct ADR and continue to operate using the 2 erroneous but consistent ADRs. Such
situation can be encountered when 2 or all 3 pitot tubes are obstructed at the same time, to the same degree and the same
way (flight in a volcanic ash cloud, takeoff with 2 pitots obstructed).

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 A330 Memory Items UNRELIABLE SPEED INDICATION

SYSTEM (3/3)

In-Service experience of high altitude pitot obstructions

Analysis of the in-service events shows that:
● The majority of unreliable speed events at low altitude are permanent situations, due to the obstruction of pitot probes
by rain, severe icing, or foreign objects.

● At high altitude, typically above FL 250, the cases of unreliable speed situation are mostly a temporary
phenomenon: They are usually due to contamination of the pitots, by water or ice, in particular meteorological conditions.
In-service experience shows that such a contamination typically disappears after few minutes, allowing to recover normal
speed indications.

Potential effects on the barometric altitude

● If the barometric altitude is unreliable, the Flight Path Vector (FPV) and the Vertical Speed (V/S) are affected.

● In addition, the ATC transponder may transmit an incorrect altitude to ATC or to other aircraft, which can lead to
confusion. Therefore, the flight crew should advise ATC of the situation without delay.

● Because the barometric altitude may be erroneous, the Autopilot (AP) may not be able to maintain accurately the level
flight.

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 A330 Memory Items GPWS / EGPWS WARNINGS AND CAUTIONS

GPWS / EGPWS WARNINGS - PROCEDURE GPWS / EGPWS CAUTIONS - PROCEDURE

GPWS / EGPWS WARNINGS - CPT FLOW GPWS / EGPWS CAUTIONS - CPT FLOW

GPWS / EGPWS WARNINGS - FO FLOW GPWS / EGPWS CAUTIONS - FO FLOW

EGPWS SYSTEM

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 A330 Memory Items GPWS / EGPWS WARNINGS

PROCEDURE

“PULL UP” - “TERRAIN AHEAD PULL UP” - “OBSTACLE AHEAD PULL UP” warnings:

CALL OUT “PULL UP TOGA” (PF)

Simultaneously:
AP OFF (PF)
PITCH PULL UP (PF)
Pull to full backstick and maintain in that position.
THRUST LEVERS TOGA (PF)
SPEED BRAKES lever CHECK RETRACTED (PF)
BANK WINGS LEVEL or ADJUST (PF)
Aircraft obtain the best climb performance when the wings are as level as possible. The flight crew can adjust bank while
climbing, provided that turning is the safest action.

DON’T CHANGE CONFIGURATION (SLATS / FLAPS, GEAR) UNTIL CLEAR OF OBSTACLE

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 A330 Memory Items GPWS / EGPWS WARNINGS - CPT FLOW

CPT PF Actions “PULL UP” - “TERRAIN AHEAD PULL UP” - FO PM Actions

“OBSTACLE AHEAD PULL UP” warnings:

CPT PF announces “PULL UP TOGA”

DON’T CHANGE CONFIGURATION

6 UNTIL CLEAR OF OBSTACLE

2 PITCH PULL UP

1 AP OFF

3 THR LEVERS TOGA

5 BANK WINGS LEVEL OR ADJUST

4
SPEEDBRAKES LEVER
CHECK RETRACTED
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 A330 Memory Items GPWS / EGPWS WARNINGS - FO FLOW

CPT PM Actions “PULL UP” - “TERRAIN AHEAD PULL UP” - FO PF Actions

“OBSTACLE AHEAD PULL UP” warnings:

FO PF announces “PULL UP TOGA”

DON’T CHANGE CONFIGURATION

6 UNTIL CLEAR OF OBSTACLE
2 PITCH PULL UP

1 AP OFF
3
THR LEVERS TOGA
5
BANK WINGS LEVEL OR ADJUST

4
SPEEDBRAKES LEVER CHECK RETRACTED
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 A330 Memory Items GPWS / EGPWS CAUTIONS

PROCEDURE (1/2)
“TERRAIN TERRAIN” - “TOO LOW TERRAIN” - “TERRAIN AHEAD” - “OBSTACLE AHEAD”:
● During Night or IMC:
CALL OUT “PULL UP TOGA” (PF)
Simultaneously:
AP OFF (PF)
PITCH PULL UP (PF)
Pull to full backstick and maintain in that position.
THRUST LEVERS TOGA (PF)
SPEED BRAKES lever CHECK RETRACTED (PF)
BANK WINGS LEVEL or ADJUST (PF)
Aircraft obtain the best climb performance when the wings are as level as possible. The flight crew can adjust
bank while climbing, provided that turning is the safest action. Note: for some airports, the operator may define a
specific procedure.
DO NOT CHANGE CONFIGURATION (SLATS / FLAPS, GEAR) UNTIL CLEAR OF OBSTACLE

● During daylight and VMC, with terrain and obstacles clearly in sight:
FLIGHT PATH ADJUST (PF)
Adjust pitch, bank and thrust to silence the alert. Note: for some airports, the operator may define a specific
procedure

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 A330 Memory Items GPWS / EGPWS CAUTIONS

PROCEDURE (2/2)
“SINK RATE” message:
● Above 1000 ft AAL in IMC or above 500 ft AAL in VMC:
FLIGHT PATH ADJUST (PF)
Adjust pitch, bank and thrust to silence the alert.
●Below 1000 ft AAL in IMC or above 500 ft AAL in VMC:
GO AROUND CONSIDER(PF)
“DON’T SINK” message:
FLIGHT PATH ADJUST (PF)
Adjust pitch, bank and thrust to silence the alert.
“TOO LOW GEAR” - “TOO LOW FLAPS” message:
GO AROUND PERFORM (PF)

“GLIDESLOPE” message
● Above 1000 ft AAL in IMC or above 500 ft AAL in VMC:
FLIGHT PATH ADJUST (PF)
Adjust pitch, bank and thrust to reduce the vertical deviation from the glideslope.
●
When conditions require a deliberate approach below glideslope:
G/S MODE OFF
● Below 1000 ft AAL in IMC or above 500 ft AAL in VMC:
GO AROUND CONSIDER (PF)
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 A330 Memory Items GPWS / EGPWS CAUTIONS - CPT FLOW

CPT PF Actions DURING NIGHT OR IMC “TERRAIN TERRAIN” - FO PM Actions

“TOO LOW TERRAIN” - “TERRAIN AHEAD” -
“OBSTACLE AHEAD” cautions:

CPT PF announces “PULL UP TOGA”

DON’T CHANGE CONFIGURATION

6 UNTIL CLEAR OF OBSTACLE
2 PITCH PULL UP

1 AP OFF

3 THR LEVERS TOGA

5 BANK WINGS LEVEL OR ADJUST

4
SPEEDBRAKES LEVER
CHECK RETRACTED
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 A330 Memory Items GPWS / EGPWS CAUTIONS - FO FLOW

CPT PM Actions DURING NIGHT OR IMC “TERRAIN TERRAIN” - FO PF Actions

“TOO LOW TERRAIN” - “TERRAIN AHEAD” -
“OBSTACLE AHEAD” cautions:

FO PF announces “PULL UP TOGA”

DON’T CHANGE CONFIGURATION

UNTIL CLEAR OF OBSTACLE 6
2 PITCH PULL UP

THR LEVERS TOGA 3 1 AP OFF

5
BANK WINGS LEVEL OR ADJUST

4
SPEEDBRAKES LEVER CHECK RETRACTED

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 A330 Memory Items GPWS / EGPWS WARNINGS AND CAUTIONS

SYSTEM (1/2)

The EGPWS monitors the flight path for dangerous or potentially hazardous conditions. The system
provides both aural and visual alerts if the flight path enters certain predetermined conditions.

● There are five GPWS basic modes active up to a radio height of 2500 ft:
1. Mode 1: Excessive rate of descent
In this mode, the computer monitors for excessive descent rate irrespective of configuration, it is based on radio
height and rate of descent of the aircraft. This mode is available in all phases of flight. It will initially give a repeated
voice warning of “SINK RATE”, along with an amber GPWS light. If the descent rate continues, a voice alert of “PULL
UP” sounds in conjunction with a red PULL UP light.

2. Mode 2: Excessive terrain closure rate

This mode monitors for excessive terrain closure rate with gear and flaps not in the landing configuration
(mode 2A), or with flaps in the landing configuration (mode 2B). Mode 2A is active during climb, cruise, and initial
approach and mode 2B is active during approach and 60s after takeoff. It provides a voice warning “TERRAIN,
TERRAIN” and the GPWS amber light come on. If the closure rate continues, the aural warning changes to “PULL
UP” in conjunction with a red PULL UP light.

3. Mode 3: Altitude loss after takeoff or go-around

If the aircraft descends significantly after takeoff or go around, with landing gear or flaps not in the landing
configuration. It provides a “DON’T SINK - DON’T SINK” aural alert with a GPWS amber light.

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 A330 Memory Items GPWS / EGPWS WARNINGS AND CAUTIONS

SYSTEM (2/2)

4. Mode 4: Terrain clearance not sufficient, if not in landing configuration

This mode monitors for unsafe terrain clearance with the gear up (mode 4A), flaps not in landing position &
landing gear down (mode 4B), flaps not in landing position or landing gear up (mode 4C). Each of these modes will
generate a GPWS amber light. Mode 4A provides a “TOO LOW TERRAIN” and a “TOO LOW GEAR” aural alert, mode 4B
provides a “TOO LOW TERRAIN” and a “TOO LOW FLAPS” aural alert and mode 4C provides a “TOO LOW TERRAIN”
aural alert.

5. Mode 5: Excessive descent below the glideslope

If the aircraft deviates more than 1.3 dots below the glideslope, a voice alert of “GLIDESLOPE” is provided, initially
with a low volume, increasing in intensity as the deviation increases. The GPWS amber light come on.

● There is also a predictive GPWS function, based on GPWS database and GPS altitude to display terrain information and
generate alerts. This function is composed of forward looking terrain alerting function and obstacle database. The Terrain
Awareness and Display function computes a caution and a warning envelope in front the aircraft. When the boundary
of these enveloppes conflicts with terrain or obstacles, it generates an alert:

a. Warning level: “TERRAIN AHEAD, PULL UP” or “OBSTACLE AHEAD, PULL UP” aural warning, on ND:
automatic terrain display, solid red areas and TERR / OBST AHEAD in red, PULL UP light.

b. Caution level: “TERRAIN AHEAD” or “OBSTACLE AHEAD” aural warning, on ND: automatic terrain
display, solid yellow areas and TERR / OBST AHEAD in amber, GPWS light.
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 A330 Memory Items TCAS WARNINGS

TCAS WARNINGS WITHOUT AP/FD TCAS MODE INSTALLED

TCAS WARNINGS WITH AP/FD TCAS MODE INSTALLED

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 A330 Memory Items TCAS WARNINGS WITHOUT AP/FD TCAS

GENERAL

PROCEDURE

CPT PF FLOW

FO PF FLOW

SYSTEM

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 A330 Memory Items TCAS WARNINGS WITHOUT AP/FD TCAS

GENERAL

● The flight crew should comply with the vertical speed limitations during the last 2 000 ft of a climb or descent. In
particular, the flight crew should limit vertical speeds to 1 500 ft/min during the last 2 000 ft of a climb or descent, especially
when they are aware of traffic that is converging in altitude.

● If a TA is generated, the PF announces “TCAS, I have control”. No evasive maneuver should be initiated only on the basis
of TA.

● If a RA is generated,
- The flight crew must always follow the TCAS RA orders in the correct direction even: If the TCAS RA orders are
in contradiction with the ATC instructions, at the maximum ceiling altitude with "CLIMB, CLIMB" or
"INCREASE CLIMB, INCREASE CLIMB" orders, or if it results in crossing the altitude of the intruder.
- The PF disconnects the AP, and smoothly and firmly follows the vertical speed indicator green sector within 5s
- The PF requests that both FDs be disconnected.
- The PF must use the full speed range from Valpha max to Vmax.
- The PM notifies ATC
- In final approach, the flight crew should go around in case of CLIMB RA orders.
- When clear of conflict, the flight crew resume normal navigation, in accordance with ATC clearance.

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 A330 Memory Items TCAS WARNINGS WITHOUT AP/FD TCAS

PROCEDURE

● Traffic Advisory (TA) Alert: “TRAFFIC - TRAFFIC”

Do not perform a maneuver based on a TA alone.
CALL OUT “TCAS, I HAVE CONTROLS” (PF)

● Resolution Advisory (RA) Alert: All “CLIMB” and “DESCEND” or “MAINTAIN VERTICAL SPEED
MAINTAIN” or “LEVEL OFF, LEVEL OF” or “MONITOR VERTICAL SPEED”:
AP (if engaged) OFF (PF)
BOTH FDs OFF (PM)
Respond promptly and smoothly to a RA by adjusting or maintaining the pitch, as required, to
reach the green area and/or avoid the red areas of the vertical speed scale.
Respect STALL, GPWS or WINDSHEAR WARNING
Notify ATC

● GO AROUND procedure must be performed when a RA “CLIMB” or “INCREASE CLIMB” is

triggered on final approach

● When “CLEAR OF CONFLICT”

Resume normal navigation in accordance with ATC clearance. AP/FD can be re engaged as desired.

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 A330 Memory Items TCAS WARNINGS WITHOUT AP/FD TCAS - CPT FLOW

CPT PF Actions RA TRIGGERED FO PM Actions

CPT PF announces “TCAS I HAVE CONTROL”

2 BOTH FDS OFF 2

WHEN “CLEAR OF CONFLICT”:

5 RESUME NORMAL NAV

RESPOND PROMPTLY
AND SMOOTHLY TO A RA NOTIFY ATC 4
3 RESPECT STALL, GPWS OR
WINDSHEAR WARNING

1 AP (IF ENGAGED) OFF

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 A330 Memory Items TCAS WARNINGS WITHOUT AP/FD TCAS - FO FLOW

CPT PM Actions RA TRIGGERED FO PF Actions

FO PF announces “TCAS I HAVE CONTROL”

2 BOTH FDS OFF 2

WHEN “CLEAR OF CONFLICT”:

RESUME NORMAL NAV 5

RESPOND PROMPTLY
4 NOTIFY ATC AND SMOOTHLY TO A RA
RESPECT STALL, GPWS OR 3
WINDSHEAR WARNING

AP (IF ENGAGED) OFF 1

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 A330 Memory Items TCAS WARNINGS WITHOUT AP/FD TCAS

SYSTEM (1/2)

The Traffic alert and Collision Avoidance System(TCAS) detects and displays surrounding aircraft that have a transponder,
calculates and display possible collision threats and triggers vertical speed orders, in order to avoid collisions. The TCAS
detection capability is limited to intruders flying within a maximum range of 30 NM on either sides and approximately 30 NM to
80 NM longitudinally, and within a max altitude range of 9900 ft above and below the aircraft.

The TCAS obtains data transmitted by the transponders of nearby aircraft, and uses these data to evaluate possible collision
threats. The TCAS determines: the bearing of the intruders, the distance between the aircraft and intruders, the relative altitude of
Mode-C and Mode-S equipped intruders. The TCAS then calculates the intruder trajectory, the Closest Point of Approach
(CPA) and the estimated time (TAU) before reaching the CPA. If the TCAS detects that the trajectory of an intruder may be a
collision threat, it triggers audio and visual indicators, vertical speed orders to avoid collision.

TAU

CPA
Current Position
Intruder

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 A330 Memory Items TCAS WARNINGS WITHOUT AP/FD TCAS

SYSTEM (2/2)

The TCAS system includes: a single TCAS computer, two TCAS antennas, and 2 mode S ATC transponders, one active the
other in standby. The TCAS divides the space surrounding the aircraft into the following four zones, in order to evaluate and
categorize possible collision threats: Resolution Advisory (RA), Traffic Advisory (TA), Proximate Intruders and other
intruders.

On the ND, a RA is depicted as a red square box, a TA as an amber circle, a proximate intruder as a white diamond and other
intruders by a hollow white diamond. Some advisories are inhibited depending on the aircraft altitude.

RA TA Proximate Others

RA and TA thresholds vary with relative altitude of the intruder at the CPA and the time to intercept (TAU). For example, at
15000 ft, a TA will be generated if the TAU is less than 45s and the relative altitude at the CPA is less than 850 ft. At the same
altitude, a RA will be generated if the TAU is less than 30s and the relative altitude at the CPA is less than 600 ft. As a general
rule, when a TA is generated TAU is about 40s and when a RA is generated TAU is about 25s.

Proximate intruders are in the vicinity of the aircraft closer than 6 NM laterally and +/- 1200 ft vertically, other intruders are
within the surveillance envelope but are not proximate intruders.

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 A330 Memory Items TCAS WARNINGS WITH AP/FD TCAS

GENERAL

PROCEDURE

CPT PF FLOW

FO PF FLOW

SYSTEM

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 A330 Memory Items TCAS WARNINGS WITH AP/FD TCAS

GENERAL (1/2)

The flight crew should comply with the vertical speed limitations during the last 2 000 ft of a climb or descent. In particular,
the flight crew should limit vertical speeds to 1 500 ft/min during the last 2 000 ft of a climb or descent, especially when they are
aware of traffic that is converging in altitude.

If a TA is generated, the flight crew should check the immediate arming of the AP/FD TCAS mode, and the engagement status of
the AP and A/THR. TCAS in blue on the FMA indicates that the AP/FD TCAS mode is available, and armed. If a TA is generated:
- The PF announces "TCAS blue" .
- If the A/THR is off, the PF should request the PM to set it ON
- The PF must not initiate an evasive maneuver, only on the basis of a TA

If a RA is generated: the flight crew must always follow the TCAS RA orders in the correct direction, even:
- If the TCAS RA orders are in contradiction with the ATC instructions
- At the maximum ceiling altitude with "CLIMB, CLIMB" or "INCREASE CLIMB, INCREASE CLIMB" orders
- If it results in crossing the altitude of the intruder.

● TCAS Procedure with AP/FD TCAS:

If an RA is triggered:
- If the AP is engaged, the PF should keep it ON, the AP guides the aircraft in accordance with the RA orders.

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 A330 Memory Items TCAS WARNINGS WITH AP/FD TCAS

GENERAL (2/2)

- If the AP is not engaged, the PF smoothly and firmly flies the FD pitch bar and the PF can ask the PM for AP.
- The PM monitors the evasive maneuver, He does not try to see the other traffic. The flight crew checks that the
guidance of the AP/FD TCAS mode leads the vertical speed out of the red area of the vertical speed scale, and in the
green area if any.
- If any “CLIMB” aural alert sounds during the final approach, the flight crew should first apply the AP/FD TCAS
procedure. When clear of conflict, depending on the situation, they can consider go around.
- The PM notifies ATC
- When clear of conflict: The AP/FD TCAS reverts automatically to V/S, in order to capture the FCU selected altitude,
the PM notifies ATC, the PF engages the appropriate AP modes.

● TCAS Procedure without AP/FD TCAS:

If an RA is triggered and the TCAS flight guidance mode is not available (no TCAS blue on FMA):
- The PF disconnects the AP and smoothly and firmly follows the vertical speed indicator green sector within
5s and requests that both FD be disconnected. PM disconnects both FDs, but will not try to see the intruders
- The PF will avoid excessive maneuvers, but must use the full speed range between Valpha max and max.
- The PM notifies ATC
- The flight crew should never maneuver in the opposite direction of the RA, because TCAS maneuvers are coordinated
- When clear of conflict: the flight crew must resume normal navigation, in accordance with ATC clearance.

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 A330 Memory Items TCAS WARNINGS WITH AP/FD TCAS

PROCEDURE (1/5)

● Traffic Advisory (TA) Alert: “TRAFFIC - TRAFFIC”

TCAS mode CHECK ARMED (PF)
Check that the TCAS flight guidance mode arms (TCAS blue). If not the flight crew must be prepared
to manually follow the RA orders.

CALL OUT “TCAS, BLUE” (PF)

● If the A/THR is off:

A/THR ON (PF)
The flight crew should set the A/THR to ON to avoid the triggering of the AUTO FLT A/THR
LIMITED alert at the A/THR activation, in the case of a RA.

Do not perform a maneuver based on TA alone.

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 A330 Memory Items TCAS WARNINGS WITH AP/FD TCAS

PROCEDURE (2/5)

● Resolution Advisory (RA) Alert:

● If TCAS flight guidance mode is available:

The flight crew applies this procedure, when a RA is triggered and the TCAS mode engages. The TCAS
mode follows the RA orders.
● If AP OFF:
FD ORDERs FOLLOW (PF)
The AP can be engaged.

VERTICAL SPEED MONITOR (PM)

Check that the vertical speed remains out of the red area of the vertical speed scale.

● If any “CLIMB” aural alert sounds during final approach:

TCAS MODE ORDERs MONITOR / FOLLOW (PF)
GO AROUND CONSIDER (PF)
If the flight crew performs a GA, the TCAS mode disengages, and the SRS mode engages.
Check that the vertical speed gets out of the red area.

Respect STALL, GPWS or WINDSHEAR WARNING

ATC NOTIFY (PM)
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 A330 Memory Items TCAS WARNINGS WITH AP/FD TCAS

PROCEDURE (3/5)

● Resolution Advisory (RA) Alert:

● If TCAS flight guidance mode is available:

● When “Clear of Conflict” aural alert sounds

If engaged, the TCAS mode disengages:
AP/FD MONITOR / FOLLOW (PF)
ATC NOTIFY (PM)
LAT AND VERTICAL GUIDANCE ADJUST (PF)
The flight crew should engage an appropriate vertical mode, or adjust the vertical speed
target, in accordance with ATC clearance
SPEED ADJUST (PF)
The flight crew should adjust the speed target, and revert to managed speed,as appropriate

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 A330 Memory Items TCAS WARNINGS WITH AP/FD TCAS

PROCEDURE (4/5)

● Resolution Advisory (RA) Alert:

● If TCAS flight guidance mode is NOT available:

The flight crew applies this procedure, when a RA is triggered and the TCAS mode does not engage:
CALL OUT “TCAS, I HAVE CONTROLS” (PF)

AP (if engaged) OFF (PF)

BOTH FDs OFF (PM)
Respond promptly and smoothly
VERTICAL SPEED ADJUST OR MAINTAIN (PF)

● If any “CLIMB” aural alert sounds during the final approach:

GO AROUND PERFORM (PF)
The AP can be engaged.

Respect STALL, GPWS or WINDSHEAR WARNING

ATC NOTIFY (PM)

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 A330 Memory Items TCAS WARNINGS WITH AP/FD TCAS

PROCEDURE (5/5)

● Resolution Advisory (RA) Alert:

● If TCAS flight guidance mode is NOT available:

● When “CLEAR OF CONFLICT” aural alert sounds:

ATC NOTIFY (PM)
LATERAL & VERTICAL GUIDANCE ADJUST (PF)
Adjust the lateral and vertical guidance to resume normal navigation, in accordance with
ATC clearance.
AP / FD AS RQRD (PF)
If necessary, re engage the AP/FD

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 A330 Memory Items TCAS WARNINGS WITH AP/FD TCAS - CPT FLOW

CPT PF Actions RA TRIGGERED FO PM Actions

APFD TCAS Mode Available

CPT PF announces “TCAS BLUE”

4 RESPECT STALL, GPWS, WINDSHEAR WARNING

IF ANY “CLIMB” AURAL ALERT IN FINAL:

3 - TCAS MODE ORDER MONITOR / FOLLOW
- GO AROUND CONSIDER

2 VERTICAL SPEED MONITOR

ATC NOTIFY 5
1 IF AP OFF : FD ORDERS FOLLOW

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 A330 Memory Items TCAS WARNINGS WITH AP/FD TCAS - CPT FLOW

CPT PF Actions RA TRIGGERED FO PM Actions

APFD TCAS Mode Not Available

CPT PF announces “TCAS I HAVE CONTROL”

2 BOTH FDS OFF 2

WHEN “CLEAR OF CONFLICT”:
6 RESUME NORMAL NAV

IF ANY “CLIMB” DURING FINAL:

4 GO A ROUND PERFORM
RESPECT STALL, GPWS OR WINDSHEAR NOTIFY ATC 5
3 VERTICAL SPEED ADJUST OR MAINTAIN

1 AP (IF ENGAGED) OFF

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 A330 Memory Items TCAS WARNINGS WITH AP/FD TCAS - FO FLOW

CPT PM Actions RA TRIGGERED FO PF Actions

APFD TCAS Mode Available

FO PF announces “TCAS BLUE”

RESPECT STALL, GPWS, WINDSHEAR WARNING 4

IF ANY “CLIMB” AURAL ALERT N FINAL:

- TCAS MODE ORDER MONITOR / FOLLOW 3
- GO AROUND CONSIDER

ATC NOTIFY VERTICAL SPEED MONITOR 2

5
IF AP OFF : FD ORDERS FOLLOW 1

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 A330 Memory Items TCAS WARNINGS WITH AP/FD TCAS - FO FLOW

CPT PM Actions RA TRIGGERED FO PF Actions

APFD TCAS Mode Not Available

FO PF announces “TCAS I HAVE CONTROL”

2 BOTH FDS OFF 2

WHEN “CLEAR OF CONFLICT”:
RESUME NORMAL NAV 6

IF ANY “CLIMB” DURING FINAL:

GO A ROUND PERFORM 4
5 NOTIFY ATC RESPECT STALL, GPWS OR WINDSHEAR
VERTICAL SPEED ADJUST OR MAINTAIN 3

AP (IF ENGAGED) OFF 1

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 A330 Memory Items TCAS WARNINGS WITH AP/FD TCAS

SYSTEM (1/2)

The Traffic alert and Collision Avoidance System(TCAS) detects and displays surrounding aircraft that have a transponder,
calculates and display possible collision threats and triggers vertical speed orders, in order to avoid collisions. The TCAS
detection capability is limited to intruders flying within a maximum range of 30 NM on either sides and approx. 30 NM to 80 NM
longitudinally, and within a max altitude range of 9900 ft above and below the aircraft.

The TCAS obtains data transmitted by the transponders of nearby aircraft, and uses these data to evaluate possible collision
threats. The TCAS determines: the bearing of the intruders, the distance between the aircraft and intruders, the relative altitude of
Mode-C and Mode-S equipped intruders. The TCAS then calculates the intruder trajectory, the Closest Point of Approach (CPA)
and the estimated time (TAU) before reaching the CPA. If the TCAS detects that the trajectory of an intruder may be a collision
threat, it triggers audio and visual indicators, vertical speed orders to avoid collision.

TAU

CPA
Current Position
Intruder

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 A330 Memory Items TCAS WARNINGS WITH AP/FD TCAS

SYSTEM (2/2)

The TCAS system includes: a single TCAS computer, two TCAS antennas, and 2 mode S ATC transponders, one active the
other in standby. The TCAS divides the space surrounding the aircraft into the following four zones, in order to evaluate and
categorize possible collision threats: Resolution Advisory (RA), Traffic Advisory (TA), Proximate Intruders and other intruders.

On the ND, a RA is depicted as a red square box, a TA as an amber circle, a proximate intruder as a white diamond and other
intruders by a hollow white diamond. Some advisories are inhibited depending on the aircraft altitude.

RA TA Proximate Others

RA and TA thresholds vary with relative altitude of the intruder at the CPA and the time to intercept (TAU). For example, at
15000 ft, a TA will be generated if the TAU is less than 45s and the relative altitude at the CPA is less than 850 ft. At the same
altitude, a RA will be generated if the TAU is less than 30s and the relative altitude at the CPA is less than 600 ft. As a general
rule, when a TA is generated TAU is about 40s and when a RA is generated TAU is about 25s.

Proximate intruders are in the vicinity of the aircraft closer than 6NM laterally and +/- 1200 ft vertically, other intruders are within
the surveillance envelope but are not proximate intruders.

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 A330 Memory Items REACTIVE & PREDICTIVE WINDSHEAR WARNING

GENERAL

REACTIVE WS PROCEDURE PREDICTIVE WS PROCEDURE

REACTIVE WS CPT PF FLOW PREDICTIVE WS CPT PF FLOW

REACTIVE WS FO PF FLOW PREDICTIVE WS FO PF FLOW

SYSTEM

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 A330 Memory Items REACTIVE & PREDICTIVE WINDSHEAR WARNING

GENERAL

Immediate actions, that are given in the memory items procedures, must be applied in case of:
● Predictive windshear warning: W/S AHEAD red message on the PFDs and “WINDSHEAR AHEAD” or “GO AROUND
WINDSHEAR AHEAD” aural alerts.
● Reactive windshear warning: WINDSHEAR red message on the PFDs and “WINDSHEAR WINDSHEAR WINDSHEAR”
aural alert.

The following recommendations apply:

● If the memory items request to set TOGA thrust, the flight crew must follow SRS orders and pull the sidestick fully
back if necessary.
● If the FD are not displayed, the flight crew should move to an initial pitch attitude of 17.5°. Then if necessary, to prevent an
altitude loss, the flight crew should increase pitch.
● If the AP is engaged, it must be kept engaged, and will disconnect when the angle of attack value goes above alpha prot.
● The flight crew must monitor the flight path, the speed and the speed trend.

The flight crew should anticipate and prepare for a possible windshear if:
● ATC or other aircrafts report windshear
● The flight crew observes windshear
● The predictive windshear caution sounds: W/S AHEAD amber message on the PFDs and “MONITOR RADAR DISPLAY”
aural alerts.

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 A330 Memory Items REACTIVE WINDSHEAR WARNING - PROCEDURE

PROCEDURE (1/2)

If windshear is detected, both PFDs display a WINDSHEAR message. An associated aural WINDSHEAR alert sounds 3
times: “WINDSHEAR, WINDSHEAR, WINDSHEAR”. This alert is inhibited during the takeoff roll and windshear
recognition is based on the flight crew observation.

At Takeoff:

If before V1:
If there are significant variations in airspeed, and in airspeed trend below the indicated
V1, reject the takeoff.
If windshear occurs during takeoff roll, the aircraft may reach V1 later (or sooner) than expected. The flight crew
should ensure that there is sufficient runway remaining to stop the aircraft, if necessary.

If after V1:
CALL OUT “WINDSHEAR TOGA”(PF)
THR LEVERS TOGA (PF)
REACHING VR ROTATE (PF)
SRS ORDERS FOLLOW (PF)
If necessary the flight crew may pull the sidestick fully back.
Note: If the FD bars are not displayed, move toward an initial pitch attitude of 17.5°. Then if necessary, to prevent
loss in altitude, increase the pitch attitude.
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 A330 Memory Items REACTIVE WINDSHEAR WARNING - PROCEDURE

PROCEDURE (2/2)

Airborne, initial climb or landing:

CALL OUT “WINDSHEAR TOGA”(PF)
THR LEVERS AT TOGA SET OR CONFIRM (PF)
AP (if engaged) KEEP ON (PF)
SRS ORDERS FOLLOW (PF)
If necessary the flight crew may pull the sidestick fully back.
Note:
1. Autopilot disengages if the angle of attack value goes above alpha prot.
2. If the FD bars are not displayed, move toward an initial pitch attitude of 17.5°. Then if necessary, to prevent
loss in altitude, increase the pitch attitude.

DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OF WINDSHEAR

CLOSELY MONITOR FLIGHT PATH AND SPEED
RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR

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 A330 Memory Items REACTIVE WINDSHEAR WARNING - CPT FLOW

CPT PF Actions AT TAKEOFF AFTER V1 FO PM Actions

CPT PF announces “WINDSHEAR TOGA”

SRS ORDERS FOLLOW

3
1
2 MONITOR FLIGHT PATH,
REACHING VR ROTATE SPEED & SPEED TREND

1
THR LEVERS TOGA

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 A330 Memory Items REACTIVE WINDSHEAR WARNING - CPT FLOW

CPT PF Actions AIRBORNE, INITIAL CLIMB OR LANDING FO PM Actions

CPT PF announces “WINDSHEAR TOGA”

AP (IF ENGAGED) KEEP ON

2
SRS ORDERS FOLLOW

3 1
MONITOR FLIGHT PATH,
SPEED & SPEED TREND

THR LEVERS AT TOGA

SET OR CONFIRM
1

DON’T CHANGE CONF UNTIL OUT OF

4 WINDSHEAR

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 A330 Memory Items REACTIVE WINDSHEAR WARNING - FO FLOW

CPT PM Actions AT TAKEOFF AFTER V1 FO PF Actions

FO PF announces “WINDSHEAR TOGA”

SRS ORDERS FOLLOW

3
1
MONITOR FLIGHT PATH, 2
SPEED & SPEED TREND REACHING VR ROTATE

1
THR LEVERS TOGA

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 A330 Memory Items REACTIVE WINDSHEAR WARNING - FO FLOW

CPT PM Actions AIRBORNE, INITIAL CLIMB OR LANDING FO PF Actions

FO PF announces “WINDSHEAR TOGA”

AP (IF ENGAGED) KEEP ON

2
1 3
MONITOR FLIGHT PATH,
SRS ORDERS FOLLOW
SPEED & SPEED TREND

1
THR LEVERS AT TOGA
SET OR CONFIRM

DON’T CHANGE CONF UNTIL OUT OF

WINDSHEAR 4

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 A330 Memory Items PREDICTIVE
REACTIVE
WINDSHEAR
WINDSHEAR
WARNINGWARNING
- PROCEDURE

PROCEDURE (1/2)

The “W/S AHEAD” message is displayed on each PFD. The color of the message depends on the
severity and location of the windshear.

W/S AHEAD RED

Takeoff:
Associated with an aural synthetic voice “WINDSHEAR AHEAD,WINDSHEAR AHEAD”
Before takeoff:
Delay takeoff, or select the most favorable runway.

During takeoff run:

Reject takeoff.
Note: Predictive windshear alerts are inhibited above 100 kt until 50ft.

When airborne:
CALL OUT “WINDSHEAR TOGA”(PF)
THR LEVERS TOGA (PF)
As usual, the slat / flap configuration can be changed, provided the windshear is not entered
AP (if engaged) KEEP ON (PF)
SRS ORDERS FOLLOW (PF)
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 A330 Memory Items PREDICTIVE WINDSHEAR WARNING - PROCEDURE

PROCEDURE (2/2)

If necessary the flight crew may pull the sidestick fully back. Note:
1. Autopilot disengages if the angle of attack value goes above alpha prot.
2. If the FD bars are not displayed, move toward an initial pitch attitude of 17.5°. Then if necessary, to prevent loss
in altitude, increase the pitch attitude.

W/S AHEAD RED

Landing:
Associated with an aural synthetic voice “GO AROUND WINDSHEAR AHEAD”
CALL OUT “WINDSHEAR TOGA”(PF)
THR LEVERS TOGA (PF)
AP (if engaged) KEEP ON (PF)
SRS ORDERS FOLLOW (PF)
If necessary the flight crew may pull the sidestick fully back.
Note:
1. Autopilot disengages if the angle of attack value goes above alpha prot.
2. If the FD bars are not displayed, move toward an initial pitch attitude of 17,5°. Then if necessary, to prevent loss
in altitude, increase the pitch attitude.

W/S AHEAD AMBER

The flight crew should anticipate and prepare for a possible windshear.
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 A330 Memory Items PREDICTIVE WINDSHEAR WARNING - CPT FLOW

CPT PF Actions WHEN AIRBORNE: FO PM Actions

“WINDSHEAR AHEAD,
WINDSHEAR AHEAD”

CPT PF announces “WINDSHEAR TOGA”

AP (IF ENGAGED) KEEP ON

SRS ORDERS FOLLOW

2
3

THR LEVERS AT TOGA

SET OR CONFIRM
1

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 A330 Memory Items
A320 PREDICTIVE WINDSHEAR WARNING - CPT FLOW

CPT PF Actions WHEN AIRBORNE: FO PM Actions

“GO AROUND, WINDSHEAR AHEAD”

CPT PF announces “WINDSHEAR TOGA”

AP (IF ENGAGED) KEEP ON

GO AROUND PERFORM

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 A330 Memory Items
A320 PREDICTIVE WINDSHEAR WARNING - FO FLOW

CPT PM Actions WHEN AIRBORNE: FO PF Actions

“WINDSHEAR AHEAD,
WINDSHEAR AHEAD”

FO PF announces “WINDSHEAR TOGA”

AP (IF ENGAGED) KEEP ON

2
3
SRS ORDERS FOLLOW

1
THR LEVERS TOGA

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 A330 Memory Items
A320 PREDICTIVE WINDSHEAR WARNING - FO FLOW

CPT PM Actions WHEN AIRBORNE: FO PF Actions

“GO AROUND, WINDSHEAR AHEAD”

FO PF announces “WINDSHEAR TOGA”

AP (IF ENGAGED) KEEP ON

GO AROUND PERFORM

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 A330 Memory Items REACTIVE & PREDICTIVE WINDSHEAR WARNING

SYSTEM
● Windshear Detection Function: it is provided by the Flight Envelope (FE) part of the FMGES, in takeoff and approach
phase in the following condition:
- At takeoff, 3s after liftoff up to 1300 ft RA
- At landing, from 1300 ft RA to 50 ft RA
- With at least CONF 1 selected.

The windshear warning consists of:

- A visual “WINDSHEAR” red message displayed on both PFDs for a minimum of 15s
- An aural voice announcing “WINDSHEAR - WINDSHEAR - WINDSHEAR”

● Predictive Windshear System: The weather radars have a predictive Windshear System (PWS) that operates when:
- The PWS sw is in the AUTO position (even if weather radar is OFF) and
- The aircraft is below 2300 ft AGL, and
- The ATC is switched ON, or AUTO, or XPNDR, and
- Either engine is running

The system scans the airspace, within a range of 5 NM ahead of the aircraft, for windshears. When the system detects
windshear, depending on the range selected on the ND, a warning, a caution, or advisory messages appears on the ND.

Predictive windshear warnings and cautions are associated with an aural warning: “GO AROUND WS AHEAD” and 2 X
”WS AHEAD” with W/S AHEAD red on PFDs and “MONITOR RADAR DISPLAY” with W/S AHEAD amber on PFDs, and no
aural warning for advisory messages.
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Understand Better, Improve Faster, Fly Safer!

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FOR TRAINING PURPOSE ONLY