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ABNORMAL OPERATIONS
FUEL
A330/A340 FLEET AO-028 P 1/2
FCTM 17 JUN 09
FUEL LEAK
Applicable to: ALL
Significant fuel leaks although rare, are sometimes difficult to detect.
Fuel check will be carried out by:
• Checking that the remaining fuel added to the burnt fuel corresponds to the fuel on board at the
gate.
• Maintaining the fuel log and comparing fuel on board to expected flight plan fuel would alert the
crew to any discrepancy.
Fuel checks should be carried out when sequencing a waypoint and at least every 30 min . Any
discrepancy should alert the crew and investigation should be carried out without delay.
Any time an unexpected fuel quantity indication, ECAM fuel message or imbalance is noted, a fuel
leak should be considered as a possible cause. Initial indications should be carefully cross-checked
by reference to other means, including if possible, a visual inspection.
If a leak is suspected, the crew should action the “FUEL LEAK” abnormal checklist available in QRH:
• If the leak is positively identified as coming from the engine, the affected engine is shut down to
isolate the fuel leak and fuel cross-feed valve(s) may be used as required.
• If the leak is not from the engines or cannot be located, it is imperative that the cross-feed valve(s)
is (are) not opened.
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
FUEL
Intentionally left blank
A330/A340 FLEET AO-028 P 2/2
FCTM 17 JUN 09
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
HYDRAULIC
A330/A340 FLEET AO-029 P 1/4
FCTM 17 JUN 09
HYDRAULIC GENERATION PARTICULARITIES
Applicable to: ALL
PREFACE
The hydraulic generation may come from:
• The engine driven pumps
• The RAT
• The electrical pumps
• The hand pump
RAT and electrical pumps have some particularities that need to be highlighted.
RAT
The RAT may be extended manually by pressing the RAT MAN ON pushbutton or may deploy
automatically.
The RAT is designed to supply flight controls and the Emergency Generator e.g. in all engines
flame out case. It can cover high transient demand from flight controls.
The RAT deploys automatically in the event of:
• An all engines flame out
• In some cases of dual hydraulic LO LVL (Refer to FCOM/DSC-29-10-20 RAM AIR TURBINE
(RAT))
The dual hydraulic LO LVL signal is used for the RAT automatic deployment logics. The purpose
of these logics is to cover the case of an engine burst affecting several hydraulic lines. It should be
noted that, even in case of the green hydraulic circuit LO LVL, the RAT could pressurize the green
hydraulic circuit.
The RAT flow varies between 15 % and 45 % of an engine driven pump flow capability according
to the aircraft speed.
RAT must not be used in case of green hydraulic overheat.
At low speed, the RAT stalls. Some anticipation is required from the crew to carry out a safe
landing.
ELECTRICAL PUMPS
These electrical pumps are not designed to replace the Engine Driven Pump to supply flight
controls, as they are power limited (the hydraulic electric pump flow represents 18 % of an engine
driven pump flow) and they cannot cover high transient demand from flight controls. Furthermore,
if they were used in case of dual hydraulic failure, they could degrade the aircraft handling (Flight
Control jerk).
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
HYDRAULIC
A330/A340 FLEET AO-029 P 2/4
FCTM 17 JUN 09
As a general rule, do not manually select a HYD ELEC PUMP ON, except temporarily, to retract
the spoilers if they remain out after a hydraulic failure.
DUAL HYDRAULIC FAILURES
Applicable to: ALL
PREFACE
Single hydraulic failures have very little effect on the handling of the aircraft but will cause a
degradation of the landing capability to CAT 3 Single. Dual hydraulic failures however, although
unlikely, are significant due to the following consequences:
• Loss of AP
• Flight control law degradation (F/CTL PROT)
• Landing in abnormal configuration
• Extensive ECAM procedures with associated workload and task-sharing considerations
• Significant considerations for approach, landing and go-around.
GENERAL GUIDELINES
It is important to note that the AP will not be available to the crew but both FD and A/THR still
remain. Additionally, depending on the affected hydraulic circuits, aircraft handling characteristics
may be different due to the loss of some control surfaces. The PF will maneuver with care to avoid
high hydraulic demand on the remaining system.
　
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