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the FD in HDG-V/S, when the pilot puts the center of the fixed aircraft symbol at the center of the
crossed bars of the FD. If the FCU is set on the correct track and flight path angle, and if the FPV
and the FPD are aligned, they will guide the aircraft along a trajectory that is stabilized with respect
to the ground, whereas when the pilot is using HDG-V/S the trajectory is stabilized with respect to
the air. However, if the aircraft is disturbed from this ideal trajectory, merely following the FPD will
result in its following a trajectory that is parallel to the intended trajectory. Thus, when the aircraft is
disturbed from the original trajectory, the pilot must adjust either its track or its flight path angle or
both in order to obtain guidance back to the original trajectory. Likewise, when the pilot uses the FPA
to create a synthetic glide path, it will be positioned correctly only if it commences at the right point in
space.
USE OF FLIGHT PATH VECTOR
Applicable to:
The flight path vector (FPV) indicates performance and does not direct or command. Because there
is always a slight lag between an attitude change and the change in flight path that results from it,
when the pilot uses the FPV he should make an attitude change first, then use the FPV to check the
resulting flight path.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
INDICATING/RECORDING SYSTEMS
A330/A340 FLEET PRO-SUP-31 P 3/4
FCOM 19 AUG 10
Vertically the FPV indicates the aircraft’s flight path angle.
The FPV is particularly useful when the aircraft is doing visual circuits. For example, when the aircraft
is flying downwind the pilot simply adjusts the aircraft attitude to put the FPV symbol on the horizon.
This establishes the aircraft in level flight. On the final approach, the pilot puts the FPV three degrees
below the horizon to establish the aircraft at a normal angle of descent. If this results in the aircraft
going below the chosen approach path (undershooting the touchdown point), the pilot can reduce
the angle of descent by raising the FPV. As soon as the aircraft regains the correct descent path, he
should bring the FPV back to -3 °.
Laterally, the FPV indicates the aircraft’s track and its drift angle. It has the same displacement as
the drift diamond on the heading scale and thus appears directly above it. It shows on the PFD the
drift the aircraft is experiencing.
The pilot must take care when making a go around with the FPV selected. There is inevitably some
lag between the pilot’s raising the nose to commence the go-around and the aircraft’s responding by
changing its trajectory. For the same reason the pilot does not use the FPV on takeoff: the primary
parameter for rotation, either on takeoff or on go around, is attitude.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
INDICATING/RECORDING SYSTEMS
Intentionally left blank
A330/A340 FLEET PRO-SUP-31 P 4/4
FCOM 19 AUG 10
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
LANDING GEAR
A330/A340 FLEET PRO-SUP-32 P 1/6
FCOM 19 AUG 10
BSCU RESET
Applicable to: ALL
A reset of the BSCU is only authorized on ground for :
WHEEL N/W STRG FAULT. This is to go back to the gate for troubleshooting. ‐ Taxi with care, at a
taxi speed of 10 kt maximum.
‐ BRAKES RESIDUAL BRAKING.
The BSCU reset should be performed on ground, with the aircraft stopped, and the parking brake
applied. Switch the A/SKID & N/W STRG selector OFF then ON.
Then, check the braking efficiency of the normal braking system, as soon as the aircraft starts
moving again (the aircraft must slow down when pressing the brake pedals).
After resetting one of these two failures, a record in the logbook is mandatory to ensure that
troubleshooting is systematically done, in order to investigate the failure before the next flight.
BRAKING IN ALTERNATE MODE
Applicable to: ALL
Apply brakes with care, because initial pedal force or displacement produces more braking action in
alternate mode than in normal mode. If antiskid is lost, modulate brake pressure as required, at, or
below, 1 000 PSI.
BRAKE TEMPERATURE LIMITATIONS REQUIRING MAINTENANCE ACTIONS
Applicable to: ALL
Maintenance action is required in the following cases:
‐ The difference in temperature between 2 brakes on a same gear is more than 150 °C, and the
temperature of one brake is more than, or equal to, 600 °C, or
‐ The difference in temperature between 2 brakes on a same gear is more than 150 °C, and the
temperature of one brake is less than, or equal to, 60 °C, or
　
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