A330/A340 Non-normal.Operations REV.1.(6.JUN.05)
FCTM Flight.Controls
The Flight Envelope computer computes CG as a function of the THS position, and this value is used to monitor the FCMC-computed CG and trigger the AFT CG warning. In the case of aileron preset, the FE-computed CG value is erroneous because the THS will be abnormally displaced to counteract the pitch up moment. Consequently any AFT CG warning should be disregarded. GWCG, computed.by.the.FCMC.and.displayed.on.ECAM,.remains.reliable.
If a third failure does occur and results in the loss of both elevators, the failed ailerons reset to their zero hinge moment, equivalent to 14° up. As the ailerons were previously preset up 12°, the transition is smooth with only a slight pitch up moment that can be controlled with the THS. MAN PITCH TRIM ONLY is displayed on the top of PFD. If desired, the A/THR may be disconnected to enable smoother longitudinal control with manual pitch trim. The FL and speed limitations.now.no.longer.apply.
Flight.Control.Architecture,.QRH.Part.5.refers.

FUEL.LEAK
Significant fuel leaks, although rare, are sometimes difficult to detect. Maintaining the fuel log and comparing fuel on board to expected flight plan fuel during regular fuel checks, will alert the crew to any discrepancy. This should then be investigated without delay. Fuel checks should be carried out when sequencing appropriately spaced waypoints and at least once every hour. Any time an unexpected fuel quantity indication, ECAM fuel message or imbalance is noted, a fuel leak should be considered. Initial indications should be carefully cross-checked by reference to other means. If possible, conduct a visual inspection.of.the.wings.and.engines.to.check.for.signs.of.a.leak.
If a leak is suspected, action the non-normal checklist. If the leak is from the wing or cannot be located, it is IMPERATIVE that the cross-feed valve(s) is (are) not.opened.
Fuel.Check.Procedure,.FCTM.Ch.5.refers.
FUEL.JETTISON
If there is no critical reason to land immediately it is desirable to jettison fuel and land as close to maximum landing weight as practicable. On the A340, with an engine secured after a failure, or with a non-critical failure, such as jammed flaps,.there.is.no.requirement.to.land.as.soon.as.possible.
Do not delay the landing because the aircraft is overweight if there is a critical reason.to.land.immediately..Some.valid.reasons.include:
.  
An abnormal situation on take-off that casts doubt on the continued safe

operation.of.the.flight. . Any.fire.that.will.not.extinguish.

.  
A life that will be endangered unless immediate medical attention is received.

.  
A time critical in-flight situation that requires an immediate diversion and landing.

The planning and execution of an overweight landing requires good judgement and due consideration of the many factors involved. The jettison decision must balance the urgency of an immediate landing against the demands and risks of the.overweight.landing.
At high landing weights the flare must be carefully judged, since the increased inertia of the aircraft requires more anticipation to achieve a normal touchdown. Any turbulence on the approach will also contribute to the possibility of a firm landing. A firm landing when the aircraft is significantly overweight increases the chance of permanent damage to the aircraft landing gear due to the increased energy.absorbed.by.the.landing.gear.
The Overweight Landing checklist in QRH section 2 provides further information and.guidance.

HANDLING.OF.EXPECTED.LOW.FUEL.LEVELS.AT DESTINATION
FCOM.3.04.28.refers.

ADVOIDANCE.OF.NON-STANDARD.FUEL.DISTRIBUTIONS.ON ARRIVAL
FCOM.3.04.28.refers.
AVOIDANCE.OF.FUEL.INDUCED.WING.ICING.ON.ARRIVAL
FCOM.3.04.28.refers.

A330/A340 8.70.1 Hydraulic
FCTM REV.1.(6.JUN.05)
DOUBLE.HYDRAULIC.FAILURES
　
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