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moisture meet these criteria, and should not wait until they see ice building up.
OPERATIONS IN ICING CONDITIONS
Applicable to: ALL
FLIGHT IN ICING CONDITIONS
�� ENGINE ANTI ICE
ENGINE ANTI ICE must be ON during all ground and flight operations, when icing conditions
exist or are anticipated, except during climb and cruise when the SAT is below -40 °C.
ENGINE ANTI ICE must be ON before and during a descent in icing conditions, even if the
SAT is below -40 °C.
�� WING ANTI ICE
The flight crew may use WING ANTI ICE to either prevent ice formation, or to remove an ice
accumulation from the wing leading edges.
The flight crew should turn WING ANTI ICE ON, whenever there is an indication that the
airframe is icing up. The indication may be an accumulation of the ice on the visual ice
detector (between the two cockpit windshields), or on the windshield wipers.
CAUTION 1. The pilot should avoid extended flight in icing conditions with the slats
extended.
2. If there is evidence of significant ice accretion and to take into account ice
formation on non heated structure, the minimum speed should be:
In ‐ clean configuration, VLS +15 kt.
‐ In CONF 1, 2, 3, FULL, VLS +5 kt, and multiply the landing distance by
1.1.
3. If there is evidence of ice accretion on de-iced parts (WING ANTI ICE
inoperative) of the airframe, the minimum speeds should be:
‐ In clean configuration, VLS +15 kt;
‐ In CONF 1, 2, 3, FULL, VLS +10 kt; Refer to QRH part 2 or for landing
distance determination.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
ICE AND RAIN PROTECTION
A330/A340 FLEET PRO-SUP-30 P 2/2
FCOM 19 AUG 10
GROUND OPERATION IN ICING CONDITIONS
See the Contaminated Runways section (Refer to PER-TOF-CTA-10 GENERAL).
See the Adverse Weather section for aircraft preparation in cold weather (Refer to
PRO-SUP-91-30 GENERAL).
See the Standard Operating Procedures for engine operations (Refer to STLO-SOP-09-A AFTER
START - ENG ANTI-ICE).
SEVERE ICE ACCRETION
Applicable to: ALL
Icing conditions are severe when there is approximately 5 mm of ice accretion on the airframe.
RAIN REPELLENT
Applicable to: ALL
If the rain repellent is operative, the flight crew should only use the rain repellent in moderate to
heavy rain.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
INDICATING/RECORDING SYSTEMS
A330/A340 FLEET PRO-SUP-31 P 1/4
FCOM 19 AUG 10
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.
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
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
INDICATING/RECORDING SYSTEMS
A330/A340 FLEET PRO-SUP-31 P 2/4
FCOM 19 AUG 10
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.
The TRK-FPA Flight Director is particularly useful for guiding the aircraft during non-precision
approaches, although it can also be used at other times. When using this mode of the FD, the pilot
places the FPV symbol in the center of the flight path director (FPD) symbol. This is similar to using
　
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