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distances required for each autobrake mode with CONFIGURATION FULL12 at
Melbourne (elevation 434 ft above mean sea level) on a dry runway surface are
included at table 3.
Table 3: A340 Required landing distances (nil tailwind/headwind)
Autobrake FCOM Elevation Correction Actual
Mode Landing correction for 4 operative Landing
Distance @ (3% /1,000’) 13 thrust Distance
245.3 tonnes reversers Required
(metres) (metres) (metres) (metres)
HI 1,912 24.85 - 76.48 (- 4%) 1,860.37
4 2,031 26.40 - 81.24 (- 4%) 1,976.16
3 2,164 28.13 - 64.92 (- 3%) 2,127.21
2 2,347 30.51 - 70.41 (- 3%) 2,307.10
LO 2,625 34.12 - 52.50 (- 2%) 2,606.62
The landing distance available at Melbourne was 2,286 m on runway 09/27, and
3,657 m on runway 16/34. The landing was carried out using autobrake mode 2.
12 CONFIGURATION FULL was a term used to describe the aircraft configured with wing flaps and
slats fully extended.
13 The elevation of Melbourne International Airport resulted in a 1.3% elevation correction.
– 14 –
Aeronautical Information Publication
Requirements relating to ATIS information
The Australian Aeronautical Information Publication (AIP) required pilots to advise
ATS that they were in receipt of the current ATIS information when making first
contact with ATS Approach Control.14 The CANTY Sector Controller passed ATIS
‘Yankee’ to the crew, and at 1149:17 instructed the crew to contact the Melbourne
Departures Controller, who was acting as the ATS Approach Control. The crew did
not advise the Departures Controller that they were in receipt of ATIS ‘Yankee’, and
the controller did not ascertain whether that was the case. However, the crew
recorded the details of ATIS ‘Yankee’ on the flight plan that they used during the
flight from Bangkok to Melbourne.
ATIS ‘Yankee’ provided information that runway 27 was the duty runway at
Melbourne. The crew had elected to use runway 16 for the landing after being
offered the alternative of landing on 16 by the CANTY Sector Controller. The
Departures Controller should therefore have provided the crew with advice and an
update of the landing information applicable for runway 16 as specified in the AIP.15
Provision of wind information to flight crews by ATS
The AIP detailed the requirements relating to the provision of wind speed and
direction information by ATS to pilots of landing aircraft. In addition to wind speed
and direction, pilots of multi-engine aircraft were to be provided with information
about the crosswind component on the runway to be used if it equalled or exceeded
12 kts.16
Manual of Air Traffic Services
The Manual of Air Traffic Services (MATS) contained the objectives and
requirements of ATS. Included was the provision of advice and information useful
for the safe and efficient conduct of flights.
The MATS also contained information that crosswind was considered significant if it
equalled or exceeded 12 kts for civil multi-engine aircraft.
A wind rose providing information about the 1-minute distribution of maximum
wind speeds and the frequency of the varying wind directions that were recorded by
the MLW1 anemometer between 1156, when the aircraft contacted the tower
controller, and 1200, when the aircraft landed, is depicted at figure 7.
During that period, the maximum wind speed and direction recorded by the
anemometer confirmed that the crosswind conditions on runway 16 exceeded 12 kts.
However, the Melbourne Tower Aerodrome Controller did not pass information to
the crew about the significant crosswind conditions.
14 AIP ENR (EN ROUTE) 11.1.6.
15 AIP ENR (EN ROUTE) 11.1.8.
16 AIP ENR (EN ROUTE) 13.1.e.
– 15 –
Figure 7: MLW1 anemometer wind rose for period 1156 to 1200
Air traffic services
As a result of this occurrence, Airservices Australia conducted an investigation into
the ATS aspects that it considered may have contributed to the occurrence. That
investigation identified the need for clarification on which control position should
take responsibility for the interpretation of new or revised weather information for
approach and landing for inbound aircraft, where information specific to the landing
runway was not available from the ATIS.
Additional information
A340 electronic flight control system
Side stick controllers
The A340 is a fly-by-wire aircraft. Each pilot has a side stick, which is used to
manually control the aircraft in pitch and roll. The left seat pilot uses the side stick on
the left, and the right seat pilot uses the side stick on the right. The side sticks are not
mechanically-linked, are able to be moved independently and are spring-loaded to
　
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