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MAIN GEAR CLEARANCE
Applicable to: ALL
On the Airbus 330/340 aircraft, the pilot eye to wheel height on approach is 34 ft and the minimum
wheel clearance over threshold is 20 ft. The boxed images below are the one to retain on A330/A340
to provide a proper wheel clearance at threshold.
Use of VASI / TVASI
Use of PAPI
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
LANDING
A330/A340 FLEET NO-160 P 2/12
FCTM 17 JUN 09
This technique will ensure that performance margins are not compromised and provide adequate
main gear clearance.
FLARE
Applicable to: ALL
PITCH CONTROL
When reaching 100 ft, auto-trim ceases and the pitch law is modified to be a full authority direct
law as described in OPERATIONAL PHILOSOPHY Chapter. Indeed, the normal pitch law, which
provides trajectory stability, would not be well adapted to the flare manoeuvre. Consequently,
in the flare, as the speed reduces, the pilot will have to move the stick rearwards to maintain a
constant path. The flare technique is thus very conventional.
Prior to flare, avoid destabilization of the approach and steepening the slope at low heights in
attempts to target a shorter touchdown. If a normal touchdown point cannot be achieved or if
destabilization occurs just prior to flare, a go-around (or rejected landing) should be performed.
The PNF monitors the rate of descent and should call "SINK RATE" if the vertical speed is
excessive prior to the flare.
From stabilized conditions, the flare height is about 40 ft.
This height varies due to the range of typical operational conditions that can directly influence the
rate of descent.
Compared to typical sea level flare heights for flat and adequate runway lengths, pilot need to be
aware of factors that will require an earlier flare, in particular:
• High airport elevation.
Increased altitude will result in higher ground speeds during approach with associated increase
in descent rates to maintain the approach slope.
• Steeper approach slope (compared to nominal 3 °).
• Tailwind.
Increased tailwind will result in higher ground speed during approach with associated increase
in descent rates to maintain the approach slope.
• Increasing runway slope.
Increasing runway slope and/or rising terrain in front of the runway will affect the radio altitude
callouts down to over flying the threshold used by the flight crew to assess the height for the
start of flare possibly causing flare inputs to be late. The visual misperception of being high is
also likely.
Note that the cumulative effect of any of the above factors combined for one approach will require
even more anticipation to perform an earlier flare.
If the flare is initiated too late (below 25 ft) then the pitch changes will not have sufficient time to
allow the necessary change to aircraft trajectory. Late, weak or released flare inputs increase the
risk of a hard landing.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
LANDING
A330/A340 FLEET NO-160 P 3/12
FCTM 17 JUN 09
Avoid under flaring.
• The rate of descent must be controlled prior to the initiation of the flare (i.e. nominal 3 ° slope
and rate not increasing)
• Start the flare with positive (or "prompt") backpressure on the sidestick and holding as
necessary
• Avoid significant forward stick movement once Flare initiated (releasing backpressure is
acceptable)
At 20 ft, the "RETARD" auto call-out reminds the pilot to retard thrust levers. It is a reminder rather
than an order. When best adapted, the pilot will rapidly retard all thrust levers : depending on the
conditions, the pilot will retard earlier or later. However, the pilot must ensure that all thrust levers
are at IDLE detent at the latest at touchdown, to ensure ground spoilers extension at touchdown.
In order to assess the rate of descent in the flare, and the aircraft position relative to the ground,
look well ahead of the aircraft. The typical pitch increment in the flare is approximately 2.3 ° (2.6 °
for A340-500/600 aircraft), which leads to -1 ° flight path angle associated with a10 kt speed
decay in the manoeuvre. Do not allow the aircraft to float or do not attempt to extend the flare by
increasing pitch attitude in an attempt to achieve a perfectly smooth touchdown. A prolonged float
will increase both the landing distance and the risk of tail strike.
LATERAL AND DIRECTIONAL CONTROL
FINAL APPROACH
In crosswind conditions, a crabbed-approach wings-level should be flown with the aircraft
(cockpit) positioned on the extended runway centerline until the flare.
　
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