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themselves, thus the brake wear and temperature.
Auto-brake does not relieve the pilot of the responsibility of achieving a safe stop within the
available runway length.
CROSS WIND CONDITIONS
The reverse thrust side force and crosswind component can combine to cause the aircraft to drift
to the downwind side of the runway if the aircraft is allowed to weathercock into wind after landing.
Additionally, as the anti-skid system will be operating at maximum braking effectiveness, the main
gear tire cornering forces available to counteract this drift will be reduced.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
LANDING
A330/A340 FLEET NO-160 P 8/12
FCTM 17 JUN 09
Braking force and cornering force vs skid ratio
To correct back to the centreline, the pilot must reduce reverse thrust to reverse idle and release
the brakes. This will minimise the reverse thrust side force component, without the requirement
to go through a full reverser actuating cycle, and provide the total tire cornering forces for
realignment with the runway centreline. Rudder and differential braking should be used, as
required, to correct back to the runway centreline. When re-established on the runway centreline,
the pilot should re-apply braking and reverse thrust as required.
Directional Control during Crosswind Landing
FACTORS AFFECTING LANDING DISTANCE
Applicable to: ALL
The field length requirements are contained in the FCOM PER,LND LANDING chapter . The landing
distance margin will be reduced if the landing technique is not correct.
Factors that affect stopping distance include:
• Height and speed over the threshold
• Glide slope angle
• Landing flare technique
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
LANDING
A330/A340 FLEET NO-160 P 9/12
FCTM 17 JUN 09
• Delay in lowering the nose on to the runway
• Improper use of braking system
• Runway conditions (discussed in adverse weather).
Height of the aircraft over the runway threshold has a significant effect on total landing distance. For
example, on a 3 ° glide path, passing over the runway threshold at 100 ft altitude rather than 50 ft
could increase the total landing distance by approximately 300 m/950 ft. This is due to the length of
runway used before the aircraft touches down.
A 5 kt speed increment on VAPP produces a 5 % increase in landing distance with auto brake
selected.
For a 50 ft Threshold Crossing Height, a shallower glide path angle increases the landing distance,
as the projected touchdown point will be further down the runway.
Floating above the runway before touchdown must be avoided because it uses a large portion of the
available runway. The aircraft should be landed as near the normal touchdown point as possible.
Deceleration rate on the runway is approximately three times greater than in the air.
Reverse thrust and speedbrake drag are most effective during the high-speed portion of the landing.
Therefore, reverse thrust should be selected without delay.
Speed brakes fully deployed, in conjunction with maximum reverse thrust and maximum manual
anti-skid braking provides the minimum stopping distance.
Operational factors affecting actual landing distance
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
LANDING
A330/A340 FLEET NO-160 P 10/12
FCTM 17 JUN 09
(1)Those coefficients are given as indications.
CLEARANCE AT TOUCH DOWN
Criteria: 330-200
Applicable to: , , , , , , , , , , , , , ,
, , , , ,
Geometry limit at touch down Pitch attitude at
VAPP(Vref+5 kt) (1)
Pitch attitude at touch down Clearance (2)
16 ° 4.5 ° 6.8 ° 9.2 °
(1) Flight path in approach: -3 °
(2) Clearance = geometry limit - pitch attitude at touch down
CLEARANCE AT TOUCH DOWN
Criteria: 340-300
Applicable to: , , , , , , , , , , , ,
Geometry limit at touch down Pitch attitude at
VAPP(Vref+5 kt) (1)
Pitch attitude at touch down Clearance (2)
14.2 ° 4.3 ° 6.6 ° 7.6 °
(1) Flight path in approach: -3 °
(2) Clearance = geometry limit - pitch attitude at touch down
TAIL STRIKE AVOIDANCE
Applicable to: ALL
Although most of tail strikes are due to deviations from normal landing techniques, some are
associated with external conditions such as turbulence and wind gradient.
DEVIATION FROM NORMAL TECHNIQUES
Deviations from normal landing techniques are the most common causes of tail strikes.
The main reasons for this are due to:
• Allowing the speed to decrease well below VAPP before flare
Flying at too low speed means high angle of attack and high pitch attitude, thus reducing ground
　
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