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‐ The Additional factor (when applicable) given by the APPRoach CORrection.
This actual landing distance following a failure is computed with no safety margin.
The flight crew checks this actual landing distance against the Landing Distance Available (LDA)
of the runway used for landing applying the relevant safety margins.
The safety margins to be applied depend of the circumstances according to:
• the Captain judgement
• the Airline policy
• the applicable regulations
Note: For example:
The US-FAA recommends to apply a minimum safety margin of 15 % between the actual
landing distance and the Landing Distance Available (LDA) in case of
• in-flight determination of the landing distance
• normal and abnormal conditions (except in an emergency)
Ref: US-FAA SAFO 06012 dated 31 Aug 2006.
3DRY OR WET OR CONTAMINATED RUNWAY
Landing distance with failure = Landing distance see (1) x LDG DIST Factor see (2) x
Additional factor (if applicable) see (3)
(1) Landing distance from the LANDING DISTANCE WITHOUT AUTOBRAKE –
CONFIGURATION FULL (QRH part 4 – IN FLIGHT PERFORMANCE).
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
GENERAL
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When applicable, correct this landing distance taking into account:
‐ Airport elevation, and
‐ Tailwind.
Do not take into account the correction applicable to all reversers operative whatever the
runway state and the reversers’ selection at landing.
(2) LDG DIST Factor from:
‐ The LDG CONF/APPR SPD/ LDG DIST ON DRY RUNWAYS FOLLOWING FAILURES table
(QRH part 2 – ABNORMAL PROCEDURES), or
‐ The LDG CONF/APPR SPD/ LDG DIST ON WET RUNWAYS FOLLOWING FAILURES table
(QRH part 2 – ABNORMAL PROCEDURES), or
‐ The LDG CONF/APPR SPD/ LDG DIST ON CONTAMINATED RUNWAYS FOLLOWING
FAILURES table (QRH part 2 – ABNORMAL PROCEDURES).
For each runway state, the two following types of LDG DIST Factors are available:
‐ LDG DIST Factors without reversers, and
‐ LDG DIST Factors with reversers
Use of LDG DIST Factors is detailed in QRH part 2 – ABNORMAL PROCEDURES – USE OF
THE TABLES (PREVIOUS PAGES)
When applicable, AIRBUS recommends using the LDG DIST Factor that minimizes the landing
distance with failure.
(3) Additional factor (when applicable) from the VAPP Calculation in the case of an
ABNORMAL/EMERGENCY Configuration (QRH part 2 – ABNORMAL PROCEDURES).
Note: if ΔVREF ≤ 5 kt, an additional factor of 1.2 is applicable when:
‐ A/THR is used, or
‐ ice accretion is encountered, or
‐ both.
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
GENERAL
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A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
OPERATING TECHNIQUES
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LOW SPEED ENGINE FAILURE
Applicable to: ALL
If an engine failure occurs at low speed, the resultant yaw may be significant, leading to rapid
displacement from the runway centreline. For this reason, it is essential that the Captain keeps
his hand on the thrust levers once take-off thrust has been set. Directional control is achieved by
immediately closing the thrust levers and using maximum rudder and braking. If necessary, the
nosewheel tiller should be used to avoid runway departure.
REJECTED TAKEOFF
Applicable to: ALL
FACTORS AFFECTING RTO
Experience has shown that a rejected takeoff can be hazardous, even if correct procedures are
followed.
Some factors that can detract from a successful rejected takeoff are as follows:
• Tire damage
• Brakes worn or not working correctly
• Error in gross weight determination
• Incorrect performance calculations
• Incorrect runway line-up technique
• Initial brake temperature
• Delay in initiating the stopping procedure
• Runway friction coefficient lower than expected
Thorough pre-flight preparation and a conscientious exterior inspection can eliminate the effect of
some of these factors.
During the taxi-out, a review of the takeoff briefing is required. During this briefing, the crew should
confirm that the computed takeoff data reflects the actual takeoff conditions e.g. wind and runway
condition. Any changes to the planned conditions require the crew to re-calculate the takeoff
data. In this case, the crew should not be pressurised into accepting a takeoff clearance before
being fully ready. Similarly, the crew should not accept an intersection takeoff until the takeoff
　
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