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in a lower V1. A reduction in the minimum control speeds can sometimes enhance takeoff
performance.
If anti-ice is used, the flight crew must apply the applicable performance penalty.
Slush, standing water, and/or deep snow reduce the effectiveness of aircraft takeoff
performance, because of increased rolling resistance and reduction in tire-to-ground friction. A
higher flap setting increases the runway-limited takeoff weight, but reduces the second segment
limited takeoff weight.
A330/A340 FLIGHT CREW TRAINING MANUAL
SUPPLEMENTARY INFORMATION
ADVERSE WEATHER
A330/A340 FLEET SI-010 P 4/16
FCTM 17 JUN 09
TAKEOFF ROLL
Before the aircraft lines up on the runway for takeoff, the flight crew must ensure that the
airframe has no ice or snow.
Then, before applying thrust, the Captain should ensure that the nosewheel is straight. If
there is a tendency to deviate from the runway centerline, this tendency must be neutralized
immediately, via rudder pedal steering, not via the tiller.
On contaminated runways, the flight crew should ensure that engine thrust advances
symmetrically to help minimize potential problems with directional control.
MAXIMUM CROSSWIND
The following table provides the maximum crosswind that corresponds to the reported
runway-friction coefficient:
Reported Braking Action Reported Runway-Friction
Coefficient
Equivalent
Runway Condition
Maximum
Crosswind (knots)
Good/Medium 0.39 to 0.36 1 27
Medium 0.35 to 0.3 2/3 20
Medium/Poor 0.29 to 0.26 2/3 20
Poor ≤0.25 3/4 15
Unreliable - 4/5 5 (1)
(1) The maximum crosswind for A330 is not defined, if the reported braking action is not reliable.
The equivalent runway condition numbers, in the above table, correspond to the runway
conditions:
1. Dry, damp, or wet runway (less than 3 mm waterdepth)
2. Runway covered with slush
3. Runway covered with dry snow
4. Runway covered with standing water (with the risk of aquaplaning), or with wet snow
5. Icy runway, or high risk of aquaplaning.
CLIMB/DESCENT
Whenever icing conditions are encountered or expected, the engine anti-ice should be turned on.
Although the TAT before entering clouds may not require engine anti-ice, flight crews should be
aware that the TAT often decreases significantly, when entering clouds.
In climb or cruise, when the SAT decreases to lower than -40 °C, engine anti-ice should be turned
off, unless flying near CBs.
If the recommended anti-ice procedures are not performed, engine stall, over-temperature, or
engine damage may occur.
A330/A340 FLIGHT CREW TRAINING MANUAL
SUPPLEMENTARY INFORMATION
ADVERSE WEATHER
A330/A340 FLEET SI-010 P 5/16
FCTM 17 JUN 09
If it is necessary to turn on the engine anti-ice, and if ice accretion is visible because engine
anti-ice was turned on late, then apply the following procedure:
• Set the ENGINE START selector to IGN
• Retard one engine, and set the ENG ANTI-ICE pushbutton to ON
• Smoothly adjust thrust, and wait for stabilization
• Set the ENGINE START selector to NORM
• Repeat this procedure for the other engine(s).
Wing anti-ice should be turned on, if either severe ice accretion is expected, or if there is any
indication of icing on the airframe.
HOLDING
If holding is performed in icing conditions, the flight crew should maintain clean configuration. This
is because prolonged flight in icing conditions with the slats extended should be avoided.
APPROACH
If significant ice accretion develops on parts of the wing that have not been deiced, the aircraft
speed must be increased (Refer to FCOM/PRO-SUP-30 OPERATIONS IN ICING CONDITIONS).
When the temperature is lower than ISA -10, the target altitudes (provided by the ATC) must be
corrected, by adding the values that are indicated in the table below:
Corrections to be Added
Height ISA -10 ISA -20 ISA -30
500 50 70 100
1 000 100 140 190
2 000 200 280 380
3 000 290 420 570
4 000 390 570 760
5 000 490 710 950
These corrections correspond to approximately 4 x ▸ISA x Height (ft)/1000
LANDING
Obviously, landings should be avoided on very slippery runways. However, if it is not possible to
avoid such landings, the following factors (linked to operations on contaminated runways) should
be considered:
• Braking action
• Directional control.
BRAKING ACTION
The presence of fluid contaminants on the runway has an adverse effect on braking
performance, because it reduces the friction between the tires and the surface of the runway. It
A330/A340 FLIGHT CREW TRAINING MANUAL
　
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