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appearance due to a thin layer of water. When this layer does not
exceed 3 mm depth, there is no substantial risk of hydroplaning.
STANDING WATER : Is caused by heavy rainfall and/or insufficient runway drainage with a
depth of more than 3 mm.
SLUSH : Is water saturated with snow which spatters when stepping firmly on
it. It is encountered at temperatures around 5 °C and its density is
approximately 0.85 kg/l (7.1 lb/US Gal).
WET SNOW : Is a condition where, if compacted by hand, snow will stick together
and tend to form a snowball. Its density is approximately 0.4 kg/l
(3.35 lb/US Gal).
DRY SNOW : Is a condition where snow can be blown if loose, or if compacted by
hand, will fall apart again upon release. Its density is approximately
0.2 kg/l (1.7 lb/US Gal).
COMPACTED SNOW : Is a condition where snow has been compressed (a typical friction
coefficient is 0.2).
ICY : Is a condition where the friction coefficient is 0.05 or below.
The performance given in this chapter has been divided into two categories which are determined by
the depth of the contaminant. For each of these categories an equivalent depth of contaminant has
been defined for which the performance deterioration is the same.
1. WET RUNWAY and EQUIVALENT
Equivalent of a wet runway is a runway covered with or less than :
‐ 2 mm (0.08 in) slush
‐ 3 mm (0.12 in) water
‐ 4 mm (0.16 in) wet snow
‐ 15 mm (0.59 in) dry snow
2. CONTAMINATED RUNWAY
An equivalence between depth of slush and snow has been defined :
‐ 12.7 mm (1/2 in) wet snow is equivalent to 6.3 mm (1/4 in) slush
‐ 25.4 mm (1 in) wet snow is equivalent to 12.7 mm (1/2 in) slush
A330/A340 FLIGHT CREW
OPERATING MANUAL
PERFORMANCE
TAKEOFF
RUNWAY CONTAMINATION - DEFINITIONS
A330/A340 FLEET PER-TOF-CTA-20 P 2/2
FCOM 19 AUG 10
‐ 50.8 mm (2 in) dry snow is equivalent to 6.3 mm (1/4 in) slush
‐ 101.6 mm (4 in) dry snow is equivalent to 12.7 mm (1/2 in) slush
Note: 1. On a damp runway no performance degradation should be considered.
2. It is not recommended to take off from a runway covered with more than 4 in of dry snow
or 1 in of wet snow.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PERFORMANCE
TAKEOFF
RUNWAY CONTAMINATION - OPERATIONAL CONDITIONS
A330/A340 FLEET PER-TOF-CTA-30 P 1/2
FCOM 19 AUG 10
OPERATIONAL CONDITIONS
Applicable to: ALL
Performance penalties for takeoff as published in this section are computed with the
following assumptions :
‐ The contaminant is in a layer of uniform depth and density over the entire length of the runway
‐ Antiskid and spoilers are operative
The friction coefficient is based ‐ on studies and checked by actual tests
‐ The screen height at the end of the takeoff segment is 15 ft, not 35 ft.
In addition, for contaminated runways only :
‐ There is drag due to rolling resistance of the wheels
‐ There is drag due to spray on the airframe and gears
‐ Reverse thrust is used for the deceleration phase
‐ Maximum thrust is used for takeoff.
Note: The net flight path clears obstacles by 15 ft instead of 35 ft.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PERFORMANCE
TAKEOFF
RUNWAY CONTAMINATION - OPERATIONAL CONDITIONS
Intentionally left blank
A330/A340 FLEET PER-TOF-CTA-30 P 2/2
FCOM 19 AUG 10
A330/A340 FLIGHT CREW
OPERATING MANUAL
PERFORMANCE
TAKEOFF
RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
A330/A340 FLEET PER-TOF-CTA-40 P 1/42
FCOM 19 AUG 10
TAKEOFF PERFORMANCE
Applicable to: ALL
CAUTION The method is based on the use of the RTOW charts established at optimum V2/VS
and optimum V1/VR. In addition, when applying corrections for a wet runway,
the RTOW charts should also have been established with V1 min (minimum V1 of
the V1 range). The method should not be used with takeoff charts computed for other
conditions. All tables have been established for TOGA (and Flexible Takeoff for wet
runways). Do not use them for Derated thrust.
Correct the determined maximum takeoff weight on dry runway to take into account QNH and bleed
effects, then apply the corrections given on the following pages.
Note: 1. The results obtained with this method may be different from the influence given at the
bottom of the RTOW chart.
2. On contaminated runway, in some cases, no MTOW can be determined with this method
(box dashed below a given weight). A specific RTOW chart must then be computed.
TAKEOFF FROM A WET RUNWAY
Applicable to:
1. Determine the maximum takeoff weight or flexible temperature and associated speeds on dry
runway.
2. Four sets of three tables are given depending on the use of thrust reversers, configuration and the
　
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