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100 ft, the normal flight law is changed to the flare law which is a full authority pitch direct law
compensated for CG and for certain pitching effects so that the pilot has to exert a progressive pull
to increase pitch gently in the flare. He should pull the thrust levers back at or above 20 ft, and the
landing should occur without a long flare. An audible “RETARD” callout reminds the pilot if he has
not pulled back the thrust levers when the aircraft has reached 20 ft.
Crosswind landings are conventional. The preferred technique is to use the rudder to align the
aircraft with the runway heading, during the flare, while using lateral control to maintain the aircraft
on the runway centerline (Refer to STLO-SOP-22-A LANDING - FLARE). The lateral control mode
does not change until the wheels are on the ground, so there is no discontinuity in the control laws.
The aircraft tends to roll gently in the conventional sense as drift decreases, and the pilot may
have to use some normal cross control to maintain roll attitude.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
FLIGHT CONTROLS (FLYING CONDITIONS) - NORMAL OPERATIONS
A330/A340 FLEET PRO-SUP-27-20 P 6/6
FCOM 19 AUG 10
Even during an approach in considerable turbulence, the control system resists the disturbances
quite well without pilot inputs. In fact, the pilot should try to limit his control inputs to those
necessary to correct the flight path trajectory and leave the task of countering air disturbances to
the flight control system.
Derotation is conventional.
Pitch trim then resets to 4 ° UP after the transition to ground law, which happens 5 s after the
ground condition is confirmed and if the ground spoilers are retracted.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
FLIGHT CONTROLS (FLYING CONDITIONS) - ABNORMAL OPERATIONS
A330/A340 FLEET PRO-SUP-27-30 P 1/8
FCOM 19 AUG 10
ENGINE FAILURE AT TAKEOFF
Applicable to: ALL
On the ground, the aircraft is conventional. The pilot uses rudder to maintain direction. He should
rotate to about 12.5 ° of pitch and adjust as required. The sideslip indication (1) changes to the
engine-out mode (blue). When it is centered, the aircraft is close to the zero aileron position (best
drag condition). It is therefore important to zero the slip indication accurately.
Trim the rudder conventionally.
When time permits, the pilot should check the FLT CTL page on ECAM and refine the rudder trim
to give neutral lateral control, and also trim the rudder toward the spoilers that are up or toward the
aileron that is farthest up to bring the lateral controls back to neutral.
ENGINE-OUT LANDING
Applicable to: ALL
The engine-out landing is basically a conventional landing. The pilot should trim to maintain the slip
indication centered. It is yellow, as long as N1 is less than 80 %. To make the landing run easier, it is
recommended that, in the later stages of the approach, the rudder be reset to zero. With trim at zero,
the neutral rudder pedal position corresponds to zero rudder and zero nosewheel deflection.
GO-AROUND WITH ONE OR TWO ENGINE FAILURE
Applicable to:
The piloting technique, in this case, is similar to that for an engine failure at takeoff :
Zero beta target value for optimum performance, ‐ with appropriate rudder application.
‐ At certain weights and CG positions, it will not be possible to satisfy beta target demands at VLS.
When obstacle clearance is assured, accelerate to a speed at which beta target can be satisfied.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
FLIGHT CONTROLS (FLYING CONDITIONS) - ABNORMAL OPERATIONS
A330/A340 FLEET PRO-SUP-27-30 P 2/8
FCOM 19 AUG 10
GO-AROUND WITH ONE ENGINE FAILURE
Applicable to: ,
The piloting technique, in this case, is similar to that for an engine failure at takeoff :
‐ Zero beta target value for optimum performance, with appropriate rudder application.
‐ At certain weights and CG positions, it will not be possible to satisfy beta target demands at VLS.
When obstacle clearance is assured, accelerate to a speed at which beta target can be satisfied.
BOUNCE AT LANDING
Applicable to: ALL
In case of a light bounce, maintain the current pitch attitude and complete the landing, while
maintaining the thrust at idle. In case of a high bounce, initiate a go-around, initially maintaining the
pitch attitude. Retract the flaps one step, and then the landing gear, once the aircraft is properly
established on the go-around segment. In all cases, do not attempt to soften the (potential) second
touchdown by increasing the pitch attitude.
　
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