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‐ The difference between the average temperature of the left gear brakes and the average
temperature of the right gear brakes is 200 °C or more, or
‐ A fuse plug has melted, or
‐ The brake temperature exceeds 800 °C.
THRUST APPLICATION ON BRAKES
Applicable to: ALL
The braking system is not designed to hold the aircraft in a stationary position when a high thrust
level is applied on at least one engine.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
LANDING GEAR
A330/A340 FLEET PRO-SUP-32 P 2/6
FCOM 19 AUG 10
The thrust level from which the aircraft starts to move (with parking brake ON, or with manual braking
applied) depends on several factors such as:
‐ Ground surface conditions
‐ Environment
‐ The aircraft weight
‐ Etc ...
During ground procedures that require a thrust increase with braking, the flight crew must ensure that
the aircraft remains stationary, and one flight crew must keep his hands on the thrust levers to be
ready to immediately retard the thrust levers to IDLE if the aircraft starts to move.
TIRE PRESSURE
Applicable to:
These charts present the different nominal tire pressures, depending on maximum takeoff weight and
landing gear loading.
A340–200 UnloadeNdOSELoaded UnloadedMAINLoaded UnloadCedENTELRoaded
MAXIMUM TAKEOFF WEIGHT bar psi bar psi bar psi bar psi bar psi bar psi
253 500 kg / 558 866 lb 11.0 160 11.4 165 12.5 181 13.0 189 9.9 144 10.3 149
257 000 kg / 566 582 lb
260 000 kg / 573 196 lb 11.1 161 11.6 168 12.7 184 13.2 191 10.5 152 10.9 158
A340–300 UnloadeNdOSELoaded UnloadedMAINLoaded UnloadCedENTELRoaded
MAXIMUM TAKEOFF WEIGHT bar psi bar psi bar psi bar psi bar psi bar psi
253 500 kg / 558 866 lb 10.9 158 11.4 165 12.6 183 13.1 190 10.0 145 10.4 151
257 000 kg / 566 582 lb
260 000 kg / 573 196 lb 11.1 161 11.6 168 12.7 184 13.2 191 10.5 152 10.9 158
262 000 kg / 577 605 lb
271 000 kg / 597 447 lb
275 000 kg / 606 265 lb
11.6 168 12.1 175 13.6 198 14.2 206 10.5 152 10.9 158
TIRE PRESSURE
Applicable to: ,
These charts present the different nominal tire pressures, depending on maximum takeoff weight and
landing gear loading.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
LANDING GEAR
A330/A340 FLEET PRO-SUP-32 P 3/6
FCOM 19 AUG 10
A330–200 Unloaded NOSE Loaded Unloaded MAIN Loaded
MAXIMUM TAKEOFF WEIGHT bar psi bar psi bar psi bar psi
202 000 kg / 445 329 lb
220 000 kg / 485 012 lb
230 000 kg / 507 058 lb
233 000 kg / 513 672 lb
12.2 177 12.7 184 13.6 198 14.2 206
A330–300 Unloaded NOSE Loaded Unloaded MAIN Loaded
MAXIMUM TAKEOFF WEIGHT bar psi bar psi bar psi bar psi
184 000 kg / 405 646 lb 10.2 148 10.7 155 12.6 183 13.1 189
205 000 kg / 451 943 lb 10.5 152 10.9 158 12.8 186 13.3 194
212 000 kg / 467 375 lb 10.2 148 10.7 155 12.6 183 13.1 189
215 000 kg / 473 989 lb
217 000 kg / 478 398 lb
218 000 kg / 480 603 lb
10.5 152 10.9 158 12.8 186 13.3 194
230 000 kg / 507 058 lb 11.0 160 11.4 165 13.6 198 14.2 206
233 000 kg / 513 672 lb 11.2 162 11.6 168 13.9 202 14.5 210
TIRES, WHEELS AND BRAKES INTERMIX
Applicable to:
Tire, wheel and brake types basically installed on the aircraft are specific for growth version. Some
cases of intermix are authorized as per SIL 32–083 for return to the main base (not exceeding 5
flights).
Howewer, some of them induce a reduction of the MTOW.
In case of tire 32 PR installed on the main or center landing ‐ gear, the MTOW is limited to 257 t.
‐ In case of installation of non growth version of wheel or brake, the MTOW is limited to 260 t.
OPERATION WITH NOSEWHEEL STEERING OFFSET
Applicable to: ALL
GENERAL
During taxi, the flight crew may notice an aircraft veering tendency. It can be due to external
conditions (crosswind, slope....), or it can be due to the nosewheel steering system itself. The
latter case is identifiable due to flight crews’ repetitive reports of a permanent aircraft veering
tendency. Such reports enable maintenance personnel to determine when corrective action or
troubleshooting is required.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
LANDING GEAR
A330/A340 FLEET PRO-SUP-32 P 4/6
FCOM 19 AUG 10
A veering aircraft may still be operated before corrective action is taken, provided nosewheel
steering deviation is within the values specified in the Refer to PRO-SUP-32-A Operation with
Nosewheel Steering Offset - NWS Offset Operational Limitation.
Applicable to:
　
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