7.10.4

A330/A340 Landing,.Go-around.&.Taxi-in REV.1.(6.JUN.05)
FCTM Landing
PRECISION.APPROACH.PATH.INDICATOR.(PAPI)
The PAPI is a system of 4 lights which are normally installed on the left side of the runway. The principle of operation is similar to the VASI but using a single row.of.lights.
When the aircraft is on a normal 3. glide path, the pilot sees two white and two red lights. The PAPI may be safely used with respect to threshold crossing height. The standard PAPI installation is arranged such that the approach path intersects.runway.at.1300.ft..Do.not.follow.PAPI.guidance.below.200.ft.

A330/A340 7.10.5 Landing
FCTM REV.1.(6.JUN.05)
FLARE
The techniques below assume a stabilised approach at VAPP and on the glidepath. Unless an unexpected or sudden event occurs, e.g. windshear, it is not appropriate to use sudden or abrupt control inputs during landing. Additional considerations applicable to landings in crosswind and slippery runway conditions.are.described.later.in.this.chapter.
Autotrim ceases at 100 ft and the pitch law is modified to the flare mode, as described in FCTM Ch 2. At this point, a backpressure on the sidestick is required.to.maintain.a.constant.flight.path.
The flare technique is conventional. Commence a gentle, progressive flare just after the 40 ft auto-callout. The typical pitch increment in the flare is approximately 2 . 3., associated with about a 5 kt speed decay in the manoeuvre. Retard the thrust levers to idle and allow the aircraft to touchdown without a prolonged float. A prolonged float increases both the landing distance and the risk of tailstrike. In order to assess the rate of descent in the flare and the.aircraft.position.relative.to.the.ground,.look.well.down.the.runway.
At 20 ft the "RETARD" auto-callout occurs. This is a reminder rather than an order. If thrust is required, e.g. due to sinking windshear, do not retard the thrust levers immediately. The A/THR will then add thrust during the flare to maintain target.speed.
7.10.6

A330/A340 Landing,.Go-around.&.Taxi-in
REV.1.(6.JUN.05)
FCTM Landing

Minimum.Visual.Ground.Segment.(Flare.Phase)
CAT.III  CAT.II 
H  0.ft (. =.8.4) [TBD]  15.ft (. =.2.9) (. =.4.2)  50.ft (. =.2.1) (. =.3.0)  100.ft (. =.2.1) (. =.3.0) 
Visual Segment  60.m.(197.ft) [TBD]  120.m.(394 ft) [TBD] 
A  38.ft  44.ft  77.ft  127.ft 
Obscured B  56.m.(185.ft) [TBD]  44.m.(143.ft) [47.m.(155.ft]  73.m.(238.ft) [78.m.(255 ft)]  120.m.(394 ft) [128.m.(419 ft)] 

Note:
1. Where.different,.A346.values.are.shown.in.[.].

A330/A340 7.10.7 Landing
FCTM REV.1.(6.JUN.05)
TAILSTRIKE.PROTECTION.AND.PREVENTION
Tailstrike.can.occur.on.landing.due.to:
. VAPP.being.decreased.below.the.calculated.value . A.high.flare.with.engine.power.at.idle . A.high.sink.rate.just.prior.to.flare . Attempting.to.touchdown.too.smoothly.(higher.pitch.attitude) . A.prolonged.flare.and.float . Pitching.up.following.a.bounce.to.avoid.a.second.hard.touchdown
On A333 and A343 aircraft, the PNF should call “PITCH” if pitch attitude exceeds 7.5o in.the.flare.
The A346 tailstrike protection system provides pitch limit indication on the PFD below 400 ft RA on approach and an aural alert of “PITCH, PITCH” below 14 ft RA in case of excessive pitch attitude in the flare. In the event of a tailstrike, an ECAM.TAILSTRIKE.caution.is.generated..FCOM.1.27.refers.
DEROTATION
On landing, the rear main wheels touchdown first. The aft sidestick input applied for the flare should then be relaxed towards the neutral position. This allows the aircraft to derotate naturally until front main gear contact. After main gear touchdown, fly the nose down conventionally, controlling the derotation rate to ensure a smooth nosewheel touchdown. Lower the nosewheel without delay. Do not keep the nose high in order to increase aircraft drag during the initial part of the rollout. This technique is inefficient as it reduces braking efficiency by delaying full weight-on wheels, increases the risk of a hard nosewheel touchdown and also increases the risk of tailstrike. If braking is applied with the nose high, up to full back stick may be required to control the nose down pitching moment.
　
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