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After touchdown, with reverse thrust selected on at least one engine and one main landing gear strut compressed, the ground spoilers partially extend to further establish ground contact. The ground spoilers fully extend when both main landing gears are compressed. A small nose down input on the elevators is introduced by the control law, which compensates the pitch up tendency with ground.spoiler.extension.
ROLLOUT
During the rollout, use the rudder pedals to maintain the aircraft on the runway centreline. At high speed, directional control is achieved with rudder. As the speed reduces, nosewheel steering becomes active. The steering handwheel is not.to.be.used.until.taxi.speed.is.reached.
7.10.8

A330/A340 Landing,.Go-around.&.Taxi-in REV.1.(6.JUN.05)
FCTM Landing
BRAKING
The importance of the timely use of all means of stopping the aircraft cannot be overemphasised. Execution of the following actions without delay permits stopping the aircraft with the least landing roll. Three systems are involved in the aircraft.deceleration:
. Ground.spoilers . Thrust.reversers . Wheel.brakes
Ground.Spoilers
The ground spoilers contribute to aircraft deceleration by increasing aerodynamic drag and so are more effective at high speed. Ground spoiler extension also markedly decreases lift. This increases load on the wheels and therefore improves braking efficiency. Additionally, the ground spoiler extension signal.is.used.for.autobrake.activation.
Thrust.Reversers
Select reverse thrust immediately after main gear touchdown. Thrust reverser efficiency is proportional to the square of the speed and is therefore most efficient at high speeds. Below 70 kt, reverser efficiency decreases rapidly. Below 60 kt with maximum reverse selected, there is a risk of engine stall. Smoothly reduce the reverse thrust to idle at 70 kt. However, in case of emergency,.maximum.reverse.thrust.is.permitted.down.to.aircraft.stop.
Normally full reverse thrust should be used. However, on long, dry runways with no tailwind component, idle reverse may be used. Stow the reversers when taxi speed.is.reached.and.before.leaving.the.runway.
If airport regulations restrict the use of reverse thrust, select and maintain reverse.idle.until.taxi.speed.is.reached.
Wheel.Brakes
Wheel brakes contribute the most to aircraft deceleration on the ground. Many factors may affect braking efficiency, e.g. load on the wheels, tyre pressure, runway pavement characteristics, runway contamination and braking technique. The only factor over which the pilot has any control is the use of the correct braking.technique.

Antiskid
The antiskid system adapts pilot applied brake pressure to runway conditions by sensing an impending skid condition and adjusting the brake pressure to each individual wheel as required. The antiskid system maintains the skidding factor (slip ratio) close to the maximum friction force point. This provides the optimum deceleration with respect to the pilot input. When braking manually, antiskid performance is optimised by smoothly applying and maintaining the desired braking.command.
Use.Of.Autobrake
Manual braking often involves a delay between main gear touchdown and brake application, even when actual conditions dictate the need for a more rapid initiation of braking. This delay in brake application adversely affects the landing distance. Brake application may be further delayed by the increased workload associated with a crosswind, LWMO, or operations on short, wet, or contaminated runways. The use of autobrake is therefore recommended in preference.to.manual.braking.
The use of LO (A346: LO, 2, 3) should be preferred on long dry runways whereas the use of MED (A346: 4, HI) should be preferred on short or contaminated runways. The use of MAX autobrake on A333/A343 is not recommended.for.landing.
On very short runways, the use of manual braking may be envisaged since the pilot may apply full manual braking without delay after main gear touchdown. However.this.should.not.preclude.arming.of.the.autobrake.for.landing.
　
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