7.10.18
A330/A340 Landing,.Go-around.&.Taxi-in
REV.1.(6.JUN.05)
FCTM Landing
Slippery.Or.Contaminated.Runway.Landing.Performance
When landing on runways contaminated with ice, snow, slush or standing water, the reported braking action must be considered. Terms used include GOOD, FAIR,.POOR.and.NIL..Vol.2.Pt.2.refers.
The braking performance associated with "GOOD" is representative of a wet runway, while "POOR" is representative of an ice covered runway. Exercise extreme caution to ensure adequate runway length is available when POOR braking.action.is.reported.
Contaminated runway landing performance data is presented in FCOM 2.03.10. Uniform contamination over the entire runway is assumed. This means a uniform depth for slush/standing water for a contaminated runway or a fixed braking coefficient for a slippery runway. The data cannot cover all possible slippery/contaminated runway combinations and does not consider factors such as.rubber.deposits.or.heavily.painted.surfaces.near.the.end.of.most.runways.
A330/A340 7.10.19 Landing
FCTM REV.1.(6.JUN.05)
A term commonly used to describe runway conditions is coefficient of friction. The runway coefficient of friction is normally determined using vehicles towing measuring equipment. For a variety of reasons, the coefficient measured by the ground equipment may not necessarily relate to the coefficient that the aircraft may experience on landing. Coefficient of friction values provide additional information to be taken into consideration when determining the runway conditions for landing. Evaluate these readings in conjunction with pilot reports and the physical description of the runway condition when planning the landing. Take special care in evaluating all the information available when braking action is.reported.as.POOR.or.if.slush.or.standing.water.is.present.on.the.runway.
Unless emergency or operational circumstances dictate otherwise, use the following.minimum.friction.co-efficient.for.landing:
. 0.2.FC.(ICAO) . 0.26.CRFI.(Canada) . 20.ACBA.(USA)
Directional.Control
As for a normal landing, use rudder for directional control after touchdown. Use of the steering handwheel must be avoided above taxi speed as its use may result in aquaplaning of the nosewheel, leading to reduced cornering force and consequently,.reduced.directional.control.
A crosswind landing on a contaminated runway requires careful consideration. If the aircraft touches down with some crab or is allowed to weathercock into wind after landing, the reverse thrust side force component and the crosswind component can combine to cause the aircraft to drift to the downwind side of the runway. Additionally, as the antiskid system will be operating at maximum braking effectiveness, the main gear tyre cornering forces available to counteract this.drift.will.be.reduced.
To correct back to the centreline, reduce reverse thrust to reverse idle and release the brakes. This minimises the reverse thrust side force component, without the requirement to go through a full reverser actuating cycle again and increases the tyre cornering force available. Rudder and differential braking should be used to correct back to the runway centreline, if required. When re-established on the runway centreline, re-apply braking and reverse thrust as required.
On wet and contaminated runways, directional control is most problematic at low speed. Differential braking may be used as necessary in conjunction with brake pedal deflection. If differential braking is used, the pilot should fully release the brake.pedal.input.on.the.opposite.side.to.the.intended.turn.direction.
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