Landing on a contaminated runway in crosswind requires careful consideration. In such a case, directional control problems are caused by two different factors:
? If the aircraft touches down with some crab, and reverse thrust is selected, the side-force component of reverse adds to the crosswind component, and causes the aircraft to drift to the downwind side of the runway.
? As the braking efficiency increases, the cornering force of the main wheels decreases. This adds to any problems there may be with directional control.
If there is a problem with directional control:
? Reverse thrust should be set to idle, in order to reduce the reverse thrust side-force component.
? The brakes should be released, in order to increase the cornering force.
? The pilot should return to the runway centerline, reselect reverse thrust, and resume braking (Refer to NO-160 ROLL OUT).
The concept of equivalent runway condition is used to determine the maximum recommended crosswind . The following table indicates the maximum recommended crosswinds related to the reported braking actions:
Reported Braking Action Reported Runway
Friction Coefficient Equivalent
Runway Condition Maximum
Crosswind (knots)
Good/Medium 0.39 to 0.36 1 27
Medium 0.35 to 0.3 2/3 20
Medium/Poor 0.29 to 0.26 2/3 20
Poor ≤0.25 3/4 15
Unreliable - 4/5 5(1)
(1) The maximum crosswind for the A330 is not defined, if the reported braking action is not reliable. TAXI-IN
During taxi-in, after landing, the flaps/slats should not be retracted. This is because retraction could cause damage, by crushing any ice that is in the slots of the slats. When the aircraft arrives at the gate, and the engines are stopped, a visual inspection should be performed to check that the slats/ flaps areas are free of contamination. They may then be retracted, with the electric pumps.
PARKING
At the end of the flight, in extreme cold conditions, cold soak protection is requested when a longer stopover is expected.
SUPPLEMENTARY INFORMATION
ADVERSE WEATHER
TURBULENCE
Applicable to: ALL
PREFACE
The flight crew must use weather reports and charts to determine the location and altitude of
possible CBs, storms, and Clear Air Turbulence (CAT). If turbulence is expected, the flight crew must turn on the seatbelt signs, in order to prepare passengers and prevent injury.
TAKEOFF
For takeoff in high turbulence, the flight crew must wait for the target speed +20 kt (limited to VFE-5)
before retracting the slats/flaps (e.g. the flight crew must wait for F+20 kt before setting Flaps 1).
IN FLIGHT
USE OF THE RADAR
Areas of known turbulence, associated with CBs, must be avoided. Good management of the radar tilt is essential, in order to accurately assess and evaluate the vertical development of CBs. Usually, the gain should be left in AUTO. However, selective use of manual gain may help to
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