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SUPPLEMENTARY INFORMATION
ADVERSE WEATHER
A330/A340 FLEET SI-010 P 6/16
FCTM 17 JUN 09
also creates a layer of fluid between the tires and the runway surface, and reduces the contact
area. The landing distances, indicated in the QRH, provide a good assessment of the real
landing distances for specific levels of contamination.
A firm touchdown should be made and MAX reverse should be selected, as soon as the main
landing gear is on ground. Using reversers on a runway that is contaminated with dry snow may
reduce visibility, particularly at low speeds. In such cases, reverse thrust should be reduced to
idle, if necessary.
The use of MED (4 for A340-500/600) autobrake is recommended, when landing on an evenly
contaminated runway. It is possible that the DECEL light on the AUTO BRK panel will not
come on, as the predetermined deceleration may not be achieved. This does not mean that the
autobrake is not working.
In the case of uneven contamination on a wet or contaminated runway, the autobrake may
laterally destabilize the aircraft. If this occurs, consider deselecting the autobrake.
Typical Landing Distance Factors vs. Runway Conditions
DIRECTIONAL CONTROL
During rollout, the sidestick must be centered. This prevents asymmetric wheel loading, that
results in asymmetric braking and increases the weathercock tendency of the aircraft.
The rudder should be used for directional control after touchdown, in the same way as for a
normal landing. Use of the tiller must be avoided above taxi speed, because it may result in
nosewheel skidding, and lead to a loss of directional control.
When required, differential braking must be applied by completely releasing the pedal on the
side that is opposite to the expected direction of the turn. This is because, on a slippery runway,
the same braking effect may be produced by a full or half-deflection of the pedal.
A330/A340 FLIGHT CREW TRAINING MANUAL
SUPPLEMENTARY INFORMATION
ADVERSE WEATHER
A330/A340 FLEET SI-010 P 7/16
FCTM 17 JUN 09
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.
A330/A340 FLIGHT CREW TRAINING MANUAL
SUPPLEMENTARY INFORMATION
ADVERSE WEATHER
A330/A340 FLEET SI-010 P 8/16
FCTM 17 JUN 09
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
　
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