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FLARE
The objectives of the lateral and directional control of the aircraft during the flare are:
• To land on the centerline
• And, to minimize the lateral loads on the main landing gear.
The recommended de-crab technique is to use:
• The rudder to align the aircraft with the runway heading during the flare; and
• The roll control, if needed, to maintain the aircraft on the runway centerline. Any tendency to
drift downwind should be counteracted by an appropriate lateral (roll) input on the sidestick.
In the case of a strong cross wind, the aircraft may be landed with a residual drift (up to about
5 °) to prevent an excessive bank.
Consequently, combination of the partial de-crab and wing down techniques may be required.
Depending on cross wind value, this may result in touching down with some bank angle into the
wind (hence with the upwind landing gear first).
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
LANDING
A330/A340 FLEET NO-160 P 4/12
FCTM 17 JUN 09
MAXIMUM DEMONSTRATED CROSSWIND FOR LANDING
Criteria: S16279, A330
Applicable to: , , , , , , , , , , , , , ,
, , , , ,
1
The maximum demonstrated crosswind at landing is 45 kt (gust included).
MAXIMUM DEMONSTRATED CROSSWIND FOR LANDING
Criteria: 340-300
Applicable to: , , , , , , , , , , , ,
2 The maximum demonstrated crosswind at landing is 41 kt (gust included).
CALL OUT
Applicable to: ALL
If pitch attitude exceeds 7.5 °, the PNF will announce "PITCH".
DEROTATION
Applicable to: ALL
When the aircraft is on the ground, pitch and roll control operates in Direct Law. Consequently, when
the aircraft touches down, the pilot flies the nose down conventionally, varying sidestick input as
required, to control the derotation rate.
After touch down, when reverse thrust is selected (on at least one engine) and one main landing gear
strut is compressed, the ground spoilers partially extend to establish ground contact. The ground
spoilers fully extend when both main landing gears are compressed. A small nose down term on the
elevators is introduced by the control law, which compensates the pitch up tendency with ground
spoiler extension
It is not recommended to keep the nose high in order to increase aircraft drag during the initial part
of the roll-out, as this technique is inefficient and increases the risk of tail strike. Furthermore, if auto
brake MED is used (mode 4 or HI on A340-500/600), it may lead to a hard nose gear touch down.
During the derotation phase, it is normal to feel 3 successive "shocks" or "contacts with the ground";
the first from aft wheels of the MLG boogie, the second from the front wheels of the MLG boogie, the
third from the NLG.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
LANDING
A330/A340 FLEET NO-160 P 5/12
FCTM 17 JUN 09
ROLL OUT
Applicable to: ALL
NORMAL CONDITIONS
During the roll out, the rudder pedals will be used to steer the aircraft on the runway centreline.
At high speed, directional control is achieved with rudder. As the speed reduces, the Nose Wheel
Steering (NWS) becomes active. However, the NWS tiller will not be used until taxi speed is
reached.
CROSSWIND CONDITIONS
The above-mentioned technique applies. Additionally, the pilot will avoid to set stick into the wind
as it increases the weathercock effect. Indeed, it creates a differential down force on the wheels
into the wind side.
The reversers have a destabilizing effect on the airflow around the rudder and thus decrease
the efficiency of the rudder. Furthermore they create a side force, in case of a remaining crab
angle, which increases the lateral skidding tendency of the aircraft. This adverse effect is quite
noticeable on contaminated runways with crosswind. In case a lateral control problem occurs in
high crosswind landing, the pilot will consider to set reversers back to Idle.
At lower speeds, the directional control of the aircraft is more problematic, more specifically
on wet and contaminated runways. Differential braking is to be used if necessary. On wet and
contaminated runways, the same braking effect may be reached with full or half deflection of the
pedals; additionally the anti skid system releases the brake pressure on both sides very early
when the pilot presses on the pedals. Thus if differential braking is to be used, the crew will totally
release the pedal on the opposite side to the expected turn direction.
BRAKING
Applicable to: ALL
Once on the ground, the importance of the timely use of all means of stopping the aircraft cannot be
overemphasised.
Three systems are involved in braking once the aircraft is on the ground:
　
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