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clearance. When reaching the flare height, the pilot will have to significantly increase the pitch
attitude to reduce the sink rate. This may cause the pitch to go beyond the critical angle.
• Prolonged hold off for a smooth touch down
As the pitch increases, the pilot needs to focus further ahead to assess the aircraft's position
in relation to the ground. The attitude and distance relationship can lead to a pitch attitude
increase beyond the critical angle.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
LANDING
A330/A340 FLEET NO-160 P 11/12
FCTM 17 JUN 09
• Too high flare
A high flare can result in a combined decrease in airspeed and a long float. Since both lead to
an increase in pitch attitude, the result is reduced tail clearance.
• Too high sink rate, just prior reaching the flare height
In case of too high sink rate close to the ground, the pilot may attempt to avoid a firm touch
down by commanding a high pitch rate. This action will significantly increase the pitch attitude
and, as the resulting lift increase may be insufficient to significantly reduce the sink rate, the
high pitch rate may be difficult to control after touch down, particularly in case of bounce.
• Bouncing at touch down
In case of bouncing at touch down, the pilot may be tempted to increase the pitch attitude to
ensure a smooth second touch down. If the bounce results from a firm touch down, associated
with high pitch rate, it is important to control the pitch so that it does not further increase beyond
the critical angle.
APPROACH AND LANDING TECHNIQUES
A stabilized approach is essential for achieving successful landings. It is imperative that the flare
height be reached at the appropriate airspeed and flight path angle. The A/THR and FPV are
effective aids to the pilot.
VAPP should be determined with the wind corrections (provided in FCOM/QRH) by using the
FMGS functions. As a reminder, when the aircraft is close to the ground, the wind intensity
tends to decrease and the wind direction to turn (direction in degrees decreasing in the northern
latitudes). Both effects may reduce the head wind component close to the ground and the wind
correction to VAPP is there to compensate for this effect.
When the aircraft is close to the ground, high sink rate should be avoided, even in an attempt to
maintain a close tracking of the glideslope. Priority should be given to the attitude and sink rate. If
a normal touchdown distance is not possible, a go-around should be performed.
If the aircraft has reached the flare height at VAPP, with a stabilized flight path angle, the normal
SOP landing technique will lead to the right touchdown attitude and airspeed.
During the flare, the pilot should not concentrate on the airspeed, but only on the attitude with
external cues.
Specific PNF call outs have been reinforced for excessive pitch attitude at landing.
Note: On the 340-500/600, a "PITCH-PITCH" aural warning is activated if the pitch attitude
monitored by the FG reaches a given limit. This aural warning is only available in manual
flight at landing when the aircraft height is lower than 14 ft. In addition, a pitch limit
indication is provided on the PFD at landing under 400 ft.
After touch down, the pilot must "fly" the nosewheel smoothly, but without delay, on to the runway,
and must be ready to counteract any residual pitch up effect of the ground spoilers. However, the
main part of the spoiler pitch up effect is compensated by the flight control law itself.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
LANDING
A330/A340 FLEET NO-160 P 12/12
FCTM 17 JUN 09
BOUNCING AT TOUCH DOWN
In case of light bounce, maintain the pitch attitude and complete the landing, while keeping the
thrust at idle. Do not allow the pitch attitude to increase, particularly following a firm touch down
with a high pitch rate.
In case of high bounce, maintain the pitch attitude and initiate a go-around. Do not try to avoid a
second touch down during the go-around. Should it happen, it would be soft enough to prevent
damage to the aircraft, if pitch attitude is maintained.
Only when safely established in the go-around, retract flaps one step and the landing gear. A
landing should not be attempted immediately after high bounce, as thrust may be required to
soften the second touch down and the remaining runway length may be insufficient to stop the
aircraft.
CUMULATIVE EFFECTS
No single factor should result in a tail strike, but accumulation of several can significantly reduce
the margin.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
GO AROUND
A330/A340 FLEET NO-170 P 1/4
　
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