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The passengers and cabin crew should be informed of the situation in good time. This will allow the
cabin crew to prepare the cabin and perform their emergency landing and evacuation procedures.
If one or both main landing gears in abnormal position, the ground spoilers will not be armed to keep
as much roll authority as possible for maintaining the wings level. Ground spoiler extension would
prevent spoilers from acting as roll surfaces.
The crew will not arm the autobrake as manual braking will enable better pitch and roll control.
Furthermore, with at least one main landing gear in the abnormal position, the autobrake cannot be
activated (ground spoilers not armed).
With one main landing gear not extended, the reference speed used by the anti-skid system is not
correctly initialized. Anti-skid operation might be affected, and consequently, the anti-skid must be
switched off.
In all cases, a normal approach should be flown and control surfaces used as required to maintain
the aircraft in a normal attitude for as long as possible after touchdown. The engines should be shut
down early enough to ensure that fuel is cut off prior to nacelle touchdown, but late enough to keep
sufficient authority on control surfaces in order to:
• Maintain runway axis
• Prevent nacelle contact on first touch down
• Maintain wing level and pitch attitude as long as possible.
Considering a realistic hydraulic demand, the hydraulic power remains available up to approximately
30 s after the shut down of the related engine. It is the reason why the recommendations to switch
the ENG masters OFF are as follow:
• If NOSE L/G abnormal
Before nose impact
• If one MAIN L/G abnormal
failure side engine: After main gear touch down
other engine: Before nacelle touch down
• If both MAIN L/G abnormal
In the flare, before touch down
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
LANDING GEAR
A330/A340 FLEET AO-032 P 2/4
FCTM 17 JUN 09
The reversers will not be used to prevent the ground spoilers extension and because the engine will
touch the ground during roll out.
The engines and APU fire pbs are pushed when the use of flight controls is no longer required i.e.
when aircraft has stopped.
LDG WITH ABNORMAL L/G
Criteria: 340-300
Applicable to: , , , , , , , , , , , ,
This situation might occur following completion of a L/G GEAR NOT DOWNLOCKED procedure.
It is always better to land with any available gear rather than carry out a landing without any gear.
The exception to this is the A340-200/300, when it is prohibited to extend the center gear with one
main landing gear not fully extended. The center landing gear structure is not designed to sustain the
aircraft weight, in case of main landing gear abnormal configuration. That's the reason why, as per
design, the center landing gear does not extend in case of landing gear gravity extension. Indeed,
the gravity extension logic has been developed by taking into account an abnormal main landing
gear position, following a gravity extension.
In all cases, weight should be reduced as much as possible to provide the slowest possible
touchdown speed. Although foaming of the runway is not a requirement, full advantage should be
taken of any ATC offer to do so.
The passengers and cabin crew should be informed of the situation in good time. This will allow the
cabin crew to prepare the cabin and perform their emergency landing and evacuation procedures.
If one or both main landing gears in abnormal position, the ground spoilers will not be armed to keep
as much roll authority as possible for maintaining the wings level. Ground spoiler extension would
prevent spoilers from acting as roll surfaces.
The crew will not arm the autobrake as manual braking will enable better pitch and roll control.
Furthermore, with at least one main landing gear in the abnormal position, the autobrake cannot be
activated (ground spoilers not armed).
On A340-200/300, with one main landing gear not extended, the reference speed used by the
anti-skid system is not correctly initialized. Anti-skid operation might be affected, and consequently,
the anti-skid must be switched off.
In all cases, a normal approach should be flown and control surfaces used as required to maintain
the aircraft in a normal attitude for as long as possible after touchdown. The engines should be shut
down early enough to ensure that fuel is cut off prior to nacelle touchdown, but late enough to keep
sufficient authority on control surfaces in order to:
• Maintain runway axis
• Prevent nacelle contact on first touch down
• Maintain wing level and pitch attitude as long as possible.
　
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