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displayed VLS. It should be noted, however, that VLS CONF 1+F equates to 1.23 VS1G whereas
the minimum go-around speed required by regulations is 1.13 VS1G. This requirement is always
satisfied.
The approach climb gradient limiting weight tables in QRHRefer to FCOM/99 Duref Cible
FCOM are provided for conservative QNH and consequently may slightly differ from Refer to
FCOM/PER-GOA-ACG-NOR CONF 3 GRADIENT 2,5 %.
The crew should be aware that the transition from -3 ° flight path angle to go around climb gradient
requires a lot of energy and therefore some altitude loss.
The maximum brake energy and maximum tire speed limiting weights are not limiting even in an
overweight landing configuration.
Taking into account the runway landing distance available, the use of brakes should be modulated to
avoid very hot brakes and the risk of tire deflation.
When the aircraft weight exceeds the maximum landing weight, structural considerations impose the
ability to touch down at 360 ft/min without damage. This means that no maintenance inspection is
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
MISCELLANEOUS
A330/A340 FLEET AO-090 P 4/6
FCTM 17 JUN 09
required if vertical speed is below 360 ft/min. If vertical speed exceeds 360 ft/min at touch down, a
maintenance inspection is required.
OVERWEIGHT LANDING
Criteria: 340-300
Applicable to: , , , , , , , , , , , ,
Overweight landing can be performed "in exceptional conditions" (in flight turn back or diversion),
provided the crew follows the OVERWEIGHT LANDING procedure. The decision to jettison ��
remains at captain discretion after the analysis of various parameters such as runway length, aircraft
conditions, emergency situation...
Automatic landing is certified up to MLW, but flight tests have been performed successfully up
to MTOW. In case of emergency, and under crew responsibility, an automatic landing may be
performed up to MTOW provided that the runway is approved for automatic landing.
Should an overweight landing be required, a long straight in approach, or a wide visual pattern,
should be flown in order to configure the aircraft for a stabilized approach.
At high weight, the green dot speed for the current configuration may be close to, or even above
the VFE CONF1. In this case, the procedure is to select the speed to VFE next –5 kt (but not below
VLS) and then select the next configuration as the speed decreases through VFE next. As the slats
extend, VLS will reduce. Once completed, speed should then be managed.
While approaching S speed and when selecting flaps 2, the Flap Load Relief System (FLRS) may be
activated and RELIEF is displayed on the EWD Flap/Slat indication. The flap 2 extension is slightly
delayed until the speed gets below the corresponding VFE CONF2.
The stabilized approach technique should be used, and VAPP established at the FAF. The speed will
be reduced to VLS in the final stages of the approach to minimize the aircraft energy.
The crew will elect the landing configuration according to "Maximum weight for go-around in CONF3"
table provided in QRH. CONF FULL is preferred for optimized landing performance. However, if the
aircraft weight is above the maximum weight for go-around, the crew will use CONF3 for landing and
1+F for go- around. The approach climb gradient limiting weight CONF 1+F is never limiting.
If a go-around CONF 1+F is carried out, VLS CONF 1+F may be higher than VLS CONF3 +5 kt. The
recommendation in such a case is to follow SRS orders which will accelerate the aircraft up to the
displayed VLS. It should be noted, however, that VLS CONF 1+F equates to 1.23 VS1G whereas
the minimum go-around speed required by regulations is 1.13 VS1G. This requirement is always
satisfied.
The approach climb gradient limiting weight tables in QRHRefer to FCOM/99 Duref Cible
FCOM are provided for conservative QNH and consequently may slightly differ from Refer to
FCOM/PER-GOA-ACG-NOR CONF 3 GRADIENT 2,5 %.
The crew should be aware that the transition from -3 °flight path angle to go around climb gradient
requires a lot of energy and therefore some altitude loss.
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
MISCELLANEOUS
A330/A340 FLEET AO-090 P 5/6
FCTM 17 JUN 09
Generally speaking, the maximum brake energy and maximum tire speed limiting weights are not
limiting even in an overweight landing configuration.
Taking into account the runway landing distance available, the use of brakes should be modulated to
avoid very hot brakes and the risk of tire deflation.
When the aircraft weight exceeds the maximum landing weight, structural considerations impose the
　
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