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A330/A340 FLEET PRO-SUP-91-40 P 7/8
FCOM 19 AUG 10
REPORTING
• Whenever operating in areas affected by volcanic activity, flight crews should be aware of
volcanic reporting procedures and be familiar with the use of the ICAO Special Air Report of
Volcanic Activity (Model VAR).
• If the aircraft encounters a volcanic ash cloud, the flight crew should report the location altitude,
and direction of drift for the ash cloud to ATC, flight conditions and crew duties permitting.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
ADVERSE WEATHER - OPERATIONS IN VOLCANIC ASH, SAND OR DUST
Intentionally left blank
A330/A340 FLEET PRO-SUP-91-40 P 8/8
FCOM 19 AUG 10
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
ADVERSE WEATHER - FLUID CONTAMINATED RUNWAY
A330/A340 FLEET PRO-SUP-91-50 P 1/4
FCOM 19 AUG 10
SPRAY PATTERN
Applicable to: ALL
There is a little chance of the engines ingesting fluid, which in any case should not jeopardize safety.
The risk of ingestion is independent of the depth of the contaminant.
CROSSWIND
Applicable to:
To optimize directional control during the low speed phase of the takeoff and landing roll and
according to the reported braking action given by the control tower, it is not recommended to take off
or to land with a crosswind component higher than:
Reported braking action Reported runway
friction coefficient Maximum crosswind (kt) Equivalent runway
condition*(1)
Good (on wet runway) ≥ 0.4 27 1
Good/medium 0.39 to 0.36 27 1
Medium 0.35 to 0.3 20 2/3
Medium/poor 0.29 to 0.26 20 2/3
Poor ≤ 0.25 15 3/4
Nil 5 4/5
(1) Equivalent runway condition (only valid for maximum cross wind determination) :
1. Damp or wet runway (less than 3 mm water depth)
2. Runway covered with slush
3. Runway covered with dry snow
4. Runway covered with standing water with risk of hydroplaning or wet snow
5. Icy runway or high risk of hydroplaning.
Note: The maximum crosswind values given in the above table are recommended values based
on computations. They are given without gust.
CROSSWIND
Applicable to: ,
To optimize directional control during the low speed phase of the takeoff and landing roll and
according to the reported braking action given by the control tower, it is not recommended to take off
or to land with a crosswind component higher than:
Reported braking action Reported runway
friction coefficient Maximum crosswind (kt) Equivalent runway
condition*(1)
Good (on wet runway) ≥ 0.4 32 1
Good/medium 0.39 to 0.36 27 1
To be continued on next page
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
ADVERSE WEATHER - FLUID CONTAMINATED RUNWAY
A330/A340 FLEET PRO-SUP-91-50 P 2/4
FCOM 19 AUG 10
Continued from previous page
Reported braking action Reported runway
friction coefficient Maximum crosswind (kt) Equivalent runway
condition*(1)
Medium 0.35 to 0.3 20 2/3
Medium/poor 0.29 to 0.26 20 2/3
Poor ≤ 0.25 15 3/4
Nil Not defined 4/5
(1) Equivalent runway condition (only valid for maximum cross wind determination):
1. Damp or wet runway (less than 3 mm water depth)
2. Runway covered with slush
3. Runway covered with dry snow
4. Runway covered with standing water with risk of hydroplaning or wet snow
5. Icy runway or high risk of hydroplaning.
Note: The maximum crosswind values given in the above table are recommended values based
on computations. They are given without gust.
TAXIING
Applicable to: ALL
FOLLOWING TAXIING PROCEDURES..............................................................................CONSIDER
‐ Avoid high thrust settings.
‐ When taxiing on slippery surfaces, stay well behind preceding aircraft.
‐ Taxi at low speed. Note that antiskid does not operate at low taxi speeds.
‐ On slippery taxiways during turns with large nose wheel steering angles, noise and vibration may
result from the wheels slipping sideways. Keep speed as low as possible to make a smooth turn
with minimum radius. Differential power may be needed.
�� If taxiing in icing conditions with precipitation on runways and taxiways contaminated
with slush or snow :
Before takeoff keep flaps/slats retracted until reaching the holding point on the takeoff runway
to avoid contaminating the mechanism. Hold the BEFORE TO checklist at FLAP SETTING and
finish it after extending flaps/slats.
When taxiing-in after landing, do not retract the flaps/slats to avoid damage of the structure.
After engine shutdown make a visual inspection to determine that the flap/slat mechanism is free
　
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