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Operations from contaminated runways require a higher level of attention. Slush, standing water, or deep snow, reduce the aircraft take-off performance due to increased rolling resistance and the reduction in tyre-to-ground friction. Refer to FCOM.2.for.recommended.maximum.depth.of.contaminant.
The use of FLEX thrust for take-off is prohibited. However, DRT thrust may be used as required to optimise aircraft performance. During operations on contaminated runways, ensure that engine thrust advances symmetrically. This will.help.minimise.potential.directional.control.problems.
Before applying thrust, ensure that the nose wheel is straight. Any tendency to deviate from the runway centreline must be immediately countered with rudder. Avoid over-controlling on the rudder, as this may induce lateral control difficulties.
Precipitation drag reduces the initial acceleration. A higher flap setting increases the RTOW for a particular runway, but reduces the second segment climb gradient.
4.10.10

A330/A340 Take-off And Initial Climb
REV 1 (6 JUN 05)
FCTM  Take-off
Windshear
Awareness of the weather conditions which result in windshear will reduce the risk of an encounter. Studying meteorological reports and listening to tower reports will assist in the assessment of the weather conditions to be expected during take-off.
If a windshear encounter is likely, the take-off should be delayed until the conditions improve, e.g. until a thunderstorm has cleared the airport. If the winds affecting the airport are not necessarily associated with a temporary short-term weather phenomenon, then choose the most favourable runway and thrust setting. i.e. TOGA thrust.
Before take-off, use the weather radar and PWS to ensure the planned flight path is clear of any problem areas.
On aircraft fitted with PWS, an alert may be generated on the runway before take-off, in which case the take-off should be delayed. The PWS is described in detail in FCOM 1.34. Additionally, after liftoff, the FMGEC reactive windshear warning system may be triggered in the event of a shear being experienced by the aircraft. The reactive windshear warning system is described in detail in FCOM 1.22.
On the take-off roll, closely monitor airspeed and airspeed trend. Without PWS, windshear can be detected by significant and rapid speed variation on the PFD speed tape. If this occurs below V1, the Captain should reject the take-off only if he considers that there is sufficient runway remaining to stop the aircraft. If a rejected take-off is not possible, select TOGA thrust, continue the take-off and apply the checklist actions from memory.
On receipt of a reactive "WINDSHEAR" warning, select TOGA thrust and apply the checklist actions from memory.
If windshear is encountered and the take-off is continued, the PF calls “Windshear Go”, implying that no configuration change will occur until clear of the shear. The following points should be stressed:
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If encountered above V1 but below VR, a normal rotation should be initiated no later than 2000 ft before the end of the runway, even if airspeed is low.

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The configuration should not be changed until positively out of the shear as the operation of the landing gear doors induces additional drag.

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Follow the SRS, even if this requires the use of full back stick. As the speed begins to recover, the piot can reduce back stick while still following SRS orders until well clear of the shear.

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The PNF should call RA, RA trend and V/S and significant related trends.

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When clear of the shear, report the encounter to ATC.

 

On receipt of a predictive “WINDSHEAR AHEAD” warning, apply the checklist actions from memory. If the warning occurs before 100kt, stop. If the warning occurs once airborne, select TOGA and follow the SRS. Continue the departure and clean up as normal unless windshear is encountered or a “WINDSHEAR” warning.occurs.
　
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