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As the autobrake system maintains a pre-determined deceleration rate, reverse thrust reduces the amount of wheel braking required. This results in reduced brake.temperatures.
Brake wear is related to the number of brake applications. The use of autobrake minimises.the.number.of.brake.applications.and.consequently.brake.wear.
The green DECEL light on the AUTO/BRK panel enables the monitoring of the deceleration rate. It illuminates when approximately 80% of the selected deceleration rate is achieved. In some cases it may illuminate without application of brakes, e.g. if the effect of reverse thrust is sufficient to achieve the deceleration rate. In other cases, e.g. on contaminated runways, it many not illuminate because antiskid is unable to achieve the deceleration rate despite proper operation of the autobrake. (A346: The ACTIV light illuminates to indicate that.the.autobrake.is.functioning.but.has.yet.to.achieve.the.desired.deceleration.)
7.10.10

A330/A340 Landing,.Go-around.&.Taxi-in REV.1.(6.JUN.05)
FCTM Landing
Autobrake may be disengaged by brake pedal application or by (A333/A343: deselecting the AUTO/BRK pb) (A346: rotating the selector to DISARM). The normal method of disarming the autobrake is by applying even pressure on both brake pedals. Disconnect the autobrake when the desired speed is attained and in any case above 20 kt to avoid brake shudder at low speed. Failure to disconnect.will.result.in.the.aircraft.stopping.on.the.runway.
The use of autobrake does not absolve the pilot of the responsibility of achieving a.safe.stop.within.the.available.runway.length.
Manual.Braking
Normally delay manual braking until after nosewheel touchdown to vacate the runway at the appropriate turn-off. To reduce brake wear, the number of brake applications.should be.limited.
Manual braking may be applied prior to nosewheel touchdown e.g. on a limiting runway. Anticipate an increased nose down pitch rate. Apply brakes smoothly and symmetrically with moderate-to-firm pedal pressure until a safe stop is assured. Do not ride the brakes but apply manual braking when required and modulate.the.pressure.without.releasing.to.minimise.brake.wear.
Deceleration.Monitoring
The.PNF.monitors.and.calls:
. Spoiler.deployment.(ECAM.WHEEL.page). . Reverse.thrust.operation(E/WD). . Autobrake.operation.(green.DECEL.light.on.AUTO/BRK.panel).
He.should.advise.the.PF.of.any.non-normal.indications.
FACTORS.AFFECTING.LANDING.DISTANCE
The field length requirements are contained in the Landing Performance section of FCOM 2. The landing distance margin is reduced if the correct landing technique.is.not.used..Factors.that.affect.stopping.distance.include:
. Height.and.speed.over.the.threshold . Glideslope.angle . Landing.flare.technique . Delay.in.lowering.the.nose.onto.the.runway . Improper.use.of.available.deceleration.devices . Runway.conditions.(discussed.in.adverse.weather)

A330/A340 7.10.11 Landing
FCTM REV.1.(6.JUN.05)
Height of the aircraft over the runway threshold has a significant effect on total landing distance. For example, on a 3. glide path, passing over the runway threshold at 100 ft rather than 50 ft could increase the total landing distance by approximately 300 m/950 ft. This is due to the length of runway used before the aircraft.touches.down.
A 5 kt speed increment on VAPP will result in a 5% increase to the distance extracted.from.the.Landing.Distance.with.Autobrake.table.in.the.QRH.
A prolonged period of level flight above the runway prior to touchdown must be avoided as it uses a significant amount of the runway length available. Land the aircraft as near to the normal touchdown point as possible. Deceleration on the runway.is.approximately.three.times.greater.than.in.the.air.
The minimum stopping distance is achieved by applying maximum manual antiskid braking with maximum reverse thrust selected and ground spoilers fully deployed.

　
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