7.10.12

A330/A340 Landing,.Go-around.&.Taxi-in REV.1.(6.JUN.05)
FCTM  Landing
CROSSWIND.LANDING
A maximum crosswind for landing is specified in FCOM 3.01.20. The figures are equally applicable to dry or wet runways. The maximum crosswind values for automatic.landings.are.autoland.system.limitations..FCOM.3.01.22.refers.
The recommended technique to fly an approach in a crosswind is to track the runway centreline with drift applied and wings level. This is called the crabbed approach.
During the flare, apply rudder to align the aircraft with the runway centreline. Counteract any tendency to roll downwind by an appropriate sidestick input. It is possible that a very small amount of into-wind sidestick may be required to maintain.the.aircraft.on.the.runway.centreline.prior.to.touchdown.
In the case of a very strong crosswind, a full de-crab prior to the flare may lead to the development of a significant downwind drift. The amount of bank required to arrest this drift may reach the aircraft lateral geometry limit. In this case, the combination.of.a.partial.de-crab.and.wing.down.technique.may.be.required.
The.crabbed.approach.prior.to.landing.has.several.advantages:
.  
Both main gear struts are compressed simultaneously resulting in full spoiler.extension

.  
If touchdown occurs with drift, the load is more evenly spread across all

main.gear . The.risk.of.an.engine.pod.strike.is.reduced
Rollout
Minimise into wind sidestick input as this would increase the weathercock effect and.create.a.disproportionate.down.force.on.the.upwind.main.gear.

A330/A340 7.10.13 Landing
FCTM REV.1.(6.JUN.05)
BOUNCED.LANDING.RECOVERY
A bounced landing may be caused by either one, or a combination, of the following:
. Pitch.rate.not.stopped.after.touchdown . Backpressure.on.the.sidestick.not.released.after.touchdown . Pitch.up.effect.of.spoiler.extension.not.controlled . Automatic.spoiler.deployment.inhibited.due.to.thrust.levers.higher.than.idle
Should a shallow bounce occur, hold the pitch attitude. Do not attempt to soften the.second.touchdown.by.either.increasing.pitch.or.adding.thrust.
Should a significant bounce occur, do not attempt to continue the landing but hold the pitch attitude and go-around. Do not try and avoid a second touchdown during the go-around by increasing pitch attitude. Should a second touchdown occur, the go-around must be continued. Delay flap retraction until the normal go-around procedure is established with a positive climb confirmed. Due to the possibility of on-ground sensing, with TOGA thrust applied and full flap extended, a.CONFIG warning.may.occur.
GROUND.CLEARANCE
The most common causes for the aircraft structure making ground contact on landing.are:
. Unstable.approach . Inappropriate.flare.and.landing.technique
. Windshear
The.landing.technique.described.above.minimises.the.risk.of.ground.contact.
Ground contact occurs if the figures shown in the following charts are exceeded at.touchdown:
7.10.14

A330/A340 Landing,.Go-around.&.Taxi-in
REV.1.(6.JUN.05)
FCTM Landing

Landing
FCTM REV.1.(6.JUN.05)

7.10.16

A330/A340 Landing,.Go-around.&.Taxi-in
REV.1.(6.JUN.05)
FCTM Landing

A330/A340 7.10.17 Landing
FCTM REV.1.(6.JUN.05)
ADVERSE.WEATHER
Operations on slippery or contaminated runways have a significant impact on landing.considerations,.including:
. Braking.action . Directional.control . Crosswind.limit.determination
Braking.Action
The presence of fluid contaminant on the runway adversely affects the braking performance by reducing the friction force between the tyres and the runway surface. It also creates a fluid layer between the tyres and the runway surface thus reducing the contact area. The landing distances provided in FCOM 2.03.10 give an indication of the actual landing distances for various levels of contamination.
　
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