A330/A340 Landing,.Go-around.&.Taxi-in REV.1.(6.JUN.05)
FCTM Landing
Crosswind.Limitations
Due to the potential directional control problems associated with landing on contaminated runways in crosswind conditions, the crosswind limitations are reduced..FCOM.2.04.10.and.the.QRH.refer.
Autolands
The automatic ROLLOUT mode, has not been demonstrated on snow covered or icy runways. The ROLLOUT mode relies on a combination of aerodynamic rudder control and nosewheel steering to maintain the runway centreline using localizer signals for guidance. On a contaminated runway, nosewheel steering effectiveness and therefore aircraft directional control capability, is reduced. Use the more restrictive of the autoland or contaminated runway landing crosswind limitations.to.determine.the.maximum.permitted.crosswind.
If an autoland is accomplished on a contaminated runway, be prepared to disengage.the.AP.should.ROLLOUT.directional.control.become.inadequate.
Landing.Technique.Summary
The following chart summarises the recommended procedures for landing on slippery.or.contaminated.runways:
Landing
FCTM REV.1.(6.JUN.05)
PHASE  RECOMMENDED PROCEDURE  REMARKS 
Approach  . . .  Fly a well-executed final approach with the aircraft positioned on glidepath, on runway centreline and at the speed recommended for existing.conditions. Arm autobrake system by selecting LO or MED (A346: LO/2.or.3/4) With a crosswind, do not be misled by the relative bearing of the runway due to crab angle when breaking out.of.overcast.  Go-around if approach stability.criteria.not.met. Autobrake is recommended provided contamination is evenly distributed. 
Flare  . . .  Do not float or allow drift to build up during the.flare. Drifting snow can lead to an illusion of aircraft.drift. With a crosswind, do not de-crab prior to touchdown.  Use runway lighting and markings as drift reference in drifting snow. A touchdown in a crab establishes main gear crab effect and actuates the auto spoilers and the autobrakes.more.quickly. 
Touchdown  . . .  Accomplish a positive touchdown as near to the centreline as possible at approximately 1,500 ± 500.ft. The aircraft should be flown positively onto the runway even if the speed.is.excessive. If a long touchdown is likely,.go-around.  A positive touchdown improves wheel spin up on.slippery.runways. Deceleration on the runway is about three times greater than in the air. Do not allow the aircraft.to.float. 

7.10.22

A330/A340 Landing,.Go-around.&.Taxi-in
REV.1.(6.JUN.05)
FCTM Landing
PHASE  RECOMMENDED PROCEDURE  REMARKS 
Deceleration Phase (Expedite All.Items)  . . . . .  Select maximum reverse.thrust. Immediately lower the nose gear onto the runway and hold light forward sidestick pressure. Check the speedbrakes deploy immediately after main.gear.touchdown. The autobrake system begins symmetrical braking at ground spoiler.deployment. Without autobrake, use moderate-to-firm, steady brake pedal pressure after nose gear.touchdown.  Do not cycle brake pedals. Both main gear bogies must be in GND POS for antiskid operation. Antiskid is deactivated below 10 kt ground.speed. 
Rollout  . . . .  Keep.the.wings.level. Maintain light forward sidestick.pressure. Use nosewheel steering.with.care. Maintain directional control with rudder for as.long.as.possible.  Improves directional control.and.traction. 

Go-around
FCTM REV.1.(6.JUN.05)
PREFACE
Failure to execute a go-around, when required, is a major cause of approach and landing accidents. As a go-around is an infrequent occurrence, it is important to be "go-around minded". The decision to go-around should not be delayed, as an early go-around is safer than one carried out at the last minute at low.altitude.
AP/FD.GO-AROUND.MODE.ACTIVATION
　
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