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A normal approach is flown except that in the final stages of the approach, the target speed is VLS and the max V/S at touchdown is 360 ft/min. At main gear touchdown, select max reverse and after nosewheel touchdown, apply brakes if autobrake is not active.
Use the longest available runway and consider wind and slope effects. Where possible avoid landing in tailwinds, on runways with negative slope, or on runways with less than normal braking conditions. Do not carry excess airspeed on final approach. This is especially important when landing during an engine inoperative or other non-normal condition.
At high weight, the manoeuvring speed for the current configuration may be close to, or even above the VFE for the next configuration. In this case, the procedure is to select the speed to VFE next . 5 kt (but not below VLS) and then select the next configuration as the speed decreases through VFE next. As the slats/flaps extend, VLS reduces. Flap load RELIEF may annunciate momentarily as the speed reduces. Repeat if required, until the landing configuration is achieved. Once completed, select managed speed. The flare and derotation technique as described in FCTM Ch 7 applies.
8.110.2

A330/A340 Non-normal Operations
REV 1 (6 JUN 05)
FCTM Miscellaneous
Taking into account the runway landing distance available, modulate the use of brakes to avoid very hot brakes and the risk of tyre deflation. In general for A333/A343, brake energy and tyre speed considerations are not limiting even in an overweight condition.
EMERGENCY DESCENT
Initiate the emergency descent only upon positive confirmation that cabin altitude and rate of climb is excessive and uncontrollable. Carry out this procedure from memory. The use of AP and A/THR is strongly recommended for an emergency descent. The FCU selections for an emergency descent progress from right to left, starting with ALT, HDG and then SPD.
At high flight levels, extend the speed brake slowly while monitoring VLS to avoid the activation of angle of attack protection This would cause the speedbrakes to retract and may also result in AP disconnection. If structural damage is suspected, caution must be used when using speedbrakes to avoid further airframe stress. When the aircraft is established in the descent, the PF requests the ECAM actions.
When at idle thrust, at high speed and with speedbrake extended, the rate of descent is approximately 6000 ft/min. It takes approximately 5 minutes and 40 nm to descend from FL400 down to FL100. The MORA value displayed on the ND is the highest MORA value within a circle of 40 nm radius around the aircraft.
The passenger oxygen MASK MAN ON pb should be pressed only when it is clear that cabin altitude will exceed 14000 ft.
UNRELIABLE AIRSPEED INDICATIONS
Unreliable airspeed indications can result from blocked or frozen lines in the pitot/static system.
Most failure modes of the airspeed/altitude system are detected by the ADIRS and lead to the loss of the corresponding cockpit indication(s) and the triggering of associated ECAM procedures. The fault sensing logic relies on a voting principle whereby if one source diverges from the average value, it is automatically rejected and the system continues to operate normally with the remaining two sources. This principle applies to flight controls and flight guidance systems.
However, there may be some cases where the airspeed or altitude output is erroneous without being recognised as such by the ADIRS. In these cases, the cockpit indications appear normal but are actually false and pilots must rely on their basic flying skills to identify the faulty source and take the required corrective action. When only one source provides erroneous data, a simple crosscheck of the parameters generated by the three ADRs allows the faulty ADR to be identified. This identification becomes more difficult in extreme situations when two or all three ADR sources provide erroneous information.
　
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