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? the Captain judgement
? the Airline policy
? the applicable regulations
Note: For example:
The US-FAA recommends to apply a minimum safety margin of 15 % between the actual landing distance and the Landing Distance Available (LDA) in case of
? in-flight determination of the landing distance
? normal and abnormal conditions (except in an emergency)
Ref: US-FAA SAFO 06012 dated 31 Aug 2006. 3 DRY OR WET OR CONTAMINATED RUNWAY
Landing distance with failure = Landing distance see (1) x LDG DIST Factor see (2) x Additional factor (if applicable) see (3)
(1) Landing distance from the LANDING DISTANCE WITHOUT AUTOBRAKE – CONFIGURATION FULL (QRH part 4 – IN FLIGHT PERFORMANCE).
  
    
 
ABNORMAL OPERATIONS
GENERAL
 

 
When applicable, correct this landing distance taking into account: ‐ Airport elevation, and
‐ Tailwind.
Do not take into account the correction applicable to all reversers operative whatever the runway state and the reversers’ selection at landing.
(2) LDG DIST Factor from:
‐ The LDG CONF/APPR SPD/ LDG DIST ON DRY RUNWAYS FOLLOWING FAILURES table (QRH part 2 – ABNORMAL PROCEDURES), or
‐ The LDG CONF/APPR SPD/ LDG DIST ON WET RUNWAYS FOLLOWING FAILURES table (QRH part 2 – ABNORMAL PROCEDURES), or
‐ The LDG CONF/APPR SPD/ LDG DIST ON CONTAMINATED RUNWAYS FOLLOWING FAILURES table (QRH part 2 – ABNORMAL PROCEDURES).
For each runway state, the two following types of LDG DIST Factors are available: ‐ LDG DIST Factors without reversers, and
‐ LDG DIST Factors with reversers
Use of LDG DIST Factors is detailed in QRH part 2 – ABNORMAL PROCEDURES – USE OF THE TABLES (PREVIOUS PAGES)
When applicable, AIRBUS recommends using the LDG DIST Factor that minimizes the landing distance with failure.
(3) Additional factor (when applicable) from the VAPP Calculation in the case of an ABNORMAL/ EMERGENCY Configuration (QRH part 2 – ABNORMAL PROCEDURES).
Note: if ΔVREF ≤ 5 kt, an additional factor of 1.2 is applicable when: ‐ A/THR is used, or
‐ ice accretion is encountered, or
‐ both.
 
ABNORMAL OPERATIONS
GENERAL
 

 
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ABNORMAL OPERATIONS
OPERATING TECHNIQUES
 
LOW SPEED ENGINE FAILURE
Applicable to: ALL
If an engine failure occurs at low speed, the resultant yaw may be significant, leading to rapid displacement from the runway centreline. For this reason, it is essential that the Captain keeps his hand on the thrust levers once take-off thrust has been set. Directional control is achieved by immediately closing the thrust levers and using maximum rudder and braking. If necessary, the nosewheel tiller should be used to avoid runway departure.
　
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本文鏈接地址：A330/A340 機組訓練手冊 FCTM Flight Crew Training Manual 2(21)