Airbus A330/A340. Flight Crew Training Manual (2007)

FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

LANDING

02.160

JAN 09/07

PREFACE

MSN 0002-0860

When Transitioning from IMC to VMC, the crew will watch the bird versus the
aircraft attitude symbol in the center of the PFD. This provides a good
assessment of the drift, thus in which direction to look for the runway.

But, then

Do not turn towards the runway

Do not duck under

MAIN GEAR CLEARANCE

MSN 0002-0860

On the Airbus 330/340 aircraft, the pilot eye to wheel height on approach is 34 ft
and the minimum wheel clearance over threshold is 20 ft. The boxed images
below are the one to retain on A330/A340 to provide a proper wheel clearance
at threshold.

USE OF VASI / TVASI

ENV A330/A340 FLEET FCTM

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

LANDING

02.160

JAN 09/07

VASI

T.VASI

High

Red

White

Below path

On path

Above path

Very high

High

Above

On path

Well below

Below

Low

Very low

FOF 02160 03833 0001

USE OF PAPI

PAPI

White

Below

Red

On path

High

Above

Low

FOF 02160 03834 0001

This technique will ensure that performance margins are not compromised and
provide adequate main gear clearance.

ENV A330/A340 FLEET FCTM

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

LANDING

02.160

JAN 09/07

FLARE

MSN 0002-0860

R (1)

PITCH CONTROL

When reaching 100 ft, auto-trim ceases and the pitch law is modified to be a full
authority direct law as described in OPERATIONAL PHILOSOPHY Chapter.
Indeed, the normal pitch law, which provides trajectory stability, would not be well
adapted to the flare manoeuvre. Consequently, in the flare, as the speed
reduces, the pilot will have to move the stick rearwards to maintain a constant
path. The flare technique is thus very conventional. From stabilized conditions,
the flare height is about 40 ft. This height varies with different parameters, such
as weight, rate of descent, wind variations ...

Avoid under flaring.

The rate of descent must be controlled prior to the initiation of the flare (i.e.

nominal 3

slope and rate not increasing)

Start the flare with positive backpressure on the sidestick and holding as

necessary

Avoid significant forward stick movement once Flare initiated (releasing

back-pressure is acceptable)

At 20 ft, the "RETARD" auto call-out reminds the pilot to retard thrust levers. It is
a reminder rather than an order. The pilot will retard the thrust levers when best
adapted e.g. if high and fast on the final path the pilot will retard earlier.

In order to assess the rate of descent in the flare, and the aircraft position
relative to the ground, look well ahead of the aircraft. The typical pitch increment
in the flare is approximately 4

, which leads to 1

flight path angle associated

with a 10 kt speed decay in the manoeuvre. A prolonged float will increase both
the landing distance and the risk of tail strike.

LATERAL AND DIRECTIONAL CONTROL

FINAL APPROACH

In crosswind conditions, a crabbed-approach should be flown.

ENV A330/A340 FLEET FCTM

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

LANDING

02.160

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FLARE

The objectives of the lateral an d directional control of the aircraft during the
flare are:

To land on the centerline

And, to minimize the loads on the main landing gear.

During the flare, rudder should be applied as required to align the aircraft with
the runway heading. Any tendency to drift downwind should be counteracted by
an appropriate input on the sidestick.

In the case of a very strong cross wind, the aircraft may be landed with a residual
drift (maximum 5

) to prevent an excessive bank (maximum 5

). Consequently,

combination of the partial de-crab and wing down techniques may be required.

MSN 0012 0017 0030 0037 0045 0050 0054-0055 0059-0060 0062 0064-0073 0077

0082-0083 0086-0087 0095-0096 0098-0100 0102 0106-0113 0116 0118-0122 0127 0132 0138
0140 0143-0144 0148 0153 0155 0162 0165 0171-0172 0177 0181 0183-0184 0188-0189
0191 0195 0198 0200 0203 0205-0206 0209 0211 0219 0222-0224 0226 0229-0232 0234
0238 0240-0241 0244 0247-0251 0253-0256 0258-0259 0261-0262 0265-0267 0269 0271-0272
0275-0277 0279 0281 0283-0291 0293-0296 0299-0301 0303 0305-0306 0308-0309 0311-0317
0320 0322-0324 0326 0328 0330 0333-0334 0337-0346 0348-0351 0353 0356-0358 0361-0362
0364-0366 0368-0370 0372 0375 0380 0382 0384 0386 0388-0389 0392-0393 0396-0398
0400-0401 0403-0405 0407-0409 0412 0418-0423 0425 0427-0428 0432 0437 0439 0441
0443-0444 0448 0451-0452 0454-0456 0458 0461-0463 0465-0466 0469 0472-0473 0476-0477
0479-0481 0484 0486-0487 0489-0491 0493-0494 0496-0498 0500-0513 0515-0516 0518-0519
0521-0522 0524-0527 0529-0530 0532-0533 0535-0536 0539 0542 0548-0553 0555 0558
0564-0565 0567-0568 0570-0571 0573-0574 0576 0578-0579 0581 0584 0587-0588 0591-0597
0600 0602-0603 0605 0607 0609-0610 0612-0614 0616 0618 0620-0621 0623 0625 0627
0629 0631-0638 0640-0642 0644-0645 0647-0650 0652-0667 0669-0671 0673-0676 0678-0680
0682-0684 0686-0688 0690-0693 0695-0697 0699-0701 0703-0705 0707-0709 0711-0714
0716-0718 0720-0722 0724-0726 0728-0730 0732-0735 0737-0739 0741-0743 0745-0747
0749-0752 0754-0756 0758-0760 0769-0770 0772-0774 0776-0778 0780-0782 0784-0786
0788-0789 0791-0792 0795-0797 0799 0801-0803 0805-0811 0813-0828 0830-0834 0836
0838-0843 0845 0847 0849-0860

MAXIMUM DEMONSTRATED CROSSWIND FOR LANDING

Reported braking

action

Reported runway

friction coefficient

Maximum

demonstrated
crosswind for

landing (kt)

Maximum

demonstrated
crosswind for

landing (kt)

ENV A330/A340 FLEET FCTM

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

LANDING

02.160

JAN 09/07

Good

≥

0.4

Dry, damp, wet

MSN 0002-0011 0013-0016 0018-0029 0031-0035 0038-0044 0046-0049 0051-0053 0056-0058

0061 0063 0074-0076 0078-0081 0084-0085 0088-0094 0097 0101 0103-0104 0114-0115 0117
0123-0126 0128-0131 0133-0137 0139 0141-0142 0145-0147 0149-0152 0154 0156-0161
0163-0164 0166-0170 0173-0176 0178-0180 0182 0185-0187 0190 0192-0194 0196-0197 0199
0201-0202 0204 0207-0208 0210 0212-0218 0220-0221 0225 0227-0228 0233 0235-0237
0239 0242-0243 0245-0246 0252 0257 0260 0263-0264 0268 0270 0273-0274 0278 0280
0282 0292 0297 0302 0304 0307 0310 0318-0319 0321 0325 0327 0329 0331-0332 0335
0347 0352 0354-0355 0359 0363 0367 0373-0374 0377-0379 0381 0385 0387 0390 0395
0399 0402 0406 0411 0413-0415 0424 0429-0430 0433-0435 0438 0442 0446-0447 0450
0459 0467 0470 0474 0483 0528 0538 0541 0544-0546 0554 0556 0559 0561-0562 0582
0585 0590 0598 0643 0646 0651 0668 0793 0800 0835 0844

MAXIMUM DEMONSTRATED CROSSWIND FOR LANDING

Reported braking

action

Reported runway

friction coefficient

Maximum

demonstrated
crosswind for

landing (kt)

Equivalent

runway

condition

Good

≥

0.4

Dry, damp, wet

MSN 0394 0445 0457 0464 0471 0478 0485 0492 0495 0499 0520 0560 0563 0572 0608

0611 0624 0628 0685 0694 0698 0748 0757 0761 0775 0783

MAXIMUM DEMONSTRATED CROSSWIND FOR LANDING

Reported braking

action

Reported runway

friction coefficient

Maximum

demonstrated
crosswind for

landing

Equivalent

runway

condition

Good

≥

0.4

37 kt

Dry, damp, wet

CALL OUT

ENV A330/A340 FLEET FCTM

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

LANDING

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MSN 0002-0003 0005 0007 0012-0013 0015-0017 0020 0023-0025 0027-0030 0032-0037

0039-0041 0044-0045 0047-0060 0062 0064-0073 0076-0079 0082-0084 0086-0150 0152-0155
0157-0158 0160-0177 0179-0203 0205-0370 0372-0375 0377-0382 0384-0390 0392-0393
0395-0409 0411-0415 0418-0425 0427-0430 0432-0435 0437-0439 0441-0444 0446-0448
0450-0452 0454-0456 0458-0459 0461-0463 0465-0467 0469-0470 0472-0474 0476-0477
0479-0481 0483-0484 0486-0487 0489-0491 0493-0494 0496-0498 0500-0513 0515-0516
0518-0519 0521-0522 0524-0530 0532-0533 0535-0536 0538-0539 0541-0542 0544-0546
0548-0556 0558-0559 0561-0562 0564-0565 0567-0568 0570-0571 0573-0574 0576 0578-0579
0581-0582 0584-0585 0587-0600 0602-0603 0605 0607 0609-0610 0612-0614 0616 0618
0620-0621 0623 0625 0627 0629 0631-0638 0640-0671 0673-0676 0678-0680 0682-0684
0686-0688 0690-0693 0695-0697 0699-0701 0703-0705 0707-0709 0711-0714 0716-0718
0720-0722 0724-0726 0728-0730 0732-0735 0737-0739 0741-0743 0745-0747 0749-0752
0754-0756 0758-0760 0769-0770 0772-0774 0776-0778 0780-0782 0784-0786 0788-0789
0791-0793 0795-0797 0799-0803 0805-0811 0813-0828 0830-0836 0838-0845 0847 0849-0860

If pitch attitude exceeds 7.5

, the PNF will announce "PITCH".

MSN 0004 0006 0008-0011 0014 0018-0019 0021-0022 0026 0031 0038 0043 0046 0061
0063 0074-0075 0080-0081 0085 0151 0156 0159 0178 0204

If pitch attitude exceeds 10

, the PNF will announce "PITCH". .

MSN 0371 0376 0383 0391 0394 0410 0416-0417 0426 0431 0436 0440 0445 0449 0453

0457 0460 0464 0468 0471 0475 0478 0482 0485 0488 0492 0495 0499 0514 0517 0520
0523 0531 0534 0537 0540 0543 0547 0557 0560 0563 0566 0569 0572 0575 0577 0580
0583 0586 0601 0604 0606 0608 0611 0615 0617 0619 0622 0624 0626 0628 0630 0639
0672 0677 0681 0685 0689 0694 0698 0702 0706 0710 0715 0719 0723 0727 0731 0736
0740 0744 0748 0753 0757 0761-0768 0771 0775 0779 0783 0787 0790 0794 0798 0804
0812 0829 0837 0846 0848

PITCH PITCH auto call out is provided.

If pitch attitude approaches the tailstrike pitch limit on PFD, the PNF will
announce "PITCH"

DEROTATION

MSN 0002-0860

ENV A330/A340 FLEET FCTM

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

LANDING

02.160

JAN 09/07

When the aircraft is on the ground, pitch and roll control operates in Direct Law.
Consequently, when the aircraft touches down, the pilot flies the nose down
conventionally, varying sidestick input as required, to control the derotation rate.

After touch down, when reverse thrust is selected (on at least one engine) and
one main landing gear strut is compressed, the ground spoilers partially extend
to establish ground contact. The ground spoilers fully extend when both main
landing gears are compressed. A small nose down term on the elevators is
introduced by the control law, which compensates the pitch up tendency with
ground spoiler extension

It is not recommended to keep the nose high in order to increase aircraft drag
during the initial part of the roll-out, as this technique is inefficient and increases
the risk of tail strike. Furthermore, if auto brake MED is used, it may lead to a
hard nose gear touch down.

During the derotation phase, it is normal to feel 3 successive "shocks" or
"contacts with the ground"; the first from aft wheels of the MLG boogie, the
second from the front wheels of the MLG boogie, the third from the NLG.

ROLL OUT

MSN 0002-0860

NORMAL CONDITIONS

During the roll out, the rudder pedals will be used to steer the aircraft on the
runway centreline. At high speed, directional control is achieved with rudder. As
the speed reduces, the Nose Wheel Steering (NWS) becomes active. However,
the NWS tiller will not be used until taxi speed is reached.

CROSSWIND CONDITIONS

The above-mentioned technique applies. Additionally, the pilot will avoid to set
stick into the wind as it increases the weathercock effect. Indeed, it creates a
differential down force on the wheels into the wind side.

The reversers have a destabilizing effect on the airflow around the rudder and
thus decrease the efficiency of the rudder. Furthermore they create a side force,
in case of a remaining crab angle, which increases the lateral skidding tendency
of the aircraft. This adverse effect is quite noticeable on contaminated runways

ENV A330/A340 FLEET FCTM

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

LANDING

02.160

JAN 09/07

with crosswind. In case a lateral control problem occurs in high crosswind
landing, the pilot will consider to set reversers back to Idle.

At lower speeds, the directional control of the aircraft is more problematic, more
specifically on wet and contaminated runways. Differential braking is to be used if
necessary. On wet and contaminated runways, the same braking effect may be
reached with full or half deflection of the pedals; additionally the anti skid system
releases the brake pressure on both sides very early when the pilot presses on
the pedals. Thus if differential braking is to be used, the crew will totally release
the pedal on the opposite side to the expected turn direction.

BRAKING

MSN 0002-0860

Once on the ground, the importance of the timely use of all means of stopping
the aircraft cannot be overemphasised. Three systems are involved in braking
once the aircraft is on the ground:

The ground spoilers

The thrust reversers

The wheel brakes

THE GROUND SPOILERS

When the aircraft touches down with at least one main landing gear and when at
least one thrust lever is in the reverse sector, the ground spoilers partially
automatically deploy to ensure that the aircraft is properly sit down on ground.
This is the partial lift dumping function. Then, the ground spoilers automatically
fully deploy.

The ground spoilers contribute to aircraft deceleration by increasing aerodynamic
drag at high speed. Wheel braking efficiency is improved due to the increased
load on the wheels. Additionally, the ground spoiler extension signal is used for
auto-brake activation.

THRUST REVERSERS

Thrust reverser efficiency is proportional to the square of the speed. So, it is
recommended to use reverse thrust at high speeds.

ENV A330/A340 FLEET FCTM

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

LANDING

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Pull to reverse IDLE at main landing gear touchdown (not before).

When REV

is indicated in green on ECAM, MAX reverse may be applied.

The maximum reverse thrust is obtained at N1 between 70% and 85% and is
controlled by the FADEC.

Below 70 kts, reversers efficiency decreases rapidly, and below 60 kts with
maximum reverse selected, there is a risk of engine stall. Therefore, it is
recommended to smoothly reduce the reverse thrust to idle at 70 kts. However,
the use of maximum reverse is allowed down to aircraft stop in case of
emergency.

If airport regulations restrict the use of reverse, select and maintain reverse idle
until taxi speed is reached.

Stow the reversers before leaving the runway to avoid foreign object ingestion.

WHEEL BRAKES

Wheel brakes contribute the most to aircraft deceleration on the ground. Many
factors may affect efficient braking such as load on the wheels, tire pressure,
runway pavement characteristics and runway contamination and braking
technique. The only factor over which the pilot has any control is the use of the
correct braking technique, as discussed below.

ANTI-SKID

The anti-skid system adapts pilot applied brake pressure to runway conditions by
sensing an impending skid condition and adjusting the brake pressure to each
individual wheel as required. The anti-skid system maintains the skidding factor
(slip ratio) close to the maximum friction force point. This will provide the
optimum deceleration with respect to the pilot input. Full pedal braking with
anti-skid provides a deceleration rate of 10 kts/sec.

BRAKES

The use of auto brake versus pedal braking should observe the following
guidelines:

The use of A/BRAKE is usually preferable because it minimizes the number of

application of brake and thus reduces brake wear. Additionally, the A/BRAKE
provides a symmetrical brake pressure application which ensures an equal
braking effect on both main landing gear wheels on wet or evenly
contaminated runway. More particularly, the A/BRAKE is recommended on
short, wet, contaminated runway, in poor visibility conditions and in Auto land.

ENV A330/A340 FLEET FCTM

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NORMAL OPERATIONS

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The use of LO auto brake should be preferred on long and dry runways
whereas the use of MED auto brake should be preferred for short or
contaminated runways. The use of MAX auto brake is not recommended.

On very short runways, the use of pedal braking is to be envisaged since the

pilot may apply full pedal braking with no delay after touch down.

On very long runways, the use of pedal braking may be envisaged if the pilot

anticipates that braking will not be needed. To reduce brake wear, the number
of brake application should be limited.

In case of pedal braking, do not ride the brakes but apply pedal braking when

required and modulate the pressure without releasing. This minimizes brake
wear.

The DECEL light indicates that the selected deceleration rate is or is not
achieved, irrespective of the functioning of the autobrake. For example DECEL
might not come up when the autobrake is selected on a contaminated runway,
because the deceleration rate is not reached with the autobrake properly
functioning, whereas DECEL light might come up with LO selected on Dry runway
while the only reversers achieve the selected deceleration rate without autobrake
being actually activated. In other words, the DECEL light is not an indicator of
the autobrake operation as such, but that the deceleration rate is reached.

Since the auto brake system senses deceleration and modulates brake pressure
accordingly, the timely application of MAX reverse thrust will reduce the actual
operation of the brakes themselves, thus the brake wear and temperature.

Auto-brake does not relieve the pilot of the responsibility of achieving a safe stop
within the available runway length.

CROSS WIND CONDITIONS

The reverse thrust side force and crosswind component can combine to cause
the aircraft to drift to the downwind side of the runway if the aircraft is allowed
to weathercock into wind after landing. Additionally, as the anti-skid system will
be operating at maximum braking effectiveness, the main gear tire cornering
forces available to counteract this drift will be reduced.

BRAKING FORCE AND CORNERING FORCE VS SKID RATIO

ENV A330/A340 FLEET FCTM

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

LANDING

02.160

JAN 09/07

BRAKING

CORNERING

Locked Wheel

12%

Free rotation

FRICTION

FORCE

FOF 02160 03837 0001

To correct back to the centreline, the pilot must reduce reverse thrust to reverse
idle and release the brakes. This will minimise the reverse thrust side force
component, without the requirement to go through a full reverser actuating cycle,
and provide the total tire cornering forces for realignment with the runway
centreline. Rudder and differential braking should be used, as required, to correct
back to the runway centreline. When re-established on the runway centreline, the
pilot should re-apply braking and reverse thrust as required.

DIRECTIONAL CONTROL DURING CROSSWIND LANDING

Crosswind

component

Reverse

thrust and

pedal braking

reapplied

Reverse

cancelled and

brakes

released

Directional

control and

centerline

regained

Aicraft

skidding

sideways due

to fuselage/fin

side force and

reverse thrust

side force

Touchdown

with partial

decrab

FOF 02160 03838 0001

ENV A330/A340 FLEET FCTM

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FACTORS AFFECTING LANDING DISTANCE

MSN 0002-0860

The field length requirements are contained in the Landing Performance chapter
of the FCOM 2. The landing distance margin will be reduced if the landing
technique is not correct. Factors that affect stopping distance include:

Height and speed over the threshold

Glide slope angle

Landing flare technique

Delay in lowering the nose on to the runway

Improper use of braking system

Runway conditions (discussed in adverse weather).

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 altitude rather than 50 ft could increase the total landing
distance by approximately 300m/950ft. This is due to the length of runway used
before the aircraft touches down.

A 5 kts speed increment on VAPP produces a 5% increase in landing distance
with auto brake selected.

For a 50 ft Threshold Crossing Height, a shallower glide path angle increases
the landing distance, as the projected touchdown point will be further down the
runway.

Floating above the runway before touchdown must be avoided because it uses a
large portion of the available runway. The aircraft should be landed as near the
normal touchdown point as possible. Deceleration rate on the runway is
approximately three times greater than in the air.

Reverse thrust and speedbrake drag are most effective during the high-speed
portion of the landing. Therefore, reverse thrust should be selected without delay.

Speed brakes fully deployed, in conjunction with maximum reverse thrust and
maximum manual anti-skid braking provides the minimum stopping distance.

OPERATIONAL FACTORS AFFECTING ACTUAL LANDING DISTANCE

ENV A330/A340 FLEET FCTM

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02.160

JAN 09/07

Demonstrated

Landing Distance

Required

landing distance

Approach

+ 10%

Approach

+ 5% and long flare

100 ft at threshold

1000 ft elevation

No ground spoilers

+300 m / 1000 ft

1.0

1.1

1.2

1.3

1.67

50’

FOF 02160 03839 0001

CLEARANCE AT TOUCH DOWN

MSN 0181 0195 0205 0211 0222-0223 0226 0229-0230 0232 0238 0240 0247-0251

0253-0255 0258-0259 0261-0262 0265-0266 0269 0271-0272 0275-0276 0281 0283 0285-0291
0293-0296 0299-0301 0303 0305-0306 0308-0309 0311-0314 0316-0317 0320 0322 0324
0326 0328 0330 0334 0339-0340 0343 0345 0348 0353 0358 0361-0362 0364-0366 0369
0372 0382 0384 0392 0396-0398 0401 0403-0404 0409 0422 0427 0432 0437 0441
0443-0444 0448 0451-0452 0454-0456 0458 0461-0463 0465-0466 0469 0472-0473 0476-0477
0480-0481 0486-0487 0489 0491 0493-0494 0498 0500-0511 0513 0516 0518-0519 0521-0522
0525-0527 0529-0530 0532 0535-0536 0551 0555 0567 0571 0573 0584 0587 0597 0600
0605 0609-0610 0612-0614 0616 0618 0620-0621 0625 0627 0631-0635 0638 0644 0647
0649-0650 0652-0653 0655-0658 0660-0661 0664-0667 0678 0682-0684 0686 0688 0693
0696-0697 0700 0703-0704 0709 0717-0718 0722 0724 0726 0728-0730 0732-0733 0735
0737-0739 0742-0743 0745-0747 0749-0751 0754-0756 0759-0760 0770 0774 0778 0780
0785 0788 0792 0795-0797 0801-0802 0807-0811 0814-0815 0818-0822 0824-0825 0828
0831-0832 0834 0839-0842 0849 0852-0854 0860

Geometry limit at

touch down

Pitch attitude at

VAPP(Vref+5kt) (1)

Pitch attitude at

touch down

Clearance(2)

ENV A330/A340 FLEET FCTM

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4.5

6.8

9.2

Note: (1) Flight path in approach: -3

(2) Clearance = geometry limit - pitch attitude at touch down

MSN 0012 0017 0030 0037 0045 0050 0054-0055 0059-0060 0062 0064-0073 0077

0082-0083 0086-0087 0095-0096 0098-0100 0102 0106-0113 0116 0118-0122 0127 0132
0138 0140 0143-0144 0148 0153 0155 0162 0165 0171-0172 0177 0183-0184 0188-0189
0191 0198 0200 0203 0206 0209 0219 0224 0231 0234 0241 0244 0256 0267 0277
0279 0284 0315 0323 0333 0337-0338 0342 0344 0346 0349-0351 0356-0357 0368 0370
0375 0380 0386 0388-0389 0393 0400 0405 0407-0408 0412 0418-0421 0423 0425 0428
0439 0479 0484 0490 0496-0497 0512 0515 0524 0533 0539 0542 0548-0550 0552-0553
0558 0564-0565 0568 0570 0574 0576 0578-0579 0581 0588 0591-0595 0602-0603 0607
0623 0629 0636-0637 0640-0642 0645 0648 0654 0659 0662-0663 0669-0671 0673-0676
0679-0680 0687 0690-0692 0695 0699 0701 0705 0707-0708 0711-0714 0716 0720-0721
0725 0734 0741 0752 0758 0769 0772-0773 0776-0777 0781-0782 0784 0786 0789 0791
0799 0803 0805-0806 0813 0817 0823 0826-0827 0830 0833 0836 0838 0843 0845 0847
0850-0851 0855-0859

Geometry limit at

touch down

Pitch attitude at

VAPP(Vref+5kt) (1)

Pitch attitude at

touch down

Clearance(2)

14.2

4.3

6.6

7.6

Note: (1) Flight path in approach: -3

(2) Clearance = geometry limit - pitch attitude at touch down

MSN 0002-0003 0005 0007 0013 0015-0016 0020 0023-0025 0027-0029 0032-0035 0039-0041

0044 0047-0049 0051-0053 0056-0058 0076 0078-0079 0084 0088-0094 0097 0101 0103-0104
0114-0115 0117 0123-0126 0128-0131 0133-0137 0139 0141-0142 0145-0147 0149-0150 0152
0154 0157-0158 0160-0161 0163-0164 0166-0170 0173-0176 0179-0180 0182 0185-0187
0190 0192-0194 0196-0197 0199 0201-0202 0207-0208 0210 0212-0218 0220-0221 0225
0227-0228 0233 0235-0237 0239 0242-0243 0245-0246 0252 0257 0260 0263-0264 0268
0270 0273-0274 0278 0280 0282 0292 0297 0302 0304 0307 0310 0318-0319 0321 0325
0327 0329 0331-0332 0335 0347 0352 0354-0355 0359 0363 0367 0373-0374 0377-0379
0381 0385 0387 0390 0395 0399 0402 0406 0411 0413-0415 0424 0429-0430 0433-0435
0438 0442 0446-0447 0450 0459 0467 0470 0474 0483 0528 0538 0541 0544-0546 0554
0556 0559 0561-0562 0582 0585 0590 0598 0643 0646 0651 0668 0793 0800 0835 0844

Geometry limit at

touch down

Pitch attitude at

VAPP(Vref+5kt) (1)

Pitch attitude at

touch down

Clearance(2)

14.2

4.3

6.6

7.6

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

LANDING

02.160

JAN 09/07

Note: (1) Flight path in approach: -3

(2) Clearance = geometry limit - pitch attitude at touch down

MSN 0394 0445 0457 0464 0471 0478 0485 0492 0495 0499 0520 0560 0563 0572 0608

0611 0624 0628 0685 0694 0698 0748 0757 0761 0775 0783

Geometry limit at

touch down

Pitch attitude at

VAPP(Vref+5kt) (1)

Pitch attitude at

touch down

Clearance(2)

13.5

3.6

6.2

7.3

Note: (1) Flight path in approach: -3

(2) Clearance = geometry limit - pitch attitude at touch down

MSN 0371 0376 0383 0391 0410 0416-0417 0426 0431 0436 0440 0449 0453 0460 0468

0475 0482 0488 0514 0517 0523 0531 0534 0537 0540 0543 0547 0557 0566 0569 0575
0577 0580 0583 0586 0601 0604 0606 0615 0617 0619 0622 0626 0630 0639 0672 0677
0681 0689 0702 0706 0710 0715 0719 0723 0727 0731 0736 0740 0744 0753 0762-0768
0771 0779 0787 0790 0794 0798 0804 0812 0829 0837 0846 0848

Geometry limit at

touch down

Pitch attitude at

VAPP(Vref+5kt) (1)

Pitch attitude at

touch down

Clearance(2)

3.8

6.4

5.6

Note: (1) Flight path in approach: -3

(2) Clearance = geometry limit - pitch attitude at touch down

MSN 0004 0006 0008-0011 0014 0018-0019 0021-0022 0026 0031 0038 0043 0046 0061
0063 0074-0075 0080-0081 0085 0151 0156 0159 0178 0204

Geometry limit at

touch down

Pitch attitude at

VAPP(Vref+5kt) (1)

Pitch attitude at

touch down

Clearance(2)

15.8

4.4

6.7

9.1

Note: (1) Flight path in approach: -3

(2) Clearance = geometry limit - pitch attitude at touch down

TAIL STRIKE AVOIDANCE

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

LANDING

02.160

JAN 09/07

MSN 0002-0860

Although most of tail strikes are due to deviations from normal landing
techniques, some are associated with such external conditions as turbulence and
wind gradient.

DEVIATION FROM NORMAL TECHNIQUES

Deviations from normal landing techniques are the most common causes of tail
strikes. The main reasons for this are due to:

Allowing the speed to decrease well below VAPP before flare

Flying at too low speed means high angle of attack and high pitch attitude,
thus reducing ground clearance. When reaching the flare height, the pilot will
have to significantly increase the pitch attitude to reduce the sink rate. This
may cause the pitch to go beyond the critical angle.

Prolonged hold off for a smooth touch down

As the pitch increases, the pilot needs to focus further ahead to assess the
aircraft’s position in relation to the ground. The attitude and distance
relationship can lead to a pitch attitude increase beyond the critical angle.

Too high flare

A high flare can result in a combined decrease in airspeed and a long float.
Since both lead to an increase in pitch attitude, the result is reduced tail
clearance.

Too high sink rate, just prior reaching the flare height

In case of too high sink rate close to the ground, the pilot may attempt to
avoid a firm touch down by commanding a high pitch rate. This action will
significantly increase the pitch attitude and, as the resulting lift increase may
be insufficient to significantly reduce the sink rate, the high pitch rate may be
difficult to control after touch down, particularly in case of bounce.

Bouncing at touch down

In case of bouncing at touch down, the pilot may be tempted to increase the
pitch attitude to ensure a smooth second touch down. If the bounce results
from a firm touch down, associated with high pitch rate, it is important to
control the pitch so that it does not further increase beyond the critical angle.

APPROACH AND LANDING TECHNIQUES

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Airbus A330/A340. Flight Crew Training Manual (2007) - page 14