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? Avoid significant forward stick movement once Flare initiated (releasing backpressure 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. When best adapted, the pilot will rapidly retard all thrust levers : depending on the conditions, the pilot will retard earlier or later. However, the pilot must ensure that all thrust levers are at IDLE detent at the latest at touchdown, to ensure ground spoilers extension at touchdown. 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 2.3 ° (2.6 ° for A340-500/600 aircraft), which leads to -1 ° flight path angle associated with a10 kt speed decay in the manoeuvre. Do not allow the aircraft to float or do not attempt to extend the flare by increasing pitch attitude in an attempt to achieve a perfectly smooth touchdown. 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 wings-level should be flown with the aircraft (cockpit) positioned on the extended runway centerline until the flare.
FLARE
The objectives of the lateral and directional control of the aircraft during the flare are:
? To land on the centerline
? And, to minimize the lateral loads on the main landing gear.
The recommended de-crab technique is to use:
? The rudder to align the aircraft with the runway heading during the flare; and
? The roll control, if needed, to maintain the aircraft on the runway centerline. Any tendency to drift downwind should be counteracted by an appropriate lateral (roll) input on the sidestick.
In the case of a strong cross wind, the aircraft may be landed with a residual drift (up to about 5 °) to prevent an excessive bank.
Consequently, combination of the partial de-crab and wing down techniques may be required. Depending on cross wind value, this may result in touching down with some bank angle into the wind (hence with the upwind landing gear first).
NORMAL OPERATIONS
LANDING
MAXIMUM DEMONSTRATED CROSSWIND FOR LANDING
Applicable to: ALL
1 The maximum demonstrated crosswind at landing is 40 kt (gust included).
CALL OUT
Applicable to: ALL
If pitch attitude exceeds 7.5 °, the PNF will announce "PITCH".
DEROTATION
Applicable to: ALL
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
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A330/A340 机组训练手册 FCTM Flight Crew Training Manual 2(9)
