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FLIGHT CREW TRAINING MANUAL
1.02.22 Page 2
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
LANDING
- LANDING AND STOPPING THE A/C -
CHAP02\22
05 - TRAINEES’ ACTIONS (END)
LIFT IMPROVEMENT PACKAGE (LIP)
The A321-200 (and some later A321-100) is fitted with aerodynamic improvements to the
wing leading edge (LIP) which improve the maximum Lift Coefficient in CONF FULL. This
leads to a reduction of 3 to 4 knots of VLS CONF FULL, lower possible approach speeds and
a reduction in landing distance required. However, for normal landings and Autolands with
the lower approach speeds there would be a reduced margin relative to landing tailstrike .
Therefore the use of the reduced approach speeds is restricted to short runway operations.
The CONF FULL VAPP displayed in the MCDU may be modified,depending on pin program
to VLS + 9 + wind from the present logic of VLS + 5 + wind. The objective is to keep, for
normal landings, the current VAPP despite the lower VLS (LIP). There is no change in the
current philosophy concerning the use and modifications of VAPP on the MCDU for all
manual landings and Autolands.
For landing on short runways the MCDU VAPP must be overwritten by the crew to select a
lower approach speed (limited to VLS).
When using reduced approach speeds, crews should be aware of the reduced margins
relative to a landing tailstrike. Autoland is not allowed with the reduced approach speed.
In failure cases where an approach speed increment is specified (in the QRH), an extra 5 kt
should be added in order to keep the same approach speed values for A321-100 and -200.
06 - COMPLETION STANDARDS
· Awareness of landing limitations.
· Use of correct landing technique and execution of standard landing.
· Employs correct technique for use of reverse thrust and manual braking or properly
monitors autobrake deceleration.
· Avoids significant deviation from runway centerline.
07 - COMMON ERRORS
· Overcontrolling in pitch or roll.
· Flaring too high.
· Failure to flare or flaring too late.
· Not selecting idle thrust for landing.
· Delayed selection of reverse thrust.
· Failure to monitor SD WHEEL page and/or AUTO/BRK panel during deceleration.
· Maximum reverse thrust maintained below 70 kt or reverse stowed before taxi speed.
· Differential braking used during roll out.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.22 Page 3
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
LANDING
- LANDING AND STOPPING THE A/C -
CHAP02\22
PAGE LEFT INTENTIONALLY BLANK
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.22 Page 4
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
LANDING
- LANDING AND STOPPING THE A/C -
CHAP02\22
01 - TRAINING OBJECTIVE
· To perform a safe go around in accordance with standard procedures.
02 - SCHEDULE
Briefing duration : 15 minutes
03 - EQUIPMENT
· FMGS Freeplay Trainer
DOC references :
· QRH 3.09 (Normal procedures)
· FCOM 1.22.30 (Flight guidance)
· FCOM 3.03.23 (SOP’s)
· FCOM 4.03.20 (MCDU Page description)
· FCOM 4.05.80 (FMGS procedures)
04 - INSTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
· Situational awareness.
· Correct announcement / crew actions.
· Pitch control.
· Navigation.
SECONDARY
· Engine out.
· Reject landing.
· Go around without FD.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.23 Page 1
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
GO AROUND
CHAP02\23
05 - TRAINEES’ ACTIONS
The go-around mode is engaged by setting the thrust levers to the TOGA gate, provided at
least CONF 1 is selected. Monitor FMA annunciations for correct operation.
If going around from a visual approach (FDs off), set thrust levers to TOGA, rotate to 15 nose
up, and maintain VAPP or above. The restoration of the FDs may not give accurate pitch
information as the FDs return in basic modes (HDG V/S).
Lateral navigation will stay in GA TRACK mode until the heading selector knob is pulled or
pushed to engage HDG or NAV mode. The go-around can be flown with two autopilots
engaged, but when another lateral or vertical mode is selected, one autopilot drops out.
Speed target will be green dot when GA ACCEL ALT is reached, as the design assumes
another approach will be flown, following the go-around.
The previously flown approach will be automatically strung back in the F-PLN at the end of
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