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· Runway contaminant definitions.
· Use of charts.
· Specific limitations (Crosswind...)
· Special operations for Taxi and Take-off.
· Landing operations.
SECONDARY
· Wet runways.
05 - TRAINEES’ ACTIONS
The information required for operations from contaminated runways is contained in
FCOM 2.04.10 (Special Operations - Fluid Contaminated Runway), including definitions of
terms used in the fluid contaminated runway performance. When operating from a damp
runway there is no performance penalty. The safest policy, if possible, is to delay departure
until the runway has been cleared to an acceptable standard.
Do not take off on an icy runway. (FCOM 2.04.10 [Special Operations - Definitions])
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CONTAMINATED RUNWAYS (CONT’D)
05 - TRAINEES’ ACTIONS (END)
When contaminated runway operations are anticipated, it will be necessary to take extra time
in flight planning, and to bear in mind that runway conditions can change rapidly, thereby
necessitating a recalculation of take-off data.
It is vital that the correct chart is used for the calculation of the take-off data. All retardation
devices (antiskid, spoilers and reverse thrust) must be fully serviceable when operating from
contaminated runways. There are additional crosswind limits to be considered
(FCOM 2.04.10 [Special Operations - Fluid Contaminated Runway]).
When a runway is contaminated it may also be necessary to use de-icing fluids and apply
procedures for winter operations (see briefing note on cold weather operations).
Note that a FLEX power take-off is not permissible from a contaminated runway. Airbus
recommends that maximum power is used for take off from a contaminated runway
If APU bleed is to be used e.g. packs off take-off, wing anti-ice must not be used.
When taxiing, avoid high thrust settings and taxi at a low speed. The anti skid does not
operate at low speeds, so allow sufficient room for turning and stopping. Do not select flap
until at the holding point and ready for departure.
Carrying out an RTO, even at low speeds, on a contaminated runway may cause directional
control difficulties. Ensure that the take off briefing is modified to take account of runway
conditions. Directional control during the take off roll should be maintained with rudder. Do
not attempt to get the nosewheel airborne before VR to avoid spray as this would increase
aerodynamic drag. Complete the take off in the normal manner.
Landing performance and recommendations are contained in FCOM 2.03.10 (Landing
Performance - Landing) and should be studied if the destination airfield runway is forecast to
be contaminated or icy.
Landing on contaminated runways without anti skid should be avoided. A positive touchdown
is recommended, without a prolonged flare. Do not hold the nose off the ground and select
maximum reverse thrust as soon as possible. If necessary, max reverse can be maintained
until the airplane is fully stopped. Be aware that visibility may be impaired by blowing snow if
reverse thrust is kept to a low speed.
On completion of the landing roll, do not retract flaps. Taxi in and shut down as normal, and
after a visual inspection of the flaps/slats, they may be selected up. This is to reduce the
possibility of damage to the flaps occurring due to any contaminant accretion. Special
procedures for securing the aircraft are discussed in the cold weather briefing note.
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CONTAMINATED RUNWAYS (END)
06 - COMPLETION STANDARDS
· Correct application of Special Operations requirements.
· Ensures crew crosscheck of calculated data.
07 - COMMON ERRORS
· Use of inappropriate charts.
· Lack of parameters cross-check.
· Take-off data not updated in case of unexpected change in runway status.
A319/A320/A321
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CLIMB AND DESCENT
01 - TRAINING OBJECTIVE
· To be aware of aircraft climb performance (CFIT)
· To be aware of aircraft descent performance
· To make full use of FMGS capabilities (constraints...)
02 - SCHEDULE
Briefing duration : 15 minutes
03 - EQUIPMENT
· FMGS Freeplay Trainer
DOC references :
· QRH Chapter 4
· FCOM 3.05.10 / 30
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