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failed engine or in the event of wrong detection or FADEC fault. Holding may be performed in
managed NAV, if speed is selected and is just greater then Green Dot speed. This will ensure
the aircraft stays within the protected holding area. Appropriate action should be taken, if any
speed - and / or bank variation occur.
SINGLE ENGINE APPROACH AND LANDING
If an engine failure/fire has occurred on take off, the overweight landing checklist may be
required (QRH 2.21).
Autoland (CAT 3 single) is available on one engine (as shown on ECAM). Maximum use
should be made of the autopilot to reduce crew workload. In manual flight an engine out
landing is essentially conventional. Good trimming is beneficial, keeping the slip indication
centered. Consider the use of manual thrust when the autopilot is off, as it is easier to
anticipate rudder and trim inputs as thrust requirements vary.
The approach should be carried out in CONFIG FULL unless a further failure, and therefore
ECAM requires a CONF 3 approach. Do not select gear down too early, the power
requirement for level flight at high altitude airports and/or high weight will be large.
Rudder trim may be reset to zero on short finals, to make the landing run easier, to center the
nosewheel steering and to recover full rudder travel both sides but should be reset prior to
land.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.03.10 Page 6
REV 21 MAY 98
ABNORMAL OPERATION BRIEFINGS
OPERATING TECHNIQUES
CHAP03\10
ENGINE FAILURE OR FIRE AFTER V1 (END)
05 - TRAINEES’ ACTIONS (END)
SINGLE ENGINE GO-AROUND
The go-around is essentially the same as on 2 engines, the pitch target is now 12°5. Apply
rudder to compensate for the increase in thrust and keep the b target centered. FMA will
indicate GA TRK, think about aircraft navigation with respect to terrain. Flap retraction and
acceleration will take place in level flight at acceleration altitude. As this is a go-around,
target speed is the memorized approach speed or the speed at engagement of go-around,
becoming green dot at acceleration altitude.
b TARGET
The side slip indicator (yellow) gives the same indications as traditional slip ball. The b target
(blue) replaces the side slip indicator on the PFD when there is engine power asymmetry and
CONF 1, 2 or 3 is set [see FCOM 1.27.20 (Flight Controls - Normal law)].
When the b target is centered, total drag is minimized even though there is a small amount
of side slip
The calculation of b target is a trade off between drag produced by deflection of control
surfaces, and airframe drag produced by a slight side slip. This is better than a traditional ball
as rudder deflection, aileron deflection, spoiler deployment and aircraft body angle are all
taken into incount.
06 - COMPLETION STANDARDS
· Makes correct decision to continue the take-off.
· Ensures minimum deviation from runway centerline.
· Establishes correct pitch attitude at rotation with wings level and b target centered.
· Accurately follows flight director and ensures correct FCU selections.
· Maintains speed, V2 +5 kt/-0 kt during second segment.
· Adheres to engine-out vertical profile maintaining acceleration altitude
+200 ft/-0 ft.
· Follows EOSID, emergency turn procedure, ATC instructions or required heading +/- 10.
· Respects task sharing.
07 - COMMON ERRORS
· Over rotation to high pitch attitude.
· b Target not fully centered.
· ECAM non-reversible actions carried out without proper crew confirmation.
· SID, EOSID or ATC instructions not accurately followed.
· Poor maintenance and monitoring of required track.
· Lack of task sharing discipline during manual flight (FCU actions).
· Not trimming the rudder.
· Not rotating to correct pitch attitude on go-around.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.03.10 Page 7
REV 21 MAY 98
ABNORMAL OPERATION BRIEFINGS
OPERATING TECHNIQUES
CHAP03\10
PAGE LEFT INTENTIONALLY BLANK
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.03.10 Page 8
REV 21 MAY 98
ABNORMAL OPERATION BRIEFINGS
OPERATING TECHNIQUES
CHAP03\10
01 - TRAINING OBJECTIVE
· To ensure continued safe flight following loss of all engine generators.
· To carry out ECAM procedure strictly respecting task sharing requirements.
· To perform a safe approach and landing using raw data information and degraded flight
control laws.
02 - SCHEDULE
Briefing duration : 20 minutes
03 - EQUIPMENT
DOC references :
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
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Airbus.Flight.Crew.Training.Manual空客机组训练手册1(52)
