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In accordance with international agreements, France sent two investigators from the BEA
(Bureau d´Enquetes et d´Analyses), accompanied by five technical advisors from Airbus;
United States sent two investigators from the NTSB (National Transportation Safety
Board), accompanied by one advisor from FAA (Federal Aviation Administration) and
one technical Advisor from IAE (International Aero Engine); and Ireland sent one
investigator.
Both flight recorders (CVR and DFDR) were recovered and taken to the NTSB in order
to perform the read out.
The following data result from the analysis done by the BEA and Airbus of the accident
recorders, which have been processed within the NTSB facilities under the leadership of
the in-charge Authorities.
It is confirmed that the aircraft was dispatched without any deferred MEL item.
Prior to landing, the wind information given by the ATC to the crew was 190°/10kt and
ATC also confirmed that the runway was wet.
The Captain was the Pilot Flying (PF).
Landing configuration was established with Slats/Flaps fully extended, gear down,
ground spoilers armed, autobrake selected to MED.
The aircraft landing weight was 63.5t (max landing weight 64.5t), Vapp 137kt.
The aircraft was cleared to land on runway 02 and landed with Autopilot and Flight
Directors OFF, and autothrust engaged in managed speed mode. At time of touch down,
IAS was 139kt and Ground Speed (GS) was 159kt (estimated tailwind was 12kt from
DFDR data analysis).
The aircraft landed on runway 02 (Runway 02 is 3297 feet high and has a displaced
threshold of 213m). The Landing Distance Available (LDA) for runway 02 is of 1649m.
The touch down occurred at approximately 400m from the runway 02 displaced
threshold.
Immediately after touch down, the crew selected MAX REV, and both engine reversers
and the Ground Spoilers (G/S) deployed normally.
The nosewheel touch down occurred 7s after the Main Landing Gear (MLG) following
PF inputs.
PRELIMINARY REPORT;TACA INTL. AIRLINES; A320-233; MSN1374; REG. EI-TAF
3
The crew applied manual braking 4s after MLG touch down and commanded maximum
pedal braking in 10s (14s after MLG touch down).
At 70kt Indicated Airspeed Speed (IAS), upon Pilot Non Flying (PNF) call-out, the PF
selected IDLE REV. The remaining distance to the runway end was approximately 190m.
The aircraft overran the runway at 54kt and dropped down the 20 m embankment
sustaining severe damage on impact with the ground.
The landing performance analysis confirms that the landing performances are consistent
with runway condition and crew actions.
End of Preliminary Report.
Implementing RNP, Toulouse October 4 and 5 2005
Airbus RNP Operations
Presented by:
Capt. Michel BRANDT
Deputy Vice President Flight
Operations Support & Services
© AIRBUS 2005 S.A.S. All rights reserved. Confidential and proprietary document.
Airbus RNP Operations 2 Implementing RNP, October 4-5 2005
Contents
RNP Enroute and in Terminal Area
RNAV in approach
RNP SAAAR
RNP<0.3 Certification
Operational Evaluation/Approval
International Standardization
Conclusion
RNP RNAV Enroute and in Terminal Area
© AIRBUS 2005 S.A.S. All rights reserved. Confidential and proprietary document.
Airbus RNP Operations 4 Implementing RNP, October 4-5 2005
RNP Enroute
RNP 10 in oceanic and
remote area:
• With time limitation in IRS ONLY for
aircraft without GPS
• No time limitation with GPS
RNP Enroute continental:
• European B-RNAV (5 NM accuracy)
• US RNAV routes (Q-routes) 2 NM
accuracy
Q-11
Q-9
Q-13
Q-7
Q-1
Q-3
Q-
5
Source FAA
RNP 4 (2) in oceanic and
remote area:
• GPS required
All Airbus with an FMS
can fly these routes
© AIRBUS 2005 S.A.S. All rights reserved. Confidential and proprietary document.
Airbus RNP Operations 5 Implementing RNP, October 4-5 2005
RNAV in Terminal Area
RNAV Instrument procedures
requiring P-RNAV Capability
(1 NM accuracy)
Compliance with JAA TGL 10
US RNAV SIDs and STARS
• Type A (2 NM accuracy)
• Type B (1 NM accuracy)
• Compliance with
FAA AC 90 -100
Both TGL 10 and AC 90-100 have
Airworthiness and
Operational requirements
© AIRBUS 2005 S.A.S. All rights reserved. Confidential and proprietary document.
Airbus RNP Operations 6 Implementing RNP, October 4-5 2005
RNAV in Terminal Area
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