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folks try to show how good they are and start trimming rudder right away. Better
to wait until the blend is complete around a few hundred feet first and then trim
the rudder and then get it on autopilot. You don’t get any bonus points for a quick
rudder trim while losing speed and pitch control!
Note: If taking off in FLEX the PF has the discretion to leave thrust levers in
FLEX or to increase to TOGA. If aircraft is heavy, runway is short, aircraft must
be maneuvered for obstacle clearance, aircraft is on fire or has other time critical
problem pilot should consider using TOGA if not already selected. Thrust should
be increased to TOGA in a slow, deliberate manner in order to not destabilize the
situation. You may do this while on the runway. You may do this once on
autopilot if so desired. If increasing to TOGA while airborne it is best to do it
while on autopilot and below 1000 ft.
Note: If thrust levers are left in FLEX then they must be positioned to TOGA and
reset back to MCT (same detent as FLEX) when engine out procedures call for
reduction to MCT. This is due to the fact that the same detent is used for FLEX
and MCT. By selecting from FLEX to TOGA and then back to the MCT detent
the logic is satisfied for the FMGC.
US Airways Airbus A319, A320, A321 Notes
87
First Pilot noting engine failure: “Engine Failure”
PF: “TOGA” (if desired)
Maintain centerline, minimize sidestick
inputs
PM: “TOGA SET”
At VR – “Rotate”
“Gear UP”
“Positive Rate”
“Gear UP” – position gear lever UP
and disarm spoilers
After blend from direct to normal law
(about 200’) trim off rudder as needed
“Autopilot 1” (or 2) as needed above
100’ RA
Select autopilot as called for
At 400’ select heading if needed,
Comply with engine out departure
procedures if specified for airport or
runway
At 1000’ or engine out acceleration
altitude push V/S or call “Vertical
Speed Zero”
Push V/S if called for
At F speed call “Flaps 1”
Note: only if Flaps 2 or 3 used
“Flaps 1” – Select Flaps 1
At S speed call “Flaps UP”
Accelerate to Green Dot (VFTO)
“Flaps UP” – Select Flaps UP
Continue climb if needed
Select OPEN CLIMB or
call “OPEN CLIMB”
Select green dot speed or call
“Speed ___”
Select Open Climb if called for
Select green dot speed if called for
Select MCT on thrust levers (or if in
FLEX select TOGA and then MCT)
“MCT” “MCT Set”
“ECAM actions”
“After Takeoff checklist”
US Airways Airbus A319, A320, A321 Notes
88
Approaches
Approved Approaches (FOM 5.10.4): ILS, ILS/DME, ILS/PRM, LDA w/ glideslope,
LDA DME w/ glideslope, LDA PRM DME w/ glideslope, ASR/SRA, RNAV, VOR
(with VNAV), VOR/DME (with VNAV).
Before any approach you must enter the applicable approach data (PH 3.12 &
PH 18.x) and then activate the approach on the PERF APPR page of the MCDU.
Activating the approach will drive managed speed to approach speeds. I suggest
activating the approach when out of 10,000’ and on selected speed. If you
accidentally activate the approach you can simply use Speed Select for
remainder of flight or enter current cruise altitude on PROG page for CRZ
altitude. Entering the current altitude as the cruise altitude on the PROG page
will force the FMGC back to Cruise phase.
Once on vectors with approach control you can clear out any remaining flight
plan in the FMGC that is not needed to allow only the planned approach to be
shown. This is sometimes referred to as “clean up the box”.
Both Flaps FULL and Flaps 3 are normally available for landing. So far I prefer
Flaps FULL better.
Note: If flaps 3 is to be used then CONF3 should be selected on PERF APPR
page and the overhead GPWS LDG FLAP 3 pb ON (PH 2f.2.7).
When using approaches that utilize barometric settings (MDA, DA) such as ILS
CAT I, LDA and RNAV the minimums setting is on the MDA line (line select key
2R) on the PERF APPR page. Autocallouts are not available at 100 above and
minimums when using the MDA setting.
When using approaches that utilize radar altimeter (DH, AH) such as ILS CAT II
and CAT III the minimums setting is on the DH line (line select key 3R) on the
PERF APPR page. Autocallouts will be made at 100 above and minimums.
All approaches are to be stable by 1000’ RA (PH 2f.1.1)
Make your flight instructor happy!: When making any change in modes such
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