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(Including Gusts)*:
33 Knots
· Max crosswind with gusts*:
38 Knots
· Max 90º crosswind component for CAT
II/III (Including Gusts)*:
15 Knots
· Limiting Tailwind component for Take-Off
and Landing*:
10 Knots
· Max Operating altitude:
39,100 ft
· Max Pressure Altitude for Takeoff/Landing: 8,000 ft
*Max crosswind values have been demonstrated with flight controls in normal law as well as in direct
law with and without yaw damper
Speed Limits
· Max Operating Speed (VMO):
350 KIAS
· Max Operating Speed (MMO):
0.82 Mach
· Max Gear Extension (VLO):
250 KIAS
· Max Gear Retraction (VLO):
220 KIAS
7
· Max Gear Extended (VLE):
280 KIAS/ 0.67 Mach
· Max Tire Speed:
195 Knots
· Minimum Control Speed Air (VMCA):
119 KIAS
· Minimum Control Speed Ground (VMCG): 114 KIAS
· Max Cockpit Window Open Speed:
200 KIAS
· Max Taxi Speed on straightaway:
30 Knots
· Max Taxi Speed on turns approx.: 10 Knots
Landing Speed Definitions
Vls (REF Speed) – The speed for a specific flap configuration, which
provides adequate stall margin for landing. Vls is computed by the FMGC to
provide 1.23 Vs protection for the selected landing configuration. It is the
basis for computing Vapp and threshold speeds. Vls is not modifiable by the
crew.
Vref – Vls for configuration FULL.
Vapp (Target Speed) – The speed at which the approach is flown. Vapp, as
computed by the FMGC, is Vls + 5 knots plus 1/3 the headwind component,
not to exceed Vls +20. No additions are made for gusts.
Turbulence Penetration - KIAS:
At or above F200 Below F200
A320 275 / 0.76M 250
8
Max Flaps / Slats (VFE) – KIAS:
Model Config 1 1+F 2 3 FULL
VFE 230 215 200 185 177
Slats 18º 18º 22º 22º 27º
Flaps A320 0º 10º 15º 20º 40º
RMK Initial
APP
Takeoff Takeoff/APP Takeoff/APP
Landing
Landing
Operating Speeds (KIAS/Mach)
Optimum Climb (FMGC Operative) ECON CLIMB
Standard Climb (FMGC Inoperative)
F100 to F290 / F290 and above
0.78
290
Best Climb Rate 280
Best Climb Angle 220
Optimum Cruise (ECON) Cost Index = 35
Standard Cruise
F100 to F310 / F310 and above
0.80
300
Optimum Descent (FMGC Operative) ECON DES
Standard Descent (FMGC Inoperative)
F100 and above
0.78
280
Stall Speeds
Stall speeds apply to takeoff and landing altitudes only
Gross Weight Flap Position
Tonnes 0 1 1+F 2 3 FULL
77 179 140 134 125 124 121
72.5 170 136 130 120 119 117
68 161 132 125 116 115 113
63.5 154 127 119 112 111 109
59 144 121 115 108 107 105
54.5 138 116 110 104 103 101
50 132 111 105 99 98 96
9
45.5 126 106 100 95 94 92
41 119 100 95 90 89 87
36.3 114 95 90 85 84 82
Fuel
Outer Wing
Tank
Inner Wing
Tank Center Tank Inner Wing
Tank
Outer Wing
Tank
710 Kg 5530 Kg 5530 Kg 710 Kg
6240 Kg 6580 Kg 6240 Kg
19060 Kg
· Max Fuel Imbalance between wing tanks for takeoff and
landing:
450 Kg
· Takeoff with center tank supplying the engines is PROHIBITED.
· Fuel in center last, fuel in center burned first.
· Fuel is kept in outer wing tanks as long as possible to reduce wing
bending moment.
Landing Fuel - Kg
Fuel at Touchdown 1 180
To execute a Go-Around 2 365
Fuel Quantity Indicator Error 3 180
Minimum Desired Landing Fuel (Indicated) 4 725
1 Fuel at Touchdown: Ensures adequate fuel boost pump coverage during
reverse thrust and landing roll.
10
2 To Execute Go-Around: The required amount of fuel to execute a goaround
at runway threshold to 1000’ AGL, fly a VFR pattern, intercept a 3º
glideslope at approx. 2,5 nm from the runway and continue to landing.
3 Fuel Quantity Indicator Error: The maximum design quantity error for all
tanks.
4 Minimum Desired Landing Fuel: Ensures sufficient fuel on board at the
threshold in a worst case scenario with max fuel quantity indicator error.
Fuel Temperature
· Maximum:
54º C
· Minimum:
- 36º C
If fuel temp is below minimum temp limit, change to a warmer altitude.
Operating Fuel Values - Kg
Taxi Fuel per Minute (not included in takeoff weight) 12
Minimum for Dispatch (not including taxi fuel) 3100
Minimum Hold for Contingencies 450
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