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alpha-floor is active. CLB (or LVR CLB) flashes on the FMA.
If the thrust levers are not aligned, an asymmetric message (ASYM or LVR ASYM) appears on the
FMA. If so, each engine is limited to its appropriate TLA.
This allows the use of autothrust to continue if one engine has to have its maximum RPM limited
for some operational reasons such as excessive vibration.
AUTOTHRUST DISCONNECTION
Autothrust disconnection occurs when :
‐ The A/THR fails, or
‐ The FCU’s A/THR pb is pressed, or
‐ The thrust lever(s)’ instinctive disconnect button is pressed, or
‐ Both thrust levers are set to IDLE.
1. Disconnection, due to a failure or to the use of the FCU A/THR pb. If the thrust levers are in
the CL detent (both engines operative), or one thrust lever in the MCT detent (one engine
operative), the thrust is locked at its actual value. The FMA displays a “THR LK” pulsing
memo. A single chime sounds, and an amber ECAM caution appears, as long as thrust is
locked. (For more details,Refer to STLO-22_30_R-90-B A/THR DISCONNECT - Below 100
feet radio altitude ). Movement of the thrust lever(s) unlocks the thrust, and the engine(s) then
respond(s) to TLA position.
2. Disconnection, due to the use of instinctive disconnect button.
When a pilot presses the instinctive disconnect button, the engines immediately develop
thrust corresponding to the position of their thrust levers, whatever that might be.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
POWER PLANT
A318/A319/A320/A321 FLEET PRO-SUP-70 P 5/16
FCOM 19 AUG 10
INSTINCTIVE DISCONNECTION PROCEDURE
To avoid any confusion for those pilots flying the A318/A319/A320/A321 with different
modifications (with, and without, energy management), Airbus recommends that pilots use one
procedure for disconnecting with the instinctive disconnect button.
‐ Set the thrust levers to the current thrust setting by adjusting the levers until the N1 (or EPR)
TLA white circle is adjacent to the actual N1 (or EPR).
‐ Use the instinctive button to disconnect the A/THR.
‐ Check that “AUTO FLT A/THR” OFF is displayed on the, and that there is no annunciator in
the first column of the FMA.
‐ Set the thrust manually.
USE OF AUTOTHRUST IN APPROACH
The pilot should use autothrust for approaches. On final approach, it usually gives more
accurate speed control, although in turbulent conditions the actual airspeed may vary from the
target speed, by as much as five knots. Although the changeover between auto and manual
thrust is easy to make with a little practice, the pilot should, when using autothrust for the final
approach, keep it engaged until he retards the thrust levers to idle for touchdown. If the pilot is
going to make the landing using manual thrust, he should disconnect the A/THR by the time he
has reached 1 000 ft on the final approach.
If he makes a shallow flare, with A/THR engaged, it will increase thrust to maintain the approach
speed until he pulls the thrust levers back to idle. Therefore he should avoid making a shallow
flare, or should retard the thrust levers as soon as it is no longer necessary to carry thrust, and if
necessary before he receives the “retard” reminder.
Although use of the autothrust is recommended for the entire approach, this does not absolve
the pilot from his responsibility to monitor its performance, and to disconnect it if it fails to
maintain speed at the selected value. Such monitoring should include checking on whether or
not the managed speed, calculated by the FMGC, is reasonable.
For more information concerning aircraft handling during final approach, refer to the FCOM
Bulletin ”Aircraft handling in final approach”.
ENGINE FAILURE
The pilot can continue to use autothrust after an engine failure, but some pilots feel that
directional control is more difficult, when autothrust changes the thrust instead of the pilot
making the thrust changes manually. The choice between using, or not using, autothrust after
engine failure is a personal one. As far as speed control is concerned, autothrust is usually
more accurate than a pilot.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
POWER PLANT
A318/A319/A320/A321 FLEET PRO-SUP-70 P 6/16
FCOM 19 AUG 10
MANUAL ENGINE START
Applicable to: MSN
4566,,,
Pilots normally use automatic starting to start an engine.
However, manual starting is recommended in the following cases :
‐ After aborting a start, because of :
• Engine stall, or Engine EGT overlimit, or LO START AIR PRESS, or No N1 rotation, or Hung
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