.
Avoiding landing on a contaminated runway without antiskid or with a single thrust reverser;
.
For inoperative items affecting the braking or lift dumping capability, referring to the applicable:
. FCOM and QRH, for in-flight malfunctions, or,
. Minimum Equipment List (MEL) or Dispatch Deviation Guide (DDG), for known dispatch conditions;
.
Selecting autobrake with a medium or low setting, if the contaminant is evenly distributed;
On contaminated runway, use of a medium setting usually is recommended to assure immediate braking action after touchdown (i.e., without time delay);
.
Approaching on glide path and at the target final approach speed;
.
Aiming for the touchdown zone;
.
Performing a firm touchdown (to prevent hydroplaning and ensure rotation of main landing gear wheels);
.
Using maximum reverse thrust as soon as possible after touchdown (as thrust reverser efficiency is higher at high speed);
.
Confirming the extension of ground spoilers;
.
Monitoring operation of autobrake (on contaminated runway, the selected deceleration rate may not be achieved, therefore the light indicating that the selected deceleration rate is achieved may not illuminate);
.
Lowering the nose landing gear without undue delay to:
. increase the weight-on-wheels and, thus, increase the braking efficiency; and,
. activate systems associated with nose landing gear switches (e.g., anti-skid reference speed);
.
As required, or when taking over from autobrake, applying brakes normally with a steady pressure;
.
For directional control, using rudder pedals and differential braking, as required (i.e., not using nose-wheel-steering tiller);
.
If differential braking is necessary, applying pedal braking on the required side and releasing completely the pedal action on the opposite side; and,
.
After reaching taxi speed, using nose-wheel-steering with care.
8.6 – Use of Wind Information
Several sources of wind information are available to the flight crew:
.
ATC (i.e., METAR, ATIS and tower winds); and,
.
Aircraft systems (i.e., IRS and FMS winds).
Each wind information must be understood for appropriate use during various flight phases.
The following facts and figures should be recalled:
.
The METAR wind is a 10-minute average wind;
.
The ATIS or tower average wind is a 2-minute average wind;
.
The ATIS or tower gust is the wind peak value during the last 10-minute period;
Briefing Notes Summary
Page 14
AIRBUS INDUSTRIE Getting to Grips with Flight Operations Support Approach-and-Landing Accidents Reduction
.
The ATIS message is updated only if the wind Adherence to the following key points increases direction changes by more than 30 degrees or if safety during crosswind-landing operations:
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