3000 2500 2000 1500
Manual Landing Pedal Braking 1000
Autoland Autobrake Medium 500
Autoland Autobrake Low
0
Thrust reverser:
Figure 4 illustrates the effect of reverse thrust (i.e., reduction of landing distance, in %) with both reversers operative.
When autobrake is used, the thrust reverser effect (i.e., contribution to the landing distance reduction) depends on:
the anti-skid activation point, whichever is achieved
Figure 4
first, as illustrated by Figure 3 and Figure 4. ( Typical )
Landing on Wet or Contaminated Runway
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Flight Operations Support
On dry or wet runway, the effect of thrust reverser on landing distance depends on the selected autobrake mode (i.e., selected deceleration rate) and associated time-delay (e.g., medium autobrake mode without time delay versus low autobrake mode with time delay), as illustrated by Figure 1 and Figure 4.
Operational Guidelines
The operational guidelines provide in Briefing Note
8.4 -Optimum Use of Braking Devices, for operation on dry runway, are fully applicable when operating on a wet runway or on a runway contaminated with standing water, slush, snow or ice.
The following operational recommendations need to be emphasized:
.
Diversion to an airport with better runway conditions and/or less crosswind component, when actual conditions significantly differ from forecast conditions or in case of system malfunction;
.
Anticipating asymmetry effects that would prevent efficient braking or directional control (e.g., crosswind, single-thrust-reverser operation);
.
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 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;
Getting to Grips with Approach-and-Landing Accidents Reduction
.
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 (because thrust reverser efficiency is higher at high speed);
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