In.all.cases,
In order to prepare the approach and landing, the pilot needs to know VAPP in advance. The appropriate VLS is not necessarily available at that time on the PFD, because the landing configuration has not yet been established. Therefore, VAPP is determined using VREF, which is the VLS of CONF FULL, and is available both on MCDU PERF APPR page and in the QRH. .VREF, if required, is.then.extracted.from.the.QRH.and.added.
General
FCTM REV.1.(6.JUN.05)
Notes:
1.
When computing VAPP, wind correction is normally 1/3 of the tower headwind component. If .VREF/.VLS < 20 kt, then .VREF/.VLS + wind correction should not exceed 20 kt. No wind correction should be applied if .VREF/.VLS . 20.kt.
2.
Ensure CONF FULL is selected for the landing configuration when using VLS on the PERF APPR page to determine VREF. If CONF 3 is required for.landing,.it.may.then.be.selected.on.the.MCDU.
.REF.IN.QRH.VERSUS .VLS.ON.PFD
LANDING.DISTANCE.CALCULATIONS
The actual landing distance is measured from 50 ft above the runway surface until the aircraft comes to a complete stop. This distance is measured during flight testing and represents the maximum aircraft performance. It is called LANDING DISTANCE WITHOUT AUTOBRAKE in the QRH. These distances are calculated at VLS. The tables provide corrections for VAPP or other speed increments.above.VLS.
Should a failure occur in flight, which requires the actual landing distance to be multiplied by a factor, then apply the factor to the LANDING DISTANCE WITHOUT.AUTOBRAKE.CONFIGURATION.FULL.figure.
Conversely, the AUTOLAND LANDING DISTANCE WITH AUTOBRAKE table available in the QRH gives a realistic indication of the aircraft performance during normal operations. Therefore, refer to this table if an enroute diversion is required.and.no.landing.distance.factor.is.to.be.applied.
LAND.ASAP
In a non-normal situation the Captain, being responsible for the operation and the safety of the flight, must make the decision to continue the flight as planned or.divert..In.all.cases,.the.Captain.is.expected.to.take.the.safest.course.of.action.
The ECAM assists the crew in making this decision by indicating LAND ASAP either.in.amber.or.red:
.
If a non-normal procedure causes a LAND ASAP to appear in amber on the ECAM, the crew should consider the seriousness of the situation and the.selection.of.a.suitable.airport.
.
If an emergency procedure causes LAND ASAP to appear in red on the ECAM,.the.crew.should.land.at.the.nearest.suitable.airport.
Following the failure of an engine on a twin-engined aircraft, an emergency situation exists and the Captain shall land at the nearest suitable airfield. The relative suitability of airports is at the Captain’s discretion based on a number of factors including, but not limited to, weather, navigation aids, runway length and fire and rescue support facilities. The Captain may determine that, based on the nature of the situation and an examination of the relevant factors, it is preferable not to divert to the nearest airport but to continue to a more suitable airport at a greater.distance.
For a fire that cannot be confirmed as extinguished, or persistent smoke, the safest course of action is to descend and carry out an Emergency Landing with consideration.being.given.to.a.possible.passenger.evacuation.
In the case of a LAND ASAP in red, consider an Overweight Landing rather than delaying.to.jettison.fuel.
A330/A340 8.20.1 Operating Techniques
FCTM REV 1 (6 JUN 05)
LOW SPEED ENGINE FAILURE
If an engine failure occurs at low speed, the resultant yaw may be significant, leading to rapid displacement from the runway centreline. For this reason, it is essential that the Captain keep his hand on the thrust levers once take-off thrust has been set. Directional control is achieved by immediately closing the thrust levers and using maximum rudder and braking, as required. If necessary, use the steering handwheel to prevent runway departure.
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