.
Carbon brakes
Flight test AFM Expansion
One engine OUT All engines Engine failure 0 0 -Recognition 0.3 1 0 Delay (Amendt. 42) -3 2 Brakes on 0.3 3 2 Thrust reduction &
lift dumper activation 0.46 3.16 2.16 Brakes fully efficient 1.5 4.2 3.2 Lift dumpers fully deployed 3.86 6.56 5.56
Brake Pedal Force Data
The data in this appendix is provided as a reference for the instructor. The individual charts show the brake pedal force required to apply full brake system pressure, to set the parking brake, and to disarm the RTO autobrake function, if applicable.
A319/A320/A321 Pedal force (Lb) Handle force (Lb)
To disarm* RTO autobrake To apply full system pressure To set parking brakes
Low. med mode Mode max 90 Small (1)
31 *51
A310 34 56 90 24
A300-600 34 56 90
A300 B2/B4 N/A 90
A330/A340 44 58 95 Small (1)
* Disarmement by two pedals
(1) Parking : Parking brakes is electrically activated on these models.
Reduced Thrust Examples
If the performance limited weight using full takeoff thrust exceeds the actual weight of the airplane, the possibility may exist that the takeoff can still be performed within the certification limitations but at lower thrust setting. Takeoffs conducted in this manner are generically referred to as reduced thrust takeoffs or FLEX takeoffs. The use of reduced takeoff thrust to enhance engine reliability and reduce maintenance costs is a standard practice used by nearly all commercial airlines today. In some cases, the use of reduced thrust is so common that the less-than-full-thrust is referred to as "Standard Thrust" or "Normal Thrust". The name that is chosen to describe a reduced thrust takeoff is not as important as is understanding the basis for the thrust used on any given takeoff.
There are essentially two methods of accomplishing this beneficial thrust reduction. The first is by restricting the engine operation to a lower certified trust rating. This is referred to as "derate" reduced thrust. Operation of the airplane with derate takeoff thrust will produce performance margins indentical to that described in Section 4.3.3 of the basic document.
A more frequently used method of reducing takeoff thrust is to tabulate the performance limit weights for a given runway at the full rated thrust, such as is displayed in a typical airport runway analysis presentation. Then the temperature and thrust is determined, at wich the actual airplane weight would become the performance limit weight. This method of thrust reduction, referred to as the Assumed or Flexible Temperature Method, is of special interest because, unlike "derate thrust takeoffs", additional "GO" and "STOP" margins exist, beyond those of the basic certification rules.
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