SUPPLEMENTARY INFORMATION
ADVERSE WEATHER
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL
Then, before applying thrust, the Captain should ensure that the nosewheel is straight. If there is a tendency to deviate from the runway centerline, this tendency must be neutralized immediately, via rudder pedal steering, not via the tiller.
On contaminated runways, the flight crew should ensure that engine thrust advances symmetrically to help minimize potential problems with directional control.
MAXIMUM CROSS WIND
The following table provides the maximum crosswind that corresponds to the reported runway-friction coefficient:
Reported Braking Action Reported Runway-Friction
Coefficient Equivalent
Runway Condition Maximum
Crosswind (knots)
Good/Medium 0.39 to 0.36 1 29
Medium 0.35 to 0.3 2/3 25
Medium/Poor 0.29 to 0.26 2/3 20
Poor ≤0.25 3/4 15
Unreliable - 4/5 5
The equivalent runway condition numbers, in the above table, correspond to the following runway conditions:
1. Dry, damp, or wet runway (less than 3 mm waterdepth)
2. Runway covered with slush
3. Runway covered with dry snow
4. Runway covered with standing water with risk of aquaplaning or wet snow
5. Icy runway or high risk of aquaplaning
CLIMB/ DESCENT
Whenever icing conditions are encountered or expected, the engine anti-ice should be turned on. Although the TAT before entering clouds may not require engine anti-ice, flight crews should be aware that the TAT often decreases significantly, when entering clouds.
In climb or cruise, when the SAT decreases to lower than -40 °C, engine anti-ice should be turned off, unless flying near CBs.
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