A318/A319/A320/A321 机组训练手册 FCTM Flight Crew Training Manual(166)

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PARKING
At the end of the flight, in extreme cold conditions, cold soak protection is requested when a longer stop over is expected.
TURBULENCE
Applicable to: ALL
PREFACE
The flight crew must use weather reports and charts to determine the location and altitude of
possible CBs, storms, and Clear Air Turbulence (CAT). If turbulence is expected, the flight crew must turn on the seatbelt signs, in order to prepare passengers and prevent injury.
TAKE-OFF
For takeoff in high turbulence, the flight crew must wait for the target speed +20 kt (limited to VFE-5)
before retracting the slats/flaps (e.g. the flight crew must wait for F+20 kt before setting Flaps 1).
 

  SUPPLEMENTARY INFORMATION
ADVERSE WEATHER
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL 

IN FLIGHT
USE OF RADAR
Areas of known turbulence, associated with CBs, must be avoided. Good management of the radar tilt is essential, in order to accurately assess and evaluate the vertical development of CBs. Usually, the gain should be left in AUTO. However, selective use of manual gain may help to assess the general weather conditions. Manual gain is particularly useful, when operating in heavy rain, if the radar picture is saturated. In this case, reduced gain will help the flight crew to identify the areas of heaviest rainfall, that are usually associated with active CB cells. After using manual gain, it should be reset to AUTO, in order to recover optimum radar sensitivity. A weak echo should not be a reason for the flight crew to underestimate a CB, because only the wet parts of the CB are detected. The decision to avoid a CB must be taken as early as possible, and lateral avoidance should, ideally, be at 20 nm upwind.
USE OF AP AND A/THR
If moderate turbulence is encountered, the flight crew should set the AP and A/THR to ON with managed speed.
If severe turbulence is encountered, the flight crew should keep the AP engaged. Thrust levers should be set to turbulence N1 (Refer to QRH), and the A/THR should then be disconnected. Use of the A/THR is, however, recommended during approach, in order to benefit from the GS mini.
If the aircraft is flown manually, the flight crew should be aware of the fact that flight control laws are designed to cope with turbulence. Therefore, they should avoid the temptation to fight turbulence, and should not over-control the sidestick.
VMO/MMO EXCEEDANCE
In turbulence, during climb, cruise or descent, the aircraft may slightly exceed VMO/MMO with the autopilot (AP) engaged.
To prevent such an exceedance, adapt speed or Mach target.
If severe turbulence is known or forecasted, consider the use of turbulence speed.
If the current speed is close to the VMO (maximum operating speed), monitor the speed trend symbol on the PFD.
If the speed trend reaches, or slightly exceeds, the VMO limit:
? Use the FCU immediately to select a lower speed target.
　
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