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(QRH part 2 - ABNORMAL PROCEDURES), or
‐ The LDG CONF/APPR SPD/LDG DIST ON WET RUNWAYS FOLLOWING FAILURES table (QRH part 2 - ABNORMAL PROCEDURES), or
‐ The LDG CONF/APPR SPD/LDG DIST ON CONTAMINATED RUNWAYS FOLLOWING FAILURES table (QRH part 2 - ABNORMAL PROCEDURES).
ΔVREF depends on system failure and landing configuration.
(3) APPRoach CORrection from VAPP Calculation in the case of an ABNORMAL/EMERGENCY Configuration (QRH part 2 - ABNORMAL PROCEDURES).
The APPRoach CORrection (APPR COR) takes into account: ‐ The use of A/THR, and
‐ Ice accretion if applicable, and
‐ Wind correction when required.
Note: If ΔVREF ≤ 5 kt, when :
‐ A/THR is used, or
‐ Ice accretion condition is encountered, or
‐ both,
the APPRoach CORrection is the highest of 5 kt and 1/3 headwind.
ΔVREF on QRH versus ΔVLS on PFD
ABNORMAL OPERATIONS
GENERAL
METHOD
If the QRH shows a ΔVREF:
VAPP computation principle with ΔVREF
(1) For ΔVREF ≤ 5 kt apply additional factor to the landing distance if applicable (See (2) )
(2) Multiply the landing distance by an additional factor of 1.2
Then, if landing in CONF 3 is required, select CONF 3 on the MCDU. (This ensures proper operation of the GPWS).
ABNORMAL OPERATIONS
GENERAL
When fully configured in final approach, the crew will check the reasonableness of the final
approach speed computed by the crew with regard to VLS on the PFD speed scale.
If the QRH shows no ΔVREF:
The flight crew can use the MCDU VAPP, as computed by the FMS (the FMS takes systematically into account the use of A/THR).
IN FLIGHT LANDING DISTANCE CALCULATION FOLLOWING FAILURES
Applicable to: ALL
GENERAL
The actual landing distance (from 50 ft above the runway surface until the aircraft comes to the
complete stop) is measured during specific flight tests for the certification of the aircraft. This distance represents the absolute performance capability of the aircraft. It is published without safety margin under the name "LANDING DISTANCE WITHOUT AUTOBRAKE" in the QRH.
To compute the actual landing distance following any failure affecting the landing performance, the crew multiplies the "LANDING DISTANCE WITHOUT AUTOBRAKE" CONFIGURATION FULL by: ‐ The LDG DIST Factor following the failure, and
‐ The Additional factor (when applicable) given by the APPRoach CORrection.
This actual landing distance following a failure is computed with no safety margin.
The flight crew checks this actual landing distance against the Landing Distance Available (LDA) of the runway used for landing applying the relevant safety margins.
The safety margins to be applied depend of the circumstances according to:
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A330/A340 机组训练手册 FCTM Flight Crew Training Manual 2(20)
