getting to grips with aircraft performance 如何掌握飞机性能 2(5)

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Landing distance data must include correction factors for no more than 50% of the nominal wind components along the landing path opposite to the landing direction, and no less than 150% of the nominal wind components along the landing path in the landing direction. This is already taken into account in published figures and corrections.

3.2.2. Automatic Landing

The required landing distance must be established and scheduled in the airplane Flight Manual, if it exceeds the scheduled manual landing distance.
On a dry runway, the ALD in autoland is defined as follows:
  ALD = (Da + Dg)
Where : Da is the airborne phase distance Dg is the ground phase distance.

The airborne phase Da is the distance from the runway threshold up to the glideslope origin (d1), plus the distance from the glideslope origin up to the mean touchdown point (d2), plus three times the standard deviation of d2 (σd2).
The distance from the glideslope origin to the mean touchdown point (d2), as well as its corresponding standard deviation (σd2), have been statistically established from the results of more than one thousand simulated automatic landings.

The Ground Phase Dg for an automatic landing is established as with a manual landing, assuming a touchdown speed equal to the mean touchdown speed (VTD) plus three times the standard deviation of this speed (σVTD).

3.3. Go-Around Performance Requirements
A minimum climb gradient must be observed, in case of a go-around. The minimum air climb gradients depend on the aircraft type.
3.3.1. Approach Climb

This corresponds to an aircraft’s climb capability, assuming that one engine is inoperative. The “approach climb” wording comes from the fact that go-around performance is based on approach configuration, rather than landing configuration. For Airbus fly-by-wire aircraft, the available approach configurations are CONF 2 and
3.
3.3.1.1. Aircraft Configuration
.
One engine inoperative

.
TOGA thrust

.
Gear retracted

.
Slats and flaps in approach configuration  (CONF 2 or 3 in most cases)

.
1.23 VS1g ≤ V ≤ 1.41 VS1g and check that V ≥ VMCL

3.3.1.2. Requirements
The minimum gradients to be demonstrated:

An approach configuration can be selected, as long as the stall speed VS1g of this configuration does not exceed 110% of VS1g of the related “all-engines-operating“ landing configuration.
3.3.2. Landing Climb

The objective of this constraint is to ensure aircraft climb capability in case of a missed approach with all engines operating. The “Landing climb” wording comes from the fact that go-around performance is based on landing configuration. For Airbus FBW, the available landing configurations are CONF 3 and FULL.

3.3.2.1. Configuration
.  
N engines

　
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