FCTM Flashcards
A stabilized approach is essential for achieving successful landings. It is imperative that the flare height be reached at the appropriate
airspeed and flight path angle
When the aircraft is close to the ground, high sink rate should be avoided, even in an attempt to maintain a close tracking of the glideslope. Priority should be given to the
attitude and sink rate.
From stabilized conditions, the flare height is about
30 ft
After touch down, the pilot must “fly” the nosewheel smoothly, but without delay, on to the runway, and must be ready to counteract
any residual pitch up effect of the ground spoilers
In crosswind conditions, a crabbed-approach wings-level should be flown with the aircraft (cockpit) positioned on the
extended runway centerline until the flare.
The objectives of the lateral and directional control of the aircraft during the flare are:
‐ To land on the centerline, and ‐ to minimize the lateral loads on the main landing gear.
The recommended de-crab technique is to use all of the following:
‐ The rudder to align the aircraft with the runway heading during the flare ‐ The roll control, if needed, to maintain the aircraft on the runway centerline. Any tendency to drift downwind should be counteracted by an appropriate lateral (roll) input on the sidestick.
to further reduce potential odors in the Cabin, the APU Bleed may be selected
3 minutes after APU start
During a complete alignment, IRSs use the gravity and earth rotation to determinate the aircraft attitude and true heading, and IRSs estimate a current aircraft latitude. The IR mode selectors must be OFF for more than
5 s. Then, the flight crew sets the IR mode selectors to the NAV mode.
During a fast alignment, IRSs reset the
ground speed and some internal filters to 0, but IRSs do not estimate the aircraft position.
The one-engine-out acceleration altitude must:
• Be at least 400 ft above airport altitude • Ensure that the net flight path is 35 ft above obstacles • Ensure that the maximum time for takeoff thrust is not exceeded
The maximum brake temperature limitation for takeoff ensures that, in the case of a hydraulic leak,
any hydraulic fluid that touches the brake units does not ignite in the wheel well after the landing gear retraction.
Configuration
Usually, the flight crew selects the configuration that provides the
maximum FLEX temperature. This is done to prolong engine life.
On medium or long runways, the second segment limitation becomes the limiting factor, and CONF 2 or CONF 1+F becomes the optimum configuration, in term of FLEX temperature. In these cases, the tail clearance at lift off depends on
the configuration. The highest flap configuration gives the highest tailstrike margin.
At the acceleration altitude, the FD pitch mode changes from SRS to
CLB or OP CLB mode.
At acceleration speed, The speed target jumps:
• Either to the managed target speed e.g. speed constraint, speed limit or ECON climb speed • Or to the preselected climb speed (entered by the pilot on the MCDU PERF CLB page before takeoff).
Noise abatement 1: close to airport
Power reduction at 800ft
Retracted flaps on schedule
Noise abatement type 2:
Accelerate and reduce power
The managed climb speed, computed by the FMGS, provides the most economical climb profile as it takes into account
weight, actual and predicted winds, ISA deviation and Cost Index (CI)
The crew should be aware that the optimum Mach number will vary according to the above mentioned parameters, e.g. it will increase with an increasing headwind, e.g. +50 kt head wind equates to
M +0.01.
OPT FL displayed on the MCDU is the cruise altitude for minimum cost when ECON MACH is flown and should be
followed whenever possible
Descending or diverting to a warmer air mass may be considered. Below the tropopause, a 4 000 ft descent gives a
7 °C increase in TAT. In severe cases, a descent to as low as 25 000 ft may be required.
Increasing Mach number will also increase TAT. An increase of M 0.01 produces approximately
0.7 °C increase in TAT.
In case of strong or gusty crosswind greater than 20 kt, VAPP should be at least
VLS +5 kt; the 5 kt increment above VLS may be increased up to 15 kt at the flight crew’s discretion.
If in emergency, limit the sum (ΔVREF + APPR COR) to
20 kt
MANAGED DESCENT SPEED PROFILE The managed speed is equal to:
‐ The ECON speed (which may have been modified by the crew on the PERF DES page before entering DESCENT phase or, during DESCENT phase depending on FMGS standard), or ‐ The speed constraint or limit when applicable.
The managed descent profile from high altitude is approximately
2.5 °
The default hold speed is the lowest of the following:
‐ Maximum Endurance speed ‐ ICAO limit holding speed ‐ Speed constraint (if any).
For initial approach:
Check navigation accuracy
Select approach type and strategy
For intermediate approach:
Manage aircraft deceleration according to the strategy (early stabilized or decelerated)
Manage final approach path interception
Select flying reference
For final approach:
Monitor correct engagement of intended approach modes
Monitor trajectory according to the approach strategy
Be stabilized at 1,000 ft (500 ft)
To achieve a constant deceleration and to minimize thrust variation, the crew should extend the next configuration when reaching the current configuration maneuvering speed +
10 kt (IAS must be lower than VFE next), e.g. when the speed reaches green dot +10 kt, the crew should select CONF 1. Using this technique, the mean deceleration rate will be approximately 10 kt/NM in level flight. This deceleration rate will be twice i.e. 20 kt/NM, with the use of the speedbrakes.
Intermediate approach
Speedbrakes can also be used to increase the deceleration rate but the crew should be aware of:
‐ The increase in VLS with the use of speedbrakes ‐ The limited effect at low speeds ‐ The speed brake auto-retraction when selecting CONF FULL (A319, A320) or CONF 3 (A321 only) There is no speed brake auto-retraction on A318.
Final
If ATC gives a new wind for landing, the flight crew will
update it on MCDU PERF APPR page.
ILS
the flight crew should press the APPR pb When cleared for the ILS and
on the intercept trajectory for the LOC.
If the ATC clears for approach at a significant distance, e.g. 30 NM, the flight crew should be aware that the G/S may be perturbed and CAT 1 will be displayed on FMA till
a valid Radio Altimeter signal is received.
As a rule of thumb, an incorrect seating position which reduces the cut-off angle by 1 ° reduces the visual segment by approximately
10 m (30 ft).
It is recommended to arm FINAL APP mode when
the TO waypoint is the FDP.
Visual approach
Set go around altitude
abeam runway
Go around near ground
If the aircraft is on the runway when the PF applies TOGA thrust, CONFIG ECAM red warning(s) may transiently trigger. The flight crew should
disregard these alerts.
Go around with FD
The SRS mode guides the aircraft with the highest speed of VAPP or IAS at time of TOGA selection (limited to maximum of
VLS +25 with all engines operative or VLS +15 with one engine inoperative with FMS 2) until the acceleration altitude where the target speed increases to green dot.
The GA TRK mode guides the aircraft on the track memorized at the time of TOGA selection. NAV mode engages as soon as
the aircraft is aligned on the F-PLN
APU bleed is not immediately available in the case of an
engine tailpipe fire.
