.  
Avoiding landing on a contaminated runway without antiskid or with a single thrust reverser;

.  
For inoperative items affecting the braking or lift dumping capability, referring to the applicable:

.  FCOM and QRH, for in-flight malfunctions, or,
.  Minimum Equipment List (MEL) or Dispatch Deviation Guide (DDG), for known dispatch conditions;

.  
Selecting autobrake with a medium or low setting, if the contaminant is evenly distributed;

On contaminated runway, use of a medium setting usually is recommended to assure immediate braking action after touchdown (i.e., without time delay);

.  
Approaching on glide path and at the target final approach speed;

.  
Aiming for the touchdown zone;

.  
Performing a firm touchdown (to prevent hydroplaning and ensure rotation of main landing gear wheels);

.  
Using maximum reverse thrust as soon as possible after touchdown (as thrust reverser efficiency is higher at high speed);

.  
Confirming the extension of ground spoilers;

.  
Monitoring operation of autobrake (on contaminated runway, the selected deceleration rate may not be achieved, therefore the light indicating that the selected deceleration rate is achieved may not illuminate);

.  
Lowering the nose landing gear without undue delay to:

.  increase the weight-on-wheels and, thus, increase the braking efficiency; and,
.  activate systems associated with nose landing gear switches (e.g., anti-skid reference speed);

.  
As required, or when taking over from autobrake, applying brakes normally with a steady pressure;

.  
For directional control, using rudder pedals and differential braking, as required (i.e., not using nose-wheel-steering tiller);

.  
If differential braking is necessary, applying pedal braking on the required side and releasing completely the pedal action on the opposite side; and,

.  
After reaching taxi speed, using nose-wheel-steering with care.

8.6 – Use of Wind Information
Several sources of wind information are available to the flight crew:
.  
ATC (i.e., METAR, ATIS and tower winds); and,

.  
Aircraft systems (i.e., IRS and FMS winds).

Each wind information must be understood for appropriate use during various flight phases.
The following facts and figures should be recalled:
.  
The METAR wind is a 10-minute average wind;

.  
The ATIS or tower average wind is a 2-minute average wind;

.  
The ATIS or tower gust is the wind peak value during the last 10-minute period;

Briefing Notes Summary
Page 14

AIRBUS INDUSTRIE                                                                                       Getting to Grips with    Flight Operations Support                                            Approach-and-Landing Accidents Reduction
.  
The ATIS message is updated only if the wind Adherence to the following key points increases direction changes by more than 30 degrees or if safety during crosswind-landing operations:
　
中國航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Getting to Grips with Approach-and-Landing Accidents Reducti(15)