3000 2500 2000 1500
Manual Landing Pedal Braking 1000
Autoland Autobrake Medium 500
Autoland Autobrake Low
0
Thrust reverser:
Figure 4 illustrates the effect of reverse thrust (i.e., reduction of landing distance, in %) with both reversers operative.
When autobrake is used, the thrust reverser effect (i.e., contribution to the landing distance reduction) depends on:
the anti-skid activation point, whichever is achieved
Figure 4
first, as illustrated by Figure 3 and Figure 4. ( Typical )
Landing on Wet or Contaminated Runway
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AIRBUS INDUSTRIE
Flight Operations Support
On dry or wet runway, the effect of thrust reverser on landing distance depends on the selected autobrake mode (i.e., selected deceleration rate) and associated time-delay (e.g., medium autobrake mode without time delay versus low autobrake mode with time delay), as illustrated by Figure 1 and Figure 4.
Operational Guidelines
The operational guidelines provide in Briefing Note
8.4 -Optimum Use of Braking Devices, for operation on dry runway, are fully applicable when operating on a wet runway or on a runway contaminated with standing water, slush, snow or ice.
The following operational recommendations need to be emphasized:
.
Diversion to an airport with better runway conditions and/or less crosswind component, when actual conditions significantly differ from forecast conditions or in case of system malfunction;
.
Anticipating asymmetry effects that would prevent efficient braking or directional control (e.g., crosswind, single-thrust-reverser operation);
.
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 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;
Getting to Grips with Approach-and-Landing Accidents Reduction
.
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 (because thrust reverser efficiency is higher at high speed);
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