05 - TRAINEES’ ACTIONS (END)
When contaminated runway operations are anticipated, it will be necessary to take extra time in flight planning, and to bear in mind that runway conditions can change rapidly, thereby necessitating a recalculation of take-off data.
It is vital that the correct chart is used for the calculation of the take-off data. All retardation devices (antiskid, spoilers and reverse thrust) must be fully serviceable when operating from contaminated runways. There are additional crosswind limits to be considered (FCOM 2.04.10 [Special Operations - Fluid Contaminated Runway]).
When a runway is contaminated it may also be necessary to use de-icing fluids and apply procedures for winter operations (see briefing note on cold weather operations).
Note that a FLEX power take-off is not permissible from a contaminated runway. Airbus recommends that maximum power is used for take off from a contaminated runway
If APU bleed is to be used e.g. packs off take-off, wing anti-ice must not be used.
When taxiing, avoid high thrust settings and taxi at a low speed. The anti skid does not operate at low speeds, so allow sufficient room for turning and stopping. Do not select flap until at the holding point and ready for departure.
Carrying out an RTO, even at low speeds, on a contaminated runway may cause directional control difficulties. Ensure that the take off briefing is modified to take account of runway conditions. Directional control during the take off roll should be maintained with rudder. Do not attempt to get the nosewheel airborne before VR to avoid spray as this would increase aerodynamic drag. Complete the take off in the normal manner.
Landing performance and recommendations are contained in FCOM 2.03.10 (Landing Performance - Landing) and should be studied if the destination airfield runway is forecast to be contaminated or icy.
Landing on contaminated runways without anti skid should be avoided. A positive touchdown is recommended, without a prolonged flare. Do not hold the nose off the ground and select maximum reverse thrust as soon as possible. If necessary, max reverse can be maintained until the airplane is fully stopped. Be aware that visibility may be impaired by blowing snow if reverse thrust is kept to a low speed.
On completion of the landing roll, do not retract flaps. Taxi in and shut down as normal, and after a visual inspection of the flaps/slats, they may be selected up. This is to reduce the possibility of damage to the flaps occurring due to any contaminant accretion. Special procedures for securing the aircraft are discussed in the cold weather briefing note.
A319/A320/A321 FLIGHT CREW TRAINING MANUAL NORMAL OPERATION BRIEFINGS PERFORMANCE 1.02.33 Page 9
REV 21 MAY 98
06 - COMPLETION STANDARDS
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Correct application of Special Operations requirements.
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Ensures crew crosscheck of calculated data.
07 - COMMON ERRORS
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Use of inappropriate charts.
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Lack of parameters cross-check.
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Take-off data not updated in case of unexpected change in runway status.
A319/A320/A321 FLIGHT CREW TRAINING MANUAL NORMAL OPERATION BRIEFINGS PERFORMANCE 1.02.33 Page 10
REV 21 MAY 98
01 - TRAINING OBJECTIVE
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To be aware of aircraft climb performance (CFIT)
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To be aware of aircraft descent performance
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To make full use of FMGS capabilities (constraints...)
02 - SCHEDULE
Briefing duration : 15 minutes
03 - EQUIPMENT
.
FMGS Freeplay Trainer
DOC references :
.
QRH Chapter 4
.
FCOM 3.05.10 / 30
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