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Go-around
FCTM REV.1.(6.JUN.05)
Second.Approach
If a second approach is to be flown, activate the approach phase via the PERF GO-AROUND page. The target speed moves according to the flaps lever setting, e.g..Green.Dot.for.Flaps.0.
Ensure correct waypoint sequencing during the second approach in order to have the missed approach route available, should a further go-around be required.
Diversion
Once the aircraft path is established and clearance has been obtained, modify the.FMGS.as.required.
If the ALTN F-PLN is in the active F-PLN perform a lateral revision, preferably at the TO WPT, to access the ENABLE ALTN prompt. On selecting the ENABLE ALTN prompt, the lateral mode reverts to HDG if previously in NAV. Fly the aircraft towards the next waypoint using HDG or perform a DIR TO to engage NAV.
If the ALTN F-PLN is in the SEC F-PLN, activate the SEC F-PLN and perform a DIR TO as required. The ACTIVATE SEC F-PLN prompt will only be displayed in HDG.mode.
If the ALTN F-PLN is not stored, make a lateral revision at any waypoint to insert a.NEW.DEST..Amend.the.route.and.CRZ.FL.as.required.
REJECTED.LANDING
A rejected landing is defined as a go-around manoeuvre initiated after touchdown.of.the.main.landing.gear.
Once the decision is made to reject the landing, commit to the go-around manoeuvre and do not be tempted to retard the thrust levers in a late decision to execute.a.landing.
Apply TOGA thrust. Ground spoilers will auto-retract and autobrake will disarm as a consequence. A CONFIG warning will be generated when the aircraft is still on the runway, with thrust applied and the flaps at FULL. Disregard this warning. If the AP was engaged, it will disconnect. If on the ground, continue de-rotation. Rotate only when the PNF has confirmed the thrust is set and the speed is above VAPP. When clear of the ground, with a positive ROC, select Flaps 3 if approach was made with Flaps FULL. The landing gear should be retracted when a positive ROC has been established with no risk of further touchdown. Thereafter.proceed.as.for.a.standard.go-around.
If.reverse.thrust.has.been.applied,.a.full.stop.landing.is.mandatory.
Reverse.side.blank
INTENTIONALLY
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Taxi-in
FCTM REV 1 (6 JUN 05)
BRAKE TEMPERATURE
Thermal oxidation is accelerated at high temperature. Therefore, if the brakes absorb too much heat, carbon oxidation will be increased. This is the reason why the brakes should not be repeatedly cycled above 500°C during normal operation. Furthermore, after heavy braking, the use of brake cooling fans could increase oxidation of the brake surface hot spots if the brakes are not thermally equalised. Thermal equalisation is achieved about 5 minutes after the high energy absorption event.
PARK BRAKE USE
When parked during normal operations, the Park Brake should be left ON.
Releasing the Park Brake does not have a significant effect on brake cooling. The very small air gap created between the discs hinders the transfer of heat energy through the brake unit. Leaving the Park Brake on allows the heat to be dissipated through the entire mass of the wheel assembly. This is not the case if brake cooling is used. The Park Brake should be released as this will enable cooling air to be forced through the gap between the discs and across the brake surface.
Unless operationally required, park brake use should be avoided if any brake temperature exceeds 500°C. In this case, brake cooling should be applied. FCOM 3.04.32 refers.
Any decision to release the Park Brake must be done in consultation with the ground engineer and only after confirmation that the wheel chocks are in place.
ADVERSE WEATHER
The techniques outlined in FCTM Ch 3 concerning operations on contaminated taxiways are applicable. Additionally, the flaps/slats should not be retracted after landing to avoid damage that might be caused by crushing any ice present in the flap/slat tracks. On arrival at the gate a visual inspection should be carried out, after engine shutdown, to ensure that the flap/slat areas are free of any contamination prior to retraction.
　
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