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The ground detection condition has been expanded as well, albeit only for the partial ground spoiler exten-sion, to address failures of ground detection sensors.
4.2. Changes introduced to limit runway excursions
The changes introduced by the new SEC 120 standard are highlighted in bold.
Complete ground spoiler extension conditions
qGround spoilers armed or speed brake lever in non retracted position
(fig. 8).
..Both main landing gears seen
on ground.
..Both thrust levers at or below
Idle notch or Reverse is select-ed on at least one engine (the other thrust lever must be be-low the Maximum Continuous
- MCT- notch).

qGround spoilers not armed (fig. 9)
..Both main landing gears seen
on ground.
..Reverse is selected on at
least one engine (the other thrust lever must be below the Maximum Continuous -MCT - notch, fig. 10).
Partial ground spoiler extension conditions
The partial ground spoiler exten-sion conditions have been expand-ed to mirror the full spoiler exten-sion conditions.
qGround spoilers armed or speed brake lever in non retracted position
..One main landing gear seen
on ground.
..Both thrust levers at or below
Idle notch. qGround spoilers not armed
..One main landing gear seen
on ground.
..Reverse is selected on at
least one engine (the other thrust lever must be below the Maximum Continuous -MCT - notch).
note

4.3. Changes introduced to limit bounces at landing
A new spoiler extension logic is proposed on the SEC 120 to mini-mize the magnitude of the bounce in the event of an inappropriate thrust lever position during the flare.

The Airbus Safety Magazine Issue 9 | FEBRUARY 2010
Catherine BONNET
Group Manager Weight and Balance Operational Performance Customer Services

Incorrect pitch trim

setting at takeoff

1. Introduction
In 2008, an A330 flight crew was surprised by the rapid rate of ro-tation of the aircraft at takeoff.
Analysis of the flight revealed that the crew selected an errone-ous takeoff pitch trim setting. This trim setting was based on a Takeoff Center of Gravity (TOCG) deter-mined through a simplified load and trim sheet calculation method. This TOCG did not correspond with the aircraft’s CG at takeoff.
This event highlights three issues: qThe AFTER START proce-dure, which calls for the setting of the pitch trim according to the CG indicated on the ECAM, was not properly applied. qThe pitch trim setting was set according to a load and trim sheet TOCG instead of the ECAM CG. qThe TOCG on the load and trim sheet was erroneous, because of the simplified TOCG calculation method.
The aim of this article is to: qExplain why this simplified TOCG calculation method can lead to differences between the calculated TOCG and the real TOCG at brake release. qPropose an improved simplified TOCG calculation method. qHighlight the existing Standard Operating Procedures (SOP) re-lating to the TOCG.
　
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本文鏈接地址：Safety First The Airbus Safety Magazine Edition February 2010(4)