ATTACHMENTS Excerpts from the Airbus A300400 FCOM

航空发表于 2010-8-2 15:34:19

**** Hidden Message *****

航空发表于 2010-8-2 15:35:10

ATTACHMENT S Excerpts from the Airbus A300400 FCOM FACTUAL REPORT ATTACHMENTS DCA02MA001 .. ..., .:... .. .. . .... .., 2:: .;:v .i . . MAXIMUM TAXI WEIGHT WEIGHT (BRAKES RELEASE) MAXIMUM LANDING WEIGHT MAXIMUM ZERO FUEL WEIGHT" MINIMUM WEIGHT MAXIMUM TAKE-OFF . ..... ..-.' ..... . :..: : .. ! ~ KG POUNDS 172600 380580 771 700 375 590 140 000 308 700 123000 27! 210 90000 198410 ........ . . : . \ , I . . ! . C... ..... t VMCG . . . - 114 in 15/0 and 15/15 113 in 15/20 109.5 1 - WEIGHTWCENTER OF GRAVITY VMCA A. Center of gravity limits PERCENTAGE OF THE MEAN AERODYNAMIC CHORD, LANDING GEAR EXTENDED. THE MAC IS 6.608 METERS LONG (260.15 INCHES). STATION 0 IS LOCATED 6.3825 METERS (251.28 INCHES) FORWARDOF FUSELAGE NOSE. THE LIMITS OFTHE CENTER OF GRAVITY ARE GIVEN IN 120.6 in 1510and 15/15 120 in 15/20 117.0 : Aircraft Center of gravity must always be within presented limits regardless of fuel load. Maneuver on ground : - When the weight is higher than 152tons (335 160 Ib), do not exceed f 65" on nose wheel travel during towing. - When the weight is higher than 163.5tons (360520Ib), do not exceed a maximum taxiing speed of 15 kt during a turn. Code : 0030 us 8. Weight limitations - Maximum zerofuelweight is 130 DO0 kg (286 650 Ib) when maximum take off weight is below 170 500 kg - M(37a5x i9m5u0m Ib-)z.e rofuelweighti s 131 300 kg (288 810 Ib) when maximum take-off we1 ht is below 167 800 kg (369 920 1b)providedtheTRlhtankisemptyandthe CENTER tankdepleted (in accordance with applicable procedure, as described in FCOM 2.06.30 p B) prior to eke-off. Note : Residual CTR TK FQI reading is dependant upon aircraft pitch attirude and is nor to be considered as part of the ZNI! unless above 180 kg (400 Lbs). Under exceptional conditions following a take off at any weightwithin maxtakeoff weight and max landing weight an immediate landing is permitted provided overweight landing procedure is adhered to. Exceptional conditions are : .. aembneorrgmenacliiteiess wherein continuance 01 flight to destination is not possible. - 2 - SPEED VMCA-VMCG I ktCAS I M IAS I A. Maximum operating speeds The maximum operating limit speed VMO may lot be deliberately exceeded in any regime of flight (climb, cruise or descent). - VMO u 0 CAS (KT) GE Eng. : 80C2A5-80C2A5F R 1 .:.................................... ............................ .......................................................................................................................... ............ .................................................................................................................................................................................................................. ...... :.~.'.~:.~.~:.~:.f:,~.f:.~.f:.~:.~:.~:.~:.~:.~:.~:.:.:.~:.~:.~:.~:.~:.':.':.~:.~:.~.':.~:.~:.:.~:,~.~:,~:.~:,f:,.:,. I I 15 0 16 15 15 20 30 40 FUQHT CREW OPERATING MANUAL 1 7 1 250 kt 215 kt 205 k 175 M 0 P E RAT1 N G LI M lTATl0 N S AfRCRAFT GENERAL 2.01.02 I REV 22 ISEQ 8001 B. Maximum flapdslats speeds (VE) MAXIMUM SLATS/FLAPS EXTENDED SPEEDS OR OPERATING SPEEDS I Maximum operating altitude : 20000 ft I I SLATS 1 FLAPS I SPEED(IAS1 I C. Gear operating speeds VLO are the maximum speeds at which the landing gear may be extended or retracted : VLE is the maximum speed with landing gear extended : VLO extension : 270 kt/M 0.59 : 270 kt/M 0.65 VLO retraction : 240 kt/M 0.53 D. Kruger : If Kruger cannot be retracted, do not E. Manual pitch trim When operating with manual pitch trim only, do not exceed . . . . . . . . . . . . . . . . . . 285 WO.78 M exceed ....................... 300 ktr0.65 M 3 - MISCELLANEOUS A. Minimum flight crew I THE MiNlMUM FLIGHT CREW CONSISTS OF I 2 PILOTS. -. - I , . : i I R. Dispatchibiliiy For dispatch in the event of equipment failure or missing parts, refer to MEUCDL. C. Fiight maneuvering load acceleration limits : . CLEAN CONFIGURATION : 4-2.5gtO-1 g g\i-gkFI CONFIGURATION : + 2 g to I g HOLDING (SLATS EXTENDED) D. Operating performance limitations : (7) Environmental envelope I 0 0 - U 0 .o N0 0 I U 0 U Y Y0 m (2) Airport Operation limitations RUNWAY SLOPE (MEAN) . . . . . . . . . . . f 2 % Runway altitude ................... 8500 ft WIND : .TAIL WlND COMPONENT (TAKE-OFF AND . LANDING). .................... 1Okt . CROSS WIND (TAKE OFF AND LANDING) : R ... maximum demonstrated on dry and wet R 2 ) runway,, ...................... 32kt R x *... Max wind for passenger and cargo doors operation ........................ 60kt Mod : 7007 or (Mod : 7007/PW 4158) us @A30@600 FUQHT CREW OPERATINO MANUAL I 1. SYMBOLOGY AND DEFINITIONS PROCEDURES AND TECHNIQUES 1 2.02.01 GENERAL PAGE 1 I OPERATING SPEEDS - vs ................. ........... .................................................................................... ............................_............................................................ ........................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... ........ ...........................................................................................-.-............. ......... ................................................. ..... ...................................................................................................................................................................................................................................................................................................................................................................................................................................................................... .................................................................................................................................................................................................................................................... .................................................................................................................................................................................................................................. ...................................................................... .... ... ....... ...... . ' ............................................................................................................................................................... .. .................................................... . , R -VMCG R R R R - v1 - VR - v2 - VMCA - F .-:. , . : Minimum stalling s eed for a specified configuration, It is a tnction of the aircraft weight and altitude. : Minimum control speed on round at which Primary flight controls only, in case of a sudden. ailure of the critical engine (the other engine remaining at takeoff power). : Speed at which the pilot can make the decision, following failure of critical engine : either to continue take-off or to stop the aircraft. Represented by u 1 m on airspeed scale (or V1 value when out of range). : Speed at which rotation is initiated to reach V2 at an altitude of 35 feet. : Take-off safety speed reached before the altitude 35 feet with one engine failed. Represented by the SPEED SELECT symbol on airspeed scale as any speed selected on FCU. : Minimum control speed In flight at which aircraft can be controlled with 5" max bank, in case of failure of the critical engine, the other engine remaining attake-off power (take-off flaps setting and gear retracted). : Equal to 1.25 Vs Slats 15.Flaps 0 . It is the minimum speed at which the flaps may be retracted to 0". Represented by u F B on airspeed scale when the SLATELAP handle is in the 15/15 or 15/20 the aircraft can be controlle B by use of the . . configuration. - S : Equal to 1.25 Vs Slats 0 Flaps 0 , It is the minimum speed at which the slats may be . ...:. . . . . . . . . . . . . ' .. :.. retracted to '0". Represented by u.S D on airspeed scale when the SLATFLAP handle Is In the 15/0 configuration. - 0 (a GREEN DOT D) : ENGINE OUT OPERATING speed (BEST LIFT TO DRAG RATIO speed or DRIFT DOWN speed) in clean configuration. It corresponds also to the FINAL TAKE OFF speed. It is equal to205 k a t 120 t f 1 kt perton + 3 kt per 1 000 ft above 20 000 pt. Represented by uOm (green dot) on airspeed scale when the SLATFLAP handle is in the 0/0 configuration. N S : 0, FandS speeddisplayedare only valid, 8s manoeuvring speeds, when the SLATS/FLAPS 8~ in the commanded -- VVFREE F :: MReafxeirmpeonuscmietsi opsne . eedef odr euascehd s lafotsrf lapas ncoornmfigaul rfaintioanl approach, it E equal to 1.3 Vs Slats 30 /Flaps - VLS : 4L0o wceosntf i# eulreactitoanb.l e speed. It is represented by an amber strip along the airspeed scale which appears 5 seconds after lift-off. In the T10 schedule VLS = 1.2 Vs of the actual . . . ... ..' R R T/O configuration. .. ' In the LANDING Schedule VW = 1.3 Vs of the -a cCtuhaaln lgaen dinfrgo mco nfTig/Our attioon . landin schedule is triggered by SLATS/FLAk handle displacement (either retraction or extention, - CFange from landing to T/O schedule s triggered by LDG GEAR SHOCK absorber compression (NC on QTound). Above 25 000 ft VLS is calculated so that %ere is 0.3 g margin with respect to BUFFETING. In case of SLATS orland :LAPS JAMMING, 4 3 represents 1.3 Vs of the actual (ABNOPMALI configuration. : Stick shaker speed : Pe speed at Nhich the stick shaker is activated. t is represented by d red and black strip along the airspeed scale. It is equal to 1.128 Vs ia clean configuratiop, 1.11 Vs in other configurations. - Vss - VAPP : Final approach speed, + VAPPc an be computed based on VREFo r ~ L S: VAPP = VREF + VREF INCREMENT + WIND CORR, VAPP = VLS + VLS INCREMENT + WIND CORR. - In SLATS =/FLAPS 40 configuration, LLS = - VREF incrementsareconsidered in case offailures - aVfLfSe citnincgre tmhee mntas naeruev ceoranbsiilditeyr oerd th web s t?anlle mvierrg tihne, failure is not accounted in the VLS cp rmpmtion 1i.e. kruger retracted or rod spoilers inoperative). VREF, 2. WIND CORRECTION I -7 I WIND CORRECTION = (1/3 AVERAGE WIND) OR (GUST IF, HIGHER) I N B : 1. The average wind is the wind speed due reportedb y the ATlS or tnwer, irrespective 3f its direction. 2. Thegustis the differencedetween themaxmum wind speed and the average wind pees e.g. for a wind of 20.kVgustmg 25 kz the average wind speed is 20 &and tPe gust is (25-20) I 5 kt. + Apply WIND CORR only ifthere is notail-wind component + If MHR is used or when significant ice accretion is suspected : if WIND CORR < 5 kt, take WI JD CORR = 5 kt, + Maximum WIND CORR = 15 kt, + If LDG SPD INCREMENT ON VR :F c 20 kt ; maximum LDG SPD INCREME NT ON VREF + WIND ' CORR = 20 kt, + If LDG SPD INCREMENT ON VR IF > 20 kt , do not apply any WIND CORF FMS VAPP (on APPROACH page IS defined as : VAPP = VREF + (11 kt, if bndir 3 in 20/20) t 5 kt + WIND CORR. R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R t I 2.03.1 0 I STANDARD OPERATING PROCEDURES PAGE 1 @A300-600 WGW CREW OPERATING MANUAL I TAXI NOSE Light ........................ TAXI Select NOSE Light to TAXI day and night TAXI CLEARANCE ................ Obtained PARKING BRAKE ...................... OFF - Release the parking brake and check brake pressure ELAPSED TIME ...................... Start To record block time EXTERIOR LTS ..................... As req THRUST LEVERS .................... As req . In order to get the aircraft moving, little if an wer above idle thrust will be required (max 40% Nlr. grust should normally be used symmetrically. Once aircraft is moving little thrust is required. . The wing mounted engines are close to the ground. Avoid placing engines over unconsolidated or unprepared ground e.g over the edge of taxyways. Avoid high thrust settings at low ground speeds due to the risk of ingestion (FOD). BRAKES ........................... Check . Brakes can be checked once the aircraft is moving or while stopped. To check the brakes while sto ped, depress brake pedals with parking brake ON, sepect the parking brake OFF and check that the yellow hyd pressure is zero on the brake pressure triple indicator. The main purpose of the brake check is to check that green pressure has taken over and that yellow pressure is at zero on the brake pressure triple indicator. Note : Anypressure below 13Opsion the brake pressure . Thereafter the normal maximum taxi speed should be 30 kt in a straight line, 15 kt for a sharp turn. The ground speed is difficult to assess so monitor ground speed on ND. Do not "ride" the brakes, as 30 kt is exceeded, apply brakes smoothly and decelerate to 10 kt, release the brakes and allow the aircraft to accelerate again. . Below - 40" C, small braking inputs are required during Taxi.= will beindicatedin placeofthe braketemperatures while the temperatures are below 0". CAUTION If the brakes fail during ground o rations, immediately select the BRWAISKID sw to ETN-OFF and modulate the brakes with pedals. Brake pedals should be released when the #ISKID is switched OFF. Otherwise the pedal braking orders will be taken into account and the aircraft will react strongly. In an extreme emergency and only if pedals are ineffective with the antiskid OFF the aircraft may be stopped with the parking brake (full pressure application will occur). zero. . - trble indicator can be considered as zero. - If aircraft has beenC pAaUrkTeIdO iNn wet conditions for a long period, efficiency of first brakes application at low speed will be reduced. ECAM .................. Select WCTL page Mod: 5670 FLIGHT CONTROLS ................. Check At a convenient stage during taxi : 1. The PNF checl$ full travel and feel of the elevators and ailerons/spoilers, whilst monitoring on the ECAM F/CTL page. : If PlTCH FEEL pushbptron is selected OFFIR then ON, full traveland feel force ofthe elevators must be checked. 2. The PF holds the nose wheel steering handle to maintain theaircraft direction and checks fulltraveland feel of the rudder, whitst the PNF monitors the

f214216709 发表于 2010-10-26 08:23:18

机型概述？？？

bocome 发表于 2011-7-31 10:37:54

ATTACHMENTS Excerpts from the Airbus A300400 FCOM

tonyblairer 发表于 2022-1-13 20:32:25

非常好，谢谢

页: [1]

航空论坛_航空翻译_民航英语翻译_飞行翻译's Archiver

ATTACHMENTS Excerpts from the Airbus A300400 FCOM