ATTACHMENTS Excerpts from the Airbus A300400 FCOM

航空

游客，如果您要查看本帖隐藏内容请回复

航空

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 APS 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

机型概述？？？

bocome

ATTACHMENTS Excerpts from the Airbus A300400 FCOM

tonyblairer

非常好，谢谢