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Takeoff and Departure Operations
Preventing Tailstrike at TakeoffFlight Operations Briefing Notes
Flight Operations Briefing Notes
Takeoff and Departure Operations
Preventing Tailstrike at Takeoff
I Introduction
A tailstrike occurs if the tail of an aircraft touches the runway during takeoff or landing.It can occur with any type of aircraft although long aircraft may be more prone totailstrike, because tailstrike occurrence is directly related to pitch attitude versus
aircraft geometry and main landing gear status.
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Takeoff and Departure Operations
Preventing Tailstrike at TakeoffFlight Operations Briefing Notes
II.2 Operational Consequences
Flight crewmembers may not always be aware that a tailstrike has occurred at takeoff,because the impact may not be felt. Analysis of in-service events indicates that,in some cases, the tail scraped the runway, so gently, that it was not detected bythe flight crew. In such cases, the flight crew may be alerted of a suspected tailstrikeby passengers, cabin crewmembers, crew from other aircraft near the runway, ATC orground personnel.
As a result, the flight crew will then be aware that the fuselage skin is probablydamaged, and that the cabin must, therefore, not be pressurized. Cabin vertical speedtherefore may become the same as aircraft vertical speed, which should then be limitedfor passenger comfort.
Flight at an altitude that requires a pressurized cabin must be avoided, and a diversionto a suitable airport must be performed so that damage assessment can take place.
N o t e : In the event of a tailstrike, refer to the applicable FCOM procedure.
III Operational and Human Factors Involved in Tailstrikes at Takeoff
Analysis of in-service events highlights that the following factors may reduce, whencombined, the tail clearance margin (i.e. distance between the aircraft tail andthe ground) at takeoff:
Early rotation
Rotation technique
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Takeoff and Departure Operations
Preventing Tailstrike at TakeoffFlight Operations Briefing Notes
N o t e :
More information on operational and human factors affecting takeoff speed computationand utilization is available in the Flight Operations Briefing NoteUnderstanding TakeoffSpeeds.
III.2
Rotation Technique
Rotation rates that are too fast increase the risk of tailstrike, whereas rotation ratesthat are too slow increase the takeoff distance and takeoff run.
If the established rotation rate is not satisfactory, the pilot must avoid rapid and largecorrections, which cause sharp reaction in pitch from the aircraft.
If, to increase the rotation rate, a further and late aft sidestick (or control column, asapplicable) input is made around the time of liftoff, the possibility of a tailstrike issignificantly increased. This is especially a risk on aircraft that may have a large inertia(e.g. long aircraft) since the initial rotation rate produced by a given sidestick (or
control column, as applicable) input takes time to build up (when the rotation rate hasdeveloped, it remains relatively constant for a stick position).
For long aircraft, the sensory feedback provided to the flight crew, during rotation, isdifferent to that provided for shorter aircraft due to the length of the fuselage and itsflexibility:
The aircraft is longer, therefore for a same rotation rate, the local verticalacceleration sensed by the flight crew is higher.
D t th fl ibilit f th i ft fi tl th il t d l i th t ti
http://www.airbus.com/store/mm_repository/safety_library_items/att00003116/media_object_file_FLT_OPS-TOFF_DEP_SEQ07.pdfhttp://www.airbus.com/store/mm_repository/safety_library_items/att00003116/media_object_file_FLT_OPS-TOFF_DEP_SEQ07.pdfhttp://www.airbus.com/store/mm_repository/safety_library_items/att00003116/media_object_file_FLT_OPS-TOFF_DEP_SEQ07.pdfhttp://www.airbus.com/store/mm_repository/safety_library_items/att00003116/media_object_file_FLT_OPS-TOFF_DEP_SEQ07.pdfhttp://www.airbus.com/store/mm_repository/safety_library_items/att00003116/media_object_file_FLT_OPS-TOFF_DEP_SEQ07.pdfhttp://www.airbus.com/store/mm_repository/safety_library_items/att00003116/media_object_file_FLT_OPS-TOFF_DEP_SEQ07.pdf -
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Takeoff and Departure Operations
Preventing Tailstrike at TakeoffFlight Operations Briefing Notes
For a given configuration, the lower the VR the higher the risk of tailstrike.The minimum VR is determined by VMU, therefore, when VMU appears as the limit inthe computed takeoff speeds, the tailstrike margin is reduced.
III.5
Erroneous CG Position / Trim Setting
The main purpose of the pitch trim setting for takeoff is to provide consistent rotationcharacteristics. If, for any reason, the trim setting does not match the CG position,
the aircraft will not rotate as usual (Figure 1):
With a forward CG or the pitch trim erroneously set to the nose-down direction,the flight crew will notice that the aircraft is heavy to rotate, and that aircraftrotation will be very slow in response to the usual takeoff control input
With an aft CG or the pitch trim erroneously set to the nose-up direction, the flight
crew might have to counteract an early autorotation, until VR is reached.
Takeoff TrimGreen Band
Aircraft heavyto rotate
OOuutt ooffttrriimmaatt FFWWDD CCGG
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Takeoff and Departure Operations
Preventing Tailstrike at TakeoffFlight Operations Briefing Notes
III.7
IV
IV.1
Shock Absorber Oleo Inflation
The correct extension of the main landing gear shock absorber (and thereforethe nominal increase in tail clearance during rotation) relies on the correct inflation ofthe oleos. An under inflated oleo-pneumatic shock absorber will decrease the tailclearance.
Preventive Strategies and Lines of Defense
Preflight
Takeoff Flaps Configuration
When performance limits the takeoff weight, the flight crew uses the maximum thrustavailable and select the configuration that provides the highest takeoff weight.
When the actual takeoff weight is lower than the maximum permitted weight, the flightcrew uses a flexible takeoff thrust. For a given aircraft weight, several flapconfigurations are possible. Usually, the flight crew selects the configuration thatprovides the maximum flexible temperature, in order to increase the engine lifespan.
N o t e :
The first degrees of flexible thrust have an impact on maintenance costs about 5 times
higher than the last one.
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Takeoff and Departure Operations
Preventing Tailstrike at TakeoffFlight Operations Briefing Notes
N o t e :
The verification of the oleo-pneumatic shock absorbers is performed bythe maintenance personnel. There are no means to check that the pressure is correct,during the pilot external inspection. However, the flight crew should check for
asymmetry between both landing gears, and for any visible hydraulic leak.
IV.2
Crew Rotation Technique
At VR, the flight crew should initiate the rotation with a smooth positive backwardsidestick (or control column) input in order to achieve a continuous rotation rate ofapproximately 3/sec. Avoid aggressive and sharp inputs.
The higher the inertia of the aircraft is (e.g. long aircraft), the more it is importantto initiate the rotation with a smooth positive nose up order.
Figure 2 indicates the sequence for a standard takeoff. However, flightcrewmembers should keep in mind that this sequence can vary depending on
the scenario (e.g. windshear), and the PF should be ready to react in any abnormalsituation.
POWER SET
Aircraft rollingStick half forward
80 kts 100 Kts
Release stick to neutral
ROTATE
towards pitch targetWhen airborne, follow SRS
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Takeoff and Departure Operations
Preventing Tailstrike at TakeoffFlight Operations Briefing Notes
IV.3
V
Training Programs
Tailstrike prevention should be part of the recurrent training program due to the factthat many flight crew actions can be improved to help minimize the risk of a tailstrike.
Airbus has released a new document, in electronic format called Tailstrike Avoidance
e-briefing.
The Airbus e-briefing provides various types of information in a single document, forpilot self-education and/or instructors briefing, including: Text, video (e.g. rotationtechnique), powerpoint presentations and audios.
Relevant technical data in the Flight Crew Operating Manual (FCOM), such as aircraftgeometry limits or pitch attitude after liftoff, also provides an awareness of the aircraftcharacteristics, which helps to avoid a tailstrike.
Summary of Key Points
The following key points will help to reduce the risk of tailstrike at takeoff:
Visually check for any asymmetry between both landing gears and for any visibilehydraulic leak, before the flight
Carefully crosscheck the takeoff data with other flight crewmember
Select the appropriate flaps setting option; consider using a higher flaps
configuration
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Takeoff and Departure Operations
Preventing Tailstrike at TakeoffFlight Operations Briefing Notes
VI
Associated Flight Operations Briefing Notes
The following Flight Operations Briefing Notes provide complementary information andcan be consulted to obtain a complete overview on the subject of tailstrike avoidance at
takeoff:
Understanding Takeoff Speeds
Conducting Effective Briefings
Standard Calls
VII
VIII
Airbus References
Flight Crew Operating Manual Bulletins (All Airbus aircraft) Avoiding Tailstrikes
A318/A319/A320/A321 & A330/A340 Flight Crew Training Manuals NormalOperations Takeoff Tailstrike Avoidance
A330/A340 e-briefing Tailstrike Avoidance
Additional Reading Materials / Websites References
Flight Safety Foundation Accident Prevention May 2005
N o t e :
This doc ment is a ailable on the Flight Safet Fo ndation ebsite
http://www.airbus.com/store/mm_repository/safety_library_items/att00003116/media_object_file_FLT_OPS-TOFF_DEP_SEQ07.pdfhttp://www.airbus.com/store/mm_repository/safety_library_items/att00003109/media_object_file_FLT_OPS-SOP-SEQ06.pdfhttp://www.airbus.com/store/mm_repository/safety_library_items/att00003109/media_object_file_FLT_OPS-SOP-SEQ06.pdfhttp://www.airbus.com/store/mm_repository/safety_library_items/att00003106/media_object_file_FLT_OPS-SOP-SEQ04.pdfhttp://www.airbus.com/store/mm_repository/safety_library_items/att00003106/media_object_file_FLT_OPS-SOP-SEQ04.pdfhttp://www.airbus.com/store/mm_repository/safety_library_items/att00003109/media_object_file_FLT_OPS-SOP-SEQ06.pdfhttp://www.airbus.com/store/mm_repository/safety_library_items/att00003116/media_object_file_FLT_OPS-TOFF_DEP_SEQ07.pdf -
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Landing Techniques
Preventing Tailstrikes at LandingFlight Operations Briefing Notes
Flight Operations Briefing Notes
Landing Techniques
Preventing Tailstrike at Landing
I Introduction
A tailstrike occurs when the tail of an aircraft touches the runway during takeoff orlanding. It can occur with any type of aircraft, although tailstrikes occur more oftenwith long aircraft, because tailstrike occurrence is directly related to pitch attitudeversus aircraft geometry, and the status of main landing gear extension.
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Landing Techniques
Preventing Tailstrikes at LandingFlight Operations Briefing Notes
Although most of landing tailstrikes are due to deviations from normal landingtechniques, some are associated with external conditions, such as turbulence and windgradient.
II.2 Operational Consequences
Tailstrikes at landing generally cause more damage than tailstrikes at takeoff becausethe tail may strike the runway before the main gear, and cause damage to the aft
pressure bulkhead.
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Landing Techniques
Preventing Tailstrikes at LandingFlight Operations Briefing Notes
The following factors increase the probability of a tailstrike during landing (Figure 2):
Figure 2
Operational & Human Factors Involved in Tailstrikes at Landing
Prolongedhold-off for a
smooth
touchdown
A decrease in speed
(well below Vapp)before the flare
Sink rate too high just
before the aircraft reaches
the flare height
Flare too high
Crosswinds not handled correctly
Bounce at touchdown
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Landing Techniques
Preventing Tailstrikes at LandingFlight Operations Briefing Notes
Flare Too High
A flare that is too high can result in a combination of decreased airspeed and a longfloat. Since both increase the aircrafts pitch attitude, the result is reduced tailclearance.
Prolonged Hold-Off for a Smooth Touchdown
As the pitch attitude increases, the flight crew must assess the aircrafts position inrelation to the ground.
Bounce at Touchdown
In the case of a bounce at touchdown, the flight crew may decide to increase the pitchattitude, to ensure a smooth second touchdown. If the bounce results from a firm
touchdown associated with a high pitch rate, it is important for the flight crew to controlthe pitch, so that it does not continue to increase.
Crosswinds Not Handled Correctly
When the aircraft is close to the ground, the wind velocity tends to decrease, andthe wind direction tends to turn (direction in degrees decreasing in northern latitudes).
The flight crew must be aware that during the approach phase, and especially duringthe flare, a crosswind effect could suddenly increase the pitch of the aircraft, and resultin tailstrike.
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Landing Techniques
Preventing Tailstrikes at LandingFlight Operations Briefing Notes
PNF callouts during the final approach are essential to alert the PF of any excessivedeviation of flight parameters, and/or excessive pitch attitude at landing. Followinga PNF flight parameter exceedance callout, the suitable PF response will be to:
Acknowledge the PNF callout, for proper crew coordination purposes
Take immediate corrective action to control the exceeded parameter back intothe defined stabilized conditions
Assess whether stabilized conditions will be recovered early enough prior to landing,
otherwise initiate a go-around.
Flare
The flight crew should adapt the flare height to the aircraft inertia: It is imperative that
the aircraft reaches the flare height at the appropriate airspeed and flight path angle.
The aircraft should be in trim at the start of the flare. For A300/A310/A300-600aircraft, the flight crew should avoid the use of pitch trim during the flare, or after
touchdown.
During the flare, the flight crew should concentrate on the pitch and roll attitude, usingexternal visual cues.
Finally, the flight crew should set the pitch rate to zero prior touchdown.
Landing
The flight crew should avoid holding off the aircraft in an attempt to make
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Landing Techniques
Preventing Tailstrikes at LandingFlight Operations Briefing Notes
Continue the landing
Keep thrust at idle
Be aware of the increased landing distance.
In case of a more severe bounce, the flight crew should not attempt to land, becausethe remaining runway length might not be sufficient to stop the aircraft.
For more information, refer to the Flight Operations Briefing NoteBounce Recovery
Rejected Landing.
http://www.airbus.com/store/mm_repository/safety_library_items/att00004746/media_object_file_FLT_OPS-LAND-SEQ09.pdfhttp://www.airbus.com/store/mm_repository/safety_library_items/att00004746/media_object_file_FLT_OPS-LAND-SEQ09.pdfhttp://www.airbus.com/store/mm_repository/safety_library_items/att00004746/media_object_file_FLT_OPS-LAND-SEQ09.pdfhttp://www.airbus.com/store/mm_repository/safety_library_items/att00004746/media_object_file_FLT_OPS-LAND-SEQ09.pdfhttp://www.airbus.com/store/mm_repository/safety_library_items/att00004746/media_object_file_FLT_OPS-LAND-SEQ09.pdf -
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Landing Techniques
Preventing Tailstrikes at LandingFlight Operations Briefing Notes
V Summary of Key Points
The following key points will help the flight crew to reduce the risk of tailstrike atlanding:
Fly a stabilized approach (i.e. pitch, thrust, flight path angle, VAPP)
Do not chase the glide slope when close to the ground, and carefully monitor
the pitch and sink rate Adapt the flare height to the aircraft inertia
Reinforce PNF callouts during final approach to prevent excessive deviation of flightparameters (e.g. high sink rate when close to the ground, a decrease in speedbelow VAPP, etc.)
Maintain the pitch attitude prior to touch down
Do not hold off the aircraft to make an extra smooth landing
Do not wait to bring the nose wheel to the ground just after main landing geartouchdown
Avoid increasing the pitch, or letting the pitch increase (e.g. ground spoilers effect)after a bounce.
Perform a walk-around inspection to detect any marks that might have resulted froma tailstrike that was not noticed during the landing.
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Landing Techniques
Preventing Tailstrikes at LandingFlight Operations Briefing Notes
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Avoiding Tail StrikeAvoiding Tail Strike
Operational Liaison Meeting FBW aircraf
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4 ContentContent
z Statistics
z Most common causes
z Factors affecting the margins
z Aircraft design featuresz Operational recommendations
z Conclusions
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4 StatisticsStatistics
Total number of events
10
15
20
25
30
35
40
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4 StatisticsStatistics
10
15
20
25
30
35
40
45
50
Cumulative number of events per million d
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4 StatisticsStatistics
64%
25%
9% 2%
Per flight phases:
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4 StatisticsStatistics
Events at T/O per million of departures
4
6
8
10
12
14
1618
20
A320
A321
SA
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4 StatisticsStatistics
Events at landing per million of departures
2
4
6
8
10
12
14
16
18
20
A320
A321
SA
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4 Most Common CausesMost Common Causes
z At takeoff Excessive rotation rate
Increasing rotation rate, rotation in two steps
Premature rotation VR computation error
Over-rotation
Improper use of FD pitch command barAggressive rotation into FD pitch bar
Improper pitch trim setting
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4 Most Common CausesMost Common Causes
z At landing
Unstable approach
Large thrust and pitch attitude variations
Too high sink rate close to the ground
Too low airspeed and high pitch attitude
Flare/landing technique
Improper flare initiation height Too high, leading to significant speed drop
Too low, leading to high pitch rate
improper anticipation of aircraft inertia
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4 Most Common CausesMost Common Causes
z At landing (contd)
Turbulence, wind shear/downburst
Bouncing at landing
Pitch rate not stopped after touchdown
Aft stick order not released
Pitch up effect at spoiler extension not controlle
Pitch increase, attempting to smooth the second
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4 Factors affecting the marginsFactors affecting the margins
Ground Clearance Geometry
Pitch attitude to ground c
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4Factors affecting the margins (Takeoff)Factors affecting the margins (Takeoff)
The rotation speed VR :Margin increases with VR / VR min , and V2
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4 Factors affecting the margins (TakeFactors affecting the margins (Takeo
Performance
takeoff
Performance
takeoff
Typical in-service
Ris
tai
Pitch angle
Back stick
Sidestickin pitch Time
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4 Factors affecting the margins (TakeFactors affecting the margins (Takeo
z Other factors to be considered at TO Thrust to weight ratio
margin is decreasing with more FLEX
Configuration is not a factor for same rota But for the same side stick input, the margin inc
flaps
Large lateral side stick input Spoilers extension modify the lift to AOA ratio, t
margin
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4 Factors affecting the margin (LandinFactors affecting the margin (Landin
The airspeed at touchdown The flare technique
AircraftGeometry limit at
touchdown
Pitch attitude attouchdown(Vapp - 8)
Cle
A319 15.5 7.7
A320 13.5 7.6
A321 11.2 6.6
*
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4 Factors affecting the margin (LandinFactors affecting the margin (Landin
z Other factors to be considered at landing High and increasing pitch rate at touch do
Large lateral side stick inputs
Excessive vertical speed
Aircraft inertia
Thrust reduction height
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4 Aircraft design featuresAircraft design features
z Properly designed direct law for TO: Pitch rate damping on all Airbus FBW exc
z In addition for A340-600:
Take-offRotation Law
Automatic pitch trim setting, function of C
start and for touch-and-go
TRIM SETTING DISAGREE ECAM mess
CONFIG (comparison of MCDU PERF T/
actual pitch trim setting and CG from FCM
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4 Aircraft design featuresAircraft design features
GainPitch rate-
Direct law
PitchRA
-
Tail distanceprotection
Ga
integ
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4 Aircraft design featuresAircraft design features
z Pitch limit i
provided: At take-o
From po
3 sec af
Maximu
optimize
14 (for
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4 Operational recommendationsOperational recommendations
z For takeoff Cross check TO speeds and trim setting
Be aware of turbulence
Initiate rotation at VR (not before)
Make a positive side stick input to initiate
rotation rate
it is always better to release the stick if the rotat
never add pitch up input when the rotation rate
Adapt the rotation rate to circumstances
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4 Operational recommendationsOperational recommendations
z For landing Fly a stabilised approach (pitch, thrust, fli
Do not chase the G/S close to the ground
Progressively give priority to the pitch and the s
Adapt the flare height to the aircraft inertia
Monitor the global energy
Co-ordinate thrust reduction with speed, verticatouchdown with thrust at idle
Zero the pitch rate prior touch down
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4 Operational recommendationsOperational recommendations
z Bouncing Freeze the pitch attitude
pitch up effect of spoiler extension may have to
Do not attempt to soften the second touch Increasing the pitch
Adding thrust
If the bounce is too large: Initiate a go around maintaining the pitch attitud
Do not attempt to avoid a temporary touch down
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4 Operational recommendationsOperational recommendations
Reinforcement of PNF specific call outs for excess
pitch attitude on take off and landing
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4 ConclusionsConclusions
Apply proper rotation technique at take of
Fly a stabilized approach
Avoid excessive sink rate close to the gro
Control the pitch in case of bounce
Enhance pitch awareness
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4 ConclusionsConclusions
z During transition training course (standarrecurrent training, outline the following fa
Specific geometry limits
Specific TO rotation technique
Specific flare and derotation technique
PNF pitch attitude monitoring
z Refer to SOP and FCOM Bulletins
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4
I hope it will not
happen to me!
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So how does it handle wind? It doesn't, youdo. If you start on profile, as you descend,you'll notice that a large tailwind will trend togive an answer less than the track miles torun on the bottom of the FPLN page. So youneed to modify the profile with more speed,speedbrake or more track miles.
A large headwind would require the use of
60nm 300kt
48nm 300kt F110
10kft / 30nm
15kft / 45nm
20kft / 60nm
25kft / 75nm
How to Monitor the Descent - Descent Profile Management
Notional 3 G/S at VAPP
3 x profile + delta V
4 x profile
At ToD, multiply FL by 4; this gives notional Dmultiplied by 3 = notional 3 G/S distance. (Y
should be altitude divided by 3 but multiplicatwash!!)
Continue with FL x 4 at 300kt down to FL150above VAPP (call it 150kt for simplicity), pink li
F130 at 300kt with a VAPP of 140kt (KISS = 1(13 x 3) + (150/10) = 39 + 15 = 54nmNow look at the FPLN distance to go; compa54nm, say 49nm, you're high by 3 times the d
So now we sF110 at 250(11 x 3) + 10when crossi
Use speedb
attain profile
80nm 300kt
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PFPF PNFPNFCommon LR
UNRELIABLE SPEED INDICATION
LR - Version 01e
IAS Fluctuations
Flight parameters abnormal correlation
Abnormal AP/FD/ATHR behavior
Undue stall warning or overspeed warning
When indicated speed aerodynamic noise
When indicated speed aerodynamic noise
Suspect unreliable
speed indication
WrongWrongAP / FD
WrongOKFPV
WrongOKV/S
WrongOKALT
WrongWrongIndicated speed / Mach
sta t ic P i t o t F a i lu re
P r o b e s s c h e m a t i c
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PFPF PNFPNFCommon LR1. PITOT PROBES BLOCKED
FLIGHT IS FROZEN TO PERMIT THE PROCEDURE APPLICATION ON THE M/FTD
DETECTION
FLIES THE AIRCRAFT
NAVIGATES
CONSIDER AUTOMATION USE
E C A M A C TIO N S
DECISION
ECAM PROCEDURE
SYSTEM DISPLAY
STATUS
RETURN TO NORM AL TASK SHARING
LD G D I S TLDG DIST
WEATHERWEATHER
OPERATIONAL AND
COMMERCIAL
CONSIDERATIONS
OPERATIONAL AND
COMMERCIALCONSIDERATIONS
NOTIFYNOTIFY
DECISIONDECISION
OPS OPS
PURSER /PAXPURSER /PAX
ATCATC
STATUS,or
SUMMARY
PFCOMMUNICATES
Check IAS indications
All indications may be c o n s i s t e n t
BUT equally u n r e lia b le !
ALT
V/S
FPV
Remain c o r r e c t
in this case
A330 / A340-600 : A340-300 :
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PFPF PNFPNFCommon LR
PROBES SCHEMATIC
ADR 1 ADR 3 ADR 2
Normal display
Reconfigurations
CAPT
probes
STBY
probes
F/O
probes
PFD 1 PFD 2
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PFPF PNFPNFCommon LR1. PITOT PROBES BLOCKED
FLIGHT IS FROZEN TO PERMIT THE PROCEDURE APPLICATION ON THE M/FTD
DETECTION
FLIES THE AIRCRAFT
NAVIGATES
CONSIDER AUTOMATION USE
E C A M A C TIO N S
DECISION
ECAM PROCEDURE
SYSTEM DISPLAY
STATUS
RETURN TO NORM AL TASK SHARING
LD G D I S TLDG DIST
WEATHERWEATHER
OPERATIONAL AND
COMMERCIAL
CONSIDERATIONS
OPERATIONAL AND
COMMERCIALCONSIDERATIONS
NOTIFYNOTIFY
DECISIONDECISION
OPS OPS
PURSER /PAXPURSER /PAX
ATCATC
STATUS,or
SUMMARY
PFCOMMUNICATES
Check the 3 airspeed indications
All indications may be c o n s i s t e n t
BUT equally u n r e lia b le !
ADR 1
ADR 3
ADR 2
SPEED > VFEFWC
SPEED > VFE OR
SPEED > VFE
At least one ADR speed > VFE or VMO/MMO OVERSPEED warning
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PFPF PNFPNFA330/A340-600
UNRELIABLE SPEED INDICATION
MEMORY ITEMS
B e l o w T H R R E D A L T : TOGA/15
THRUST/PITCH A b o v e T H R R E D A L T : CL/10 Below FL 100
CL/5 Above FL 100
AP.OFF
FD.OFF
A/THR..OFF
FLAPSMAINTAIN CURRENT CONFIG
SPEEDBRAKESCHECK RETRACTED
L/G.UP WHEN AIRBONE
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PFPF PNFPNFA340-300
UNRELIABLE SPEED INDICATION
MEMORY ITEMS
B e l o w T H R R E D A L T : TOGA/12.5
THRUST/PITCH A b o v e T H R R E D A L T : CL/10 Below FL 100
CL/5 Above FL 100
AP.OFF
FD.OFF
A/THR..OFF
FLAPSMAINTAIN CURRENT CONFIG
SPEEDBRAKESCHECK RETRACTED
L/G.UP WHEN AIRBONE
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PFPF PNFPNFCommon LRCommon LR1. PITOT PROBES BLOCKED
FLIGHT IS FROZEN TO PERMIT THE PROCEDURE APPLICATION ON THE M/FTD
DETECTION
FLIES THE AIRCRAFT
NAVIGATES
CONSIDER AUTOMATION USE
E C A M A C TIO N S
DECISION
ECAM PROCEDURE
SYSTEM DISPLAY
STATUS
RETURN TO NORM AL TASK SHARING
LD G D I S TLDG DIST
WEATHERWEATHER
OPERATIONAL AND
COMMERCIAL
CONSIDERATIONS
OPERATIONAL AND
COMMERCIALCONSIDERATIONS
NOTIFYNOTIFY
DECISIONDECISION
OPS OPS
PURSER /PAXPURSER /PAX
ATCATC
STATUS,or
SUMMARY
PFCOMMUNICATES
Check IAS indications
All indications may be c o n s i s t e n t
BUT equally u n r e lia b le !
ALT
V/S
FPV
Remain c o r r e c t
in this case
A330 / A340-600 : A340-300 :
QRH
2.00
A D R c h e c k p r o c
&
Un r e l ia b le sp e e d i n d i c a t i o n
Revert to pitch / thrust setting
references
Any doubt regarding speed indication
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PFPF PNFPNFCommon LR1. PITOT PROBES BLOCKED
FLIGHT IS FROZEN TO PERMIT THE PROCEDURE APPLICATION ON THE M/FTD
DETECTION
FLIES THE AIRCRAFT
NAVIGATES
CONSIDER AUTOMATION USE
E C A M A C TIO N S
DECISION
ECAM PROCEDURE
SYSTEM DISPLAY
STATUS
RETURN TO NORM AL TASK SHARING
LD G D I S TLDG DIST
WEATHERWEATHER
OPERATIONAL AND
COMMERCIAL
CONSIDERATIONS
OPERATIONAL AND
COMMERCIALCONSIDERATIONS
NOTIFYNOTIFY
DECISIONDECISION
OPS OPS
PURSER /PAXPURSER /PAX
ATCATC
STATUS,or
SUMMARY
PFCOMMUNICATES
Check IAS indications
All indications may be c o n s i s t e n t
BUT equally u n r e lia b le !
ALT
V/S
FPV
Remain c o r r e c t
in this caseALT
GSAvailable on GPS
A330 / A340-600 : A340-300 :
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PFPF PNFPNFCommon LR
ECAM PHILOSOPHY
LR - Version 02b
SITUATION ASSESSMENT / DECISION
DETECTION
E C A M A C TION S
E CA M P ROCE DURE
SYSTEM DISPLAY ( i f r e q u i r e d )
STATUS
LDG DISTLD G D IST
WEATHERWEATHER
OPERATIONAL AND
COMMERCIALCONSIDERATIONS
OPERATIONAL AND
COMMERCIALCONSIDERATIONS
NOTIFYNOTIFY
DECISIONDECISION
OPS OPS
PURSER /PAXPURSER /PAX
ATCATC
STATUS,or
SUMMARY
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PFPF PNFPNFCommon LR
F i r s t p i l o t w h o n o t i c e s :
MASTER CAUTION/MASTER WARNINGRESETANNOUNCE.....TITLE OF FAILURE
FLIES THE AIRCRAFT
NAVIGATES
1. DETECTION
If failure at takeoff:
400ft AGLNO ACTION unti l , with safe f l ight path established.
CONSIDER AUTOMATION USE : A/THR, AP
LRLR
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PFPF PNFPNFCommon LR2. ECAM PROCEDURE
ORDER.ECAM ACTIONS
ECAM ACTIONS COMPLETE.CHECK
CONFIRM. CLEAR name of SYS?
ECAM ....CONFIRM (using SD
and overhead panel)
ECAM ACTIONS.PERFORM
REQUESTCLEAR name of SYS?
ECAM..CLEAR
Both pilots should confirmirreversible/guarded actions
This is to be repeated for each failure displayed on theECAM.
Example :
LAND ASAP
*Task sharing:As soon as he announced ECAMACTIONS, the PF is in charge ofcommunications, until all the ECAM
actions have been completed.PF
A330 A340
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PFPF PNFPNFCommon LR3. SYSTEM DISPLAY Analysis
CONFIRM CLEAR name of SYS?
SYSTEM PAGE DISPLAYED.ANALYSE
REQUEST...CLEAR name of SYS?
SYSTEM DISPLAY..CLEAR
This is to be repeated until all the displayed system pageshave been reviewed, and the STATUS page is displayed.
I f a SYST EM page is displayed on the lower ECAM screen:
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PFPF PNFPNFCommon LR4. STATUS
CONFIRM..READ STATUS
CONFIRMCLEAR STATUS
REQUEST...STATUS?
STATUS .....READ
LIMITATIONS.....CHECK
PROC.....CONSIDER
LANDING DIST&SPEED INCREMENT..CHECKINOP SYS....CHECK
REQUESTCLEAR STATUS ?
STATUSCLEARANNOUNCEECAM ACTIONS COMPLETED
Landing distance and approach speed
computation:
For complex procedures (dual hydraulicfailure or electrical emergency
configuration): Use SUMMARY
For other cases:
Review FCOM procedure:
3
Applying ECAM procedure ensures
flight safety.However, referring to FCOM 3.02, if
t i m e p e r m i t s , may provide useful
additional information.
02ABN
-
EMER
RETURN TO NORMAL TASK SHA RING
QRH
1.00
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PFPF PNFPNFCommon LR5. SITUATION ASSESSMENT/DECISION
LDG DISTLDG DIST
WEATHERWEATHER
OPERATIONAL ANDCOMMERCIAL
CONSIDERATIONS
OPERATIONAL ANDCOMMERCIAL
CONSIDERATIONS
NOTIFYNOTIFY
DECISIONDECISION
OPS OPS
PURSER / PAXPURSER / PAX
ATCATC
STATUS, or
SUMMARY
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PFPF PNFPNFCommon LR6. SYNTHESIS
FLY / NAV
ECAM ACTIONS
(until STATUS page)
Consider:Normal C/L
OEB
Computer resets
CONTINUE ECAM
(STATUS page)
APPROACH C/L
ECAM APPROACHPROC (if any)
APPROACHPREPARATION
Briefing
DECISION
COM
T
EA
M
W
O
R
K
PF
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PFPF PNFPNFCommon LR
IRREVERSIBLE / GUARDED ACTIONS
CONFIRMATION
Confirmation from both pilots is required, when the action concerns:
How to proceed for confirmation ?
Master switch or
ADIRS control
PNFPNF
Hand on related control:
REQUEST...CONFIRM ?
ACTION.PERFORM
PFPF
ACTION...CHECK
ANSWER....CONFIRM
PNFPNFPFPF
ACTION...CHECK
ANSWER....CONFIRM
Hand on related control:
REQUEST...CONFIRM ?
ACTION.PERFORM
How to proceed for confirmation ?
Any guarded switchThrust lever is a PF actiongiven that it may influence flight path
!
PFPF
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PFPF PNFPNFCommon LR
IRREVERSIBLE / GUARDED ACTIONS
CONFIRMATION
Confirmation from both pilots is required, when the action concerns:
Master switch or
ADIRS control
How to proceed for confirmation ?
PNFPNF
Hand on related control:
REQUEST...CONFIRM ?
ACTION.PERFORM
PFPF
ACTION...CHECK
ANSWER....CONFIRM
PNFPNFPFPF
ACTION...CHECK
ANSWER....CONFIRM
Hand on related control:
REQUEST...CONFIRM ?
ACTION.PERFORM
How to proceed for confirmation ?
Any guarded switch
Thrust lever is a PF actiongiven that it may influence flight path
!
PFPF
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PFPF PNFPNFCommon LR2. ECAM PROCEDURE
ORDER.ECAM ACTIONS
ECAM ACTIONS COMPLETE.CHECK
CONFIRM.CLEAR
ECAM ....CONFIRM (using SD
and overhead panel)
ECAM ACTIONS.PERFORM
REQUESTCLEAR name of SYS?
ECAM..CLEAR
Both pilots should confirmirreversible/guarded actions
This is to be repeated for each failure displayed on theECAM.
Example :
LAND ASAP
*Task sharing:As soon as he announced ECAM
ACTIONS, the PF is in charge ofcommunications, until all the ECAMactions have been completed.
PF
Depending on the failure, , or , may be displayed, in
the right column of the ECAM procedure.
RED : Land at the next suitable airport.
AMBER : Assess the seriousness of the situation and consider the
selection of a suitable airport.
LAND ASAP LAND ASAP
LAND ASAP
LAND ASAP
PFPF PNF
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PFPF PNFPNFCommon LR
LANDING DISTANCE COMPUTATION
SYSFAILURE A NORM (1) - 1.1
FAILURE A 3 10 1.2
(1) If NORM is indicated for landing configuration, and if CONF3 is used, apply an additional 1.1 coefficient to the landingdistance.
Determine the landing
distance coefficient.
Determine the landingdistance in CONF FULLCONF FULL
without failure
Apply the coefficientdetermined above to thisdistance.
APPR SPD-LDG DIST CORRECTIONS
FOR FAILURES
LANDING DISTANCE WITHOUT
AUT OBRAKE CONF FULL
QRH
2.00
QRH
4.00
PFPF PNFPNF
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PFPF PNFPNFCommon LR
APPROACH SPEED COMPUTATION
Select CONF FULL
Read VREF = VLS CONF FULL
Add VREF to VREF Add wind correction, if applicable
Enter VAPP manually
If LDG in CONF 3 :
Select CONF 3
MCDU PERF APPRpage
LDG CONF
CONF 3
LDG CONF
FULL
VLSVAPP
VAPP = VREF + VREF + WIND CORRECTION (if applicable)
N o t e : T h i s c o m p u t a t io n m u s t b e d o n e a c c o r d i n g
to the appropriate weight at destination, so, with
F-PLN properly updated.
When applicable, VREF isgiven on the QRH.
In this case:
Wind correction only
applies when VREF islower than 20 kts.
If the ECAM shows a VLS :
PFPF PNFPNF
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PFPF PNFPNFCommon LR
APPROACH SPEED COMPUTATION
The ECAM shows a VLS, while the QRH shows a VREF .
VLS increase due to
the actualconfiguration VREF =
VLS CONF FULL
VLS OF THE
LANDING CONF
Speed increase for
handling qualities
Shown on PFD,
when landing
conf is
selected
VLSshown
on
ECAM
VREFshown
onQRH
PFPF PNFPNF
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PFPF PNFPNFCommon LR4. STATUS
CONFIRM..READ STATUS
CONFIRMCLEAR STATUS
REQUEST...STATUS?
STATUS .....READ
LIMITATIONS.....CHECK
PROC.....CONSIDER
LANDING DIST&SPEED INCREMENT..CHECKINOP SYS....CHECK
REQUESTCLEAR STATUS ?
STATUSCLEARANNOUNCEECAM ACTIONS COMPLETED
Landing distance and approach speed
computation:
For complex procedures (dual hydraulicfailure or electrical emergency
configuration): Use SUMMARY
For other cases:
Review FCOM procedure:
3
Applying ECAM procedure ensures
flight safety.However, referring to FCOM 3.02, if
t i m e p e r m i t s , may provide useful
additional information.
02ABN-
EMER
RETURN TO NORMAL TASK SHA RING
QRH
1.00
The PNF should not start reading the STATUS before confirmation from the PF.
For any priority reason Status analysis can be postponed by PF
e.g. C/L, ATC communication
In some cases, some other checks or actions may have to be performed, before reading the STATUS:
In case of failure at takeoff, the NORMAL TAKEOFF C/LNORMAL TAKEOFF C/L has to be performed
OEBOEB (if applicable) is to be applied at that time (Refer to QRH 6.00),
Computer resetsComputer resets may be considered (Refer to QRH 2.00)
QRH
6.00QRH
2.00