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002 Safety First #19 | January 2015
NEWS
A makeover for Safety first!
Your magazine now features a new layout to improve the reading experience
and to ease the identification of subjects of interest:
Sections: each article is now allocated to one specific, colour coded section:
Procedures Operations
Aircraft General
Training
The entire Safety communication team hopes that you will enjoy these
changes, and wishes you a happy reading!
Safety
first #19
OPERATIONS
P06 - Tidy cockpit for safe flight
Flight operations P12 - Landing on contaminated
runways
Maintenance P26 - Understanding weight
& balance
Engineering P38 - Wind shear: an invisible
enemy to pilots?
Ground operations
06 Safety First #19 | January 2015
OPERATIONS
Tidy cockpit for safe flight
Tidy cockpit
for safe flight
One would not normally think of everyday life objects,
apparently as inoffensive as a pen or a cup of coffee, as being
a real threat to the safe operation of a commercial flight. Yet,
leaving them unsecured or forgotten in a cockpit could rapidly
turn them into real trouble makers
The aircraft dutifully answered this side 4 000 feet were lost in altitude during
stick motion and abruptly pitched its the dive, after which the flight contin-
nose down for around 20 seconds, ued uneventfully, but a few passen-
reaching a maximum 15 000 feet a gers and crew members were injured
minute descent rate. When the aircraft in the process.
OPERATIONS
Tidy cockpit for safe flight
This event is just one in too many reduced, an iPad the Pilot had
operational incidents over recent left on the throttles control mod-
years where a loose item left unse- ule became jammed between the
cured or forgotten in the cockpit is throttles and the fuel levers. When
involved. The following incident sum- the Pilot removed his iPad, both fuel
maries for example, illustrate some levers were activated, thus shutting
common and preventable scenar- down the two engines. The crew
ios related to unsecured or forgotten managed to recover the situation
items: safely and no one was injured.
During an aircraft landing, the roll- Other common situations are regu-
out jerks caused the pilots cap to larly heard of:
fall off right onto the Park Brake
handle because it was hung too Coffee cups placed on the glare
loosely. A jump seat rider present shield or pedestal: unexpected
in the cockpit at that time, was turbulence or unintentional bump-
quick to react and while attempting ing by the crew causes fluid to be
to secure the hat, he inadvertently spilled onto the cockpit control
turned the Park Brake handle and panels. Beverage spill onto elec-
set it ON. This obviously led to a tronic equipment may not neces-
rather abrupt stop and the aircraft sarily have an immediate effect on
tires to burst. Thankfully no one was the flight, but at best, it can lead to
injured in this event. an early and expensive overhaul of
the equipment.
On another aircraft in cruise, docu-
mentation that had been left on the Books placed on the glare shield or
center pedestal moved and inter- pedestal: these fall off and may oper-
fered with the rudder trim knob. ate some switches or pushbuttons,
This resulted in a sudden rudder such as a fuel lever being pushed off,
movement and unexpected aircraft or even de-select a radio frequency.
yaw, from which the pilot managed
to recover. Again thankfully no one Forgotten pens, cutlery (during
was injured. meals) or clipboards: as small as
they can be, they can get jammed
An aircraft with moving throt- in the controls typically the rudder
tles was approaching the Top Of pedals when they fall on the floor
Climb (TOC). At TOC, when thrust and move during flight.
The culprits
Establishing an exhaustive list of all This list could be longer, but it gives an
potential candidates that may inter- idea of the kind of common equipment
fere with the controls would be too likely to create hazards when left loose
long and ineffective. These items can in a cockpit.
include aviation-related items such
as portable GPS units, clipboards; The aircraft cockpit ergonomics are
non-aviation-related Portable Elec- designed to be as robust as possible
tronic Devices such as personal cell against these kind of threats. Where Prevention
phones or laptops; and personal items relevant, Airbus has developed modifi- is essential
such as clothing or carry-on items. cations to prevent the ingestion of for-
eign objects into the controls. The flap
and discipline
Following are the most common lever mechanism for instance is pro- in the cockpit is
objects that can be found unsecured tected by a brush covering the lever paramount
or forgotten in a cockpit: slot, thus efficiently preventing foreign
iPad objects ingress.
Laptop
Cell phone However, even a perfectly well-de-
Digital camera signed cockpit can never be fully pro-
Spectacles and sunglasses tected against the malicious behaviour
Scattered papers of unsecured objects. For this reason,
Pen prevention is essential and discipline in
Clipboards the cockpit is paramount.
Meal tray
Coffee or any beverage cup
Pocket calculator
Lighter
OPERATIONS
Tidy cockpit for safe flight
In fact, the solution against such events Then, we encourage flight crews
lies in one word: discipline. to incorporate the following simple
To help efficiently curb the number of checks in their preflight actions in
operational incidents involving a loose order to ensure their working environ-
item in the cockpit, pilots need to be ment is well secured for a flight:
vigilant and ordered.
Inspect the cockpit for forgotten
First, items that are brought in a cock- or misplaced items before take-off
pit must be put and stowed in their and ensure all are properly secured
dedicated compartment: and isolated from other equipment
in the cockpit. This also helps
Cups in the cup holders assure their availability throughout
Headsets not in use, on the hook the flight.
stowage Make sure all your personal items
Books and paper, if any, in the lat- such as hats and jackets, iPads or
eral stowage luggage are secured.
Trash in the waste bin in the lateral If necessary, remind jump seat rid-
console ers not to create distractions and
Meal trays on the floor behind the to adopt the same measures and
flight crew. The flight attendants same discipline against unsecured
should collect the meal trays as items.
soon as possible. And maintain this attitude and level of
Personal equipment properly se- alertness prior to AND during flight,
cured in the various stowage areas. putting a particular emphasis on the
The Pilot Pocket in particular, is the preparation for the approach phase
answer to where to stow valuable during the approach briefing prior to
items such as a portable GPS or descent.
cell phone.
Flight bags should be kept closed
after obtaining whatever was nec-
essary.
Landing on
contaminated
runways
Landing performance is a function of the exact landing
runway conditions at the time of landing. A simple statement
for a more complex reality. Indeed, knowing what exact
contamination is or remains on the runway at a given point
in time is often challenging.
compacted snow (solid contami- They are the ones for which sufficient
nant, its depth is irrelevant), historical data has been gathered
dry or wet snow, depth at or more and safe performance levels defined
than 3 mm - 1/8 inch (*) by EASA, assuming a homogeneous
water, slush, depth at or more than condition of the contaminant along
3 mm - 1/8 inch (*) runway length.
(*) DRY and WET normal runway conditions, without abnormal contamination by rubber or other pollution, are
by aeronautical language convention classed as non-contaminated.
Dry or wet snow, water and slush of a depth less than 3 mm - 1/8 inch or frost are considered equivalent to a
wet runway (non-contaminated).
A wet runway excessively contaminated by rubber, reported by NOTAM as Slippery when Wet as defined by
ICAO, is a contaminated runway. It is considered to have the same performance as snow (MEDIUM).
OPERATIONS
Landing on contaminated runways
A dynamic weather
Weather conditions evolve quickly the temperature leads to a change
and elude a forecast accurate of state of the contaminant: landing
enough to be compatible with performance is poor on dry ice, but
the sensitivity of landing perfor- can become non-existent if ice sur-
mance. As an example, Landing face is melting (here again, the -3C
performance is defined as GOOD temperature criterion is a necessary
when the runway is normally wet simplification).
(runways quickly drain water during Determining precisely when the pre-
showers with normal precipitation cipitation accumulation will become
rates). It might drop to MEDIUM TO critical or when the ice will start melt-
POOR with standing water accumu- ing in significant proportion is already
lation (the 3 mm water depth crite- a challenge when nothing interferes
rion is a necessary simplification to with it. Yet in reality, a number of other
represent this phenomenon). factors do interfere with this weather
Likewise, the estimated runway dimension and make it even more dif-
condition and resulting landing per- ficult to determine the actual runway
formance may be sensitive to temper- condition, not to mention an anticipa-
ature. It is the case especially when tion of it.
OPERATIONS
Landing on contaminated runways
Airport operations
Beyond these intrinsic difficulties of laterally from the landing gear.
having an accurate representation An aircraft taking off might also induce
of the runway condition, operations changes in the runway contamination
taking place on the runway modify along its take-off roll, thereby increas-
the runway condition at least in ing as well the heterogeneity of the
some places of the runway. An air- contamination throughout the runway
craft landing on a runway may change surface.
the depth of a contaminant if not its A more obvious case of impact of air-
nature. Indeed, it can for example port operations on runway contami-
induce a change of state at the touch- nation is any runway management
down point or along its deceleration action such as cleaning or de-icing.
path. The contamination will remain In many cases, de-icing fluids are
unchanged though on the un-trafficked applied only to a limited width along
last part of the runway or further away the runway axis.
Safety First #19 | January 2015 17
Although this sounds obvious, it means This translation is done by means of the
that what pilots need to know is not the Runway Condition Assessment Matrix
very physical details of the runway con- (RCAM) introduced earlier. The RCAM
ditions but rather how the performance includes, beyond DRY, WET and thin
of the aircraft might be affected, thus contaminants that are equivalent to
what they will need to do to still per- WET, 4 discrete levels of contamina-
form a safe landing. In other words, tion, each of which is associated with a
what pilots really need is a translation landing performance level.
of the runway condition into its practical
effects on the aircraft. The information provided to pilots of
runway condition may vary from one
Yet today, the information provided to country to another and from one air-
pilots on runway condition is not directly port to another. Lets review the three
What
a level of performance. One of the main categories of possible information pilots pilots need is a
challenges for pilots is to translate from
their vantage point in the cockpit of an
may get on runway condition before
discussing how they can be integrated
translation of the
approaching aircraft the sometimes to come up with a single, representa- runway condition
complex information provided to them tive, performance level. into its practical
on runway surface condition into a sin-
gle classification of the runway condi- effects onto the
tion landing performance level. aircraft.
Some rules do exist for pilots to inte- When PiRep of BA is lower than the
grate these various types of information. performance associated to contam-
inant type and depth in the RCAM,
As a general rule, the Related Landing it should be used to determine the
Performance level derived from the Related Landing Performance Level for
primary information (contaminant type in-flight landing performance assess-
& depth) prevails if considering other ment (downgrade). When PiRep of BA
sources of information would lead to is higher than the performance associ-
being less conservative than EASA ated to contaminated type and depth
regulation. in the RCAM, its use to determine the
Related Landing Performance Level is
When ESF is lower than the perfor- not supported (no upgrade) by EASA,
mance associated to contaminant type but under pilot responsibility in USA.
and depth in the RCAM, it should be
Safety First #19 | January 2015 21
Interfering with operations on except for the few airports in the world
an active runway equipped with above mentioned
automatic measurement devices for
Performing measures on a runway real-time water depth.
requires sending a measurement
vehicle on the runway (except for few Runway friction
airports equipped with contaminant Airport runway friction assessment can
depth automatic measurement be performed using a variety of devices
devices). For any airport, this could and vehicles that are based on an equally
induce a risk for active runways. wide palette of measurement principles
and ways of implementing these.
The time needed to perform the They are all subject to limitations that
measures affect the accuracy and reproducibility
of measurements. The correlation of
Even if the number of measurements data produced with them with aircraft
performed to assess the runway performance is challenged by factors
condition must remain limited despite such as test wheel size and inflation
the runway surface area, it takes some pressure, load on the test wheel, and last
time to perform them. On an airport but not least testing speed, which are all
that has infrequent winter weather at least an order of magnitude different
events and thus has limited equipment from those of the aircraft. Airport runway
and personnel available, the time for friction assessment should thus at best
a runway condition assessment and be considered as a way to monitor
runway cleaning may be very similar. trends rather than determine absolute
Yet, when weather piles up, both values. It can in no way be used as
are needed. The measurements then primary information to directly derive
allow for validating the success of the landing performance from.
cleaning operations.
The sustainability of the values
The limitation of measurement measured
tools
Measures are performed on a discrete
Contaminant depth basis not only space wise but also
Measuring the contaminant depth time wise. In other words, a measure
is done by means of tripods put is representative of whatever it
on the ground, or lasers, or FOD measures at the time of the measure.
cameras or in very few airports so far, Yet, actual conditions may quickly
sensors built into the runway surface. drift from a measurement performed
Whatever the tool, very dynamic at a given point in time.
weather conditions make it difficult to
perform an accurate measure. Heavy
rainfalls are among these conditions,
OPERATIONS
Landing on contaminated runways
BEST PRACTICE
MANAGEMENT OF FINAL APPROACH,
TOUCH-DOWN AND DECELERATION
With the rationale for the recommended 15% safety margin in mind, the man-
agement of final approach, touch-down and deceleration appear as key fac-
tors that deserve special attention upon landing on a contaminated runway.
The following tips are worth keeping in mind:
Understanding
Weight & Balance
To feel the aircraft response through the flight controls as
being heavier or lighter than anticipated at take-off can result
from a weight & balance inaccuracy. In fact, when the CG is
out of the operational limits, the safety consequences can be
far more critical than just a strange feeling.
What does actually lie behind the aircraft weight and the
%RC or %MAC mentioned on the load and trim sheet? What
do these limits account for? Beyond the compliance with
regulatory requirements dimension, lets take a journey through
the underlying physical phenomena at stake. But first lets take
a look at what can happen when the loading and C of G is
incorrect or becomes out of limits.
A VARIETY OF EVENTS,
A COMMON ORIGIN
Images of airplanes sitting on their tail or
experiencing a severe tail strike or even stalling
right after take-off unfortunately do not all
belong to the past. In recent years, commercial
aviation has faced multiple accidents or serious
incidents related to weight & balance issues.
Tail tipping
While being unloaded, a wide body lack of training of the load master
cargo aircraft tipped up on its tail. It on the aircraft type contributed to
turned out that a less than optimum the non-compliance with the correct
shift handover had taken place, and unloading sequence.
OPERATIONS
Understanding Weight & Balance
In order to well understand the impact of weight and balance on the stability and
maneuverability of the aircraft, it is worth getting back to the forces that apply to the aircraft,
and more specifically to focus on the vertical ones.
There are two of them, applying at distinct points along the aircraft longitudinal axis:
The Weight of the aircraft, applied at the Center of Gravity (CG) of the aircraft;
The Lift, applied at the Center of Pressure (CP).
The CG is further forward than the CP for aircraft stability reasons. Thus, the more distant the two points,
the bigger the pitch-down moment.
Center Center
of Gravity of Pressure
Lift
Weight
The distance between the CG and the CP induces a pitch down moment that needs to be compensated
for to keep the aircraft level. This is done through the Trimmable Horizontal Stabilizer (THS) that exerts a
downward force. This force applies at the THS, thus far from the CG; therefore it creates a big pitch-up
moment, but also increases the required overall lift to keep the aircraft level at the same time.
Center Center
of Gravity of Pressure
Lift
THS
Downward
force
Weight
Pitch up moment
Counter moment
OPERATIONS
Understanding Weight & Balance
CG forward
As explained earlier, the more distant increases the distance between the
the CG and the CP, the bigger the CP and the CG. A CG position further
pitch-down moment. Since for air- forward than the most forward position
craft stability reasons the CP is always of the operational envelope can affect
located behind the CG, a forward CG the safety of the flight in many ways.
CG aft
A CG aft position brings the CG close most aft position of the envelope can
to the CP. Yet, exceeding the CG lead to a variety of safety issues.
Go-around Take-off
In case of go-around, setting TOGA At lower take-off weight (for exam-
power induces a significant pitch-up ple for a positioning flight or short
moment that needs to be compen- leg flight), a CG position too far aft
sated for. The more aft the CG, the impairs the nose wheel controlla-
bigger the pitch-up moment. If the CG bility during taxi and at the begin-
is too far aft, and outside the enve- ning of the take-off run. Indeed, the
lope, the pitch-up moment induced weight of the aircraft being mostly on
by initiating the go-around may be too the main gear, the adherence of the
big to be compensated for. nose wheel to the ground is limited.
At low speed, high angle of attack and This is especially true on wet or con-
TOGA power, the pitch-up moment taminated runway surfaces. Until the
(fig.1)
increase due to having a CG position aircraft reaches a sufficient speed for
Tail strike at take off
too far aft, may also trigger the alpha the rudder to be effective, nose wheel
floor protection, thus prevent its suffi- steering is the only way to control the
cient compensation. aircraft. The nose wheel adherence is
even further reduced when full power
is applied for take-off due the induced
pitch-up moment.
This very light nose effect of too aft
a CG position also makes the rotation
so easy that it could as easily lead to
a tail strike (fig.1). In some cases, the
aircraft will self rotate without any
action by the pilot.
Safety First #19 | January 2015 33
Summary along the flight path of the main safety impacts of an ill-located CG
Safety First #19 | January 2015 35
Cargo loading: Although there are the difference may require to fill
relatively few errors on the cargo in the trim tank with a significant
weight there may be some in the impact on the CG. The fuel logic
distribution of containers; of the A340-500/600, A380, 350
is based on weight rather than vol-
Fuel weight and distribution: The ume. Therefore these aircraft types
fuel density used to perform the are less sensitive to this aspect;
calculation is not always the actual
density. It is indeed quite sensitive Calculation method: The figures
to temperature. A tank full in vol- used to calculate the CG position
ume doesnt always correspond to are rounded off.
the same weight. In some cases,
As a passenger, choosing your seat at the very last minute, when entering an aircraft relatively empty may be
exciting. From a weight and balance viewpoint, it is another story. Free seating means uncertainty in terms
of CG position, thus special caution to make sure the CG is within operational limits. Indeed, if free seating
doesnt affect the total weight of the aircraft, it affects weight distribution, even more so if the cabin is not
fully occupied.
In order to determine the aircraft CG position, the aircraft cabin is divided and modeled in several sections,
usually 2 to 4. The aircraft CG position is calculated based on each sections weight and relative CG position.
The assumption is that passengers are at the barycenter of the section.
When less than 80% of the seats are occupied in the cabin, not knowing where the passengers are
seated may lead to a difference between the actual CG and the calculated one that can reach 2 to 3%.
This translates into a significant difference between the actual and expected aircraft behavior.
The pilot will trim the aircraft for take-off using the calculated CG. If at take-off, the actual aircraft behavior is
different from the expected one, the risk is that the pilot overreacts to this discrepancy. The type of reaction
will depend whether he/she feels the aircraft nose too heavy or too light.
In order to prevent this, except for A318/319 where the cabin is small enough, it is needed to split the cabin
into at least 3 sections to have sufficient precision.
Actor Actions
Airbus Provide the aircraft weight at delivery, and raw data on
positions and maximum weight of elements that can be
loaded.
Provide also the CG and Weight limits applicable
to the aircraft
Load master Load and secure the cargo at the anticipated places.
Load and unload according to the predefined
sequence.
Wind shear:
an invisible enemy
to pilots?
Weather plays a significant role in aviation safety and is
regularly cited as a contributing factor in accidents or major
incidents. Wind shear in the form of microbursts particularly,
can be a severe hazard to aircraft during take-off, approach
and landing.
Definitions
>> Wind shear
(fig.2)
Microburst caused by a cumulonimbus
(fig.3)
Effects of a microburst on aircraft
performance
Downburst
1
2 Gust front
3
Headwind Tailwind
4
OPERATIONS
Wind shear
INFORMATION
The LLWAS is comprised of a central anemometer (sensing wind velocity and
direction) and peripheral anemometers located approximately two nautical
miles from the center. Central wind sensor data are averaged over a rolling
two-minute period and compared every 10 seconds with the data from the
peripheral wind sensors.
There are two LLWAS alerting modes: wind shear alert and microburst alert. A
wind shear alert is generated whenever the wind speed loses 15 to 29 knots,
or gains more than 15 knots. Microburst alert condition is when the wind speed
loses more than 30 knots. LLWAS may not detect downbursts with a diameter
of 2 nm or less. This system enables Air Traffic Controllers to warn pilots of
existing or impending wind shear conditions.
The TDWR enables to detect approaching wind shear areas and thus, to pro-
vide pilots with more advance warning of wind shear hazard.
Safety First #19 | January 2015 43
Today, most aircraft models have pre- The PWS provides typically a one-min-
dictive wind shear equipment to warn ute advance warning by showing first
pilots of possible threats via aural and an amber W/S AHEAD message on
visual means. the PFD (fig.4).
>> Summary
The wealth of tools and indications listed previously should allow crews to
gather sufficient knowledge about the weather conditions ahead, and thus
plan accordingly. But how can these pieces of information be best used to be
prepared to react and effectively avoid an actual encounter with wind shear?
Here are a few tips.
Safety First #19 | January 2015 45
>> Take-off
Consider delaying the take-off until Use the weather radar (and the
conditions improve. Remember predictive wind shear system, as
a downburst is not a long-lasting available) before commencing the
phenomenon and can clear within
minutes.
take-off roll to ensure that the flight
path is clear of hazard areas.
BEST
Select the most favourable Select the maximum take-off PRACTICE
runway and initial climb out path, thrust.
considering the location of the Closely monitor the airspeed and If wind shear is suspected, or is de-
likely wind shear / downburst. This speed trend during the take-off tected by the Predictive Wind shear
may involve asking ATC for an roll to detect any evidence of wind System (PWS), delay the take-off.
immediate left or right turn after shear.
take-off to avoid.
RECOVERY: HOW TO
RECOGNIZE AND HANDLE
ACTUAL WIND SHEAR
CONDITIONS
Despite the available prevention means, an
actual encounter with wind shear can happen.
A timely recognition of this weather phenomenon
is crucial to allow enough time for the crew to
decide on the next course of action.
As far as wind shear is concerned, the encounter, piloting techniques exist for
best course of action is almost always coping with a shear situation.
avoidance. But in case of an actual
Recognition
As rare as an actual encounter with severe wind shear may be, timely recog-
nition of this condition is key for the successful implementation of wind shear
recovery / escape procedures.
A reactive wind shear warning system The wind shear warning system asso-
is available on most aircraft models. ciated to the Speed reference System
(SRS) mode of the flight guidance con-
This system is capable to detect a wind stitute the Reactive Wind shear Sys-
shear encounter based on a measure tem (RWS), since both components
of wind velocities, both vertically and react instantaneously to the current
(fig.5) horizontally. When it activates, the variations of aircraft parameters.
WINDSHEAR reactive warning audio WIND SHEAR is repeated 3
display on PFD times, and a red WINDSHEAR warn-
ing appears on the PFD (fig.5).
Safety First #19 | January 2015 47
The aircraft can only survive severe floor protection, even if TOGA was
wind shear encounters if it has already selected (do not forget to
enough energy to carry it through the disconnect the Autothrust in this
loss-of-performance period. It can case, when out of alpha floor).
sustain this energy level in the follow- If possible, trade height energy for
ing three ways: speed. Any aircraft can do this.
Carry extra speed. The aircraft does
this automatically when in approach Proper pilot technique helps in this
in managed speed (Ground speed process, providing the following few
mini). recommendations are duly followed,
Add maximum thrust. The aircraft in a timely manner.
does this automatically with alpha
If a wind shear is detected by the exceeding the target V1) and the
RWS or by pilot observation during pilot assesses there is sufficient run-
the take-off roll, V1 may be reached way remaining to stop the aircraft.
later (or sooner) than expected. In
this case, the pilot may have to rely After V1:
on his/her own judgement to assess if - Maintain or set the thrust levers
there is sufficient runway remaining to to the maximum take-off thrust
stop the aircraft, if necessary. (TOGA);
- Rotate normally at VR;
In any case, the following recovery - Follow the Flight Director (FD) pitch
techniques must be applied without orders if the FD provides wind
delay: shear recovery guidance, or set
Before V1: the required pitch attitude as rec-
Reject the take-off if unaccept- ommended in the FCOM.
able airspeed variations occur (not
OPERATIONS
Wind shear
If a wind shear is detected by the pilot, Applying full back stick on Airbus
or by the RWS, during initial climb or fly-by-wire aircraft, or flying close
approach and landing, the following to the stick shaker / stall warning
recovery technique must be applied Angle-Of-Attack (AOA) on aircraft
without delay: models that do not have full flight
envelope protection, may be nec-
Set the thrust levers to the maxi- essary to prevent the aircraft from
mum take-off thrust (TOGA); sinking down;
If the Auto Pilot (AP) is engaged Do not change the flaps and land-
and provides wind shear recovery ing gear configuration until out of
BEST guidance, keep the AP engaged;
or, if the AP is not engaged, do
the wind shear condition;
Closely monitor airspeed, airspeed
PRACTICE not engage it. Follow the FD pitch trend and flight path angle (if flight
command if the FD provides wind path vector is available and dis-
If wind shear is detected by the Reac- shear recovery guidance, or set the played to the PM);
tive Wind shear System during take- required pitch attitude, as recom- When out of the wind shear, let the
off or approach, recover with max- mended in the FCOM; aircraft accelerate in climb, resume
imum thrust and follow the Speed Level the wings to maximize the normal climb and clean aircraft con-
Reference System (SRS) guidance. climb gradient, unless a turn is figuration.
required for obstacle clearance;
NOTE
To recover from an actual wind shear encounter, recovery measures are indi-
cated in the FCOM ABNORMAL AND EMERGENCY PROCEDURES. Refer
to PRO-ABN-80, or FCOM Inclement Weather Operations on A300/A310/
A300-600.
RWS PWS
- Aural - Aural
WARNING - Visual - Visual
SUMMARY: OPERATING IN
WIND SHEAR CONDITIONS
Considering the threat that a severe The following key points and recom-
wind shear represents to safety, mendations on avoidance, recogni-
the best option is always to avoid it tion and recovery can be considered
whenever possible. Nevertheless, in for the development of company
the case of an actual encounter with strategies and initiatives aiming to
wind shear, it is essential to recognize enhance wind shear awareness.
it and then, recover from it.
Avoidance
Assess the conditions for a safe more suitable airport.
take-off or approach-and-landing Be go-around minded when flying
based on all the available meteor- an approach under reported wind
ological data, visual observations shear conditions.
and on-board equipment. Be prepared and committed to
As far as possible, delay the take- respond immediately to a predictive
off or the approach, or divert to a wind shear caution or warning.
Recognition
Be alert to recognize a potential and on the monitoring of the aircraft
or existing wind shear condition flight parameters and flight path.
based on all available weather data, Scan instruments for evidence
on-board equipment indications of impending wind shear. NOTE
To safely operate an aircraft in wind
Recovery shear or downburst conditions, best
recommendations are indicated in
If a wind shear warning occurs, Make maximum use of aircraft the FCOM SUPPLEMENTARY PRO-
apply the recommended FCOM equipment, such as the flight-path CEDURES.
recovery / escape procedure i.e. vector (as available).
set maximum thrust and follow the
FD wind shear recovery / escape
pitch guidance.
The Golden Rules for Pilots Thrust Reverser Selection means A320 Family / A330 Prevention
moving from PNF to PM Full-Stop and Handling of Dual Bleed Loss
Airbus Crosswind Development Transient Loss of Communication The Fuel Penalty Factor
and Certification due to Jammed Push-To-Talk The Airbus TCAS Alert Prevention
The SMOKE/FUMES/AVNCS A320 and A330/A340 Families (TCAP)
SMOKE Procedure A380: Development of the Flight A380: Development of the Flight
Post-Maintenance Foreign Controls - Part 2 Controls - Part 1
Objects Damage (FOD) Prevention Preventing Fan Cowl Door Loss Facing the Reality of everyday
Corrosion: Do not forget that you are not Maintenance Operations
A Potential Safety Issue alone in Maintenance
A320 Family: Evolution of Ground The Runway Overrun Prevention Airbus AP/FD TCAS Mode:
Spoiler Logic System A New Step Towards Safety
Incorrect Pitch Trim Setting at The Take-Off Securing Function Improvement
Take-Off Computer Mixability: Braking System Cross
Technical Flight Familiarization An Important Function Connections
Oxygen Safety Fuel Spills During Refueling Upset Recovery Training Aid,
Operations Revision 2
Fuel Pumps Left in OFF Position
A320: Avoiding Dual Bleed Loss
A320: Runway Overrun New CFIT Event During Non Operations Engineering Bulletin
FCTL Check after EFCS Reset on Precision Approach Reminder Function
Ground A320: Tail Strike at Take-Off? Avoiding High Speed Rejected
A320: Possible Consequence of Unreliable Speed Take-Offs Due to EGT Limit
VMO/MMO Exceedance Compliance to Operational Exceedance
A320: Prevention of Tailstrikes Procedures Do you Know your ATC/TCAS
Low Fuel Situation Awareness The Future Air Navigation Panel?
Rudder Pedal Jam System FANS B Managing Hailstorms
Why do Certain AMM Tasks Introducing the Maintenance
Require Equipment Resets? Briefing Notes
Slide/raft Improvement A320: Dual hydraulic Loss
Cabin Attendant Falling through Terrain Awareness and Warning
the Avionics Bay Access Panel Systems Operations Based on
in Cockpit GPS Data
Dual Side Stick Inputs Tailpipe or Engine Fire Go Arounds in Addis-Ababa due
Trimmable Horizontal Stabilizer Managing Severe Turbulence to VOR Reception Problems
Damage Airbus Pilot Transition (ATP) The Importance of the Pre-flight
Pitot Probes Obstruction Runway Excursions at Take-Off Flight Control Check
on Ground A320: In-flight Thrust Reverser
A340: Thrust Reverser Unlocked Deployment
Residual Cabin Pressure Airbus Flight Safety Manager
Cabin Operations Briefing Notes Handbook
Hypoxia: An Invisible Enemy Flight Operations Briefing Notes
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