TRANSITION TO VISUAL REFERENCES
转换到目视参考
When Transitioning from IMC to VMC, the crew will watch the bird versus the aircraft attitude symbol in the center of the PFD. This provides a good assessment of the drift, thus in which direction to look for the runway.
在从仪表气象条件转换到目视气象条件中，机组要观察小鸟和PFD中央的飞机姿态符号之间的比较。这提供了良好的偏流判断，由此找到观察跑道的方向。
But, then:
‐ Do not turn towards the runway
‐ 不要转向跑道
‐ Do not duck under.
‐ 不要低于下滑剖面。
FLARE
拉平
The cockpit cut-off angle is 20 °.
驾驶舱视角为20 °。
In stabilized approach conditions, the flare height is approximately 30 ft:
在稳定的进近中，拉平高度大约在30 ft：
FLARE | PERFORM |
ATTITUDE | MONITOR |
THRUST levers | IDLE |
Avoid flaring high. Refer to Ground Clearance Diagram.
避免拉平过高。请查阅 离地高度图。
If autothrust is engaged, it automatically disconnects when the pilot sets both thrust levers to the IDLE detent.
如果自动推力接通，当飞行员将两个推力手柄设置到IDLE（慢车）位时，自动推力会自动脱开。
In manual landing conditions, the "RETARD" callout is triggered at 20 ft radio height, in order to remind the pilot to retard the thrust levers.
人工着陆时，在无线电高度20 ft时触发 "RETARD"（收油门）喊话，以提醒飞行员收回推力手柄。
Note:
The ground spoilers extension is inhibited if:
在下列情况下地面扰流板放出被抑制：
‐ Both thrust levers remain above the idle detent, or
‐ 两个推力手柄都高于慢车卡位，或
‐ One thrust lever is above idle and one thrust lever is at idle detent.
‐ 一个推力手柄高于慢车并且另一个推力手柄在慢车卡位。
PITCH CONTROL
俯仰操纵
When approaching the ground, auto-trim ceases and the flare law activates. During flare, PF will have to apply a progressive and gentle back stick order until touchdown. The flare law technique is thus very conventional.
当接近地面时，自动配平停止工作并且拉平法则生效。在拉平期间，PF必须应用一个渐进温和的向后带杆指令，直到着陆。这个拉平法则技术因此非常传统。
Prior to flare, avoid destabilization of the approach and steepening the slope at low heights in attempts to target a shorter touchdown. If a normal touchdown point cannot be achieved or if destabilization occurs just prior to flare, a go-around (or rejected landing) should be performed. The PM monitors the rate of descent and should call "SINK RATE" if the vertical speed is excessive prior to the flare.
拉平前，避免为了快点接地而在低高度不稳定进近及加大下滑角坡度。如果正要拉平，却不能获得正常接地点，或发生了不稳定情况，必须执行复飞。PM监控下降率，当拉平前垂直速度过量时必须喊出"SINK RATE" （下降率）。
From stabilized conditions, the flare height is about 30 ft.
对于稳定的条件，拉平高度约为30 ft。
This height varies due to the range of typical operational conditions that can directly influence the rate of descent.
能够影响下降率的典型操作条件的变化范围使高度随之变化。
Compared to typical sea level flare heights for flat and adequate runway lengths, pilot need to be aware of factors that will require an earlier flare, in particular:
与平的并长度足够的跑道条件下典型海平面拉平高度相比，飞行员需要意识到要求提前拉平的因素，特别是:
‐ High airport elevation.
‐ 高高度机场。
Increased altitude will result in higher ground speeds during approach with associated increase in descent rates to maintain the approach slope.
机场高度增加，造成进近地速增加，下降率相应增加以保持进近下滑道。
‐ Steeper approach slope (compared to nominal 3 °).
‐ 坡度更陡的进近下滑道（与正常的3 °相比较）。
‐ Tailwind.
‐ 顺风。
Increased tailwind will result in higher ground speed during approach with associated increase in descent rates to maintain the approach slope.
顺风强度增加，造成进近地速增加，伴随相应的下降率增加以保持进近下滑道。
‐ Increasing runway slope.
‐ 带上坡的跑道。
Increasing runway slope and/or rising terrain in front of the runway will affect the radio height callouts down to over flying the threshold used by the flight crew to assess the height for the start of flare possibly causing flare inputs to be late. The visual misperception of being high is also likely.
跑道带上坡或跑道前方地形升高，会影响无线电高度报告，直到飞越跑道头。无线电高度是机组用来估计拉平高度的。这样可能会造成较晚进行拉平输入。也可能造成视觉上错误地认为过高。
Note that the cumulative effect of any of the above factors combined for one approach will require even more anticipation to perform an earlier flare.
注意，对于一次进近以上因素的累积效应可能更加需要预计到更早地执行拉平。
If the flare is initiated too late then the pitch changes will not have sufficient time to allow the necessary change to aircraft trajectory. Late, weak or released flare inputs increase the risk of a hard landing.
如果拉平太晚，将没有足够的时间变化俯仰，从而影响了完成必要的航迹变化。拉平过晚、过弱或者过松会增加重着陆风险。
Avoid under flaring.
避免拉平不足。
‐ The rate of descent must be controlled prior to the initiation of the flare (rate not increasing)
‐ 拉平之前的下降率必须稳定(不能增大)
‐ Start the flare with positive ( or "prompt") backpressure on the sidestick and holding as necessary
‐ 通过积极的（或者"敏捷的"）后拉侧杆开始拉平，并必要时保持
‐ Avoid forward stick movement once Flare initiated (releasing back-pressure is acceptable)
‐ 一旦开始拉平，避免向前推杆(松杆是允许的)
At 20 ft, the "RETARD" auto call-out reminds the pilot to retard thrust levers. It is a reminder rather than an order. When best adapted, the pilot will rapidly retard all thrust levers: depending on the conditions, the pilot will retard earlier or later. However, the pilot must ensure that all thrust levers are at IDLE detent at the latest at touchdown, to ensure ground spoilers extension at touchdown.
在20 ft时，"RETARD"(收油门)的自动呼叫提醒飞行员收回油门杆。这是一个提醒信息，而不是一个指令。当调节到最佳状态时，飞行员将迅速收回所有推力手柄：飞行员将根据当时情况决定早点或晚点执行。然而，飞行员必需保证最晚在接地时所有的油门杆在慢车卡位，以保证接地时放出地面扰流板。
In order to assess the rate of descent in the flare, and the aircraft position relative to the ground, look well ahead of the aircraft. The typical pitch increment in the flare is approximately 4 °, which leads to -1 ° flight path angle associated with a 10 kt speed decay in the manoeuvre.
为了判断拉平时的下降速率和飞机相对于地面的位置，尽量向飞机的前方远处看。通常的拉平俯仰增量约为4 °，这样在机动中造成 -1 °的飞行航径角并且速度减少了 10 kt。
Do not allow the aircraft to float or do not attempt to extend the flare by increasing pitch attitude in an attempt to achieve a perfectly smooth touchdown. A prolonged float will increase both the landing distance and the risk of tail strike.
不要让飞机平飘，也不要增加俯仰姿态试图增加拉平，以图获得完美的平滑接地。一个延长的平飘会增加着陆距离和擦机尾的风险。
After touch down, the pilot must "fly" the nosewheel smoothly, but without delay, on to the runway, and must be ready to counteract any residual pitch up effect of the ground spoilers. However, the main part of the spoiler pitch up effect is compensated by the flight control law itself.
接地后，飞行员必须平稳、及时地操作前轮到跑道上，并且必须准备抵消地面扰流板任何的剩余上仰影响。不过，扰流板的主要上仰影响由飞行控制法则自身进行补偿。
It is not recommended to keep the nose high in order to increase aircraft drag during the initial part of the roll-out, as this technique is inefficient and increases the risk of tail strike. Furthermore, if auto brake MED is used, it may lead to a hard nose gear touch down.
建议不要把机头姿态带高以便在起始滑跑阶段增加飞机的阻力，因为这个技术的效果不好并且增加擦机尾的风险。而且，如果使用中度的自动刹车，它可能造成前轮硬接地。
LATERAL AND DIRECTIONAL CONTROL
横向操纵和方向控制
In crosswind conditions, a crabbed-approach wings-level should be flown with the aircraft (cockpit) positioned on the extended runway centerline until the flare.
侧风条件下，应带偏流角、机翼水平飞行。飞机（驾驶舱）应定位在跑道中心线的延长线上直到拉平。
The objectives of the lateral and directional control of the aircraft during the flare are:
拉平过程中横向操纵的目的是：
‐ To land on the centerline, and
‐ 落在跑道中线上并，
‐ to minimize the lateral loads on the main landing gear.
‐ 主起落架上尽可能减小横向载荷。
The recommended de-crab technique is to use all of the following:
以下情况，推荐使用摆正技术：
‐ The rudder to align the aircraft with the runway heading during the flare
‐ 拉平时使用方向舵蹬正，使飞机保持跑道方向。
‐ The roll control, if needed, to maintain the aircraft on the runway centerline. Any tendency to drift downwind should be counteracted by an appropriate lateral (roll) input on the sidestick.
‐ 按需控制横滚，保持飞机在跑道中心线上。应通过侧杆上适当的水平（横滚）输入，抵消任何向下风方向飘移的趋势。
In the case of strong crosswind, in the de-crab phase, the PF should be prepared to add small bank angle into the wind in order to maintain the aircraft on the runway centerline. The aircraft may be landed with a partial de-crab (residual crab angle up to about 5 °) to prevent an excessive bank. This technique prevents wingtip/sharklet (or engine nacelle) strike caused by an excessive bank angle.
大侧风情况下，在摆正阶段，PF应做好向风方向增加小的坡度角的准备，以保持飞机沿着跑道的中心线。飞机可能需要带部分修正角着陆（剩余修正角大至5 °），以避免坡度角过大。该技术可避免因坡度角过大导致翼尖/鲨鳍（或发动机吊舱）擦地。
As a consequence, this may result in touching down with some bank angle into the wind (hence with the upwind landing gear first).
作为结果，这会造成向风带坡度角接地（因此，上风面起落架先接地。）
AT TOUCHDOWN
DEROTATION | INITIATE |
ALL THRUST LEVERS | REV MAX or REV IDLE |
‐ Lower the nosewheel without undue delay.
‐ 放下前轮，不要过度延迟。
‐ The PM continues to monitor the attitude.
‐ PM继续监控姿态。
The flight crew must select reverse thrust immediately after main landing gear touchdown.
主起落架接地后机组必须立即选择反推。
The flight crew must immediately select REV MAX, if any of the following occurs at any time during the landing:
如果着陆期间出现下列任一情况，机组必须立即选择最大反推：
‐ An emergency
‐ 紧急情况
‐ The deceleration is not as expected
‐ 非预期的减速
‐ A failure affects the landing performance
‐ 影响着陆性能的失效
‐ A long flare or a long touchdown
‐ 长平飘或长接地
‐ An unexpected tailwind.
‐ 非预期的顺风。
A small pitch up may occur during thrust reversers deployment before nose landing gear touchdown. However, the flight crew can easily control this pitch up.
前起落架接地前，展开反推期间可能出现小幅度上仰。然而，飞行机组能轻松控制此上仰。
As soon as the flight crew selects reverse thrust, they must perform a full-stop landing.
一旦选择反推，飞行机组必须执行全停着陆。
GROUND SPOILERS | CHECK/ANNOUNCE |
REVERSERS | CHECK/ANNOUNCE |
DIRECTIONAL CONTROL | MONITOR/ENSURE |
BRAKES | AS RQRD |
DECELERATION | CHECK/ANNOUNCE |
Check that the WHEEL SD page displays the ground spoilers extended after touchdown.
检查ECAM机轮页面显示接地后地面扰流板放出。
If no ground spoilers are extended:
如果地面扰流板未放出：
‐ Verify and confirm that both thrust levers are set to IDLE or REV detent.
‐ 核实并证实两个推力手柄设置在IDLE（慢车）或REV（反推）卡位。
‐ Set both thrust reverser levers to REV MAX, and fully press the brake pedals.
‐ 将两个反推手柄设置到REV MAX（最大反推），且完全踩下刹车脚蹬。
Note:
If ground spoilers are not armed, ground spoilers extend at reverser thrust selection.
如果地面扰流板没有预位，选择反推时地面扰流板放出。
‐ Check that the ECAM E/WD displays that the reverse deployment is as expected (REV green).
‐ 检查ECAME/WD页面显示反推放出（绿色的REV）。
‐ If reverser(s) do not deploy as expected, one of the main deceleration means is lost. The flight crew should consider adapting the available deceleration means to stop the aircraft.
‐ 如果反推未按预期展开，则失去一个主要减速方式。机组应考虑调整可用的减速方式以停止飞机。
‐ Monitor directional control, if the rollout is automatic.
‐ 如果是自动滑跑，监控方向控制。
‐ Ensure directional control, if rollout is manual. Use rudder pedals for directional control.
‐ 如果是人工滑跑，确定方向控制。使用方向舵脚蹬控制方向。
‐ Do not use the nosewheel steering control handle before reaching taxi speed.
‐ 在达到滑行速度之前不要使用前轮转弯控制手柄。
‐ During rollout, the flight crew should avoid sidestick inputs (either lateral or longitudinal).
‐ 滑跑过程中，飞行机组应避免侧杆输入（横向或纵向的）。
‐ If directional control problems are encountered, the flight crew should reduce thrust to reverse idle until directional control is satisfactory.
‐ 如果遇到方向控制问题，飞行机组应减小推力到反推慢车直到方向控制满意为止。
‐ Monitor the autobrake, if it is ON. When required, brake with the pedals
‐ 如果自动刹车接通，监控它的工作。需要时，使用脚蹬刹车。
‐ Although the green hydraulic system supplies the braking system, if pedals are pressed rapidly, a brake pressure indication appears briefly on the BRAKE PRESS indicator.
‐ 虽然是绿液压系统为刹车系统供压，如果快速踩下脚蹬，在刹车压力指示器上会出现短暂的刹车压力指示。
‐ Braking may begin before the nosewheel has touched down, if required for performance reasons. However, when comfort is the priority, the flight crew should delay braking until the nosewheel has touched down.
‐ 如果性能原因要求，可以在前轮接地前开始刹车。但是，要优先考虑舒适性，飞行机组应延迟使用刹车直到前轮接地。
Note: If no ground spoilers are extended, the autobrake is not activated.
注: 如果地面扰流板没有放出，自动刹车就不工作。
The deceleration is felt by the flight crew, and confirmed by the speed trend on the PFD.
飞行机组感觉到减速，并通过PFD上的速度趋势得到证实。
NORMAL CONDITIONS
正常条件
During the roll out, the rudder pedals will be used to steer the aircraft on the runway centreline. At high speed, directional control is achieved with rudder. As the speed reduces, the Nose Wheel Steering becomes active. However, the NWS tiller will not be used until taxi speed is reached.
在滑跑期间，使用方向舵脚蹬，控制飞机到跑道中心线上。在高速时，可以利用方向舵实现方向控制。随着速度降低，前轮转弯工作。然而，到达滑行速度前，不要使用前轮转弯手轮。
CROSSWIND CONDITIONS
侧风条件
The above-mentioned technique applies. Additionally, the flight crew will avoid setting side stick into the wind as it increases the weathercock effect. Indeed, it creates a differential down force on the wheels into the wind side.
上述技术适用。此外，飞行机组避免朝着迎风方向使用侧杆，因为它会增加风向标效应。它会在迎风一侧的机轮上造成向下的差动力量。
The reversers have a destabilizing effect on the airflow around the rudder and thus decrease the efficiency of the rudder. Furthermore they create a side force, in case of a remaining crab angle, which increases the lateral skidding tendency of the aircraft. This adverse effect is quite noticeable on contaminated runways with crosswind. In case a lateral control problem occurs in high crosswind landing, the pilot will consider to set reversers back to REV IDLE.
反推对于方向舵周围的气流造成降低稳定性的效应，由此减少了方向舵的效应。而且，它们产生一个侧力，如果保持一个剩余的修正角，这会增加飞机的水平滑动趋势。这个危险效应在具有侧风的受污染跑道上表现得非常明显。如果在大侧风着陆时出现一个水平控制故障，飞行员要考虑将反推设定回REV IDLE（反推慢车）。
At lower speeds, the directional control of the aircraft is more problematic, more specifically on wet and contaminated runways. Differential braking is to be used if necessary. On wet and contaminated runways, the same braking effect may be reached with full or half deflection of the pedals; additionally the anti skid system releases the brake pressure on both sides very early when the pilot presses on the pedals. Thus if differential braking is to be used, the flight crew will totally release the pedal on the opposite side to the expected turn direction.
在较低的速度，飞机在湿跑道和受污染跑道上的方向控制更加困难和特殊。按需使用差动刹车。在湿跑道和受污染跑道上，可以通过脚蹬的全偏转或半偏转来达到相同的刹车效应；此外，当飞行员踩下脚蹬时，防滞系统很早就松开两侧的刹车压力。因此，如果必须使用差动刹车，飞行机组要完全松开与预计转弯方向相反一侧的脚蹬。
For more information about rudder pedals recommendations, Refer to PR-NP-SOP-70 Seating
Position and Adjustment of Rudder Pedals
更多关于方向舵脚蹬的建议信息，请查阅 PR-NP-SOP-70 座椅位置和方向舵脚蹬调节
AT 70 KT
SEVENTY KNOTS | ANNOUNCE |
BOTH THRUST LEVERS | REV IDLE |
It is better to reduce thrust when passing 70 kt. However, high levels of reverse thrust may be used in order to control aircraft speed in the case of an emergency.
当达到70 kt时，最好减小推力。但是，为了在紧急情况下能控制飞机速度，可使用大反推力。
CAUTION: Avoid the use of high levels of reverse thrust at low airspeed, unless required due to an emergency. The distortion of the airflow, caused by gases reentering the compressor, can cause engine stalls that may result in excessive EGT.
避免在空速低时使用大反推，除非因紧急情况需要。重新进入压缩机的燃气引起的气流畸变会使发动机失速，这可导致EGT过高。
AT TAXI SPEED
REVERSERS | STOW |
‐ When the aircraft reaches the taxi speed, and before it leaves the runway, stow the reversers.
‐ 当飞机达到滑行速度时和离开跑道前，收回反推。
‐ On snow-covered grounds, the reversers should be stowed when the aircraft speed reaches 25 kt.
‐ 在积雪覆盖的地面，飞机速度达到25 kt时收上反推。
‐ When deselecting the reversers, be careful not to apply forward thrust by moving the thrust levers beyond the FWD IDLE position.
‐ 当取消反推时，小心移动推力手柄不要超过正推力慢车（FWD IDLE）位以免产生正推力。
CAUTION: Except in an emergency, do not use the reverse thrust to control the aircraft speed while on taxiways.
除紧急情况外，在滑行时不要使用反推力控制飞机速度。
On taxiways, the use of reversers, even restricted to idle thrust, would have the following effects:
在滑行道上使用反推，即使限制在慢车推力，也会产生下列效应：
‐ The engines may ingest fine sand and debris that may be detrimental to the engines and airframe systems.
‐ 发动机可能吸入细沙和碎片，这可能会损坏发动机和机身系统。
‐ On snow–covered areas, snow will recirculate into the air inlet, and may cause an engine flameout or rollback.
‐ 在积雪覆盖的区域，雪会进入进气口，并可能导致发动机熄火或气流回转。
BEFORE 20 KT
AUTO BRK | DISENGAGE |
Disengage the autobrake to avoid some brake jerks at low speed.
脱开自动刹车避免低速时刹车急停。
The flight crew should use brake pedals to disengage the autobrake.
飞行机组应利用刹车脚蹬脱开自动刹车。