In flight performance single engine
Thread Starter
Join Date: Jun 2012
Location: Baku
Age: 40
Posts: 3
Likes: 0
Received 0 Likes
on
0 Posts
In flight performance single engine
Hello everybody. Have some problems with understanding single engine inflight performance A-320 when it comes to landing distance assessment. QRH contains tables for landing distance assessment and for delta Vref , but only for situations:
1) REV UNLOCK
2) SHUTDOWN ( if ENG FIRE pusbutton pushed and ice Accretion)
As I understand when you have situation other than mentioned above there is no delta Vref application during Vapp determination with failure. And where to look in for landing distance assessment as the table in QRH is not applicable during engine with no fire pushbutton pushed and ice accretion. Really need explanations with reference to appropriate documents. Thanks in advance.
1) REV UNLOCK
2) SHUTDOWN ( if ENG FIRE pusbutton pushed and ice Accretion)
As I understand when you have situation other than mentioned above there is no delta Vref application during Vapp determination with failure. And where to look in for landing distance assessment as the table in QRH is not applicable during engine with no fire pushbutton pushed and ice accretion. Really need explanations with reference to appropriate documents. Thanks in advance.
Last edited by yusif831; 30th Aug 2015 at 12:00.
Join Date: Jun 2007
Location: Wanderlust
Posts: 3,403
Likes: 0
Received 0 Likes
on
0 Posts
Basically whenever there is addition to Vref due failure you apply landing distance procedure. In Normal cases you confirm landing performance without failure.When you push the fire push button you loose wing anti ice on that side so to avoid asymmetry you don't use wing anti ice. The ice build up on wings requires higher speed to generate more lift.
Join Date: Nov 2002
Location: Europe
Age: 61
Posts: 69
Likes: 0
Received 0 Likes
on
0 Posts
A system failure may affect the flight characteristics, the braking capability, both of them or none of them.
Maybe you have to increase the Vapp because the failure by the delta Vref, thus increasing your ground speed and your landing distance.
Maybe you have a decreased braking capability, thus increasing your landing distance.
Maybe you have both of them or none of them.
If you have none of them you will not find the case in the tables (FPE-IFL-LD with failure) and delta Vref = 0, in a way that Vapp determination with or without failure is the same, you don't have to apply any landing distance correction and you use LD without failure tables.
In any case there is a V APPRoach CORrection which takes into account the ice accretion in the unprotected areas.
The ice accretion in the protected areas is taken into account in the "with failure" tables. For instance DC ESS SHED BUS failure will cause the wing A/I valve to close.
In the engine case if you push the Fire p/b the associated engine shutdown procedure will ask you to closed the cross bleed and the wing A/I OFF (to avoid asymmetrical anti ice) and in case of ice accretion the ice protection (secondary) failure must be reflected in the tables. But if you don't push the Fire p/b (undamaged engine) the shutdown procedure will request you, when in icing conditions, to open the cross bleed, one pack OFF and wing A/I ON, and the protected areas are then anti iced with no failure.
if you cannot find the case in the "with failure" tables, use the without failure ones and the APPRoach CORrection for the VAPP determination to deal with the ice accretion in the non-protected areas.
Too long? Sorry. Vilas had the short answer
Maybe you have to increase the Vapp because the failure by the delta Vref, thus increasing your ground speed and your landing distance.
Maybe you have a decreased braking capability, thus increasing your landing distance.
Maybe you have both of them or none of them.
If you have none of them you will not find the case in the tables (FPE-IFL-LD with failure) and delta Vref = 0, in a way that Vapp determination with or without failure is the same, you don't have to apply any landing distance correction and you use LD without failure tables.
In any case there is a V APPRoach CORrection which takes into account the ice accretion in the unprotected areas.
The ice accretion in the protected areas is taken into account in the "with failure" tables. For instance DC ESS SHED BUS failure will cause the wing A/I valve to close.
In the engine case if you push the Fire p/b the associated engine shutdown procedure will ask you to closed the cross bleed and the wing A/I OFF (to avoid asymmetrical anti ice) and in case of ice accretion the ice protection (secondary) failure must be reflected in the tables. But if you don't push the Fire p/b (undamaged engine) the shutdown procedure will request you, when in icing conditions, to open the cross bleed, one pack OFF and wing A/I ON, and the protected areas are then anti iced with no failure.
And where to look in for landing distance assessment as the table in QRH is not applicable during engine with no fire pushbutton pushed and ice accretion. Really need explanations with reference to appropriate documents.
Too long? Sorry. Vilas had the short answer
