Originally Posted by
vilas
Cough
. Purely from go around perspective, we do and should separate gear and flaps. The flap is retracted from full to 3. Then FMA(which ensures TOGA&SRS) and sustained climb only then gear up. That's the lesson driven home by Dubai 777 accident. If the gear wasn't retracted it wouldn't have happened.
For years we were flap 3, positive rate, gear up. No FMA.... Yes we overcame these yesteryear moments and instilled FMA awareness, but I can't think of a G/A from the days of the inception of the A320 series whereby a hydraulic failure was caused by the simultaneous movement of both gear and flaps. And as noted above, we have a procedure whereby both are moved, in all our aircraft, daily, IAW SOP's with little issue. Makes for a great, quiet, efficient approach. As I said above, my thoughts are technical, not SOP related.