Originally Posted by
Lantirn
Thank you, I fly the bus 7 years and this procedure sometimes gives me headache although its a very simple one.
Although it seems a simple procedure, (and it really is), its one of the most miscomprehended and misflown mainly due to the fact that is very poorly writen by Airbus in QRH. Also FCTM is not so explanatory as it should.
If there is a procedure to be miscommunicated with your fellow sim partner this is the one that will happen, especially on the approach.
1) How to handle the a/c when on approach after pulling speed (maintain flap configuration with absence of a standard callout for that-and this can be a mess in the sim during the G/A if the PM wants to retract). Speed is becoming managed after application of TOGA and there is a risk of overspeed and this is nowhere written, its like the procedure is written having in mind that this will happen only on departure
2) There are 2 MAX speeds you have to know, the one that you fly for the G/A and circuit and one for the diversion or "retracted configuration"
3) The naming of the technical problems (FAULT, LOCKED, JAMMED?) are complexed in the QRH (you are directed to a FLAPS JAMMED case where there is no such ECAM, you have to know WTB is on on your flaps in LOCKED, but on top you can also have WTB in the slats) Just poorly written procedure IMHO where anyone non competent can have a stupid idea of what the meaning can be....just unacceptable for such a procedure in a big manufacturer like airbus
I agree that the procedure could have been written better.The word jammed doesn't exist in ECAM because Jam is the result of two causes and ECAM wants to suggest different procedures for them. So what ECAM uses is fault or locked. Fault is for SFCC problem and it asks you to recycle just like restarting your mobile if an app didn't work properly and may get rid of it and locked for hydraulic brake which is going to stay. QRH procedure uses the word jam because irrespective of the causes that's the final result and in both cases it's applicable for conducting the approach. Max speed is decided by the VFE of the most extended surface for whatever you want do, either a goaround or diversion -10kts. Obviously whenever a surface position changes max speed will change. As far as overspeed is concerned in goaround is SRS is managed speed mode that targets GA engagement speed so no fear of exceedance. When SRS changes to no matter to what it will accelerate so need to fly in select max speed. As regards call-out whenever a nonstandard activity will be performed like maintaining configuration or not retracting gear it needs to be briefed and a call out is devices e.g. GA maintain flaps or gear. The max speed table adds to the confusion by giving some combinations which are not possible like Slat1 and Flap3. It's better to calculate from VFE speeds given above ISIS panel.