Originally Posted by
Check Airman
For certain abnormals, you'll notice the decreased system response time. I move gear, flaps, and primary flight controls simultaneously on the A320. Never had a problem. We have some pretty esoteric limitations in our books. If hydraulic loading posed a practical (as opposed to theoretical) problem, I'm sure it'd be in the book.
But the book says so.
WHEN FLAPS ARE AT 2...........L/G DOWN ORDERL/G lever .....................................SELECT DOWN
AUTO BRK....................................CONFIRM
If the runway conditions have changed from the approach briefing, consider another braking mode. GROUND SPOILERS ARMEXTERIOR LIGHTSNOSE sw T.ORWY TURN OFF sw ON
WHEN LANDING GEAR IS DOWN
FLAPS 3 ...........................................ORDER
FLAPS 3 ............................................SELECT
ECAM WHEEL SD page ...........CHECK WHEEL SD page
appears below 15 500 ft when landing gear is extended. Check for three green indications on the landing gear indicator panel. At least one green triangle on each landing gear strut on the WHEEL SD page is sufficient to indicate that the landing gear is downlocked. Rely also on the “LDG GEAR DN” green LDG MEMO message to confirm that the landing gear is downlocked. If residual pressure is indicated on the triple indicator:RESIDUAL BRAKING PROC APPLYDue to the accomplishment of the alternate braking functional test after the landing gear is downlocked, brief brake pressure indications may be observed on BRAKES PRESS. FLAPS FULL .............................ORDER
FLAPS FULL ..............................SELECT