Originally Posted by
Airbusenjoyer
Hi All,
I'm new to this forum but have been browsing for a while so do forgive me if I posted on the wrong area.
I have a few questions regarding flying knowledge and SOPs.
Today just got my 1000HRS on type A320 family!
I was consistent on flying and landings were ok, but today I flew with a guy with 42 years of experience and made me question some bits.
As his points:
1. On a Tailwind landing (A320), keep the power on because you will sink fast if you cut. Is this correct?
2. He always adds 3kts to the vApp, even on tailwinds and heavy, is this prudent?
3. After takeoff and flaps retracted we got a direct, so I lowered the speed to 230kts to improve the radius of turn and climb a bit faster, he said this was wrong, I should have kept 250kts because that is Vy
4. Vy is 250kts below FL100 and 300kts above FL100
5. He keeps Wx radar tilt on climb to -2.0 and on descent to +1.5
6. On Takeoff computation he always requests runway wet and config 2, his ideology is to make the aircraft airborne asap, is this prudent?
7. And today, my landing was 1.6g. I blame myself because I didn't flare much/flared a bit late.
What happened was:
We were approaching and wind was headwind of 5kts. 72.3 GW on A321 CEO
Vapp was 142 accdg to EFB and FMS
It was too late that I've noticed that he changed the Vapp to 146, this was done before data lock,and I didn't want to contest him, so I was keeping between 700-800fpm on the glide
My question is, the higher the Vapp, do you have to flare earlier?
I flared around 30 btw.
Thank you for your answers, I'm here merely to garbage in garbage out and keep whats proper.
Good day safe flights!
Good evening!
That’s a very interesting post first of all, I’m curious what other people will say. Here are my thoughts
1: I think no, because if you keep the thrust on you might end up landing long.
2: I wouldn’t agree with it, because the brakes would need to dissipate more energy due to the extra speed and the tailwind, and your break temp would be higher in the end because of the higher energy. Plus I doubt it makes any sense, the vapp is calculated like that for a reason.
3: I think you did the correct thing. Also what was the goal? To reach the selected altitude sooner, or not to “drift off” from the fmgc depicted green line?
4: for this you can refer to FCTM NP-SOP-climb
5: whats wrong with the auto function and if he sees sometning the use the tilt to have a better view?
6: then he should be using flaps3/toga for all the take-offs, that is the shortest.
7: don’t worry about it too much, it happens. However from hus side it’s not so nice to do something without telling you, but that’d be a different discussion.
regards