Originally Posted by
vilas
Scagrams is right. Perhaps it is a translation from Russian. What I quoted wasn't my guess work. It was data provided by Airbus in a fatal accident inquiry. So there's no question of its authenticity. In simpler language it means initiation of OP CLB is through SPEED, VS mode and real characteristic of OP CLB starts from 95% of CLB N1 i.e. when thrust almost reaches CLB. Design philosophy. In a go around irrespective of lateral mode TRK/HDG or Nav the SRS changes only to OP CLB. Why? Design philosophy.
Originally Posted by
vilas
Now that you know the design of the mode one could prioritise between climb and speed reduction. If climb has priority then wait till climb N1 is set then reduce speed that will climb also pitch it up to reduce speed. Want to reduce speed then do it simultaneously with pulling climb.
villas can you provide a "operational real world" scenario and walk us thru this ? Would a pilot watch N1, then pull selected speed?
isn't Airbus philosophy is "use the automation" ?
In theory, open climb ignores constraints and "climbs unrestricted." Period, the end. Managed Climb, obeys contraints to include altitude and speed. Period, the end.
Is it basically safe to say that (this is why we go to recurrent....consider this a short refresh...) :
THR CLIMB/
THR IDLE - "
THR"-XXX in the FMA = FIXED THRUST. Speed controlled via PITCH
SPEED or MACH in the FMA = VARIABLE THRUST. Speed controlled by THRUST / POWER.
Example-1: Tracking the ILS on the glideslope, SPEED should be in FMA, as it should. You cannot have large pitch variations and track the glideslope. You are also slowing to VAPP.
Example-2: Level flight at FL350. MACH in FMA. Again, to maintain Mach number or Cost Index or whatever cruise speed, you cannot be changing pitch while in level flight.
Again
THR-xxx = FIXED THRUST
SPEED or MACH = VARIABLE THRUST
Correct ?