Flaps and Slats / A320
I think de facto was only trying to help and with some good advice, there is no need to bite a chunk off just because he operates a B737, he sounds like a good Captain to me.
The SFCCs have one slat and one flap channel each. If the SFCC is caput, then the slats and flaps will extend or retract at half speed.
If one HYD inoperative, say, then the corresponding surfaces operate at half speed.
If you get an ECAM saying SLATS (F) LOCKED that will indicate that the WTB has caused the stoppage which is a mechanical failure.
If you get an ECAM saying SLATS (F) FAULT then this will mean you have got an SFCC failure which is a computer failure.
Any overspeed aural Warning and VLS will be for the actual flap/slat
configuration.
VFE and VFE Next correspond to the flap lever position.
If you are lucky enough to get a double SFCC failure then you have not got AP, FD or AT, nor have you got any characteristic speeds, which means no VLS so, simply use the QRH Op Data. As mentioned by de-facto (above) use Selected Speed.
then proceed with your initial ECAM actions. folow the ECAM.
When you then get your info (latest from the status) then you will be able to set the aircraft up for the landing (which is the whole point of following the status procedure) If you have a slat OR a flap failure, then you select Flap 3.
If you have slat and aflap failure, then flap lever to Flap 1 to enable G/A
mode, but you select FULL on the Perf Approach page.
If you have a Slats Fault then you are in Alternate Law which will change to Direct Law when you put the gear down. Do your ECAM actions then do the QRH, which, will give you your Appr speeds and and Landing Distance Corrections.
On theApproach Do the QRH drill: Landing with Slats orFlaps Jammed. But, to land without Slats and Flaps use the QRH Flight Pattern.
The PM will use the QRH to guide the PF through the approach. Selected Speed.
Use AP and AT if you`ve got them but A/P off by 500 feet and disconnect A/T by 500 feet if its a slat andflap failure. On finals you will find the the attitude is unusual so when you get visual don`t be tempted to change the pitch attitude but monitor the flight director. If you want to Go-Around then, for failures other than dual hydraulic, Gear Up, but maintain flap/slat configuration. For an SFCC double channel fault (Flap or Slat), remember that you will have no A/P, no FD and no A/T. Ok?
Last edited by Natstrackalpha; 12th Apr 2012 at 19:23.