Question for Airbus drivers
Question for Airbus drivers
Hi all,
Don't fly the bus but something has always made me curious. I've noticed Airbus aircraft in hotter climates (DPS/HKG/SIN etc) seem to leave the flaps and LE slats extended on turnarounds.
Most often I've seen on the 330. What's the reasoning here?
Cheers
Don't fly the bus but something has always made me curious. I've noticed Airbus aircraft in hotter climates (DPS/HKG/SIN etc) seem to leave the flaps and LE slats extended on turnarounds.
Most often I've seen on the 330. What's the reasoning here?
Cheers
On ground, hot weather conditions may cause overheating to be detected around the bleed ducts in the wings, resulting in “AIR L (R) WING LEAK” warnings. Such warnings may be avoided during transit by keeping the slats in Configuration 1 when the OAT is above 30 °C.
Tends to be less of a problem on the 320 for some reason. In nearly 6 years of flying the thing I’ve never had it. The 321 though is more prone to it.
330, couldn’t tell you.
330, couldn’t tell you.
It’s still an issue on the 320. But fuel trucks have a habit of running into the flaps when they are down, as they usually drive under the wing for refueling.
Bigger Airbus, not an issue. Although if it’s any coincidence, Singapore airlines paint the flap fairings with red tips, just in case.
Bigger Airbus, not an issue. Although if it’s any coincidence, Singapore airlines paint the flap fairings with red tips, just in case.
Correct, although I still think the 320 is less prone to it (despite being the same wing, go figure). Like I said, 6 years of flying them I’ve never seen the ECAM pop up, both operators have decided that the risk of a fuel truck running into the flaps was a more likely probability. The 321 however, they constantly remind us to do it.
On the 380 the flaps/slats are left at 1 after landing if the temp is 30 or above for the same reasons mentioned above.
This used to be an occasional problem on the 767 too. Although we didn’t leave the flaps out to overcome the problem it probably would have been useful then too.
This used to be an occasional problem on the 767 too. Although we didn’t leave the flaps out to overcome the problem it probably would have been useful then too.
I’ve had the ECAM once on a hot day in Perth. The manufacturer Airbus recommends this as it’s still in the FCOM. However, some airlines don’t do it as a cultural technique even though it’s not stipulated in their manuals.
I had it happen in an A330 while parked on a remote bay at Jeddah in the middle of summer with Flaps 1 set and the OAT at 50°C. The APU bleed valve automatically closed (by design), depriving us of any air conditioning. The engineer tried to use ground carts to blow cold air onto the wings, but couldn't get rid of the ECAM caution. He ended up having to de-power the aircraft to reset the system and restore the APU air. Fun times (not)!
Doesn't seem to be an issue on the A350.
Doesn't seem to be an issue on the A350.
Correct, although I still think the 320 is less prone to it (despite being the same wing, go figure). Like I said, 6 years of flying them I’ve never seen the ECAM pop up, both operators have decided that the risk of a fuel truck running into the flaps was a more likely probability. The 321 however, they constantly remind us to do it.
There was an FSO around 2013 to comply with the FCOM procedure (flap 1 > 30C) after an east coast heat wave. This was quickly cancelled after an airbus verse tanker incident or so the story goes.
You’re not flying them to enough hot spots. Was a regular thing on the 320 in the Boston Bruce Darwin base days.
There was an FSO around 2013 to comply with the FCOM procedure (flap 1 > 30C) after an east coast heat wave. This was quickly cancelled after an airbus verse tanker incident or so the story goes.
