Ground speed mini
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Originally Posted by cornwallis
A lot of the problems I have seen are due to the aircraft actually being a couple of tonnes heavier than the loadsheet which reduces the vapp/vls to less than 5kts.
Out of interest I have just read the LH accident report you refer to and there is no mention of incorrect wind entries in the fmgc. it does however refer to reported, but largely ignored, windshear, plus tailwinds on finals caused by a rapidly passing weather front.
Last edited by FlapsOne; 12th Apr 2006 at 12:17.
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A couple of tonnes is nothing, just the difference between the standard weights on the loadsheet and what's actually in the hold.
Allowable baggage weight + cheat slightly = 22Kg, less 13Kg per loadsheet bag = 9Kg, x 220 bags on a charter A321 = 2 tonnes. QED.
Allowable baggage weight + cheat slightly = 22Kg, less 13Kg per loadsheet bag = 9Kg, x 220 bags on a charter A321 = 2 tonnes. QED.
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Dreamland......flaps full speed is 177ts for sure,and as someone has suggested ,to revert to selected speed then go back managed is a practice many use,including myself.....and there is I beleive a limit on the GS mini and how far it will go(will try to find that out)....the problem I see is during very gusty strong winds is that even with the GS mini at its max....the resulting fluctuating airspeed puts you so close to the flaps full speed limitation(177kts) resulting,obviously, in the overspeed horn.
These occasions do not happen very often,but they certainly get your attention.In the app phase the managed speed target is the mini ground speed target computed by the flight guidance(FG)part of the FMGS...
These occasions do not happen very often,but they certainly get your attention.In the app phase the managed speed target is the mini ground speed target computed by the flight guidance(FG)part of the FMGS...
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1.22.30 Autothrust
The lowest speed target is limited to VAPP and its upper limit is VFE of next configuration in CONF 1, 2, 3 and VFE - 5 in CONF FULL.
System protects itself quite nicely....no need to stay switching unnecessarily between selected/managed unless you have terribly strong headwinds
The lowest speed target is limited to VAPP and its upper limit is VFE of next configuration in CONF 1, 2, 3 and VFE - 5 in CONF FULL.
System protects itself quite nicely....no need to stay switching unnecessarily between selected/managed unless you have terribly strong headwinds
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I have frequently seen the top of vls 2 or 3 knots higher than it should be.In the cruise look at green dot and do the maths in the QRH to work out your gw.Typically in IT config you will always be two tonnes heavier than the loadsheet!I then use this figure to decide whether to step or not.Vls comes from the facs( a of a) info and is more reflective of the true weight
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Cornwallis...that is true,and one way to do.....if you also go to the AIDS page,pull up...Alpha Parameters(second line).it will bring up a menu...gives you 4 blocks in which to put a code...punch in (type,line select,1L)GWFL or GW,it will do the same thing for you....I use this all the time to determine Max FL,for A/C weight....
320 DRIVER,....Thanks for the info
320 DRIVER,....Thanks for the info
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pleeeeeeease don't mix me up with the driver.....I'm the operator!!
on a different note...... using AIDS to determine MAX FL sounds a bit too much!!....... use the PROG page it is more than enough. Even with a difference of a couple of tonnes you are not going to fall out of the sky if you climb to what is displayed in the PROG page.
on a different note...... using AIDS to determine MAX FL sounds a bit too much!!....... use the PROG page it is more than enough. Even with a difference of a couple of tonnes you are not going to fall out of the sky if you climb to what is displayed in the PROG page.
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320operator...sorry mate!!
Would agree with the prog page and use that all the time....I only bring it up as it is another "Tool" that Airbus allows us to use and play with...comes in handy and makes you a little more aware of the aircrafts capabilities,what you can and cant do......5-6hr flights...idle fingers
Would agree with the prog page and use that all the time....I only bring it up as it is another "Tool" that Airbus allows us to use and play with...comes in handy and makes you a little more aware of the aircrafts capabilities,what you can and cant do......5-6hr flights...idle fingers
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Where's the coffee,SOMETHING else that hasn't been passed down..
In the good old days of windshear on final ,crews used to select one INS to Grounspeed and didn't let the grounspeed decease below VAPP,regardless of what Airspeed was indicating at that moment(catered for the gusts,and the sudden loss of)
cheers..
In the good old days of windshear on final ,crews used to select one INS to Grounspeed and didn't let the grounspeed decease below VAPP,regardless of what Airspeed was indicating at that moment(catered for the gusts,and the sudden loss of)
cheers..
