Airbus 320 Flap setting
Join Date: Apr 2008
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Takeoff performance charts do the thinking for us but the basic premise is getting max takeoff weight for given conditions.
The takeoff chart is computed for a given runway under a set of conditions, which are :
– OAT
– Wind
– Configuration
– QNH, air conditioning, anti ice...
FCOM 04A Section 2.02 Takeoff has some info also OM6A performance examines aspects of takeoff.
Generally speaking:
TAKEOFF PROCEDURE
Depending on environmental takeoff conditions, the following procedure is recommended.
CONDITIONS
Dry or wet well paved runway
PROCEDURE
– Use the flap setting giving the highest flexible temperature.
– When flexible temperature difference between two flap settings is low, use the highest flap setting.
REASON
Extend engine life and save maintenance costs.
CONDITIONS
High altitude takeoff
PROCEDURE
– Use CONF2/CONF3
REASON
Improve comfort
CONDITONS
Badly paved runway or Accelerate stop distance limited runway
PROCEDURE
– Use CONF2/CONF3
or
– Move towards left side of the takeoff chart
REASON
Improve comfort
Improve stopping distance
There are more explanations but I'll leave them for your research..
BTW to my knowledge this question is not in the tech exam.
The takeoff chart is computed for a given runway under a set of conditions, which are :
– OAT
– Wind
– Configuration
– QNH, air conditioning, anti ice...
FCOM 04A Section 2.02 Takeoff has some info also OM6A performance examines aspects of takeoff.
Generally speaking:
TAKEOFF PROCEDURE
Depending on environmental takeoff conditions, the following procedure is recommended.
CONDITIONS
Dry or wet well paved runway
PROCEDURE
– Use the flap setting giving the highest flexible temperature.
– When flexible temperature difference between two flap settings is low, use the highest flap setting.
REASON
Extend engine life and save maintenance costs.
CONDITIONS
High altitude takeoff
PROCEDURE
– Use CONF2/CONF3
REASON
Improve comfort
CONDITONS
Badly paved runway or Accelerate stop distance limited runway
PROCEDURE
– Use CONF2/CONF3
or
– Move towards left side of the takeoff chart
REASON
Improve comfort
Improve stopping distance
There are more explanations but I'll leave them for your research..
BTW to my knowledge this question is not in the tech exam.
Join Date: Sep 1999
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Do Airbus actually recommend a FLAP SETTING? I would have thought that the runway/obstacles/elevation/temperature and your own airlines fuel conservation program would lead to using a variety of flap settings.
Mutt
Mutt
Join Date: Aug 2002
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I've never taken off with flaps 3.
Most airlines, mainly those that operate from long runways without significant obstacles, use flaps 1+F. Some even don't allow flaps 2+F for take off.
Agree that flaps 2 increases comfort on rough runways.
Dani
Most airlines, mainly those that operate from long runways without significant obstacles, use flaps 1+F. Some even don't allow flaps 2+F for take off.
Agree that flaps 2 increases comfort on rough runways.
Dani
Join Date: Jan 2006
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Its all a function of achieving the most flex. We use flap 3 regularly in light 320's and 319's at LHR from full length and sometimes the figures state flap 1 from further down the runway to derive the best flex, but with higher speeds gives you an improved V2 climb. If anyone is interested I will put the explanation of how airbus matches flaps to flex and speeds on here???
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I stood under the impression that 1+F is always the most economic flap setting (if you can make it). On the runway tables you should always aim for the lowest flex setting (the highest flex temp).
Yes, please, if you can give the source of the 'Bus document?
Dani
Yes, please, if you can give the source of the 'Bus document?
Dani
Join Date: Jan 2006
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Will dig it out.
In summary it goes something along these lines if I can remeber back..
Do you always use manual calcs or software such as CARD or Octopus WINPEP to pick the best mix of TOPL/Flex/Flap/Runway length/OAT/Pressure/Vmcg? V1 as a "go speed" or V1 as a "stop speed" etc... etc... etc...
Most of it targets the best flex for a set of atmospheric conditions and steadily adds flap to keep the best flex. If runway length is not limiting and you can go from an intersection it will quite often be the case that the V speeds will increase to keep max flex, but the higher speeds will give a better angle of climb out (increased V2) until V1 becomes a player as a V1 go speed or V1 stop spped. Because us pilots can't have a V1 range, the tables pick the best or the lowest safest of a range and calls it V1
If you use card and are using a long runway try forcng a flap 1 takeoff - think its code 30 and then run somefigs for any flap and quite often there is no difference in the flex but a big difference in the V1 and V2 speeds
In summary it goes something along these lines if I can remeber back..
Do you always use manual calcs or software such as CARD or Octopus WINPEP to pick the best mix of TOPL/Flex/Flap/Runway length/OAT/Pressure/Vmcg? V1 as a "go speed" or V1 as a "stop speed" etc... etc... etc...
Most of it targets the best flex for a set of atmospheric conditions and steadily adds flap to keep the best flex. If runway length is not limiting and you can go from an intersection it will quite often be the case that the V speeds will increase to keep max flex, but the higher speeds will give a better angle of climb out (increased V2) until V1 becomes a player as a V1 go speed or V1 stop spped. Because us pilots can't have a V1 range, the tables pick the best or the lowest safest of a range and calls it V1
If you use card and are using a long runway try forcng a flap 1 takeoff - think its code 30 and then run somefigs for any flap and quite often there is no difference in the flex but a big difference in the V1 and V2 speeds
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If anyone is interested I will put the explanation of how airbus matches flaps to flex and speeds on here
