A320: flaps full or flaps 3+speed brakes?
Just for info: you CAN get full speed brakes with A/P on in the 319...
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Tried and tested
Over the last 11 years and 7500 hours on the A320 I have tabulated data on this very subject many many times.
From what I have observed, repeat, from what I have observed, A/P off, gear down, flaps 3, full speedbrake and selected speed 170 gives best descent angle. Plan about 1,000ft per mile.
One piece of advice though. If you ever plan on doing this, work you way into it gradually. It takes considerable handling technique to transition back to "stabilized" parameters.
From what I have observed, repeat, from what I have observed, A/P off, gear down, flaps 3, full speedbrake and selected speed 170 gives best descent angle. Plan about 1,000ft per mile.
One piece of advice though. If you ever plan on doing this, work you way into it gradually. It takes considerable handling technique to transition back to "stabilized" parameters.
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"Flaps 2 with the gear down and speed selected 190 knots, in OPEN DES, as thrust will be idle, she'll dive believe me. Tried and tested 
. You can correct any deviation. Ofcourse, this does not apply to being already established on the ILS, this only applies if you've been given very short radar vectors very suddenly. As mentioned in previous posts, especially in the A320, the best dive technique when you're far out is select speed 300 or 280, disconnect the AP and use full speed brakes. Spoiler deflection with the AP disengaged is 20 deg for spoiler 2 and 40 deg for spoilers 3 & 4, unlike 12.5 deg and 25 deg respectively when the AP is engaged (A320 only). A321, the maximum spoiler deflection is 25 deg whether AP engaged or not."
if you require more then your unstabilized already, just go around and try again
. You can correct any deviation. Ofcourse, this does not apply to being already established on the ILS, this only applies if you've been given very short radar vectors very suddenly. As mentioned in previous posts, especially in the A320, the best dive technique when you're far out is select speed 300 or 280, disconnect the AP and use full speed brakes. Spoiler deflection with the AP disengaged is 20 deg for spoiler 2 and 40 deg for spoilers 3 & 4, unlike 12.5 deg and 25 deg respectively when the AP is engaged (A320 only). A321, the maximum spoiler deflection is 25 deg whether AP engaged or not."if you require more then your unstabilized already, just go around and try again
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For the fastest descent before the ILS the best is described by FD7, Flaps 2, gear down, speedbrake (without A/P) and it dives pretty steep.
After the LOC capture i use FULL flaps, feels like more drag. Also i like to be configured before 1000ft if i'm visual (not stabilised but in landing conf with a little more speed, and of course stabilised at 500ft).
On the 320 in low speed the speedbrakes don't perform quite well and moving the speedbrake lever only gives you sh*tty trim changes.
(Personal view)
After the LOC capture i use FULL flaps, feels like more drag. Also i like to be configured before 1000ft if i'm visual (not stabilised but in landing conf with a little more speed, and of course stabilised at 500ft).
On the 320 in low speed the speedbrakes don't perform quite well and moving the speedbrake lever only gives you sh*tty trim changes.
(Personal view)
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I'd take the Flaps 2, Open Descent, with full/half speedbrakes (depending on a/c type), gear down and speed around 190/195kt (only on calm air)
If ATC holds you at an altitude, try to reduce the speed as much as you can, so that, when you are cleared to a lower altitude, you lose altitude faster by exchanging altitude into speed.
Use V/S function wisely, because the system logic, when using this mode, is to achieve the selected rate by any means. Speed may go way above target and a flap overspeed situation may occur...
And, as usual, stabilized approach at 1000' (IMC) / 500' (VMC)... or go-around
If ATC holds you at an altitude, try to reduce the speed as much as you can, so that, when you are cleared to a lower altitude, you lose altitude faster by exchanging altitude into speed.
Use V/S function wisely, because the system logic, when using this mode, is to achieve the selected rate by any means. Speed may go way above target and a flap overspeed situation may occur...
And, as usual, stabilized approach at 1000' (IMC) / 500' (VMC)... or go-around
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Glad to see some other pilots out there called "Rudel" by ATC...
17 Nm to touchdown then 5 seconds later they turn you base and your name is now Rudel as you flew Stuka`s - gear down, flap down, slow down, go down...
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17 Nm to touchdown then 5 seconds later they turn you base and your name is now Rudel as you flew Stuka`s - gear down, flap down, slow down, go down...
.
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Full Flaps
i fly all three types... and in my limited experience i can tell u...
flap 3 is a lift config..hence considered for takeoff.
flap full is a drag config.. hence used only for landing
in addition... use of speed brakes not recommened in the appch phase by airbus as per fcom 3....
besides at a speed of 140 kts vapp... so average vls of 155 with speed brakes exteneded and flaps 3 would give u much lesser drag than 140 kts vapp and flaps full selected with propably a speed selected of 155 or 160...
she comes down like a rock.. minus the headache of having to stow the speed brakes and watch ur profile simultaneously... once stabilised at 1000' ifr or 500' vfr u can take it frm there else go around..
hope this helps.
flap 3 is a lift config..hence considered for takeoff.
flap full is a drag config.. hence used only for landing
in addition... use of speed brakes not recommened in the appch phase by airbus as per fcom 3....
besides at a speed of 140 kts vapp... so average vls of 155 with speed brakes exteneded and flaps 3 would give u much lesser drag than 140 kts vapp and flaps full selected with propably a speed selected of 155 or 160...
she comes down like a rock.. minus the headache of having to stow the speed brakes and watch ur profile simultaneously... once stabilised at 1000' ifr or 500' vfr u can take it frm there else go around..
hope this helps.
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175 KTS, gear down, Config 3, full speed brakes = large rock with airline paint scheme.
Depending on the headwind, this gives close a -9 degree FPA.
When the GS needle comes alive, as you descend into the GS, retract the speed brakes, smoothly pitch up, call for Managed speed, Flaps Full, Landing checklist.
It's hard to be too high using this procedure.
Depending on the headwind, this gives close a -9 degree FPA.
When the GS needle comes alive, as you descend into the GS, retract the speed brakes, smoothly pitch up, call for Managed speed, Flaps Full, Landing checklist.
It's hard to be too high using this procedure.
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Two questions..
In an A320, do the speed brakes get inhibited on selecting the flap lever to full or the flaps actually reaching to the full position ?
After how many seconds does the speed brake memo turn amber and start flashing?
In an A320, do the speed brakes get inhibited on selecting the flap lever to full or the flaps actually reaching to the full position ?
After how many seconds does the speed brake memo turn amber and start flashing?
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And
Speedbrake on finals is not recommended as it is less effective at slow speed, if you use it as you run flap the A/T may target Vapp + 10 and there is a real risk that if you stow it after putting the gear down that you will disarm the ground spoilers. If you should the forget to deploy reverse thrust you will have no spoilers and likely as not be fast greatly increasing your odds of an overrun.
High rates of descent on final in a commercial jet are not ideal especially IMC when it is VITAL to have a floor to prevent terrain encounters. Remember GPWS can be MEL'd
Speedbrake on finals is not recommended as it is less effective at slow speed, if you use it as you run flap the A/T may target Vapp + 10 and there is a real risk that if you stow it after putting the gear down that you will disarm the ground spoilers. If you should the forget to deploy reverse thrust you will have no spoilers and likely as not be fast greatly increasing your odds of an overrun.
High rates of descent on final in a commercial jet are not ideal especially IMC when it is VITAL to have a floor to prevent terrain encounters. Remember GPWS can be MEL'd
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many good answers, but all of them missing very important point.
When you are too high ( or too close) first thing to do is to LEVELL OFF + speed brake out, to reach gear down speed ( may look opposite to logic to many of us), then as per above...
When you are too high ( or too close) first thing to do is to LEVELL OFF + speed brake out, to reach gear down speed ( may look opposite to logic to many of us), then as per above...
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Above the GS
Remember too that ground speed and rate of descent are related. The faster the GS the higher the descent rate has to be. Airbus gives 1500 fpm at 140 Kias approach speed. GS 150 use 1600 fpm, GS 160 use 1700 fpm, GS 170 use 1800 fpm and for GS 180 use 1900 fpm. Do NOT exceed 2000 fpm. The above numbers equate to a 6 degree descent angle which is twice that of the glide slope. This technique is technically correct and takes the guess work out of it.
Th.
Th.
