A320 Flaps 3 Extension After Gear Locked Down?
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A320 Flaps 3 Extension After Gear Locked Down?
Hello everybody!
How do you interpret the standard operating procedures 3.03.18 page7 which says "WHEN LANDING GEAR IS DOWN ORDER FLAPS 3" ?
I personally don't think there is any restriction on activating both the gear and flaps together, even if they are both on the GREEN system...
I think the book reports a general guideline for those... who need it
Jokes apart, do we really have to wait for the gear to be locked down, as somebody says, before calling for Flaps 3?
Probably nobody can know the official answer, but what is your opinion?
Thanks
How do you interpret the standard operating procedures 3.03.18 page7 which says "WHEN LANDING GEAR IS DOWN ORDER FLAPS 3" ?
I personally don't think there is any restriction on activating both the gear and flaps together, even if they are both on the GREEN system...
I think the book reports a general guideline for those... who need it
Jokes apart, do we really have to wait for the gear to be locked down, as somebody says, before calling for Flaps 3?
Probably nobody can know the official answer, but what is your opinion?
Thanks
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FCOM 3 may not be the bible (at least for the majority of us) but depicting SOP like general guidelines, there is a step I would not take 
I never imagined that "WHEN LANDING GEAR IS DOWN" could be subject to debate.
But I got your point, don't worry. There is no such restrictions preventing you to operate both systems at the same time in normal ops.
I think it's only good airmanship as flaps/slats and landing gear are both hydraulic heavy load users.
Why would you rush that? To stabilize asap?...
I never imagined that "WHEN LANDING GEAR IS DOWN" could be subject to debate.
But I got your point, don't worry. There is no such restrictions preventing you to operate both systems at the same time in normal ops.
I think it's only good airmanship as flaps/slats and landing gear are both hydraulic heavy load users.
Why would you rush that? To stabilize asap?...
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I see no reason not to do that. ...just as long as you dont continue 'as normal' and omit the gear down selection.
You will of course get a warning but it will cost you in the bar afterwards
A more interesting scenario is selecting Flap 1, then 2 and back to one( in the air). Aparently confuses the hell out of the system.
So my friend tells me
You will of course get a warning but it will cost you in the bar afterwards
A more interesting scenario is selecting Flap 1, then 2 and back to one( in the air). Aparently confuses the hell out of the system.
So my friend tells me
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Personal opinion.
Airbus considered both hydraulic duties and passenger comfort as well, avoiding high workload on the fluid system and a possible great attitude change if operated in close sequence.
That said, declaring the magic words "NON STANDARD" each ones can manage the flight profile as preferred until remaining within the acft limit.
Airbus considered both hydraulic duties and passenger comfort as well, avoiding high workload on the fluid system and a possible great attitude change if operated in close sequence.
That said, declaring the magic words "NON STANDARD" each ones can manage the flight profile as preferred until remaining within the acft limit.
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SFCC,
There is no confusing of system when you select Flaps 2 and back to 1, the only thing that happens is you will now get flaps 1+F in the air.
The logic for Flaps is that if you select flaps 1 at speed less than 100 kts, you will get flaps 1+F other wise just flaps 1. So in the air you will get only flaps 1, when you retract from flaps 2 to 1, they will stop at 1+F.
I used to fly with one CA who would regularly take flaps 2 and then back to 1, why I still do not know. I guess it made him feel a little bit more comfortable with flaps along with slats hanging out.
Cheers,
Desi
There is no confusing of system when you select Flaps 2 and back to 1, the only thing that happens is you will now get flaps 1+F in the air.
The logic for Flaps is that if you select flaps 1 at speed less than 100 kts, you will get flaps 1+F other wise just flaps 1. So in the air you will get only flaps 1, when you retract from flaps 2 to 1, they will stop at 1+F.
I used to fly with one CA who would regularly take flaps 2 and then back to 1, why I still do not know. I guess it made him feel a little bit more comfortable with flaps along with slats hanging out.
Cheers,
Desi
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Actually 1+F may be the perfect choice in a holding when heavy or for longer flights with a certain speed. In Conf 1 the speed may be to high and you may not want to have the extra drag given by Conf 2 for ... let's say 25 miles.
Anyway it's non standard and should be announced before and agreed by both of you.
Also CONF 3 in gusty conditions works great, it feels a different airplane and the gust won't push you the same like in FULL, however keep in mind the difference in flare (lower, a little firmer but thinking about the tailstrike limit) and the float (actually lack of it).
And finally for the first post in the topic, there is NO limitation on using both in the same time but thinking about the load i think it's just basic airmanship to do it one at a time (unless you're too close to the runway and looking to stabilise ASAP).
Anyway it's non standard and should be announced before and agreed by both of you.
Also CONF 3 in gusty conditions works great, it feels a different airplane and the gust won't push you the same like in FULL, however keep in mind the difference in flare (lower, a little firmer but thinking about the tailstrike limit) and the float (actually lack of it).
And finally for the first post in the topic, there is NO limitation on using both in the same time but thinking about the load i think it's just basic airmanship to do it one at a time (unless you're too close to the runway and looking to stabilise ASAP).
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since were talking about flaps, does landing in config3 really improve handling in gusty approaches too?
While we're on the subject, any comments on Flaps 3 with no gear? Sometimes it really feels like the perfect solution, ie 150kts assigned, on the glideslope, 15 miles out.
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FCOM 3.04.91 p3 - suspected windshear during approach (i would say gusty conditions qualify) ... Select FLAPS 3 and use managed speed in the approach phase.
also in p4 is mentioned "if downburst is expected, increase Vapp displayed on the MDCU up to a maximum of VLS + 15 knots".
Some don't like Flaps 3, some NEVER add any more speed in the app in stormy+windy days ... pilot preference
P.S. - i do
also in p4 is mentioned "if downburst is expected, increase Vapp displayed on the MDCU up to a maximum of VLS + 15 knots".
Some don't like Flaps 3, some NEVER add any more speed in the app in stormy+windy days ... pilot preference
P.S. - i do
