A320 slats/flaps jammed
Join Date: Jun 2011
Location: On Contract at 14° 35' N, 121º 00 E'
Posts: 35
Likes: 0
Received 0 Likes
on
0 Posts
"consider a total flaps and slats fault (flap lever control sensor unit fault, for instance).
You can reduce speed right away to VLS and set the lever to conf 2 and 3 at VFE next -5 kt. This will be symbolic, since nothing happens. In the mean time, PNF can calculate landing distance. VMAX is unlimited, because you are clean"
You can reduce speed right away to VLS and set the lever to conf 2 and 3 at VFE next -5 kt. This will be symbolic, since nothing happens. In the mean time, PNF can calculate landing distance. VMAX is unlimited, because you are clean"
Hi Microburst,
I'll have to take issue with the above statement. In the event you experience, like you say a flap and slat fault, you do not set the flap lever to config 2 or 3, but according to the STATUS Page and QRH, set the Flap handle to Config 1 unless I misunderstood your example to mean other config abnormalities.
Additionally, you cannot reduce speed to Full Flap VLS in the Clean configuration, but must honor the +60 kt additive + VLS for your Approach speed (+50 kts for Landing)
Airbus recommends to fly this type of no flap no slat approach in Selected Speed. Selected speed during a configuration abnormal packs such a high energy state that GS mini functions are not relevant at this point. See attached Training Manual documents from Airbus.
Likewise, whether the Selected Approach speed transitions to Managed on a Go Around is irrelevant (Im in the sim tomorrow and will find out) as Airbus recommends that the speed be selected and acclerated manually in order to have better control of your speed during accleration for your configuration. Again, reference below Training Manual docs from Airbus.
rgds,
TMIS
Join Date: Mar 2005
Location: Uh... Where was I?
Posts: 1,338
Likes: 0
Received 0 Likes
on
0 Posts
agree with all that (selected recommended, delta Vref...)
when i say fly VLS I mean PFD VLS (which is the same as VREF conf full plus delta vref, I think)
you are right about slats and flaps at zero: use flap 1, it says. BUt nothing happens if you select up to flap 3 on the spur of the moment, since the result is the same (nothing moves).
So if you are in a very bad scenario typical of a command training simulator where they push you to the limits (such as flaps and slats jam with an engine failure and smoke in the cockpit and incapacitade FO and...), it is most useful to know that all you have to do is fly the VLS (PFD) and land, and that normaly you will have enough runway.
when i say fly VLS I mean PFD VLS (which is the same as VREF conf full plus delta vref, I think)
you are right about slats and flaps at zero: use flap 1, it says. BUt nothing happens if you select up to flap 3 on the spur of the moment, since the result is the same (nothing moves).
So if you are in a very bad scenario typical of a command training simulator where they push you to the limits (such as flaps and slats jam with an engine failure and smoke in the cockpit and incapacitade FO and...), it is most useful to know that all you have to do is fly the VLS (PFD) and land, and that normaly you will have enough runway.
Join Date: Aug 2006
Location: Pangea
Posts: 16
Likes: 0
Received 0 Likes
on
0 Posts
I-2021
If I'm not mistaken, during a go around the airplane will ignore all speed and altitude constraints. Managed speed will be Green Dot speed, until the airplane is out of the Go Around Phase (either by activating App Phase or ENABLE ALTN).
See FCOM 4.05.80
If you insert a speed constraint in the missed approach routing the aircraft will accelerate to that speed, so you can keep speed managed, i.e you need to fly 175 kt for go around, then insert 175 kt as a speed costraint. If you pull speed during the go around you exit the SRS and you go in OP CLB.
See FCOM 4.05.80
Join Date: Mar 2005
Location: Uh... Where was I?
Posts: 1,338
Likes: 0
Received 0 Likes
on
0 Posts
Yep
you can use it as a reminder, though
What brings me another question I haven't satisfactorily found the answer:
in a go around, at acceleration altitude what mode becomes active (if we are in NAV)? OP CLB or CLB? I found discrepancies in the FCOMs. 4.05.80 p1 and 1.22.30 p1 says no, but then 1.22.30 p7 graph seems to say yes.
ok, now i see what happens: the mode is armed (1.22.30 p20 and p7 graph) but it will not engage unless we get out of go around phase (other references). kind of tricky, isn't it...
it is something to bear in mind in a missed approach with an at altitude constraint and a further higher altitude. In those cases we sould either select the constraint as the "go around altitude" or, alternatively, select the final altitude but then we must not forget to activate approach early during the go around. I think the first method is better.
you can use it as a reminder, though
What brings me another question I haven't satisfactorily found the answer:
in a go around, at acceleration altitude what mode becomes active (if we are in NAV)? OP CLB or CLB? I found discrepancies in the FCOMs. 4.05.80 p1 and 1.22.30 p1 says no, but then 1.22.30 p7 graph seems to say yes.
ok, now i see what happens: the mode is armed (1.22.30 p20 and p7 graph) but it will not engage unless we get out of go around phase (other references). kind of tricky, isn't it...
it is something to bear in mind in a missed approach with an at altitude constraint and a further higher altitude. In those cases we sould either select the constraint as the "go around altitude" or, alternatively, select the final altitude but then we must not forget to activate approach early during the go around. I think the first method is better.
Join Date: Mar 2005
Location: Uh... Where was I?
Posts: 1,338
Likes: 0
Received 0 Likes
on
0 Posts
forget that
ok, now i see what happens: the mode is armed (1.22.30 p20 and p7 graph) but it will not engage unless we get out of go around phase (other references). kind of tricky, isn't it...
it is something to bear in mind in a missed approach with an at altitude constraint and a further higher altitude. In those cases we sould either select the constraint as the "go around altitude" or, alternatively, select the final altitude but then we must not forget to activate approach early during the go around. I think the first method is better.
it is something to bear in mind in a missed approach with an at altitude constraint and a further higher altitude. In those cases we sould either select the constraint as the "go around altitude" or, alternatively, select the final altitude but then we must not forget to activate approach early during the go around. I think the first method is better.
