A320 GA Flaps questions?
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A320 GA Flaps questions?
Hi all, may I get some help here with some unusual GA situations on A320. The SOP states that for GA basically after the "GA, FLAPS" callout you put on TOGA, rotate to a pitch commanded by the SRS and retract flaps one step", this is fine to me once you are CONF FULL but what about:
1) On a CONF 3 landing? (Should I set FLAPS 2?) Why in the world on a Conf 3 take-off we go from 3 to 1 and at a GA stops at 2?!?!?!
2) On a rejected landing? (Should I keep the current configuration or retract one step anyway? Rotate at what speed)
3) On an early GA with CONF 1 selected? (Should I set flaps to 0?)
Thanks all!
1) On a CONF 3 landing? (Should I set FLAPS 2?) Why in the world on a Conf 3 take-off we go from 3 to 1 and at a GA stops at 2?!?!?!
2) On a rejected landing? (Should I keep the current configuration or retract one step anyway? Rotate at what speed)
3) On an early GA with CONF 1 selected? (Should I set flaps to 0?)
Thanks all!
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It doesn't specify in FCOM 3 from which config to retract one step. Personally i always thought the 'go-around' section refers to a go-around from minima, in which case you should (in most cases) be at conf 3 or full. The intremediate approach g/a doesn't mention flap. It isn't that clear and leaves it up to you, airbus covering their arse nicely.
LFBB,
On a go-around you should retract one stage if in landing flap i.e. 3 or FULL. With regard to conf 3 to 1 on takeoff, you would wait till speed increasing past F speed. On a go-around you will most probably be below F speed so would not want to go straight to conf 1+F.
On a go-around you should retract one stage if in landing flap i.e. 3 or FULL. With regard to conf 3 to 1 on takeoff, you would wait till speed increasing past F speed. On a go-around you will most probably be below F speed so would not want to go straight to conf 1+F.
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lfbb, As you say, for a standard GA, Airbus do of course recommend retracting the flaps one step with application of TOGA for the A320/1.
Also consider though, the overweight landing checklist in the QRH, which leads you to a table to compare Airport elevation and OAT versus Aircraft weight. If you exceed a given weight for the environmental conditions for the day, the QRH instructs you to make a Flap 3 landing and use CONF 1+F for any GA i.e 2 steps up.
Also consider though, the overweight landing checklist in the QRH, which leads you to a table to compare Airport elevation and OAT versus Aircraft weight. If you exceed a given weight for the environmental conditions for the day, the QRH instructs you to make a Flap 3 landing and use CONF 1+F for any GA i.e 2 steps up.
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It shouldn't be possible to acheive Config 1+F because you have to be less than 100 kts if in the air.
At our company, the call is "Go-around, flaps", TOGA and rotate to FD. PNF retracts the flaps one step (either FULL => 3 or 3 => 2). At F-speed (which is the same at config 3 as it is for config 2, select config 1. Then at S-speed, select config 0 and away you go.
Summary, first selection is retract one step, second is config 1, third is config 0.
At our company, the call is "Go-around, flaps", TOGA and rotate to FD. PNF retracts the flaps one step (either FULL => 3 or 3 => 2). At F-speed (which is the same at config 3 as it is for config 2, select config 1. Then at S-speed, select config 0 and away you go.
Summary, first selection is retract one step, second is config 1, third is config 0.
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1) Check FCOM 3.05.35 - P2 (In Flight Performance - Go Around, CONF 2) and on the P3 you have the same data for CONF 3.
2) It's still a G/A, you may not get airborne in a CONF FULL config ... should also be retract one step. Concerning rotation, according to airbus you should select idle reverse immediately upon touchdown so if you want to g/a you have the speed, if you don't you didn't selected immediately reverse and that would put you in the position to ask about the rotation speed
3) If you are in Conf 1 + F you are probably not yet on the G/S and pretty high above the rwy, why would you use Toga when you can just push to level off and follow the g/a profile ?
Hope that answers your questions
2) It's still a G/A, you may not get airborne in a CONF FULL config ... should also be retract one step. Concerning rotation, according to airbus you should select idle reverse immediately upon touchdown so if you want to g/a you have the speed, if you don't you didn't selected immediately reverse and that would put you in the position to ask about the rotation speed
3) If you are in Conf 1 + F you are probably not yet on the G/S and pretty high above the rwy, why would you use Toga when you can just push to level off and follow the g/a profile ?
Hope that answers your questions
Only half a speed-brake
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True, if you select a higher flap and get back to position 1 you will get 1+F.
Some guys use this "trick" in holding, they select flaps 2 and return to 1 to get 1+F when heavy to have a lower holding speed.
P.S. - I don't like this "trick" but some do it
Some guys use this "trick" in holding, they select flaps 2 and return to 1 to get 1+F when heavy to have a lower holding speed.
P.S. - I don't like this "trick" but some do it
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For a baulked landing,
-TOGA
-Pitch to landing attitude (7.5 deg on A320)
-Maintain landing config
-Gear up when climbing
-Flap ups 1 step when away from the ground and climbing
-resume normal g/a procedure
-TOGA
-Pitch to landing attitude (7.5 deg on A320)
-Maintain landing config
-Gear up when climbing
-Flap ups 1 step when away from the ground and climbing
-resume normal g/a procedure
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GA from config 2, make it standard. call go around flaps and retract one step of flaps. you fly a F speed minimum when conf 2, don't you. thus when you put any additionnal thrust your are above F and no restriction at all to retract flaps 1.
regarding the rejected landing, I mean (touch & go), the call is the same. and if you forget the flaps when landing flaps full you'll have a nasty red warning for wrong flaps take-off (you touched the ground) configuration. once in the air, maintain 10° until the positive climb, then gear up, then pitch 15° and continue for a std go around. don't try to avoid a second touch of the runway by pitching up, stick to 10°
regarding the rejected landing, I mean (touch & go), the call is the same. and if you forget the flaps when landing flaps full you'll have a nasty red warning for wrong flaps take-off (you touched the ground) configuration. once in the air, maintain 10° until the positive climb, then gear up, then pitch 15° and continue for a std go around. don't try to avoid a second touch of the runway by pitching up, stick to 10°
