A320 Slats > 3 reference ???
Join Date: Mar 2005
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Hi guys
I hadn't read that paragraph or I had mistook it with the one TP mentions.
I thought we should fly at VMAX-10 kt regardless of displayed VFE. But what does that may means? We can choose? Why? Now thinking, if we fly within the displayed barber pole... Will the normal law high speed protection intervene? The Overspeed warning will occur at actual limit, QRH says, so I don't think so, but I don't know for sure.
The problem in this failure is that we want to fly as fast as possible (without exceeding flaps/slats limits) because we haven't got the lift benefits of correctly deployed flaps/slats and our manoeuvring speed is higher than displayed. Though VLS is correct and as long as we don't go below it there should be no problem it is important to know what the max speed is. Particularly if we are heavy.
The table is straightforward for me too Simple things may become more difficult in final approach depending on circumstances, but that is what we get paid for.
I hadn't read that paragraph or I had mistook it with the one TP mentions.
I thought we should fly at VMAX-10 kt regardless of displayed VFE. But what does that may means? We can choose? Why? Now thinking, if we fly within the displayed barber pole... Will the normal law high speed protection intervene? The Overspeed warning will occur at actual limit, QRH says, so I don't think so, but I don't know for sure.
The problem in this failure is that we want to fly as fast as possible (without exceeding flaps/slats limits) because we haven't got the lift benefits of correctly deployed flaps/slats and our manoeuvring speed is higher than displayed. Though VLS is correct and as long as we don't go below it there should be no problem it is important to know what the max speed is. Particularly if we are heavy.
The table is straightforward for me too Simple things may become more difficult in final approach depending on circumstances, but that is what we get paid for.
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Now thinking, if we fly within the displayed barber pole... Will the normal law high speed protection intervene?
Join Date: Nov 2007
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I've dug out this old thread to ask a question about slats/flaps jammed resulting from a dual hydraulics failure.
I understand that a dual HYD failure leads to a loss of AP. If that's the case, how does one "select" Vfe minus 5 kts for flaps extension (in particular G+B, G+Y) ? If the AP is off, turning and pulling the SPD knob would be futile. Have I missed something here ?
Can Mb2002 or anyone else help ? Thanks in advance.
I understand that a dual HYD failure leads to a loss of AP. If that's the case, how does one "select" Vfe minus 5 kts for flaps extension (in particular G+B, G+Y) ? If the AP is off, turning and pulling the SPD knob would be futile. Have I missed something here ?
Can Mb2002 or anyone else help ? Thanks in advance.
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You must be correct, as A/THR is not on the SYS INOP list for dual HYD failure.
I guess all I have to do is to select the required speed and A/THR (in SPEED mode) will command a slow down to Vfe - 5kts. Thanks.
I guess all I have to do is to select the required speed and A/THR (in SPEED mode) will command a slow down to Vfe - 5kts. Thanks.
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A postscript to my last post for those who are interested.
For G+Y HYD failure, A/THR is available and used.
For G+B HYD failure, A/THR is available but the QRH/FCOM3 directs it must be switched off for the approach. I understand this is to prevent handling problems due to loss of multiple flight control surfaces, in particular L ELEV and L+R AIL, both of which are controlled by G SYS and B SYS.
For G+Y HYD failure, A/THR is available and used.
For G+B HYD failure, A/THR is available but the QRH/FCOM3 directs it must be switched off for the approach. I understand this is to prevent handling problems due to loss of multiple flight control surfaces, in particular L ELEV and L+R AIL, both of which are controlled by G SYS and B SYS.
