A320 Engine-Out Acceleration
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- retracting flaps at the initiation of the go-around is one thing and can be done from F3 to F1 in some particular cases.
- retracting flaps (cleaning the A/C) at acceleration altitude/third segment (that's for Fredgrav who loves theory
) is always from F3 to F1 (if you reached your altitude with F3). That's the normal Airbus flaps retraction schedule.
- retracting flaps (cleaning the A/C) at acceleration altitude/third segment (that's for Fredgrav who loves theory
) is always from F3 to F1 (if you reached your altitude with F3). That's the normal Airbus flaps retraction schedule.
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It's just the case of an one engine inoperative go-around with Conf Full as final app config.
I don't have that profile on one unique graph. The "closest" profile graph would be the ENG FAIL after V1.
I don't have that profile on one unique graph. The "closest" profile graph would be the ENG FAIL after V1.
Guys, don't forget that different companys SOPs will be reflceted in their manuals. In some cases, there's no point in quoting the FCOM references as other operators may be different. For example, one A320 operator uses Config 3 for landing for all OEI approaches, so the GA will be different.
FWIW, we use 3 to 1.
FWIW, we use 3 to 1.
Last edited by Dan Winterland; 26th Apr 2010 at 17:02. Reason: clarification - in italics
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From FCTM
Will that suffice?
NORMAL OPERATIONS
TAKEOFF
ACCELERATION ALTITUDE
Applicable to: ALL
At the acceleration altitude, the FD pitch mode changes from SRS to CLB or OP CLB mode. The speed target jumps: • Either to the managed target speed e.g. speed constraint, speed limit or ECON climb speed • Or to the preselected climb speed (entered by the pilot on the MCDU PERF CLB page before takeoff). If green dot speed is higher than the managed target speed (e.g. speed constraint 220 kt) displayed by the magenta triangle on the PFD speed scale, the AP/FD will guide the aircraft to green dot (as per the general managed speed guidance rule). If required by ATC, the crew will select the adequate target speed (below green dot) on the FCU.
During takeoff phase, F and S speeds are the minimum speeds for retracting the surfaces: • At F speed, the aircraft accelerating (positive speed trend): retract to 1. • At S speed, the aircraft accelerating (positive speed trend): retract to 0. If the engine start selector had been selected to IGN START for take-off, the PNF should confirm with the PF when it may be deselected.
NO-050. P 7/10
FCTM 24 JUN 09
TAKEOFF
ACCELERATION ALTITUDE
Applicable to: ALL
At the acceleration altitude, the FD pitch mode changes from SRS to CLB or OP CLB mode. The speed target jumps: • Either to the managed target speed e.g. speed constraint, speed limit or ECON climb speed • Or to the preselected climb speed (entered by the pilot on the MCDU PERF CLB page before takeoff). If green dot speed is higher than the managed target speed (e.g. speed constraint 220 kt) displayed by the magenta triangle on the PFD speed scale, the AP/FD will guide the aircraft to green dot (as per the general managed speed guidance rule). If required by ATC, the crew will select the adequate target speed (below green dot) on the FCU.
During takeoff phase, F and S speeds are the minimum speeds for retracting the surfaces: • At F speed, the aircraft accelerating (positive speed trend): retract to 1. • At S speed, the aircraft accelerating (positive speed trend): retract to 0. If the engine start selector had been selected to IGN START for take-off, the PNF should confirm with the PF when it may be deselected.
NO-050. P 7/10
FCTM 24 JUN 09
ONE ENGINE INOPERATIVE GO-AROUND
Applicable to: ALL
A one engine inoperative go-around is similar to that flown with all engines. On the application of TOGA, rudder must be applied promptly to compensate for the increase in thrust and consequently to keep the beta target centred. Provided the flap lever is selected to Flap 1 or greater, SRS will engage and will be followed. If SRS is not available, the initial target pitch attitude is 12.5 °. The lateral FD mode will be GA TRK and this must be considered with respect to terrain clearance. ALT should be selected at the engine inoperative acceleration altitude, with the flap retraction and further climb carried out using the same technique as described earlier in "ENGINE FAILURE AFTER V1" section.
AO-020. P 14/16
FCTM 24 JUN 09
Applicable to: ALL
A one engine inoperative go-around is similar to that flown with all engines. On the application of TOGA, rudder must be applied promptly to compensate for the increase in thrust and consequently to keep the beta target centred. Provided the flap lever is selected to Flap 1 or greater, SRS will engage and will be followed. If SRS is not available, the initial target pitch attitude is 12.5 °. The lateral FD mode will be GA TRK and this must be considered with respect to terrain clearance. ALT should be selected at the engine inoperative acceleration altitude, with the flap retraction and further climb carried out using the same technique as described earlier in "ENGINE FAILURE AFTER V1" section.
AO-020. P 14/16
FCTM 24 JUN 09
ENGINE FAILURE AFTER V1
ACCELERATION SEGMENT
At the engine-out acceleration altitude, push ALT to level off and allow the speed to increase. If the aircraft is being flown manually, the PF should remember that, as airspeed increases, the rudder input needed to keep the beta target centred will reduce. Retract the flaps as normal. When the flap lever is at zero, the beta target reverts to the normal sideslip indication.
AO-020. P 8/16
FCTM 24 JUN 09
ACCELERATION SEGMENT
At the engine-out acceleration altitude, push ALT to level off and allow the speed to increase. If the aircraft is being flown manually, the PF should remember that, as airspeed increases, the rudder input needed to keep the beta target centred will reduce. Retract the flaps as normal. When the flap lever is at zero, the beta target reverts to the normal sideslip indication.
AO-020. P 8/16
FCTM 24 JUN 09
