A320 questions
Thread Starter
Join Date: Apr 2005
Location: Oslo, Norway
Age: 39
Posts: 12
Likes: 0
Received 0 Likes
on
0 Posts
A320 questions
I have recently done 5 legs on TP and LH A319/320's and have come up with a few questions.
1. After gear retraction a single "Pling" is heard the PA. The same could also be heard after gear extention. ( not to be mistaken for the PNF's cycling of the fasten seatbelt sign, that some airlines use to alert CA)
-Any good reason for this?
2. Compared to B737's the Airbus seems to need very few flap selections during approach and landing. I know that the airbus has few flap postitions, but could somebody enlighten me on normal flap usage during app and ldg.
1. After gear retraction a single "Pling" is heard the PA. The same could also be heard after gear extention. ( not to be mistaken for the PNF's cycling of the fasten seatbelt sign, that some airlines use to alert CA)
-Any good reason for this?
2. Compared to B737's the Airbus seems to need very few flap selections during approach and landing. I know that the airbus has few flap postitions, but could somebody enlighten me on normal flap usage during app and ldg.
The ping you can hear is the activation of one of the cabin signs. If any of the switches are left in the auto position than they activate with the gear. Unless the CCDS has been modified.
As for flap positions on approach.
Flap 1 = Slats at 1
Flap 2 = Slats at 2 flaps at 2
Flap 3 = Slats at 2 flaps at 3
Flap full = Slats at 3 flaps at Full.
Flaps on Take Off
Flap 1 = Slats at 1 and Flaps at 1
Otherwise the same.
If you take off with config 3 (flaps at 3, slats at 3) on retraction you miss out config 2 and go straight for config 1+F (flaps1, slats1). At heavy weight you can get auto flap retract at config 1. As S (Manouver speed, config 1)speed can be quicker than allowed with flap out.
Happy to be corrected on any of the above.
As for flap positions on approach.
Flap 1 = Slats at 1
Flap 2 = Slats at 2 flaps at 2
Flap 3 = Slats at 2 flaps at 3
Flap full = Slats at 3 flaps at Full.
Flaps on Take Off
Flap 1 = Slats at 1 and Flaps at 1
Otherwise the same.
If you take off with config 3 (flaps at 3, slats at 3) on retraction you miss out config 2 and go straight for config 1+F (flaps1, slats1). At heavy weight you can get auto flap retract at config 1. As S (Manouver speed, config 1)speed can be quicker than allowed with flap out.
Happy to be corrected on any of the above.
Last edited by Jonty; 19th Aug 2010 at 12:34.
Join Date: Dec 2009
Location: Somewhere on the ND
Age: 84
Posts: 46
Likes: 0
Received 0 Likes
on
0 Posts
1. This happens if the no-smoking sign switch is set to the "armed" position. When the nose gear is not locked up, the no-smoking sign goes off, so the ding is the change from on to off on take-off and vice-versa on landing. However, you will doubtless have noticed that the sign actually stays on all the time. This is because, with smoking now banned more or less everywhere, most airlines have hard-wired the sign to be permanently on if the switch is either set at "armed" or "on". So the ding is a consequence of the original system design.
2. The A320 has 6 flap settings: 0, 1, 1+F, 2, 3 and FULL.
0 = retracted
1 = 18 degrees slats
1+F = 18 deg slats + 10 deg flaps
2 = 22 slats + 15 flaps
3 = 22 slat + 20 flaps
FULL = 27 slat + 35 flaps
1 and 1+F are the same position on the flap selector lever. Selecting flap 1 on the lever always gives 1+F except when going from 0 flap to flap 1 while airbourne gives flap 1 only (i.e. slats only) - it's an approach flap setting only.
Take-off can be made at 1+F, 2 or 3.
Landing can be made at 3 or FULL.
Which config is used is airline/condition/runway/weather dependent.
We normally use 2 for take-off and FULL for landing.
Landing at 3 saves some fuel and is better in potentially turbulent/windshear conditions (more energy available for a go-around).
The flap sequence for approach:
1 at about 10NM out (when slowing below 220kts)
2 just before glideslope capture, speed back to about 180kts.
Fly down the glideslope at flap 2, then gear down.
Then 3 and 4 in quick sucession to be fully extended and at final approach speed by 1000ft above the airport.
2. The A320 has 6 flap settings: 0, 1, 1+F, 2, 3 and FULL.
0 = retracted
1 = 18 degrees slats
1+F = 18 deg slats + 10 deg flaps
2 = 22 slats + 15 flaps
3 = 22 slat + 20 flaps
FULL = 27 slat + 35 flaps
1 and 1+F are the same position on the flap selector lever. Selecting flap 1 on the lever always gives 1+F except when going from 0 flap to flap 1 while airbourne gives flap 1 only (i.e. slats only) - it's an approach flap setting only.
Take-off can be made at 1+F, 2 or 3.
Landing can be made at 3 or FULL.
Which config is used is airline/condition/runway/weather dependent.
We normally use 2 for take-off and FULL for landing.
Landing at 3 saves some fuel and is better in potentially turbulent/windshear conditions (more energy available for a go-around).
The flap sequence for approach:
1 at about 10NM out (when slowing below 220kts)
2 just before glideslope capture, speed back to about 180kts.
Fly down the glideslope at flap 2, then gear down.
Then 3 and 4 in quick sucession to be fully extended and at final approach speed by 1000ft above the airport.
Join Date: Oct 2009
Location: UK
Posts: 1,270
Likes: 0
Received 0 Likes
on
0 Posts
Hi Jonty,
I think you probably meant (flaps at 3, slats at 2) from your previous logic. However - it does show how Airbus has managed to confuse most of us with their illogical labels.
If you take off with config 3 (flaps at 3, slats at 3)
Join Date: Mar 2005
Location: Queenland, Australia
Posts: 176
Likes: 0
Received 0 Likes
on
0 Posts
I discovered the 'ding' sounded in conjunction with the seatbelt sign, where on this unique occasion, we had to lower the gear down around 8000ft (thanks to ATC) then the seatbelt sign chimed and illuminated as we hadn't selected it on yet!
Join Date: Mar 2005
Location: In the rain
Posts: 269
Likes: 0
Received 0 Likes
on
0 Posts
As previously posted the ding is connected to the illumination of the exit signs (and formerly no-smoking as well). New busses don't have a 'no-smoking' switch anymore, it has been renamed 'exit' as that's the only thing which is controlled now.
The A320 does have a very clean looking wing compared to 737s, this is because it only has single slotted fowler flaps. Flap usage is nicely described in the flight patterns here: SmartCockpit - Airbus 320 Series
S.
The A320 does have a very clean looking wing compared to 737s, this is because it only has single slotted fowler flaps. Flap usage is nicely described in the flight patterns here: SmartCockpit - Airbus 320 Series
S.
Join Date: Jul 2006
Location: italy
Age: 56
Posts: 11
Likes: 0
Received 0 Likes
on
0 Posts
preliminary & cockpit preparation...
a fun question..:
what Airbus means with the term "transit stop" to apply the full or reduced preliminary & cockpit preparation?
This question comes from many pilots that, starting duty after another crew and going to fly with an aircraft that has already flown during the same day, assume to go for a quick check (only the ones with the *) iso a full one...anybody as an "official" answer?
Thanks
Christian
what Airbus means with the term "transit stop" to apply the full or reduced preliminary & cockpit preparation?
This question comes from many pilots that, starting duty after another crew and going to fly with an aircraft that has already flown during the same day, assume to go for a quick check (only the ones with the *) iso a full one...anybody as an "official" answer?
Thanks
Christian
Join Date: Feb 1998
Location: Formerly of Nam
Posts: 1,595
Likes: 0
Received 0 Likes
on
0 Posts
cbern the answer will be in your Co ops manual. Many outfits
vary the Airboos procedure to suit the type of operation e.g.
the capt can vary the transit check (such as that in between
a short hop and a next sector ETOPS leg) as he sees fit. In
my case I'll check EVERY thing (again if need be) before I
barrell off for 6 hrs over a shark-infested sea 800nm from
the nearest craphole airport, SOP notwithstanding.
Our Co SOP insists on a full check -
After a change of cockpit crew (even partial)
After the aircraft has been vacated by pilots in excess of 2 hours
After the thing has been hauled off to the hangar for any duration whatsoever
If the captain deems it for any reason
vary the Airboos procedure to suit the type of operation e.g.
the capt can vary the transit check (such as that in between
a short hop and a next sector ETOPS leg) as he sees fit. In
my case I'll check EVERY thing (again if need be) before I
barrell off for 6 hrs over a shark-infested sea 800nm from
the nearest craphole airport, SOP notwithstanding.
Our Co SOP insists on a full check -
After a change of cockpit crew (even partial)
After the aircraft has been vacated by pilots in excess of 2 hours
After the thing has been hauled off to the hangar for any duration whatsoever
If the captain deems it for any reason
