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Old 21st Mar 2013, 03:45
  #21 (permalink)  
Join Date: Jun 2007
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I fully agree with your last paregraph. Changes to Airbus SOP done by Chief pilot etc are based on their own interpretation of some earlier incidents. What is forgotten is that Airbus is in touch with all Airbus operators and they collect information about all such incidents that occurr around the globe. Then they develop procedures using all the software, hardware, engineering information available to them which is not available to individual airline. If some perticular difficulty is experienced in day to day operation it should be referred to the manufacturer first before changing any procedures especially in FBW a/c. Offcourse even manufacturers are not immune from making mistakes but it is better to take them in confidence than do a knee jerk change.
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Old 21st Mar 2013, 05:50
  #22 (permalink)  
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Single engine GA procedure with final altitude of 7000?


During a single engine go-around you may use up to 10minutes of TOGA thrust. If longer thrust is needed you should reduce to MCT.

If the final go-around altitude is high, the crew shouldcheck if on the go-around routing an intermediate altitude can be maintainedfor level acceleration.

If the go around altitude is too limiting the flight Opsperformance of your airline should study a specific go-around procedure for oneengine out operation.
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Old 21st Mar 2013, 08:55
  #23 (permalink)  
Join Date: Jan 2001
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7000' out of GVA will take about 7 minutes single engine at TOGA in a 320. Once the engine is secure, sit there fat, dumb and happy monitoring the terrain until you reach 7000'. I wouldn't bother levelling at 2400' as you need to be at 7000' to hold anyway so you might as well get up there ASAP.
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