flaps 3 landing A320 to save fuel
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nique and poor energy management. Somehow the east pilots have gotten the idea that landing with power on and not flaring is the way to land a 321
If there is no roll sensitivity issue,then why i read here that airbus doesnt recommend full flaps in gusty winds?
Thanks
The 737 800 and longer 900 flare techniques are just the same,passing threshold,full attention to runway rise(always bout 30 feet if stable at normal rate) and as you gently pitch up the thrust is reduced to ideally reach idle and final landing attitude and touch at same time.
Thrust reduction counteracts your pitch up,do it after and youll float,do it earlier and your speed will reduce more than it should and worst case tail strike or land hard or both.
Last edited by de facto; 24th Oct 2013 at 06:19.
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I believe that the config 3 technique in gusty winds is recommended because the approach speeds are higher and there is less drag. I've not used it unless there was a good chance of windshear (summer monsoon season in the desert here). I just finished a two day trip with strong gusty crosswinds on my legs. I used flaps full because I like having the extra drag and having the engines spooled up.
One thing the airbus does is the auto thrust system is very sensitive to side stick movement, especially in the flare. If you pitch up to arrest your rate of descent before you pull the TLs to idle you will get a spool up of the engines. So when you preflare, any back stick movement will result in an increase of thrust, giving you more energy at a time when you are supposed to be dissipating energy. Since the thrust levers don't move on the bus this spool can go unnoticed by a new or lazy pilot who isn't paying attention.
One thing the airbus does is the auto thrust system is very sensitive to side stick movement, especially in the flare. If you pitch up to arrest your rate of descent before you pull the TLs to idle you will get a spool up of the engines. So when you preflare, any back stick movement will result in an increase of thrust, giving you more energy at a time when you are supposed to be dissipating energy. Since the thrust levers don't move on the bus this spool can go unnoticed by a new or lazy pilot who isn't paying attention.
Ut Sementem Feeceris
Cactusbusdrvr is correct in that A/THR is very sensitive and will react to any speed decay to get back on VAPP quickly which is why it is IMPERATIVE that the T/L's are closed - COMPLETELY AND PROMTLY - at the correct time.
On a gusty approach the Groundspeed Mini function can exacerbate the problem as it is designed to MAINTAIN the aircrafts energy and any delay in getting the power off can add to that energy leading to big float. Whenever I fly an approach in such conditions I always close the levers fractionally earlier than normal to allow for this phenomenon.
On a gusty approach the Groundspeed Mini function can exacerbate the problem as it is designed to MAINTAIN the aircrafts energy and any delay in getting the power off can add to that energy leading to big float. Whenever I fly an approach in such conditions I always close the levers fractionally earlier than normal to allow for this phenomenon.
