Interesting scenario A320
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lurkio
It is true They are described as manoeuvre speeds. Airbus 17th Performance and operations conference Dubai gives a detailed description of what they are and how to use them. Extract below:
It is true They are described as manoeuvre speeds. Airbus 17th Performance and operations conference Dubai gives a detailed description of what they are and how to use them. Extract below:
• Flap maneuvering speeds are recommended to fly the aircraft in a given flaps configuration for:
• Comfort in aircraft maneuver:
• Green Dot, S, F are comfortable
• Particularly in turbulent conditions, or
• For turns at high bank angle
• Flap maneuvering speeds are not limitations:
It is safe to fly between VLS and VMAX (VMO, VLE, VFE) :
The required aerodynamic margin is properly ensured.
• Comfort in aircraft maneuver:
• Green Dot, S, F are comfortable
• Particularly in turbulent conditions, or
• For turns at high bank angle
• Flap maneuvering speeds are not limitations:
It is safe to fly between VLS and VMAX (VMO, VLE, VFE) :
The required aerodynamic margin is properly ensured.
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Check the other thread I quoted some more info about this. You can check on this: https://www.scribd.com/document/1829...tic-speeds-pdf
Last edited by vilas; 15th Oct 2017 at 06:35.
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Low Speed Protection
Hi Charlies Angel. Thanks for your reply. I'm sorry I didn't paraphrase my question correctly. Say you're at 2500 feet when your G/S intercept altitude is 3000. You're on glide and suppose the Go Around altitude is 7000'. Then you're in a mess having retracted flaps to zero.
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PILOTINHO
This discussion is going round in circles like a cat trying to catch it's own tail. To recap everything, it started with, we are at 2500ft at CONF1 (below FAP of 3000ft) and ATC gives you speed constraint of 150kts. First, no constraints are given once on the glide. Second, if constraint was given the obvious course is to select CONF2, albeit 500ft higher or 30seconds earlier from the desired height of 2000ft. If you are that fuel conscious delay the gear a bit. Third, If asked to GA just leave the flap as it is since it is retracted purely for MA gradient. Now you are suggesting open climb which is in THRCLB. What happens to the gradient? If it meets then why we GA with MAN TOGA at all? Discontinue approach is an option only if FCU altitude is at or below aircraft altitude. Below FCU altitude standard GA is mandatory.
This discussion is going round in circles like a cat trying to catch it's own tail. To recap everything, it started with, we are at 2500ft at CONF1 (below FAP of 3000ft) and ATC gives you speed constraint of 150kts. First, no constraints are given once on the glide. Second, if constraint was given the obvious course is to select CONF2, albeit 500ft higher or 30seconds earlier from the desired height of 2000ft. If you are that fuel conscious delay the gear a bit. Third, If asked to GA just leave the flap as it is since it is retracted purely for MA gradient. Now you are suggesting open climb which is in THRCLB. What happens to the gradient? If it meets then why we GA with MAN TOGA at all? Discontinue approach is an option only if FCU altitude is at or below aircraft altitude. Below FCU altitude standard GA is mandatory.
Last edited by vilas; 16th Oct 2017 at 09:21.
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First, no constraints are given once on the glide.
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We used to be able to discontinue an approach (pushing V/S 0 etc), but that was taken away from us when below missed approach altitude. Now it's TOGA, even 6 miles out.
