BA pilots (A320): Stabilization/Config on final at which altitude?

[student88]

I think F3 and no brakes works even better.

[sierra_mike]

Do you have a reference for that in any Manual? Or it’s a company restriction/policy?

from FCTM-PR-NP-SP-Green Operating Procedures-Descent Preparation

When landing performance permits, the best combination to reduce fuel costs and brakes oxidation is: CONF 3 + REV IDLE + Autobrake LO.
If the flight crew needs to reduce the landing distance, they should consider to use the deceleration devices in the following order:

1. FLAPS FULL
2. REV MAX
3. Autobrake MED.

The flight crew should avoid the use of Autobrake MED in combination with CONF 3 and REV IDLE. This is because this configuration highly increases brake temperature and, as a result, brakes oxidation, which may be severe.

[Fursty Ferret]

I personally do Flap 3 once a month only in a 319 as practice incase of an emergency requiring a Flap 3 landing. In a 320 I never do Flap 3

160 to 4 is de rigor at BA unless early rad alt callout or strong tailwind. 08L will almost certainly be flap full due to desire to vacate early.

At roughly 4.4 miles it's gear down, flap 3, flap full in quick succession. Gear must be down by 1000ft. No exceptions.

You're definitely measuring 2.5D from the threshold? Generic Airbus SOP is gear down at 2000ft radio.

[Smokey Lomcevak]

Note the BA SAC makes no mention of thrust, however.

N.B. Never thought F3's were so unpopular... I feel like a heathen!

[DaveReidUK]

Originally Posted by Fursty Ferret

160 to 4 is de rigor at BA unless early rad alt callout or strong tailwind. 08L will almost certainly be flap full due to desire to vacate early.

I'm not sure what airport the 08L is a reference to, but at BA's LHR base 160 kts to 4 DME is pretty well de rigeur for everybody.

[Tail-take-off]

Originally Posted by followthegreens

Good god, no!

No A/T off on Minibus or Fatbus I'm afraid. That said, the Minibus has just joined the rest of the world and the landing pilot now selects reverse. So you never know!

Not yet they don’t. 1st of June!

[EGPFlyer]

Originally Posted by sierra_mike

from FCTM-PR-NP-SP-Green Operating Procedures-Descent Preparation

When landing performance permits, the best combination to reduce fuel costs and brakes oxidation is: CONF 3 + REV IDLE + Autobrake LO.
If the flight crew needs to reduce the landing distance, they should consider to use the deceleration devices in the following order:

1. FLAPS FULL
2. REV MAX
3. Autobrake MED.

The flight crew should avoid the use of Autobrake MED in combination with CONF 3 and REV IDLE. This is because this configuration highly increases brake temperature and, as a result, brakes oxidation, which may be severe.

No such restriction in our orange FCTM so must be company specific.... that being said it’s a sensible plan. There’s no point in hammering the brakes to make an early exit when you can reduce the energy using Full flap.

[Dan Winterland]

I think the BA lack of practice at using manual thrust was mentioned in the accident report following the double cowl loss.

[Check Airman]

Originally Posted by Dan Winterland

I think the BA lack of practice at using manual thrust was mentioned in the accident report following the double cowl loss.

Indeed it was. It boggles the mind that they haven't learned.

[Nil further]

There was also another special , unique to BA procedure in that report ........you know the one where the Captain shuts down an engine without telling the other guy or getting cross check .

The worlds favourite airline .

[BM2]

Originally Posted by EGPFlyer

No such restriction in our orange FCTM so must be company specific.... that being said it’s a sensible plan. There’s no point in hammering the brakes to make an early exit when you can reduce the energy using Full flap.

Same thing here. Nothing like this in our manuals. But it makes sense...

[sierra_mike]

Nothing like this in our manuals

No such restriction in our orange FCTM so must be company specific

interesting! thought of the FCTM more like a generic document, which isn't really customized. evenmore interesting as there are are a few airbus-things in our FCTM which we do differently and our company doens't really bother us with all the fuelsaving strategies (management appeals more to our common sense)