A320neo Rotation
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It's not neo but all sharklet aircraft are slippery in flare because of drag reduction. Because of that SAFETY FIRST states that for GS mini only 1/3 of ∆ wind is used unlike non sharklets aircraft which use full ∆wind.
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Are You sure about that ? Safety first #24 only discusses CEO vs NEO difference in the k factor.
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Sonic check this one
https://safetyfirst.airbus.com/contr...h-and-landing/
https://safetyfirst.airbus.com/contr...h-and-landing/
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Sonic check this one
https://safetyfirst.airbus.com/contr...h-and-landing/
https://safetyfirst.airbus.com/contr...h-and-landing/
As an aside, I like the way they put it. "Stronger deceleration capability". Is that the PC way of saying underpowered?
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Interesting. I assume they are talking about the CEO without sharklets; Otherwise I don’t undestand how it’s possible. I don’t see how a NEO with engines of 81 inches diameter can not have a stronger deceleration. Lol
Last edited by pineteam; 1st Jun 2019 at 01:38.
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May be I mistook it as Sharklets in place of Neo. It says neo. But the effect is due to sharklets.
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Sonic check this one
https://safetyfirst.airbus.com/contr...h-and-landing/
https://safetyfirst.airbus.com/contr...h-and-landing/
thanks, that's the one I was referring to. The k factor of .33 is applicable to the NEO but I can't see any reference to the CEOs with sharklets... unless I am missing something ?
Cheers.
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I misread it. It says Neo. But the effect is due to sharklets. As PT says higher fan diameter should offer more drag.
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Only half a speed-brake
Airbus usually do not make that kind of mistakes in official documents. Writing NEO but meaning Sharklets, missing the hint there are probably more CEOs with sharklets than NEOs produced altogether.
Though I do agree with the sentiments above, I think we should not settle for a "typo" type explanation.
Though I do agree with the sentiments above, I think we should not settle for a "typo" type explanation.
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Airbus usually do not make that kind of mistakes in official documents. Writing NEO but meaning Sharklets, missing the hint there are probably more CEOs with sharklets than NEOs produced altogether.
Though I do agree with the sentiments above, I think we should not settle for a "typo" type explanation.
Though I do agree with the sentiments above, I think we should not settle for a "typo" type explanation.
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Airbus usually do not make that kind of mistakes in official documents. Writing NEO but meaning Sharklets, missing the hint there are probably more CEOs with sharklets than NEOs produced altogether.
Though I do agree with the sentiments above, I think we should not settle for a "typo" type explanation.
Though I do agree with the sentiments above, I think we should not settle for a "typo" type explanation.
Only half a speed-brake
It is in the article, understanding it becomes the hard part. With 6 landings on NEO combined, I am not qualified to draw opinions.
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I just checked my FCOM: For the CEO with wingtips fences and sharklets the GS logic is the same and for the NEO the GS logic is 1/3... Exactly as described in that Airbus magazine... Weird. I hope we can get an answer soon. =)
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Regarding the original posters question.
On the NEO, I don't notice any difference in the initial pitch up from the runway. However, approaching the initial climb pitch attitude, the required pull back on the stick is much less. This gives a tendency to overpitch if you don't anticipate it.
Not really noticed any difference on landing.
On the NEO, I don't notice any difference in the initial pitch up from the runway. However, approaching the initial climb pitch attitude, the required pull back on the stick is much less. This gives a tendency to overpitch if you don't anticipate it.
Not really noticed any difference on landing.
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Regarding the original posters question.
On the NEO, I don't notice any difference in the initial pitch up from the runway. However, approaching the initial climb pitch attitude, the required pull back on the stick is much less. This gives a tendency to overpitch if you don't anticipate it.
On the NEO, I don't notice any difference in the initial pitch up from the runway. However, approaching the initial climb pitch attitude, the required pull back on the stick is much less. This gives a tendency to overpitch if you don't anticipate it.
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Higher residual thrust at idle on the NEO? Only flew it once.
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There are different angles at work. One is the sharklets. However subtle it should make some difference during flare and touchdown from winglets. It did to 747-400 from classic, the 737 guys may opine about the 737-300 and NG. The other is engines.Between the CFM and IAE engines Ceo aircraft the IAE has more thrust at lower levels while CFM has higher thrust at higher levels. This is born out by OEI ceilings which are noticeably higher for CFM. That includes residual thrust. I know of one Airline where they find hard landing occurrences are much higher on the Neo with CFM but they are comparing with their CEOs which have IAE. The Neos have higher fan diameter and higher weight and they feel it tends to drop when thrust is closed. And yet according to Airbus the Neo deceleration is less as compared to CEO. So the correct answer can only come from the Airbus. Can someone get it?
