A320 - Packs back on after EFATO?
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A320 - Packs back on after EFATO?
As per the title. What is the perceived wisdom? My guess, good pack back on at selection of MCT?
Oh, and overweight landing in Flap 3, pack back off at about 1500' (avoids ecam blah during landing inhibit) and straight to Flap1+F if go-around initiated?
Oh, and overweight landing in Flap 3, pack back off at about 1500' (avoids ecam blah during landing inhibit) and straight to Flap1+F if go-around initiated?
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Oh, and overweight landing in Flap 3,
Use the ECAM flap setting, if required for abnormal operations. In all other cases:
‐ FULL is preferred for optimized landing performance.
‐ FULL is preferred for optimized landing performance.
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Only half a speed-brake
hismaimai9999 One after MCT, and the p.b. for the other one as well. The STS wording that follows certain EO configurations makes better sense then. It doesn't hurt and you keep the original drill.
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If the QRH overweight landing checklist directs you to (Above the Conf 3 G/A weight for alt/temp)
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FF
How's that possible? On EFATO you accelerate retract flaps resume climb only then you reduce thrust. What's the problem if you put pack on?
After thrust reduction. If the engine is still at flex or TOGA power
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Come on Vilas, normally you are the fount of all knowledge here. Have you just woken up or forgotten your glasses?
The flap 3 was a simple question answered by Cough and as for Fursty Ferret's answer there is a full stop after reduction which clearly separates the short answer from the explanation as to why.
Hopefully normal service resumed later eh?
The flap 3 was a simple question answered by Cough and as for Fursty Ferret's answer there is a full stop after reduction which clearly separates the short answer from the explanation as to why.
Hopefully normal service resumed later eh?
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Hi lurkio
The OP appeared to suggest flap3 as a norm for OW landing. My question to Cough was a bit tongue in cheek to say that it's very rare that you will be limited to flap3 (To add some fun). I did miss the full stop so was wondering if I missed something. Thanks
The OP appeared to suggest flap3 as a norm for OW landing. My question to Cough was a bit tongue in cheek to say that it's very rare that you will be limited to flap3 (To add some fun). I did miss the full stop so was wondering if I missed something. Thanks
It’s interesting, but usually I read these 320 posts as covering the 320 family of aircraft.
Lets just say the 321 is a very different proposition in this regard.
Lets just say the 321 is a very different proposition in this regard.
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Yup, got where you are coming from, but that's for some parts of the world. Others (like South America and China) have multiple high altitude airfields where both the destination and alternate are high. That's why I didn't just quote from the QRH, I did so with context. Last time I was at MMMX there were multiple A320's operating.... And Jonty has a real point too as the A321 has the same weight limit as the A320 at that altitude.
But I agree, Flap 3 shouldn't be the Norm...
But I agree, Flap 3 shouldn't be the Norm...
Why are Airbuses operated more or less packs off for take-off? Are the packs also switched off for landing in case off go-around? What is the reasoning? Hardly lack of thrust...
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Didn't you give the answer to your own question?
Use the ECAM flap setting, if required for abnormal operations.
Also, the table in the QRH is for a 2.1% gradient. What if you need more than 2.1%? A heavy A321 can be limited at some airports.
What if you don't have the required gradient for a go-around with config 3, but you have the required gradient with config 1+F? Would you land with config full anyway and have a back-up plan in case of a single engine go-around or would you land with config 3 without having to worry about your go-around gradient in case of a single engine go-around?
Genuine question. Or am I just overthinking this?
Use the ECAM flap setting, if required for abnormal operations.
Also, the table in the QRH is for a 2.1% gradient. What if you need more than 2.1%? A heavy A321 can be limited at some airports.
What if you don't have the required gradient for a go-around with config 3, but you have the required gradient with config 1+F? Would you land with config full anyway and have a back-up plan in case of a single engine go-around or would you land with config 3 without having to worry about your go-around gradient in case of a single engine go-around?
Genuine question. Or am I just overthinking this?
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Depends on the company.
A320 FCOM:
PACK 1 and 2........................................................... ............................................................ .AS RQRD
Consider selecting packs OFF, or APU bleed ON. This will improve performance when using TOGA thrust. In case of a FLEX takeoff, selecting packs OFF or APU bleed ON will reduce takeoff EGT, and thus reduce maintenance costs. The use of flex thrust may reduce maintenance costs. The effect is particularly significant with the first degrees of FLEX. Use of APU bleed is not authorized, if wing anti-ice is to be used.
A320 FCOM:
PACK 1 and 2........................................................... ............................................................ .AS RQRD
Consider selecting packs OFF, or APU bleed ON. This will improve performance when using TOGA thrust. In case of a FLEX takeoff, selecting packs OFF or APU bleed ON will reduce takeoff EGT, and thus reduce maintenance costs. The use of flex thrust may reduce maintenance costs. The effect is particularly significant with the first degrees of FLEX. Use of APU bleed is not authorized, if wing anti-ice is to be used.
Only half a speed-brake
@oceancrosser: because the PACK OFF/ON drill is very simple, thus for economical reasons it is a very common operating technique. Well documented by the manufacturer.
@Bus Driver Man: Agreed. Moreover, the 2.1% gradient is a certification requirement FAR/CS 25 for approach climb (G/A conf, L/G UP, OEI). The actual REQUIRED performance is 2.5% to keep yourself inside (well, above is a better word ) the premises of PANS-OPS ICAO Doc 8168 - obstacle clearance for the missed approach segment.
Properly done books / EFB should have the QRH table i and EFB application modified to 2.5 per cent. Let's not start about OEI ACC ALT on G/A.
@Bus Driver Man: Agreed. Moreover, the 2.1% gradient is a certification requirement FAR/CS 25 for approach climb (G/A conf, L/G UP, OEI). The actual REQUIRED performance is 2.5% to keep yourself inside (well, above is a better word ) the premises of PANS-OPS ICAO Doc 8168 - obstacle clearance for the missed approach segment.
Properly done books / EFB should have the QRH table i and EFB application modified to 2.5 per cent. Let's not start about OEI ACC ALT on G/A.
Last edited by FlightDetent; 12th Nov 2018 at 03:18. Reason: Grammar