A350 manual landing technique
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A350 manual landing technique
Hi all,
First of all I introduce myself because I'm new here. I am an 50 years old french private IFR pilot, with an old theoretical airline pilot license (2000). I am passionate about aviation but I've never been able to practice the pilot's job
.
I would like to know the manual landing technique of an A350, especially the flare one.
I guess it's very different of the A320 but I'm not sure.
Could someone tell me ?
I thank you in advance and sorry for my really bad English.
I wish you all a happy new year.
First of all I introduce myself because I'm new here. I am an 50 years old french private IFR pilot, with an old theoretical airline pilot license (2000). I am passionate about aviation but I've never been able to practice the pilot's job
.I would like to know the manual landing technique of an A350, especially the flare one.
I guess it's very different of the A320 but I'm not sure.
Could someone tell me ?
I thank you in advance and sorry for my really bad English.
I wish you all a happy new year.
Last edited by shamerock; 1st Jan 2019 at 18:48.
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Not sure how helpful this will be, since I haven’t flown the 350 (would love to, though!). I have, however, flown several jet transports, including the A320, 330 and the 787.
They all handle pretty much the same, so I think the 350 won’t be very different. They are all quite easy to land, you just flare it slightly at the flare height, and they kinda land themselves. Especially the A330 is pure joy to land - you really need to make effort to get it wrong. The 350 is supposedly similar, but maybe someone who flies them can confirm.
As for diferences with the 320 - on the 320 you typically start flare at 30 feet and on the 330/340 at 40 - which initially may seem unnaturally high, but works every time.
All in all, I can bet that the widebodies are easier to land, than whatever plane you fly as PPL.
The only issue is that on a wide body you seldom get to practice (like 1-2 times/month) and you are always tired at landing. They have to be easy to land, otherwise we would be crashing them every moth on landing
They all handle pretty much the same, so I think the 350 won’t be very different. They are all quite easy to land, you just flare it slightly at the flare height, and they kinda land themselves. Especially the A330 is pure joy to land - you really need to make effort to get it wrong. The 350 is supposedly similar, but maybe someone who flies them can confirm.
As for diferences with the 320 - on the 320 you typically start flare at 30 feet and on the 330/340 at 40 - which initially may seem unnaturally high, but works every time.
All in all, I can bet that the widebodies are easier to land, than whatever plane you fly as PPL.
The only issue is that on a wide body you seldom get to practice (like 1-2 times/month) and you are always tired at landing. They have to be easy to land, otherwise we would be crashing them every moth on landing
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As mentioned above the A350 lands quite similar to the A330. Depending on your "flare speed" start between 40 and 30 feet. Due to the Boogies hanging down on the front side and the hard fuselage the landings feel harder than on the A330.
At main wheel touchdown start the derotation.
At main wheel touchdown start the derotation.
A350 vs. A330:
Much better Autothrust fidelity on final.
Same flare height. Much gentler/flatter flare, though this may be a result of perception from 'awkward' seating position to see through HUD correctly.
More forgiving touchdown. No awkward front axle touchdown on de-rotation, due bogies being level, or slightly toe-down upon completion of flare.
Much faster de-rotation. Due nosewheel further forward, you feel it ...
Much better Autothrust fidelity on final.
Same flare height. Much gentler/flatter flare, though this may be a result of perception from 'awkward' seating position to see through HUD correctly.
More forgiving touchdown. No awkward front axle touchdown on de-rotation, due bogies being level, or slightly toe-down upon completion of flare.
Much faster de-rotation. Due nosewheel further forward, you feel it ...
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The flare of the 350 is about “half” what you would do in the 330 and the 350 has an “autoderate” function - you are supposed to release the sidestick at mainwheel touchdown (FCTM Landing technique)...of course the reality is that most pilots instinctively do their own derotation in my experience. The 350 has more rapid response rates that seem to be built into the Prims and this makes it very twitchy, especially during crosswind landings - on calm days it flies on the rails - very smooth. Pilots who tend to overcontrol the 330 have a hard time on the 350 as a result.
With regards your last question on VREF vs VLS, could you expand on what you are really asking?
VLS is an Airbus term and on approach is typically 1.23 x Vs1G which is lower than a Conventional aircraft which has a Vref of 1.3 x Vs1G. This is because the Airbus FBW has built in low speed and high alph protections and the regulatory authorities approve Airbus’ assertions that a factor of 0.94 x 1.3 x Vs1G is appropriate as an approach speed.
Not sure if that answers your question, hopefully someone more “tech savvy” can answer.
With regards your last question on VREF vs VLS, could you expand on what you are really asking?
VLS is an Airbus term and on approach is typically 1.23 x Vs1G which is lower than a Conventional aircraft which has a Vref of 1.3 x Vs1G. This is because the Airbus FBW has built in low speed and high alph protections and the regulatory authorities approve Airbus’ assertions that a factor of 0.94 x 1.3 x Vs1G is appropriate as an approach speed.
Not sure if that answers your question, hopefully someone more “tech savvy” can answer.
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@shamerock: you use Vapp with flaps full instead of Vls because those 5 extra knots are to add a margin for autothrust operation. If you do the approach at flaps full and manual thrust you can manually fly Vls.
I don't know if this is what you are actually asking, apologies if it isn't.
I don't know if this is what you are actually asking, apologies if it isn't.
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Vls is the lowest speed you are allowed to fly for given phase of flight/configuration. It will be different for each phase (eg. for takeoff Vls=V2min or 1.13*vs1g, later on it will change during flap retraction)
For approach Vls=Vref as you stated. Technically, you could do the approach at Vls, but Airbus recommends to add at least 5knots (or more if there’s significant wind). Also, 5 kt is mandatory if you use autorhrust...
You could do this when using manual thrust, but it would have little benefit in terms of landing distance. At the same time, you would increase risk of tail strike, or low energy situation hard landing etc. - so no one ever flies approaches at Vls
For approach Vls=Vref as you stated. Technically, you could do the approach at Vls, but Airbus recommends to add at least 5knots (or more if there’s significant wind). Also, 5 kt is mandatory if you use autorhrust...
You could do this when using manual thrust, but it would have little benefit in terms of landing distance. At the same time, you would increase risk of tail strike, or low energy situation hard landing etc. - so no one ever flies approaches at Vls
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@shamerock: you use Vapp with flaps full instead of Vls because those 5 extra knots are to add a margin for autothrust operation. If you do the approach at flaps full and manual thrust you can manually fly Vls.
I don't know if this is what you are actually asking, apologies if it isn't.
I don't know if this is what you are actually asking, apologies if it isn't.
Cheer
