A320 speed in SRS mode - missed approach
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A320 speed in SRS mode - missed approach
Hello everybody!
I have a question about A320 behaviour in missed approach. Let's say the aircraft is light, and you have speed limit of 160 in first turn. When you set TOGA, the aircraft will go in SRS mode. For example, Vapp target was 130 kts. Is it possible to have too much energy, giving you speed of more than 160 kts, due to pitch limit of the SRS mode? In DSC 22-30-80-20 FCOM is stating that target speed is limited to V2+15 KT.
On my previous aircraft the procedure in this case was to pull V/S if you see that your speed is increasing above your desired speed and get the A/THR in speed mode. So on the A320, selecting V/S, selecting speed and setting thrust levers in CLB detent would make automation do what we want. The speed and climb gradient would be controlled. Do you agree with this? And is it maybe written somewhere?
Thank you for your replies.
Jim
I have a question about A320 behaviour in missed approach. Let's say the aircraft is light, and you have speed limit of 160 in first turn. When you set TOGA, the aircraft will go in SRS mode. For example, Vapp target was 130 kts. Is it possible to have too much energy, giving you speed of more than 160 kts, due to pitch limit of the SRS mode? In DSC 22-30-80-20 FCOM is stating that target speed is limited to V2+15 KT.
On my previous aircraft the procedure in this case was to pull V/S if you see that your speed is increasing above your desired speed and get the A/THR in speed mode. So on the A320, selecting V/S, selecting speed and setting thrust levers in CLB detent would make automation do what we want. The speed and climb gradient would be controlled. Do you agree with this? And is it maybe written somewhere?
Thank you for your replies.
Jim
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Yes, in this case you'd need to intervene as you describe but have you considered simply reducing to climb thrust more promptly if it looks like your 160kt constraint won't be met?
Open climb is also a possibility if terrain clearance is an issue, but with TOGA set, a light aircraft, and an increasing headwind you will approach the 30 degree pitch limit.
Open climb is also a possibility if terrain clearance is an issue, but with TOGA set, a light aircraft, and an increasing headwind you will approach the 30 degree pitch limit.
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Yes, in this case you'd need to intervene as you describe but have you considered simply reducing to climb thrust more promptly if it looks like your 160kt constraint won't be met?
Open climb is also a possibility if terrain clearance is an issue, but with TOGA set, a light aircraft, and an increasing headwind you will approach the 30 degree pitch limit.
Open climb is also a possibility if terrain clearance is an issue, but with TOGA set, a light aircraft, and an increasing headwind you will approach the 30 degree pitch limit.
Yes, terrain clearence really is an issue on this missed approach, so I wanted to put higher thrust reduction and acceleration in perf ga page, and then to keep more than required gradient with vertical speed, keeping the speed at the limit with autothrust in speed mode.
I was wondering what would the automation do in this case. Obviously, the constraint would be in the box. Let's say we put lower thr red and accel in perf ga page. And we stay at flaps 2. Would the aircraft follow it? I'm asking because I had some unpleasant experience with A320 in one SID on our network which I have flown many times - aircraft was not able to keep the speed in the limit, always busting the limit for 15-20 knots.
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The pitch limitation in SRS is only mentioned in takeoff phase and not in GA. During GA the aircraft maintains Vapp or speed at GA engagement up to Max VLS+25. It doesn't randomly target VLS +25. To maintain under 160kt there should be no need to do anything. A few things about SRS. SRS is only a managed speed mode which changes only to OPCLB mode. Even if you pull speed it will change by itself to OPCLB as GA doesn't have CLB mode. If you recycle THR LVRs back to CLB it will obviously give less ROC and at ACC ALT slower acceleration.
Last edited by vilas; 6th Mar 2019 at 08:44.
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In a GA the FMGS is in hibernation, doesn't do any predictions. So managed mode is not possible. Perhaps it's just a transient mode to string back the sequenced approach.
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Sorry, just to be clear - newer aircraft will automatically go to NAV (if you dedided to follow published missed approach), and the CLB mode will engage after reaching ga acceleration altitude?
You would only go to OP CLB if the aircraft is still in GA TRK, or in HDG.
You would only go to OP CLB if the aircraft is still in GA TRK, or in HDG.
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No. CLB mode is not available in Go around phase. you will always go to OPN CLB. That’ why it’s really important to monitor the constraint in a go around and to set the first initial altitude.
climb mode is armed if you have NAV in the go around phase. It engages at acceleration altitude and the speed targets green dot. If NAV mode isn’t engaged at acceleration alt then it reverts to Open Climb
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climb mode is armed if you have NAV in the go around phase. It engages at acceleration altitude and the speed targets green dot. If NAV mode isn’t engaged at acceleration alt then it reverts to Open Climb
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EGPF
Thanks. AAnyway to make it authentic below from FCOM:
Thanks. AAnyway to make it authentic below from FCOM:
The CLB mode can be engaged, if the following conditions are all met:
‐ The aircraft has been in flight for more than 5 s
‐ The selected FCU level is above the present aircraft level
‐ The descent, approach, or go-around phase is not active
‐ NAV mode is engaged
‐ Glideslope (G/S) mode is not engaged.
‐ The aircraft has been in flight for more than 5 s
‐ The selected FCU level is above the present aircraft level
‐ The descent, approach, or go-around phase is not active
‐ NAV mode is engaged
‐ Glideslope (G/S) mode is not engaged.
