A320 USE OF FLAPS 3
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Metro36, Side stick, Busboy.
This issue was discussed three years ago. I had quoted an Airbus reply as below that should satisfy everyone:
I had asked Airbus why land in Conf3 in specific case of Hyd G+Y Fail when flaps are jammed slats have no 3 position? I quote from the reply from Airbus"
I agree with you that selection CONF 2 during approach, and maintainingCONF 2 for Go-Around could have been less misleading for the pilot.
But the rationale of selecting CONF 3 for A320 family aircraft ishistorical, as this configuration has been proved, in terms of certification,as being the optimum one in terms of handling qualities in alternate law.”
This issue was discussed three years ago. I had quoted an Airbus reply as below that should satisfy everyone:
I had asked Airbus why land in Conf3 in specific case of Hyd G+Y Fail when flaps are jammed slats have no 3 position? I quote from the reply from Airbus"
I agree with you that selection CONF 2 during approach, and maintainingCONF 2 for Go-Around could have been less misleading for the pilot.
But the rationale of selecting CONF 3 for A320 family aircraft ishistorical, as this configuration has been proved, in terms of certification,as being the optimum one in terms of handling qualities in alternate law.”
Last edited by vilas; 11th Nov 2019 at 05:42.
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The flap csu provides direct input to the flight control system and adjusts the gains according to lever position. Is also why the csu has a breakout function if jammed. Ref the report from vr-hyu in hkg many years ago.
The Kinematics figure shows that a 5°/sec side-stick demand in Config Full results in aileron and spoiler deflection of approximately 11.5° and 3° respectively. The same side-stick demand in Config 3 results in deflections of 18° and 8° respectively. Clearly the aircraft is more sensitive to control inputs in Config 3 than in Config FULL
The Kinematics figure shows that a 5°/sec side-stick demand in Config Full results in aileron and spoiler deflection of approximately 11.5° and 3° respectively. The same side-stick demand in Config 3 results in deflections of 18° and 8° respectively. Clearly the aircraft is more sensitive to control inputs in Config 3 than in Config FULL
Thank's
Last edited by StrIA; 19th Feb 2020 at 15:27.
