A320 aileron authority in Conf 3 vs Conf Full

[Gero]

Good luck in Madeira with flaps full.
and it is not the windshear. There are lots of gusts and rotors. Flaps full means very often lack of control authority and you have to do a go-around. Flaps 3 and Vls+10 gives you superior maneuverability. Tested.

[nickler]

Originally Posted by 321XLR

Not sure your "thought process" but I always land flaps full. It is what "Airbus designed the plane to do" and I trust Airbus. I grow weary with Captains who "want to save fuel" by using Flaps 3 (but smoke the brakes on landing) etc.

Wonder what Air France SOP's are. They are in the factory's backyard.

Landing Flaps 3 is quite a standard procedure for fuel savings amongst the majority of the operators provided that it makes sense from the point of view of LDA and MROT. In the end it’s up to Operator to define how they like it done, rare, medium or well done 😅
As an example we recently got a memo from flt ops asking to increase the number of F3 landing to reach a target of 90%. The majority of our destinations have MROT procedures and we don’t have brake fans…. Hello BBQd brakes… but that’s what they ask for? No problems we’ll say goodbye to the 25 min turns.

[Uplinker]

Interesting. We don't need to know everything about the FBW laws and rates, but it might have been helpful to know that Conf 3 also gives a bit more roll authority, (as well as a lower drag approach), for those turbulent days.

[enzino]

Originally Posted by nickler

Landing Flaps 3 is quite a standard procedure for fuel savings amongst the majority of the operators provided that it makes sense from the point of view of LDA and MROT. In the end it’s up to Operator to define how they like it done, rare, medium or well done 😅
As an example we recently got a memo from flt ops asking to increase the number of F3 landing to reach a target of 90%. The majority of our destinations have MROT procedures and we don’t have brake fans…. Hello BBQd brakes… but that’s what they ask for? No problems we’ll say goodbye to the 25 min turns.

Interesting, we have been asked to do the opposite for brake saving purposes due to worldwide shortage of parts.

[jaja]

Originally Posted by enzino

Interesting, we have been asked to do the opposite for brake saving purposes due to worldwide shortage of parts.

Same here. We made a study about flap 3 landings vs flap full, and for our operation is does not make sense moneywise to always make flap 3 landings.

[Gero]

Landing strategy depends on airline contracts with fuel supplier vs brakes cost. There are sometimes “fixed brake cost” contracts between airlines and maint. suppliers which charge airline fixed amount regardless of actual wear. In that case airline choses flap 3, Idle Rev where possible to save fuel and engines.
Recently there is a problem with parts in general so they choose to avoid brake applications as much as practicable. Flap full Rev full.

[Locked door]

Although with a bit of thought on suitable runways you can make both savings by landing flap 3 and using low autobrake or rolling long. Each landing is different, sometimes flap 3 is more suitable, sometimes flap full. Airbus green ops in the FCOM states it’s more efficient to use flap full if medium autobrake is required to vacate at the desired turnoff.

Personally I average about 50/50.

LD