A320 and NADP 2

[dcoded]

Hi,

It has been some years since I flew on the A320, and I have a question regarding the NADP 2 departure, and how the Airbus does it.

After passing 800 (or what ever thrust reduction altitude the airline has as a policy), the thrust is brought back to the climb detent. The aircraft accelerates and flaps are retracted on schedule.
Now, when the aircraft is "clean" and still below 3000 AAE, I seem to remember the aircraft accelerating to 250, and did not maintain Green Dot for the climb below 3000 ft AAE.

Could some one help me out here?

Many thanks.

[321XLR]

Originally Posted by dcoded

Hi,

It has been some years since I flew on the A320, and I have a question regarding the NADP 2 departure, and how the Airbus does it.

After passing 800 (or what ever thrust reduction altitude the airline has as a policy), the thrust is brought back to the climb detent. The aircraft accelerates and flaps are retracted on schedule.
Now, when the aircraft is "clean" and still below 3000 AAE, I seem to remember the aircraft accelerating to 250, and did not maintain Green Dot for the climb below 3000 ft AAE.

Could some one help me out here?

Many thanks.

It is rare, to ever see Green Dot as the "target climb speed" below 10, and for sure not above 10. In most cases, it will target 250 below ten. Most departures have altitude and airspeed contraints on them. Above ten, climb speed is largely dictated by Cost Index

[dcoded]

Originally Posted by 321XLR

It is rare, to ever see Green Dot as the "target climb speed" below 10, and for sure not above 10. In most cases, it will target 250 below ten. Most departures have altitude and airspeed contraints on them. Above ten, climb speed is largely dictated by Cost Index

Thanks, So my memory seems to be correct.

But isn´t this in "violation" of the NADP 2? I thought that "enroute climb speed" should be set after 3000 ft?
Enroute climb speed below 10000 is usually 250 kt

[Black Pudding]

FMS SETUP :
THR RED : 1000’ AAL
ACC ALT : 1000’ AAL
Preselect Climb Speed : G dot speed
After Take-off : At ACC ALT, accelerate towards GDOT speed and at the initiation of the first FLAPS/
SLATS retraction set Climb Thrust, Continue climb at GDOT speed till 3000’ AAL. Resume
Normal Speed schedule.

[dcoded]

Originally Posted by Black Pudding

FMS SETUP :
THR RED : 1000’ AAL
ACC ALT : 1000’ AAL
Preselect Climb Speed : G dot speed
After Take-off : At ACC ALT, accelerate towards GDOT speed and at the initiation of the first FLAPS/
SLATS retraction set Climb Thrust, Continue climb at GDOT speed till 3000’ AAL. Resume
Normal Speed schedule.

"If the flight is cleared for a close-in turn or close-in altitude constraint, the flight crew may preselect green dot speed on the PERFCLB page. Once the CLB phase is active, the preselected speed will be displayed in the FCU speed window and on the PFD (blue symbol). Once the turn is completed or the altitude cleared, the pilot will resume the managed speed profile by pressing the SPD selector on the FCU."

So if this is not done, the aircraft will not fly an "NADP 2", is this correct?

[enzino]

Where I fly, our OMB says to accelerate to climb speed which is 250 kts. I always wondered about it as indeed it is not fully compliant with NADP 2.

[Ollie Onion]

We do as above, just preselect a climb speed of Green Dot + 5kts so after clean up the aircraft will climb at the preselected speed. At 3000 manage the speed and it will accelerate to 250kts.

[FlightDetent]

Agreed, NADP2 to the letter means flying green dot(-ish) until 3K.

The previous good operator would use 1500 ThrRED+AccALT -the devices become fully retracted only around 2800' AAL thus we never cared.

My personal choice would be 800+800 and SPD SEL 210 on the PERF CLB pg.

[sonicbum]

Originally Posted by dcoded

Hi,

It has been some years since I flew on the A320, and I have a question regarding the NADP 2 departure, and how the Airbus does it.

After passing 800 (or what ever thrust reduction altitude the airline has as a policy), the thrust is brought back to the climb detent. The aircraft accelerates and flaps are retracted on schedule.
Now, when the aircraft is "clean" and still below 3000 AAE, I seem to remember the aircraft accelerating to 250, and did not maintain Green Dot for the climb below 3000 ft AAE.

Could some one help me out here?

Many thanks.

In addition to what has been posted:

GETTING TO GRIPS WITH NOISE

A bit of Christmas 🎅 reading 😄

[grrowler]

It’s been a while since I flew Airbus, and it was 330, but I swear we used to put 1000/3000 for thrust reduction/ acceleration for NADP2?

[STBYRUD]

Well, that's NADP 1... But technically, it complies with both, so why not

[Mason Stone]

Originally Posted by STBYRUD

Well, that's NADP 1... But technically, it complies with both, so why not

Especially if it gets you an early turn!

[dcoded]

Originally Posted by sonicbum

In addition to what has been posted:

GETTING TO GRIPS WITH NOISE

A bit of Christmas 🎅 reading 😄

Hi, thanks for the document! Interesting indeed:

Section 5.2 states:

POSSIBLE ACTIONS FOR AIRLINE AND AIRFRAMER
Considering the above, each operator may freely:

• ,Define the appropriate take-off rating (TOGA, DERATE or FLEX when possible)
• • Determine the cutback height (above 800 ft)
• Adapt the climb rating (in respect to ICAO recommendations quoted above)
• Tune the VZF (for NADP 2) (S Speed in Airbus Lingo)

So basically, who checks the "strict adherance" to a NADP? In my airline, on the 320, which I dont operate at the moment, we don't modify the FMGC to climb with S speed to 3000 feet
Somehow we have got away with that

I guess for fuel economy its the best to be done and accelerate to enroute climb speed as soon as possible?

[FlightDetent]

V(zero-flap) would be Vls(clean) or quite agreeably GD or somewhere just below GD+20 (IAE engines max endurance).

Not the S speed. Pedantic, but you asked for it.