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Hi,
the original question was about which landing capability you get with a slat/flap locked, which is CAT 1 as you can understand by reading the landing with slats/flaps jammed paper checklist. Now it is obvious that as a commander you will choose the safest course of actions, in the event that you get a slat/flap locked and you don't have enough fuel to reach an alternate airport with CAT I minimums. What happens from now on, it's PIC judgement. The top one priority is always to be safe. But for the original question, A/P down to 500 ft AGL. Can't see many other ways of reading it. Cheers. |
What about the hypothetical situation of Max Angle, that actually happened in his sim?
It is a remote possibility I agree but we had a sim. scenario a while back which basically caused a go-around during a CAT3 (runway blocked I think) and the flaps stick at 3 with the WTB brakes on, slats retract as normal. Not a huge amount of fuel left so divert will leave you pretty short with all that drag. Moving the lever back to 3 runs the slats back out and you get a nice "green" conf 3 displayed. |
The procedure clearly states that autopilot must be disconnected above 500 ft.
If the WTB actuate just after selecting flaps full so that you remain in CONF 3, then I would consider it as normal config. But if there is an intermediate position, the autopilot is not certified for autoland. |
The sim scenario of Max Angle is a kind of scenario where you have to evaluate the actual situation rather than just applying the checklist without thinking of what could happen. If you do not have enough fuel to divert in that configuration, the safest option would be performing a Conf 3 autoland as they did. It is a way of checking sound judgement.
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