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Landing configuration NPA
Hi,
I've searched to know from which position we have to configure the aircraft for landing in NPA. May you confirm that it depends from operator or by the airplane manufacturer (Doc 8168) Thanks a million |
Without vertical guidance the aircraft should be fully configured at the FAF.
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May you confirm that it depends from operator or by the airplane manufacturer
In all my recent operators, using full vertical & lateral navigation guidance, the full landing configuration was an operator's SOP. It was either an AT point or a No Later Than. To expand on that; the AT point was identified to be the point of Gear Down Intermediate Flap so that the final configuration was achieved by a No Later Than point. These days, with Landing Gate and stabilised criteria the latter is taken care of with belt & braces. |
5 miles gear down F15, Landing flaps and stable by 1000 feet..
Or if more than 1000feet overcast and 3km + vis , 4 miles and stable at 500feet. Works like a charm. |
Talking for the A320 Family. “ I would rather fly a 75, But I’m flying an 321”. An mnemonic to remember the 75321 rule. 7 nm from FAF: Flaps 1 5 nm: Flaps 2 3 nm: Gear down 2 nm: Flaps 3 1 nm: Flaps full. Works really well. I personnaly put the gear after flaps full at latest as possible as dragging the aircraft fully configured in level flight is painful to watch.:} If you do Final Approach Mode, decelerated approach is recommended. :ok: |
You are all awesome. Thanks a million.
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I personnaly put the gears after flaps full at latest as possible as dragging the aircraft fully configured in level flight is painful to watch.:} |
Hello Vilas; It’s true it’s non standard. I might be obsessed in fuel saving sometimes. But in my defense, we do check the landing memo in the landing checklist so I’m quite covered. :p |
pineteam
I would like to offer some points to consider. Do you do the landing check list before lowering the gear? If so that is also nonstandard. CLs are made with some logic and purpose. When you postpone an important item without sufficient justification the purpose of CL is defeated and a window is opened for Mr. Murphy. Imagine the PM's plight who is supposed to monitor this. He is not trained to do this. So he may not remember to remind you should you forget. As it is you operate under so many pressures and time constraints why create more. One unnecessary go around will negate the fuel saved in one year by doing what you do. |
Originally Posted by vilas
(Post 10171797)
pineteam
I would like to offer some points to consider. Do you do the landing check list before lowering the gear? No, we always do the landing checklist when aircraft is fully configured. Never before. Whenever I configure in a non standard way like mentionned earlier, or I’m willing to do a raw data, I will always brief the PM accordingly well in advance. I always make sure every time I do something non standard or not expected, that my colleague is aware of my plan and that he’s cool with it. Of course, it must not be a violiation of our SOPM, which is not the case. I tend to agree with you on that case it’s probably not worth the hassle. I just can’t stand it when I’m PF to fly level off with gear down. :uhoh: |
In A320 to configure full, from FAF it takes 7 miles at 250kt, 5 miles at GD and 3miles at S speed. Just configure continuously it will work fine.
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