Nothing will happen. F speed is more or less the same as Vls Conf1. If A/THR engaged/speed managed, it will automatically command speed to S speed.

Does you SOPs not say that PF request Flaps 3 and PM checks that speed is below VFE next, moves the flap handle to Flaps 3 and says “Flaps 3” AFTER they have seen Flaps 3 in BLUE under the flaps display in order to confirm they have selected the correct flap setting ?

Of course the SOPs would, but blindly quoting rules at someone who has made a slip is exactly the attitude that stops people filing safety reports because they think they’ll be seen as stupid, as opposed to someone who has made an honest mistake and wants to learn from it...

Been there - done that. I was 6 months into my career and beginning to feel comfortable... We were in the slot; Descent and approach had gone swimmingly so far, and workload was really rather low.

We were sitting at about 160kts on the glide path with managed speed the target. On F3 selection, the thrust came on as S became the target. With no obvious reason behind it - we were concerned about over speeding Vfe conf 3. My partner intervened by closing the thrust levers and disconnecting ATHR, but by that time the energy was all too much. We went around. When he said “GA - flaps”, I thought it was strange that the flap lever was at 1, and decided i’d best not move it. It did not occur to me, however, that it must have been me that put it there...

Neither of us picked up the error at the time. Downwind, after the subsequent missed approach, we put two and two together. The upshot from the wash up on the ground, and the subsequent phone call from the office, was the same as “effects of controls 2” - that is “Limitation, Opeation, Indication.”

I wont forget that one.

VariablePitchP

On Airbus, you have no idea what flap setting have been selected by feel of the flap handle alone without checking the blue number or full display. Even when PF and I ask for flaps, I check the blue number or full to make sure my PM has not made an error.

That’s because the defintion of Vls in this case changes from 1.23Vs1g to 1.13 Vs1g.

Many years’ ago I was PM and exactly as the OP scenario, I selected F1 instead of the F3 requested as we were on the ILS into Bodrum.

The A/THR increased thrust - quite a lot - and PF went around. Once gear was up and we were safe, Capt says ‘what happened?’, ‘ Sorry, I cocked up’ says I. ‘OK no problem’ says he, adding with a smile ‘don’t do it again !’ :)

I don’t know why I moved the lever the wrong way - probably tired or distracted; I think cabin secure was very late and I was answering their call - but that is the only time before or since that I ever did that. Point is, we all make mistakes and it is how we manage and catch the mistakes that counts. Capt did exactly the right thing and was decent about my mistake :ok:

@ 763 at the risk of opening a big can of worms, the place to see your config in Airbus is on the E/WD config graphic, so the flap lever does not need to be in one’s peripheral vision :ok:

Our Company has had several Flap/Gear miselections. The risk is now mitigated by introducing a short pause by the PM between placing his/her hand and the lever and actually moving it. This gives time for both the PM to think what he/she is about to do and the PF to spot the wrong lever is about to be moved. Seems to work nicely.

With all automation still in managed the aircraft will command S speed when flap is selected back to flap 1. The real danger is if auto thrust is not engaged and the mis selection is unnoticed. Always a good idea to follow SOP and company procedures to avoid these problems.