CORRECTION.. .My previous post was in error,. .Just had a closer look at the MSN's on the bottom of the FCOM pages, our company operates both A320 and the A321 with more of both types arriving soon.. .The engine on the A320 is the IAE2527-A5.. .FCOM 3.01.22p4 AUTO LAND CAT11 & CAT111 approved in CONF3 & CONF FULL.. .FCOM 3.01.22p3 ENGINE OUT CAT11 & CAT111 fail passive autoland are only approved in CONF FULL, and if eng-out procedures completed before 1000ft.. .Sorry for the earlier bulls##t statement.

Blimey, what a dog's breakfast! Although we fly all CFM powered A320 and 321, the FCOMs issued are for the 321. I'll have a look at a 320 FCOM next time out in a 320. Anyone yet got enough info to draw this thread to a logical conclusion? I guess it's one for the base trainers!. .Cheers. .mcdhu

Yeah seems as much doesn't it MCHDU, i reckon its as much type/engine specific and also on the updates of the FCOM you have. Bottom line, do what your ops manual/FCOM says.

BTW i fly 320 with CFM and 321 with IAE.

Possibly the last thread. Went flying today in a brand new A320 with CFM56 5B4P engines. From the Limitations Section of the FCOM in the ac, Engine out Cat2 and 3a limited to Config Full only. There doesn't seem to be any consistency in all this. Oh well, ours is not to reason why......... .Cheers. .mcdhu. .Still <img src="confused.gif" border="0">

To summarise for A320/321 CAT II/III autoland;

Normal(CAT II/CAT III SINGLE/CAT III DUAL). .A320 approved CONF3 and CONF FULL. .A321 approved CONF3 and CONF FULL

Engine-out(CAT II/CAT III SINGLE)*. .A320 approved CONF FULL. .A321 approved CONF3 and CONF FULL

* Engine-out procedures complete before reaching 1000ft.

Clear as mud?!

mcdude

Could the differences have something to do with the double-slotted flaps on the 321??

So its not your day..............you lose an engine, and you need to autoland !!. .config Full seems fine to me!

ps for the techies.......if you autoland single engine you are limited to idle reverse on an IAE powered 320......why?

Below the line,

Think of what the autobrakes are giving you (decel rates), and what the effect of using reverse is ... does it change the decel rate ?

Autobrakes LOW 1.7m/s². .Autobrakes MED 3.0m/s². .Autobrakes MAX 6.0m/s²

So what to you achieve using asymmetric reverse in terms of decl rates, nothing. You actually will increase directional control problems, and increase brake wear (the carbon brakes increase wear when operated below 250 ºC) which is typical when reverse is used.

In an emergency the best option would be so set the park brake and lock the wheels up before thinking of going for reverse, at least you have a better chance of staying on the runway.

Z

"if you autoland single engine you are limited to idle reverse on an IAE powered 320......why? "

According to my FCOM only the A321 (IAE; not sure about CFM)has the IDLE reverse limitation with the additional limitation max crosswind 15kts. A320 does not have this limit.

My guess is it is a control issue with the longer fuselage?

mcdude (trying not to be techy...)

Yup, same limitation applies to the CFM powered 321!. .Cheers. .mcdhu

So gentlemen,after two pages of chat-what's the answer??If one is performing an approach to Cat3 wx using config 3,and one loses the proverbial engine-Why does one have to revert to config'full'????It's stated so in the limitation chapter!! Why are full flap required???. . The only reason (I can figure) is that the A/p might have more 'control'with config full.Shades of dragonAire's HongKong?? Incident?????

A 90 degree g/slope will give you the least rollout!!

So gentlemen,after two pages of chat-what's the answer??If one is performing an approach to Cat3 wx using config 3,and one loses the proverbial engine-Why does one have to revert to config'full'????It's stated so in the limitation chapter!! Why are full flap required???. . The only reason (I can figure) is that the A/p might have more 'control'with config full.Shades of dragonAire's HongKong?? Incident?????

A 90 degree g/slope will give you the least rollout!!