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Power is there to maintain a speed no matter what the configuration. As has been said the atmosphere is not a static entity. It is changing and so therefore will the power setting necessary to maintain the speed. Due to short lived shear factors the power could be quite variable for a few seconds. It is not uncommon to give a significant burst followed almost immediately by a reduction to datum; or equally a handful reduction and then back to datum.
It would be sod's law that this happens at landing gate and you have an overly keen PM with the SOP call of "continue" or "Go-around" and they close the latter. |
Originally Posted by jaja
(Post 9275937)
Thank you for all the answers, but it still has not answered my question.
Originally Posted by PRO-NOR-SOP-18-A: "B - STABILIZATION CRITERIA"
...
In order to be stabilized, all of the following conditions must be verified before, or at this stabilization height: ‐ The aircraft is on the correct lateral and vertical flight path ‐ The aircraft is in the desired landing configuration ‐ The thrust is stabilized, usually above idle, in order to maintain the target approach speed along the desired final approach path ‐ There is no excessive flight parameter deviation. |
"Usually above idle" is vague and does not clearly solve the riddle.
as long as you hit the stable point as required by the company, then you will probably be powered up. Although sometimes a lightly loaded 330 on a gusty day will hit the idle stops occasionally all the way down final. approach idle is designed to eliminate the need for a specific spool up setting on final which is why its vague and no setting is published. |
Yes I would love to see these AIB reasons.
Yes I would love to see these AIB reasons.
Originally Posted by FlightDetent
(Post 9259773)
a) No, absolutely it is not.
b) Not exactly. Airbus ask you to be at landing flap with Vapp on a 3 deg profile at 1000 ft. [FCTM NO-APPROACH GENERAL: The decelerated approach] This is not possible with engine idle, as you well know. The N1 setting are available from PEP, OCTOPUS or unreliable airspeed checklist. (*) 52 n1 is a good figure. c) Yes; plenty more that'd we like. Reference 1. Reference 2. Reference 3. Reference 4. regards, FD. (*) I'd be happy to discuss if we could second guess AIB reasons not to quote a figure for N1 - LATER. :cool: |
Originally Posted by flyingchanges
(Post 9259474)
Pretty sure go around from idle is not a certified or demonstrated maneuver.
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