September 10, 201213 yr All In crosswind GA training I was taught to use less flap in a crosswind landing to reduce the amount of float at the flare. Given that you're not supposed to have any float landing a liner does the same thing apply (with consequent higher speed), or do you use normal landing flap? (or does it depend..?) Cheers Mike Mike Dryden
September 10, 201213 yr We can do a Flap 3 landing in the Airbus A320 in strong X-wind conditions, increased speed so slightly reduced crab angle, and less drag for the G/A as the GA would be in conf 2 instead of conf 3, I don't really know any pilot though that ever uses it, it's just asking for a tail strike.... Regards, Ró. Rónán O Cadhain.
September 10, 201213 yr Author I'll take that as a 'normal' then, which was what I suspected. Thanks, Ró. Mike Mike Dryden
September 10, 201213 yr We can do a Flap 3 landing in the Airbus A320 in strong X-wind conditions, increased speed so slightly reduced crab angle, and less drag for the G/A as the GA would be in conf 2 instead of conf 3, I don't really know any pilot though that ever uses it, it's just asking for a tail strike.... Regards, Ró. I think I have heard of a recent Airbus (not airline) recommendation (instruction?) to use flap 3 an the A321 for X-winds above 25 kt. A bit of a paradox since the A321 has a longer fuselage but... Bruno
September 10, 201213 yr I think I have heard of a recent Airbus (not airline) recommendation (instruction?) to use flap 3 an the A321 for X-winds above 25 kt. A bit of a paradox since the A321 has a longer fuselage but... :wacko: Particularly in the A321 I wouldn't touch a Flap 3 landing with a barge pole, that thing likes striking it's tail with flap full, would be tempting faith to be doing Flap 3 landings, particularly in less than favourable wind conditions.... I haven't a notion what sort of research they did to come up with that data, probably that they want to get more money in through the increased requirement for fuselage repairs... She's hard enough to land right as she is, no need to go messing with her when you've learnt how to deal with her.... Regards, Ró. Rónán O Cadhain.
September 10, 201213 yr :wacko: Particularly in the A321 I wouldn't touch a Flap 3 landing with a barge pole, that thing likes striking it's tail with flap full, would be tempting faith to be doing Flap 3 landings, particularly in less than favourable wind conditions.... I haven't a notion what sort of research they did to come up with that data, probably that they want to get more money in through the increased requirement for fuselage repairs... She's hard enough to land right as she is, no need to go messing with her when you've learnt how to deal with her.... Regards, Ró. I am not qualified to argue with you of course but for what it's worth, I have heard this is their recommendation. I assume a tail strike is considered less dangerous than a runway exit... Bruno
September 10, 201213 yr I wonder if the Airbus folks have a sound trigger for the tail strikes then. You know, like 'thanks for helping the economy!' or something. An Easter egg of some sort. Look, they even have some pdf for explaining how to do it right. http://www.airbus.co...-LAND-SEQ08.pdf Anyone recalling that small wheel on the Concorde?
September 10, 201213 yr I am not qualified to argue with you of course but for what it's worth, I have heard this is their recommendation. I assume a tail strike is considered less dangerous than a runway exit... Oh, sorry, didn't mean to sound like I was doubting you, I just can't for the life of me think why they'd recommend it.... :mellow: I wonder if the Airbus folks have a sound trigger for the tail strikes then. You know, like 'thanks for helping the economy!' or something. An Easter egg of some sort. Look, they even have some pdf for explaining how to do it right. http://www.airbus.co...-LAND-SEQ08.pdf Indeed a very helpful documented, one that is drilled into us in our recurrent training, good read for anyone who likes the 321.... An alarm would be nice, but we know the angles that you'll strike at anyway and just have to remember not to exceed them. Always have to keep a tail strike in mind with the V1 engine cut training in a 321, you can practically see the instructor ready to pounce on you as you rotate the aircraft..... :wacko: Regards, Ró. Rónán O Cadhain.
September 10, 201213 yr Oh, sorry, didn't mean to sound like I was doubting you, I just can't for the life of me think why they'd recommend it.... :mellow: Regards, Ró. No problem at all, indeed. Just passing along information which I believe is accurate. Bruno
September 10, 201213 yr But it must be fun to do it. Skip to 2:04. Their version of fun is my version of tea and biscuits with the CP and a week back in the sim... :( I've had enough remedial training in the sim to last me a lifetime, so I'm not gonna set out for more just for the kicks of dragging my tail along the ground. Luckily though it hasn't happened to me yet, and never will... Regards, Ró. Rónán O Cadhain.
September 10, 201213 yr Commercial Member I am pretty sure the Flap 3 approach recomendation in high cross winds is very old (around 7 years) and pre dates a software mod for the ELACS on the A321 I don't think it is necessary anymore Rob Prest
September 10, 201213 yr I am pretty sure the Flap 3 approach recomendation in high cross winds is very old (around 7 years) and pre dates a software mod for the ELACS on the A321 I don't think it is necessary anymore I'm pretty sure we disregarded that recommendation from the start, I started flying the A320 series back in 2001, mainly A321's back then, and even then there was a big fuss about not using Flap 3 in the 321 unless you have a death wish.... Perhaps that recommendation was just for the A320 / A319? Regards, Ró. Rónán O Cadhain.
September 10, 201213 yr Commercial Member What version where you on? From memory it was only the -100 that was affected. Rob Prest
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