6
votes
Accepted
How does the flap configuration affect the tailstrike limit on the A320 aircraft family?
A higher configuration number indicates that the flaps/slats are extended by an higher amount.
In turns this means that for the same angle of attack the wings will produce higher lift (and drag) in ...
- 32.4k
5
votes
On the A320 why do we follow this particular sequence of taking flaps and gear?
You would want to start with flaps/slats. The landing gear slows the aircraft down like an airbrake, and you'll need a higher lift coefficient to retain enough lift. Slats are a safety feature that ...
- 61.3k
4
votes
Accepted
Why do we have to do an alternate brake check during preliminary cockpit preparation?
In older A320s, the alternate braking system unlike the normal braking is not computer controlled. The alternate braking is controlled by auxiliary LP pressure distribution lines and is entirely ...
- 1,943
4
votes
How does the flap configuration affect the tailstrike limit on the A320 aircraft family?
In order to take off and subsequently climb, the aircraft needs to create lift greater than weight. It does so by rotating.
Image source
Compare the lift of the plain airfoil with that of the ...
- 61.3k
4
votes
What are the SOPs following an overweight landing?
The answer very much depends on the operator and type of aircraft (or rather its manufacturer).
First of all, overweight landing would normally be performed for the following scenarios:
Medical ...
- 497
3
votes
Accepted
What are the reasons behind switching FDs off for a VOR approach?
ok two questios there really:
entering vapp as speed constraint at the FAF.
After the FAF you want to be flying a constant 3deg path (or whatever the approach gs is). Changing configurations and ...
- 7,935
3
votes
Why can the A320 VAPP be decreased down to VLS?
I want to start with a counter question? What does the regulations say about your landing speed? Does it say, it is Vls (lowest selectable speed) or Vapp (approach speed). You will find neither of ...
- 1,943
3
votes
Why do NY ARTCC Standard Operation Procedures have different altitude limits than the NY Class B airspace?
The commenters have a good point that the SOP documents you liked are for hobbyist simulation and are not necessarily faithful reproductions of real-world procedures. But even in the real world who ...
- 13.5k
3
votes
Why do we have to do an alternate brake check during preliminary cockpit preparation?
On the old system the switching between the normal braking using the green circuit to the alternate braking using the yellow circuit is done by an automatic switching valve pressure dependant (...
- 1,762
1
vote
Is In-Seat Rest used regularly where it is legal, and is it restricted by airline SOPs?
Too complex for me to give a specific answer, and this answer is assuming only airline transport not private flights or business charters.
Duty time limits are different for every country and may ...
- 2,574
1
vote
Why do NY ARTCC Standard Operation Procedures have different altitude limits than the NY Class B airspace?
Airspace class is not the same as airspace ownership.
TRACONs own a larger (often far, far larger) chunk of airspace, both horizontally and vertically, than is designated class B/C/TRSA. You can see ...
- 27.6k
1
vote
Accepted
Could someone please explain what is thermal oxidation of the carbon brakes?
Catalytic oxidation of carbon occurs when a catalyst, such as an
alkali metal(s), is present. When a catalyst is present, the
temperature at which thermal oxidation occurs is lowered. Airplanes
...
- 873
1
vote
Accepted
On the A320 why do we follow this particular sequence of taking flaps and gear?
There is not a technical reason. The procedure gives the best and the most optimum deceleration rate on the approach. Think of this. With flaps 1 already set, your S speed (minimum maneuvering speed ...
- 1,943
1
vote
On the A320 why do we follow this particular sequence of taking flaps and gear?
this is speculation, but if you ask why we lower gear between F2 and F3, I think Koyovis is getting quite close to the potential answer:
Each configuration has a reference speed: Green Dot, S speed, ...
- 7,935
1
vote
Why are the stabilised approach criteria different for an instrument approach and a visual approach?
All instrument approaches are not alike. The Flight Safety Foundation Approach-and-Landing Accident Reduction Tool Kit, Section 5.1 — Approach Hazards Overview points out
Fifty-three percent of the ...
- 5,686
Only top scored, non community-wiki answers of a minimum length are eligible