Flaps and Slats

Question 1

Explain the movement of the flaps and slats between position 2 and position 3. What moves?

Answer 1

Slats stays at 2, flaps go to 3.

In air:
Config 1 - slats 1, no flaps
Config 2 - slats 2, flaps 2
Config 3 - slats 2, flaps 3
Config full - slats full, flaps full

Question 2

What is the difference between selecting Flap 1 in the air and on the ground?

Answer 2

In air, Config 1 gives slats 1, no flaps. On the ground, it gives 1+F

Question 3

VFE, VFE next are based on what?

Answer 3

FAC

Question 4

Over speed warning and VLS are based on what?

Answer 4

FAC

Question 5

What protections might come into play when operating at heavy weights?

Answer 5

Auto flap retraction:
210kts falls auto-retract

High Speed Protection:
Activated at or above VMO/MMO

With no side stick input:
Nose-down authority is progressively reduced and a permanent nose up authority is applied.
Positive spiral static stability reduces to 0 degrees bank angle rather than 33 degrees
The aircraft will slightly overshoot VMO/MMO and fly back towards the envelope

If the side stick is maintained full forward:
At ~VMO + 16 kt / MMO + 0.04, the pitch nose down authority smoothly reduces to 0
Aircraft will significantly overshoot VMO/MMO

AP disconnects at VMO + 15 kts and MMO 0.04
High speed protection deactivates when speed decreases below VMO/MMO

Question 6

With a dual channel failure or Loss of flap and slats, why is it still necessary to select config 1?.

Answer 6

For go-around - AP/FD Go-Around mode is available only when flaps are selected

Question 7

In the flap and slap jam QRH, flaps faults, why is the recommendation to maintain vapp or VLS, whichever is higher with the green and yellow hydraulic failure for the go-around?

Answer 7

To remain in trim (direct law, no man pitch trim as no THS)