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And the ICAO and IATA identifiers don't make difference between A320-100 and A320-200, so they are unlikely to make it between A321-100 and A321-200 and even less so between A320-211 and A320-251N. – Jan Hudec. Apr 21, 2016 at 9:50. 1. The IATA code for A320 with wingtip fences is 320. The code for the Sharklet equipped A320s is 32A.
A/THR DISCONNECT. When the A/THR is disconnected, it is neither armed nor active. The A/THR can be disconnected in two ways: The pilot sets both thrust lever to IDLE detent. The system loses one of the arming conditions. (Airbus A320 FCOM - Autoflight - Flight Guidance) On landing, the autothrust is actually not automatically disconnected. The ...
According to the EASA (EU Aviation Safety Agency) type certification of the Airbus A320 series (which you can find here), the A320 family is certified to land at airports with an elevation of up to 14,100 ft. Special procedures for such high altitude landings are described in a Special Conditions Annex (page 112) to the type certification.
(A320 FCOM - Hydraulics - Controls and Indicators) There is another button on overhead panel in the EMER ELEC PWR section, which will also deploy the RAT and connect the emergency generator: 1 MAN ON pb (guarded)
Focusing particularly on the A320 family, are the ELACs and SECs merely actuator controllers for the control surfaces, or do they also carry the autopilot flight control algorithms? Or is the "autopilot" a separate entity, which feeds desired control surface positions to the ELACs and SECs (i.e. these latter are simply "slaves" to the autopilot)?
On both B737 and A320 the trim wheel is located between pilot's and turn and can be turned manually by pilots as a backup way to trim the aircraft (i.e. to move the THS) @ManuH The point is that there is no such switch on Airbus aircraft. Turning the wheel by hand is the only manual way to change pitch trim in an A320.
Now in Airbus A320 and all newer models the side-stick does not have mechanical link and the pilot does not feel the force on the elevator anyway. In normal law, the ELACs automaically adjust the elevator and stabilizer so that with side-stick in neutral position, the aircraft maintains 1 G vertical acceleration and therefore straight flight ...
5. For the A320 family it is not allowed. Above shows the takeoff configurations. Anything else and the takeoff warning will be triggered. I also checked the abnormal and special operations, nothing says a 0/0 takeoff is possible. Each plane is certified for certain configurations. What applies to the A300 or 767 does not apply to all planes.
9. Unless something broke mid-flight -- which you would have probably been told about as a passenger because of the faster landing speed -- leading edge devices (slats) are used for takeoff, approach, and landing on the A320-family. For takeoff the slats are put in position 18 or 22, and for landing in position 22 or 27, as the table below from ...
Airbus however, mentioned the procedure in the Airbus initial type training course guide. There was a time though when Airbus had the procedure as a temporary OEB (Operational engineering bulleting) after a Lufthansa A321 suffered a spurious high angle of attack protection activation due to two faulty AOA sensors.