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  • #61
    Originally posted by ATLcrew View Post

    Out of curiosity, where did this come from? There is nothing in my manuals that says that. Now, it takes 50 seconds to a minute for the APU to actually spin up, but I see nothing that says I have to wait 45 seconds to initiate the APU start sequence.
    FYI, this is one of the most comprehensive descriptions I have found on the A320 electrical system and protection features (PDF download):

    https://www.icao.int/safety/airnavig...nal_report.pdf

    Refer to section 1.6.5

    I think what I was referring to might be due to the GCU differential protection function.

    It also specifies:
    The A320 family aircraft Electrical Power Generation System (EPGS) has undergone design changes with time, giving rise to two distinct con gurations of EPGS. The original is referred to as the ‘Classic’ con guration and the more recent as the ‘Enhanced’ Electrical Power Generation System (EEPGS). The EEPGS was introduced on production aircraft through Airbus Modi cation No 27140. G-EUOB was equipped with the ‘Classic’ EPGS.
    So perhaps this doesn't apply to the ac's you are flying.

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    • #62
      Originally posted by Evan View Post
      First of all, Cactus 1549 lifted off with flaps 2 and ditched with flaps 2. No flap changes were made.
      I am almost sure that that is incorrect and that Cactus had already been completely cleaned up before hitting the birds.
      "Lifted off with flaps 2 and ditched with flaps 2" does not imply that "no flap changes were made" (not that you said so though)

      --- Judge what is said by the merits of what is said, not by the credentials of who said it. ---
      --- Defend what you say with arguments, not by imposing your credentials ---

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      • #63
        Originally posted by Gabriel View Post
        I am almost sure that that is incorrect and that Cactus had already been completely cleaned up before hitting the birds.
        "Lifted off with flaps 2 and ditched with flaps 2" does not imply that "no flap changes were made" (not that you said so though)
        OK, found the CVR. You are correct about that. Birdstrike occurred about a minute after flaps 1 call and after they cleaned up. I mistook the F/O query to 'stay' at flaps 2 to mean they never reconfigured.

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        • #64
          Originally posted by Evan View Post

          FYI, this is one of the most comprehensive descriptions I have found on the A320 electrical system and protection features (PDF download):

          https://www.icao.int/safety/airnavig...nal_report.pdf

          Refer to section 1.6.5

          I think what I was referring to might be due to the GCU differential protection function.

          It also specifies:


          So perhaps this doesn't apply to the ac's you are flying.
          Indeed. Not only do we not have to wait to start the APU, but we also have AC ESS ALTN auto-switching which BA apparently does (did) not.

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          • #65
            Originally posted by Evan View Post
            Click image for larger version

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            Is it possible that Airbus has changed the hydraulics architecture?
            I have placed an inquiry with my Fleet Chief on this. My schematic does, in fact, looks the same as that one. What gives me pause is that the RAT is on the same side of the Blue priority valve as the slats, so that suggests to me that the slats would NOT be shed. Besides, the way that schematic looks, it seems like the RAT itself would be shed, which makes no sense. So, I'll reserve further comment until I hear from my Fleet Chief.

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            • #66
              Originally posted by ATLcrew View Post

              I have placed an inquiry with my Fleet Chief on this. My schematic does, in fact, looks the same as that one. What gives me pause is that the RAT is on the same side of the Blue priority valve as the slats, so that suggests to me that the slats would NOT be shed. Besides, the way that schematic looks, it seems like the RAT itself would be shed, which makes no sense. So, I'll reserve further comment until I hear from my Fleet Chief.
              That's not the RAT itself being shed, it's the emergency electrical generator. If something has to go, it would be this rather than essential flight control hydraulics. That still leaves you with the battery, so you don't lose essential electrics either.

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              • #67
                Originally posted by Evan View Post

                That's not the RAT itself being shed, it's the emergency electrical generator. If something has to go, it would be this rather than essential flight control hydraulics. That still leaves you with the battery, so you don't lose essential electrics either.
                That's even weirder as that would imply the RAT drives the emergency gen hydraulically. That may very well be the case, but I was not aware of that. Still waiting to hear from my Fleet Chief.

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                • #68
                  Originally posted by ATLcrew View Post

                  That's even weirder as that would imply the RAT drives the emergency gen hydraulically. That may very well be the case, but I was not aware of that. Still waiting to hear from my Fleet Chief.
                  Yes, it is a hydraulically-driven generator.

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                  • #69
                    Originally posted by Evan View Post

                    Yes, it is a hydraulically-driven generator.
                    But then how would the...never mind, let's see what I hear from above first.

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