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A310 Slats At The Gate  
User currently offlineDarius From Netherlands, joined Jul 2001, 141 posts, RR: 0
Posted (13 years 3 weeks 1 day 22 hours ago) and read 2269 times:

Can any body tell me why the slats of an A310 are often (but not always) deployed when the a/c is at the gate? All other a/c I know retract the slats after landing (I don't know about the A300 though).
Below two pictures of A310's at a gate, with different slat positions.


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Click here for full size photo!

Photo © Ingo Richardt



Click for large version
Click here for full size photo!

Photo © Antonio Saraiva



11 replies: All unread, jump to last
 
User currently offlineMusang From United Kingdom, joined Apr 2001, 864 posts, RR: 7
Reply 1, posted (13 years 3 weeks 17 hours ago) and read 2134 times:

I asked an engineer the same question a few years ago and he said its simply to reduce wear on the actuators. It effectively saves one slat extension/retraction per flight cycle.

The A300 does the same.

Regards - Musang


User currently offlineChrisHabgood From , joined Dec 1969, posts, RR:
Reply 2, posted (13 years 3 weeks 13 hours ago) and read 2097 times:

It may also have to do with the systems on the airplane. The 727 slats are hydraulic powered and they have a big tendency to droop when the pressure is turned off for shutdown as well as other flight control surfaces. This is true for alot of airliners when parked at the gate the stablizer is sitting with different positions on each side(Boeing anyway) as well as ailerons and such. The 747-400 slats are pneumatically powered.

User currently offline310_engineer From Belgium, joined Dec 2000, 165 posts, RR: 0
Reply 3, posted (13 years 3 weeks 12 hours ago) and read 2090 times:

What you are saying is only possible with the Krueger flaps. They are controlled by an hydraulic actuator, but the slats are controlled by screwjacks, gearboxes and torque tubes which are driven by a PDU (Power Drive Unit). The PDU is a sort of hudraulic motor.

Darius: the reason is explained by Musang

Mike


User currently offlineChrisHabgood From , joined Dec 1969, posts, RR:
Reply 4, posted (13 years 2 weeks 5 days 4 hours ago) and read 2025 times:

I wasn't saying it about ONLY the kreuger flaps, it was a comment on the type of system the airplane uses. Alot of airliners control surfaces droop when the hydraulics are turned off and the pressure releases from the controls.

User currently offline310_engineer From Belgium, joined Dec 2000, 165 posts, RR: 0
Reply 5, posted (13 years 2 weeks 5 days ago) and read 2010 times:

FYI We are talking about an A310 here and the slats just can't droop for the reason I explained in my previous post.

User currently offlineVASI From Germany, joined Aug 2000, 192 posts, RR: 0
Reply 6, posted (13 years 2 weeks 2 days 16 hours ago) and read 1984 times:

Hello!

As T know the MD-80 retracts the slats to 15° after landing and when taxiing to the gate and vice versa to the runway. This should prevent the engines from ingesting debris, but I don't know if this is really effective!

Best regards!


VASI


User currently offlineRydawg82 From United States of America, joined Sep 2001, 864 posts, RR: 8
Reply 7, posted (13 years 1 week 5 days 12 hours ago) and read 1944 times:

I have never seen the MD-80 leave the slats down after retraction of the flaps...What airline practices this???


You can take the pup out of Alaska, but you can't take the Alaska out of the pup.
User currently offlineVASI From Germany, joined Aug 2000, 192 posts, RR: 0
Reply 8, posted (13 years 1 week 4 days 19 hours ago) and read 1900 times:

Hello!

I meant slats + flaps. I've seen this on SAS MD-80's
and Iberia MD-87's.

To my knowledge it is also compulsory in the normal "after landing checklist" to set the slats/flaps to 15° degrees after landing, to prevent this foreign object damage. The most importnat phase is during taxi, not at the gate!

Best regards!

VASI


User currently offlineChrisHabgood From , joined Dec 1969, posts, RR:
Reply 9, posted (13 years 1 week 2 days 10 hours ago) and read 1880 times:

A major cause for the -80's being taken out of service is ground vehicle operations at least with the passenger airlines. At least at UPS we would NEVER have ground vehicle contact problems with flight control surfaces hanging out due to we NEVER EVER go under a wing/Horizontal stab.

User currently offlineChrisHabgood From , joined Dec 1969, posts, RR:
Reply 10, posted (13 years 1 week 2 days 10 hours ago) and read 1893 times:

I was not rying to get into a discussion about the airbus primarily beacause airbus is SO much different than boeing I have not read up on systems with the airbus. My comments were only based on general systems or specific airplane systems knowledge based on the 727 or 757/767/747-400 type of systems.

User currently offlineDC-10Tech From United States of America, joined Jun 2001, 298 posts, RR: 2
Reply 11, posted (13 years 1 week 4 hours ago) and read 1849 times:

Musang is absolutely right. At Express.net, the policy is to leave them deployed unless the aircraft will RON. At FedEx, I believe they retract them.

A310's and 300 have been known to have a lot of problems with the torque box failures (or, the plane thinks they have) and saving cycles sure helps out a lot with delays!



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