Protecciones Flashcards
HIGH PITCH ATTITUDE PROTECTION
Furthermore, there is no emergency situation that requires flying at excessive attitudes. For these reasons, pitch attitude protection limits pitch attitude to plus 30 °/minus 15 °. Pitch attitude protection enhances high speed protection, high load factor protection, and high AOA protection.
Protecciones normal low
High angle-of-attack protection • Load factor protection • High pitch attitude protection • Bank angle protection • High speed protection
Load factor protection
With load factor protection, the PF may immediately and instinctively pull the sidestick full aft: The aircraft will initially fly a 2.5 g maneuver without losing time. Then, if the PF still needs to maintain the sidestick full aft stick, because the danger still exists, then the high AOA protection will take over. Load factor protection enhances this high AOA protection. Load factor protection enables immediate PF reaction, without any risk of overstressing the aircraft.
Bank ángle protection
The maximum achievable bank angle is plus or minus: • 67 °, within the Normal Flight envelope (2.5 g level flight) • 40 °, in high Speed protection (to prevent spiral dive) • 45 °, in high Angle-Of-Attack protection
High speed protection
f there is no sidestick input on the sidestick, the aircraft will slightly overshoot VMO/MMO and fly back towards the envelope. • If the sidestick is maintained full forward, the aircraft will significantly overshoot VMO/MMO without reaching VD/MD. At approximately VMO +16 / MMO +0.04, the pitch nose-down authority smoothly reduces to zero (which does not mean that the aircraft stabilizes at that speed).
HIGH ANGLE-OF-ATTACK (AOA) PROTECTION
High AOA protection is an aerodynamic protection: • The PF will notice if the normal flight envelope is exceeded for any reason, because the autopitch trim will stop, the aircraft will sink to maintain its current AOA (alpha PROT, strong static stability), and a significant change in aircraft behavior will occur. • If the PF then pulls the sidestick full aft, a maximum AOA (approximately corresponding to CL Max) is commanded. In addition, the speedbrakes will automatically retract, if extended.
Autopiloto operation
For other approaches, down to: ‐ The MDA for straight in Non Precision Approach ‐ The DA for straight in LNAV/VNAV approach ‐ MDA -100 ft for circling approach ‐ 160 ft for ILS approach with CAT1 displayed on FMA ‐ 500 ft for all others phases.
ECAM mode
• Normal Mode: Automatically displays systems and memos, in accordance with the flight phase. • Failure Mode: Automatically displays the appropriate emergency/abnormal procedures, in addition to their associated system synoptic. • Advisory Mode: Automatically displays the appropriate system synoptic, associated with a drifting parameter. • Manual Mode: Enables the flight crew to manually select any system synoptic via the ECAM Control Panel (ECP).
OEB
Operational Engineering Bulletins (OEBs) contain information that may impact flight crew action, in the event of a system failure. OEBs are filed in the QRH.
Use of headset
The flight crew must use the headset: • From the ENGINE START phase until the TOP OF CLIMB phase • From The TOP OF DESCENT phase until the aircraft is parked.
MMEL
The MMEL is a document that lists the system, function, or equipment which may be temporarily inoperative, subject to certain conditions, while maintaining an acceptable level of safety. It does not contain obviously required items such as wings, flaps, and rudders.
MEL
The Minimum Equipment List (MEL) is based on the MMEL. An Operator’s MEL may differ in format from the MMEL, but cannot be less restrictive than the MMEL. The MEL shall not deviate from any applicable Airworthiness Directive or any other Mandatory Requirement. The MEL is intended to permit operation with inoperative system, function, or equipment for a period of time until repairs can be accomplished. It is important that repairs be accomplished at the earliest opportunity. Suitable conditions and limitations in the form of placards, maintenance procedures, crew operational procedures, and other restrictions are necessary in the MEL to ensure that an acceptable level of safety is maintained.
Operational use of MEL
‐ (o) means that a specific operational procedure or limitation is required ‐ (m) means that a specific maintenance procedure is required.
