Pitch and thrust as Maui says. You should have a basic target pitch and thrust target setting in your head for all realms of flight. They don't have to be precise. If you're in the ball park, you can quite easily keep the blue side up while you find the unreliable airspeed checklist which will take you to a landing. There are many eicas checks that pop up which are mostly a waste of time. Do them, but focus on pitch and thrust.
I ran many of these in the sim in IMC. With a bit of briefing with respect to pitch and thrust targets, I never had anyone fail to land safely.
To be completely accurate, the AoA sensors of the AF 330 never iced up, it was the pitot probes. In my experience of the B777 in identical conditions, it is the engine P1 sensors that ice first. The autothrottle disengages and thrust ref indications disappear, but the A/P stays in. You have time to look up attitude and thrust settings in case the worse happens, but the pitot probes stay clear for 10 minutes or more. As everyone advises, maintain thrust level and attitude and wait to fly clear, its rarely more than a few minutes to do that.
But the question by Kimon is different : What's happening on a 777 if the AOA probes block at the same angle ? Is there a possibility for one protection to take over and for the airplane to ignore the pilot's inputs like it did happen on a 330 ? BTW how many AOA probes on the 777 ?
What's happening on a 777 if the AOA probes block at the same angle ?
Is there a possibility for one protection to take over and for the airplane to ignore the pilot's inputs like it did happen on a 330
Continued activation of the stickshakers & increased column force in the nose up direction.
Don't know the effect on the Flight control computers.
...A330 pilots SS input is not 'ignored', a further nose up input will not be possible if AoA [when blocked] ~ AoAmax.
Roll control will not be affected and SS ND input (if situation permits) will cancel the hi alpha protection
.....but if AoA vanes are still blocked it will reactivate the hi alpha protection on each SS NU input.
BTW how many AOA probes on the 777 ?
2 is correct! and like the Airbus of the vane type.
in a way, after hangar maintenance or washing tape has been left covering them before, not really a failure of the static port in itself.
In some modern a/c the tubing that was once many many feet long is now very short and goes to an electronic sensor, these can fail, but not that often. Most common failures are the heater parts of probes.
The B777's ADIRU has 6 accelerometers with superior skewed axis combinations and redundancy.
When Pitots fail, any set of 3 sensors will define a solution vector in 3-space.
It follows that 6 non-parallel sensors result in 20-solution vectors.
If there are no errors, the solutions will all be the same within accuracy limits of the system.
If there is 1 faulty sensor,10 of the solution vectors become "wrong".
If a 2nd sensor fails, it also affects ten vectors but 4 are included in the first 10.
That means 2 failures results in 16 "wrong" out of twenty solutions.
The task of identifying the 4 "right" is done!
Many thanks, A33Zab! Given that the brains and voting system are the same whether B777 or A330, the rub is how the architecture of the aforementioned aircraft subsequently handle failures of Pitots, AOA sensors and StatPorts. Yes, granted horses for courses within a game of two halves but is the B777 overrall back-up and breakdown systems of SAARUs and simplified degraded Modes simply better? Obviously you can not have a B system in an A and vice-versa. http://www.coe.pku.edu.cn/tpic/20119263710178.pdf