Originally Posted by
B737NG_Pilot
From the A320 FCOM DSC-27-20-10-20
- At high altitude, this may result in activation of the angle of attack protection. Depending on the ELAC standard, the crew may have to push on the stick to get out of this protection law. What is the meaning of "depending on the ELAC standard"?
- On the A320 THS setting is limited between the setting at the aircraft’s entry into this protection and 11 ° nose-up, whereas on the A321 pitch trim is frozen? Why?
G'day B737NG_Pilot,
I see you have asked a few questions now about the A320 systems, mainly AutoFlight/Flight Control related. My guess is you are converting, or about to convert onto the A320 from the 737. Hopefully the below can help you understand the "Airbus Way", which is very different to the "Boeing way".
I converted from the Ejet to the A320, then to the 787, then back to the A320. One thing I can say is, despited the 5000 page FCOM, plus the FMGC manual, and all the other Documents (FCTM/QRM) your company may have for you to read, the A320 is actually a pretty simple aircraft, SOMETIMES.
Normal Ops on the A320 is very straight forward. Definitely the easiest aircraft to operate on multi sector days.
Abnormal/Emergency ranges from pretty straight forward to very time consuming.
I did my initial Rating with some ex PanAm guys that had been instructing on the A320 during its development, early 1980's, and they were so knowledgeable. Their advice, if it's not talking to you (ECAM), you don't need to do anything.
While there is lots of information, like that above, it will be a unicorn event where you will need to know it. Eg: Sully, QF32
The Golden Rules seem like fluff when you first read them, but as it says, they are Golden. For example:
Say you end up in this situation you have written above, there will be lots of ECAM noise (Overspeed, AP off etc) from the aircraft, it's really distracting, and some of them can't be cancelled.
You might remember the description of the Protection, you might even remember the ELAC standard the aircraft has. But all you need to do is:
FLY - (Airbus' version of Aviate)
That is Frenglish (French/English) for AVIATE. So, do whatever it takes to stay in the air and control the a/c. Who cares what angle the THS is frozen at, you can't do anything about it anyway. (it will unfreeze once you are out of the protection regime)
Once you have the A/c under control, the Overspeed Warning will disappear and you can re engage the AP, all the noise will stop. Happy days. The FCTM has the recovery procedure. (
PR-AEP-MISC)
Unlike the Boeing, which has limited systems information, Airbus has included a lot of info in the DSC section of the FCOM, but would you believe it has been getting less over the years? (There was stuff in my initial Rating notes that had been removed 8 years later)
I found a lot more useful Operational Info that helps understand the DSC info in the ABN/EMERG section, and operational information in the FCTM. Also the DDG, this is where you will find out which system is connected to which. (the thigh bone isn't always connected to the knee bone :-( )
In this example:
PRO-ABN-OVERSPEED
It just tells you when it will Trigger
What the limits are
END
So you apply the Golden Rule:
AVIAT -> Then back to normal Procedures.
I am not saying Systems knowledge isn't a good thing, it certainly will help as the failures get more complex (Dual HYD, Emerg Elec etc), but the ECAM protocol is very robust. The QRH summaries help in the more complex failures to show the switching between the systems.
Aviate - Safe to continue flight
Navigate - as required
Communicate - as necessary
Then if time permits, QRH, FCOM, DDG etc.
Airbus RECALLS seem lame at first. (EGPWS, W/Shear, TCAS, Loss of Brakes, Emerg Desc, Stall Recovery, Unreliable Speed, RTO.)
Until you realise they were all "recalls" on the Boeing too, but then you had the 10 "standard" recalls too, The ECAM takes care of these.
Ie: Engine fire - It is exactly the same.
Fly the Aircraft
At a safe Altitude (abv 400 ft)
"ECAM ACTIONS" (Airbus)
Thrust Lever Idle
Eng Master Off
ENG Fire P/B Push
AGENT 1
AGENT 2
-Engine secure-
"ENGINE FIRE, SEPARATION SEVERE DAMAGE MEMORY ITEMS" (Boeing) (it has been a while so I think I got it right)
Auto Throttle off
Thrust lever Idle
Start Lever Off
Fire Handle Pull
Agent 1
Agent 2
-Engine Secure-
From here you do whatever you need to do to clean up the aircraft, sort out your next move etc. The only real difference is AIRBUS is actioned from a screen, Boeing from memory and checked against a book. (or the Electronic Checklist on the 787/777).
So, don't get buried too deep in the DSC section, spend time in the SOP's, ABN/EMERG, and the FCTM. Once you get in the Simulator your will see it in action. It all works as advertised. Once you have some time in the aircraft, and a few Sims under you belt, you will see it is a very good aircraft.
It is definitely "Different". Is it better than the Boeing 787? No and Yes, but there is 30 years between those 2 aircraft. The eJet sits in the middle of both, Boeing levels of FCOM information, Airbus levels of operational simplicity.
You might not like it, you might love it, but don't let it confuse you, that is a tricky place to come back from.
I hope this helps.
Cheers Roj
P.S. The table is the greatest single thing about the Airbus.