If the ADR disagreement disappears, ALT2 is still latched, but in my understanding, AoA protection can be back
Edit: NOT Confirmed! (did read AOA stall warning i.s.o. protection)
Stall Warning:
If CAS <60Kts AOA = set to 0 degrees and System status matrix (SSM) set to NCD.
(Changed to 30 Kts if 'BUSS' option is installed, this A/C did not had 'BUSS' installed)
When any CAS => 60 Kts (30 @ BUSS), highest AOA value is taken.
Add:
Hi-AOA protection:
Cryptic to me:
AOA is still monitored but warnings relate now to stall speed (Vsw) rather than AOA, if in dual ADR Failure Low speed stability* is lost so is Vsw.
If VS1G cannot be calculated due to loss of weight or s/f position information then there is no AOA protection at all.
* Low Speed stability:
An automatic nose down command is introduced to increase speed. No reference to AOA, only speed. Operates 5 to 10 kts above stall warning depending on weight &
slat/flap configuration. The pilot can override.
"STALL" announces and crickets heard prior to stall speed being reached. PFD shows black and red barber’s pole for stall warning speed. V-apha-prot and V-alpha-max are
replaced by Vsw (stall warning speed). No alpha-floor protection is available.
The nature of the automation by Airbus is about protection. How is it clear that it has saved many lives ?
That would be hard to prove as is in general.
This one would not have happened for sure, can't say about 5A-ONG (Tripoli). Are there any others? (besides Test flight)