It seems every time I post smth in this topic, it's outrageous
Been browsing AFL A320 SOP and found very familiar Boeing words, opened Boeing QRH and was lost for words...: SOP of Aeroflot for A319-320-321 (approved by CAA) includes upset recovery procedure - COMPLETELY copied (and translated) from B767 QRH. There is NO mention of FBW at all: bank angle, high AOA & pitch attitude protection, abnormal attitude law, etc..
On the left - AFL A319/320/321 SOP, on the right QRH of B767-300ER:
It's all copied word-to-word, even punctuation.
You might say it's an error (copied erroneously). Unfortunately it is not. Look at the next page. They copied actual procedure as well, BUT changed 'elevator' to 'side stick'. WTF??
It might be partly applicable to any conventional aircraft, but how about FBW logic?
Bank Angle Protection:
Bank angle protection prevents that any major upset, or PF mishandling, causes the aircraft to be in a high-bank situation (wherein aircraft recovery is complex, due to the difficulty to properly assess such a situation and readily react). Bank angle protection provides the PF with full authority
to efficiently achieve any required roll maneuver.
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 Pitch Attitude Protection:
Excessive pitch attitudes, caused by upsets or inappropriate maneuvers, lead to hazardous situations:
• Too high a nose-up ▸ Very rapid energy loss
• Too low a nose-down ▸ Very rapid energy gain
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.
Abnormal Attitude Law:
If the aircraft is, for any reason, far outside the normal flight envelope and reaches an abnormal attitude, the normal controls are modified and provide the PF with maximum efficiency in regaining normal attitudes. (An example of a typical reason for being far outside the normal flight envelope
would be the avoidance of a mid-air collision).
The so-called "abnormal attitude" law is :
• Pitch alternate with load factor protection (without autotrim)
• Lateral direct law with yaw alternate
These laws trigger, when extreme values are reached:
• Pitch (50 ° up, 30 ° down)
• Bank (125 °)
• AOA (30 °, -10 °)
• Speed (440 kt, 60 kt)
• Mach (0.96, 0.1).
It is very unlikely that the aircraft will reach these attitudes, because fly-by-wire provides protection to ensure rapid reaction far in advance. This will minimize the effect and potential for such aerodynamic upsets.
The effectiveness of fly-by-wire architecture, and the existence of control laws, eliminate the need for upset recovery maneuvers to be trained on protected Airbus aircraft.
This would leave AFL crews "fighting" with FBW (especially those, who poorly know FCTM). Why posting such critical information in SOP without reference to aircraft systems, their capabilities and limitations? Also, why include references to the use of stabilizer trim without out any additional details -- in auto (under normal law) or manual mode?