In the latest revision of the FCOM, the OEB on the abnormal alpha prot has been removed. Does anyone know if any modifications were done, if not on what basis was it decided that it no longer applies? Can't find any info on this.

Any ideas why on one of the three scenarios you can't use the FPV but on the other two you can?

FPV utilization
 

You can use FPV and vertical speed IF ALTITUDE INFO IS RELIABLE. Need to cross check with GPS altitude, as depicted in QRH.

FPA is Vzbi or Baro inertial vertical speed. When the baro part is lost the bird could not be used. But after Modification No.153528 after loss of ADRs the FPA is calculated using hybrid vertical parameters based on GPIRS. The procedure for all ADRs off now is to use FPV is available.

If you have a look at the OEB there are three scenarios listed. The first is for a continuous nose down pitch.
One ADR - Keep on
Two ADRs - OFF

But in this scenario it doesn't say to use the FPV.
My guess is that it's a dynamic situation so the FPV might be erroneous in this situation.

PilotJames
This topic was discussed in the following thread:


A320 OEB Blocked AOA probes 25/12/2012

Actually this is only AOA locked without any problem with Pitot Static system. So the speed and bird are not affected. The first scenario is immediate action in case of uncontrolled descent and the remaining two possible displays on the PFD. The bird should be usable for all the situations.
You can see the explanation from below reference:
http://mes-transferts.lescigales.org...PROT%20320.pdf

Yes it's not an unreliable airspeed indication.

Bird using IR data, usable but not sure how it will be very helpful.

The aim is to get out of normal law. After that's done when you loose FD, the bird surely is a help to maintain flight path. Also speed indication is correct.

As an amateur as i am, can you explain how the FDs are not reliable in alternate law when the situation is stabilized?

Because this particular OEB says so.
The AP and FDs are lost for remainder of the flight.

And you also need to include the Turkish Airlines crash at Amsterdam. I think this statement is closer to the mark regarding recent crashes.

Everybody loves Mr Ziegler :)
https://en.wikipedia.org/wiki/Bernard_Ziegler

KayPam
clunckdriver is a rabid airbus hater who no doubt was an early airbus pilot but who seem to have gone in hibernation since then and after suddenly coming back to life started voicing same prejudices while the rest of the world has moved on. Likes and dislikes are part of human psyche but it should not be completely divorced from reality. The airbus FBW order book as on 31/01/2017 stands at 16268 aircraft. There are hundreds of airlines that operate them and thousands of pilots like them. No one pilot or an airline can claim to be smarter than everybody else. Boeing also has moved on to FBW and they were not at all keen to extend the only non FBW 737 but for South west their biggest customer demanding an immediate equivalent to A320 Neo or else threatening to buy the Neo. Airbus FBW is different but it is here to stay and thriving not just surviving. Outside the US A320 Neo is outselling 737 by a margin. As you may have noticed some PPL/CPL or non airbus pilots use such posts to have pot shots at airbus. Other than that they are a waste of time.

The OEB 48 is cancelled provided that the aircraft is equipped with at least two Thales AoA probes (PN C16291AB or AA with repetitive check of the heating element) and ELAC standard L97+ or higher (A320) or L99 or higher on A319/A321. Sadly the information we got didn't elaborate what was changed on those ELAC versions, just that it solves the problem.

Is there any guidance or thoughts on which two ADRs to turn off...ie does it matter which you turn off? Are there any implications which may influence your choice. I have heard some pilots discuss that turning off certain ADRs may require a manual gear extension later on.

Doesnt specify, PF's data should stay on.

If you turn off 2 ADRs you will lose Flight directors, Autopilot and autothrust.

If you turn off 1&3 you will need to manually extend the gear and will be in direct law for remainder of the flight once gear down, gear will not come up on a go around.

If you have no prior ADR failure turning off 2&3 would surely be a sensible course of action to allow the capt to become PF for the upcoming alternate law raw data man thrust approach to direct law approach, landing and possible go around. Not saying FOs wont be able to, but personally I would prefer to take that on.

EVA AIR AOA