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as VLS to VMO. Pilots should not deliberately fly at a speed that is lower than VLS except
for properly authorized training or testing.
PITCH ATTITUDE PROTECTION
Applicable to: ALL
The system limits the aircraft to 67 ° of bank, which corresponds approximately to the bank angle
needed for a level 2.5 g turn.
The system limits pitch attitude to +30 ° and –15 °. The +30 ° limit decreases to 25 ° at low speed. If
the aircraft attitude approaches these limits, the pitch and roll rates start to decrease 5 ° before the
limit so that it will stop at the limit without overshooting.
LOAD FACTOR LIMITATION
Applicable to: ALL
The aircraft is structurally designed to the same limits as any other large aircraft. The 2.5 g limit (2 g
with flaps extended) allows the aircraft to make an abrupt maneuver without structural risk if such a
maneuver becomes necessary.
When this occurs (after a ground proximity warning, for example), the pilot should quickly apply
full control and hold it until the flight path is safe. Response time is a vital factor in avoidance : the
system allows maneuvers that the pilot would not normally be able to perform safely at any altitude,
low or high.
EXCEEDING VMO/MMO
Applicable to: ALL
During climb, cruise or descent the aircraft may slightly exceed VMO/MMO with the autopilot (AP)
engaged. This may occur when adverse conditions are encountered.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
FLIGHT CONTROLS (FLYING CONDITIONS)
- THE PROTECTION SYSTEMS
A318/A319/A320/A321 FLEET PRO-SUP-27-40 P 2/6
FCOM 19 AUG 10
Using the following procedure prevents such an exceedance :
1. In case of turbulence, adapt speed or Mach target. If severe turbulence is known, or forecasted,
consider the use of turbulence speed.
2. The current speed is close to the VMO (maximum operating speed) :
Monitor the speed ‐ trend symbol on the PFD :
• If the speed trend reaches, or slightly exceeds, the VMO limit :
‐ Use the FCU immediately to select a lower speed target.
• If the speed trend significantly exceeds the VMO red band, without high speed protection
activation :
‐ Select a lower target speed on the FCU and, if the aircraft continues to accelerate,
consider disconnecting the AP.
‐ Before re-engaging the AP, smoothly establish a shallower pitch attitude.
3. If the aircraft accelerates above VMO with the AP engaged :
The AP will disengage on reaching the high speed protection. The high speed protection will apply
a nose-up order up to 1.75 g, in addition to pilot input during VMO recovery. Therefore :
‐ Make a smooth pitch correction, to recover proper speed.
In all events :
‐ Speedbrakes may be used if the aircraft exceeds VMO/MMO. However, use speedbrakes with
caution when close to the ceiling.
‐ Check the AP engagement status and re-engage it when appropriate. It may have tripped, if
VMO/MMO was significantly exceeded. The associated aural warning may have been superseded
by the overspeed aural warning.
HIGH SPEED PROTECTION
Applicable to:
,
,
MSN,,
The aircraft automatically recovers following a high speed upset. Depending on the flight conditions
(high acceleration, low pitch attitude) the high speed protection is activated at/or above VMO/MMO.
When it is activated, the pitch trim is frozen, spiral static stability is introduced to 0 ° bank angle
(instead of 33 ° in normal law), and the bank angle limit is reduced from 67 ° to 40 °.
As the speed increases above VMO/MMO, the sidestick nose-down authority is progressively
reduced, and a permanent nose-up order is applied to aid recovery to normal flight conditions.
The High Speed Protection is deactivated when the aircraft speed decreases below VMO/MMO,
where the usual normal control laws are recovered.
The flight crew should never deliberately fly the aircraft beyond VMO/MMO, unless absolutely
necessary for operational reasons, such as avoiding another aircraft.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
FLIGHT CONTROLS (FLYING CONDITIONS)
- THE PROTECTION SYSTEMS
A318/A319/A320/A321 FLEET PRO-SUP-27-40 P 3/6
FCOM 19 AUG 10
The pilot should, as soon as possible, reduce resistance to the High Speed Protection and allow the
aircraft to return to a speed below VMO/MMO, by smoothly relaxing the forward stick force to attain a
comfortable nose-up pitch rate. It is not usually necessary to apply a pull force to recover. If a quicker
recovery is required for operational reasons, the pilot should pull back smoothly and progressively,
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A320机组操作手册FLIGHT CREW OPERATING MANUAL 14(82)
