曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
monitoring the g indication on the ECAM.
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, 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.
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,
monitoring the g indication on the ECAM”.
HIGH ANGLE OF ATTACK PROTECTION
Applicable to: ALL
The aircraft resists attempts by either a pilot or the atmosphere to stall it. If a pilot attempts a stall, he
feels the aircraft trying to pitch down as speed approaches the amber and black strip. The pilot can
resist this tendency until speed reaches the red band (alpha maximum), and then further nose-up
control is not available. Between these two points, αfloor automatically sets go around thrust. The
pilot can hold full back stick, if it is needed (see windshear), and the aircraft stabilizes at an angle of
attack close to but short of the 1 g stall.
WHEN FLYING AT αmax, THE PILOT CAN MAKE GENTLE TURNS, IF NECESSARY.
As the aircraft enters protection at the amber and black strip. (αprot), the system inhibits further
nose-up trim beyond the point already reached. Nose-down trim remains available if the pilot pushes
the stick forward.
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 4/6
FCOM 19 AUG 10
The pilot should not deliberately fly the aircraft in αprot except for brief periods when maximum
maneuvering is required. If the pilot enters αprot inadvertently, he should get out of it as quickly as
possible by easing forward on the sidestick to reduce the angle of attack while simultaneously adding
power (if αfloor has not already been activated or has been cancelled). The system will regain the
normal load factor law if the stick is pushed forward of neutral, but it will re-enter αprot if the stick is
released with the angle of attack still greater than the value set for αprot. Thus to exit αprot properly,
the pilot should reduce angle attack to a value less than the value set for αprot.
The PFD shows this clearly, because the indicated speed is above the black and amber strip.
The pilot should now increase speed above VLS (clear of the amber strip) as soon as other
considerations (ground clearance, for example) allow him to do so.
αfloor will usually be triggered just after αprot is entered, and go around thrust will automatically be
applied. Thus, if the sidestick is held aft, either inadvertently or deliberately, the aircraft will start to
climb at a relatively constant low airspeed. To recover to a normal flight condition, αprot should be
exited by easing forward on the sidestick, as described above, and the αfloor should be cancelled by
using the disconnect pushbutton on either thrust lever as soon as a safe speed is regained.
The aircraft can also enter αprot at a high level, where it protects the aircraft from the buffet
boundary. As at low speed or low level, if the sidestick is merely released to neutral, the aircraft
maintains the alpha for αprot. (However, this value of alpha is not the same as the value used
at low speed : Alpha for αprot is reduced as a function of Mach, so that a typical cruise value is
about 3.5 ° for the A318 and A321 aircraft, or 4.5 ° for the A319 and A320 aircraft). Therefore, the
aircraft may climb, with the sidestick free, when leaving a turn after entering αprot. If the pilot has
flown into αprot, he should leave it as soon as other considerations allow, by easing forward on the
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
A320机组操作手册FLIGHT CREW OPERATING MANUAL 14(83)
