FROM: AIRBUS CUSTOMER SERVICES TOULOUSE FLIGHT OPERATIONS TELEX - FLIGHT OPERATIONS TELEX FLIGHT OPERATIONS TELEX - FLIGHT OPERATIONS TELEX TO: All A318/A319/A320/A321 and A330/A340 Operators
SUBJECT: Handling of A318/A319/A320/A321 and A330/A340 aircraft in Alternate Law at high altitude and unreliable airspeed issues. OUR REF.: 999.0077/09 dated 09 September, 2009 CLASSIFICATION: Training Recommendation. AFFECTED AIRCRAFT: This FOT is applicable to all A318/A319/A320/A321 and A330/A340 aircraft This FOT will be available in pdf format on AirbusWorld within two days.
1 - INTRODUCTION The purpose of this FOT is to describe a method by which pilots may practice aircraft handling in Alternate Law in a simulator and additionally perform an unreliable airspeed exercise at high altitude. The recommended demonstration should be performed in Normal Law first then compared with the same flight conditions in Alternate Law. We recommend including the following training demonstration within one of your next recurrent training opportunities. 2 – SIMULATOR SETUP Select a weight that results in a recommended maximum altitude(REC MAX) of approximately FL370. 3 – DESCRIPTION OF EXERCISE 3.1 – Normal Law at high altitude Position the aircraft at FL 350 and normal operations. Set AP/FD and A/THR to OFF. Maintain the following cruise Mach number o 0.78 for A320 family o 0.82 for A330 and A340 family In order to experience aircraft behavior in Normal Law at high altitude, ask the pilot to perform some maneuvers, for example a turn with 20° bank angle and a climb to a higher level. Observe V alpha max and V alpha protection indications. Both pilots should practice the exercise.
3.2 – Alternate Law at high altitude Position the aircraft at FL 350 and normal operations. Set AP/FD and A/THR to OFF. Revert to Alternate Law. Depending on the option available in the simulator, Alternate Law should be simulated either by: o Setting ADR 1 and 2 to OFF on the overhead panel (in this configuration, V/S indication will still be displayed) or, o Inserting ADR 1 + 2 AIRSPEED CHANNEL FAULT on the instructor station, if available (in this configuration, V/S, MACH and ALTITUDE are still displayed). AIR DATA sel (for example CAPT on 3) may be selected either on PF or PNF side in order to compare with the real speed of the aircraft and build confidence with the procedure. The V alpha protection and V alpha max indications will be replaced by the V stall warning indication. In this specific exercise, ECAM actions may be omitted. Maintain the following cruise Mach number o 0.78 for A320 family o 0.82 for A330 and A340 family In order to experience aircraft behavior in Alternate Law at high altitude, ask the pilot to perform some maneuvers, for example a smooth turn with 20° bank angle and a climb to a higher level. Observe V stall warning indications. Both pilots should practice the exercise. 3.3 –Demonstration in Normal Law of Pitch/Thrust settings for Unreliable speed at high altitude Restore ADR 1 and 2 or remove all failures to revert to Normal Law. Position the aircraft at FL 350 and normal operations. Set AP/FD and A/THR to OFF. Fly the recommended speed for turbulence using the predetermined thrust setting from QRH Then, from the QRH UNRELIABLE SPEED INDICATION/ADR CHECK PROC, set the pitch and thrust corresponding to the actual conditions for level flight. Once aircraft conditions are stabilized, observe that the resulting stabilized speed is close to the recommended turbulence speed. Compare the GPS altitude indications to the baro altitude indications Increase pitch by 2 degrees and set 15 degrees of bank. Observe that airspeed remains well within the limits between Vls and VMO. The same exercise may be performed with light to medium turbulence levels. Both pilots should practice the exercise.
3.4 -Demonstration in Alternate Law of Pitch/Thrust settings for Unreliable speed at high altitude Position the aircraft at FL 350 and normal operations. Set AP/FD and A/THR to OFF. Revert to Alternate Law using the same procedure as point 3.2 Depending on the option available in the simulator, Alternate Law should be simulated either by: o Setting ADR 1 and 2 to OFF on the overhead panel (in this configuration, V/S indication will still be displayed) or, o Inserting ADR 1 + 2 AIRSPEED CHANNEL FAULT on the instructor station, if available (in this configuration, V/S, MACH and ALTITUDE are still displayed). Note: The “pitot blocked� failure in some simulators represents an instantaneous full pitot blockage. Airspeed will remain frozen as long as the aircraft stays in level flight and will increase or decrease if aircraft climbs or descends. It does not represent the failure seen at high altitude. Consequently, it is not recommended to simulate the unreliable airspeed condition in this way. AIR DATA sel (for example CAPT on 3) may be selected either on PF or PNF side in order to compare with the real speed of the aircraft and build confidence with the procedure. The V alpha protection and V alpha max indications will be replaced by V stall warning indication. In this specific exercise, ECAM actions may be omitted. The pilots should use the UNRELIABLE SPEED INDICATION/ADR CHECK PROC in the QRH as part of the next demonstration. Fly the speed and thrust setting for recommended turbulence speed from QRH or the pitch and thrust for initial level off given by the UNRELIABLE SPEED INDICATION/ADR CHECK PROC for the current weight and altitude. Once aircraft conditions are stable, increase pitch by 2 degrees and/or smooth turn with 15 degrees of bank. Stall warning may be triggered depending on the way the aircraft is handled and the type of aircraft flown. The pilot should release any backpressure on the stick. If the warning continues the pilot should smoothly and progressively apply forward stick and maximum climb thrust until the pitch attitude reduces and stall warning stops. As soon as stall warning stops, reset pitch attitude and thrust setting for cruise. In this particular situation, avoid rapid side stick movement. o As per FCOM vol 3.04.27, the aural stall warning may also sound at high altitude, where it warns that the aircraft is approaching the angle of attack for onset of buffet o As per FCOM 1.27.30, audio stall warning is activated at an appropriate margin from the stall condition o As per FCTM ABNORMAL OPERATIONS / NAVIGATION / ADR CHECK PROC / UNRELIABLE SPEED INDICATION QRH PROCEDURE (AO-034), if the wrong speed or altitude information does not affect the safe conduct of the flight, the crew will not apply the memory items, and will directly enter the part 2 of the QRH procedure (trouble shooting and isolation portion of the procedure).
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As per FCOM 3.04.91, consider requesting a lower flight level to increase margin to buffet onset The same exercise may be performed with light to medium turbulence levels. In this case, an aural stall warning might be triggered even without a control input from the pilot. Both pilots should practice the exercise. 3.5 – TRAINING CONSOLIDATION Position the aircraft at FL 350 and normal operations (AP/FD and A/THR on). Revert to Alternate Law using the same procedure, as point 3.2 In this training consolidation, the unreliable speed at high altitude will be repeated without any reference to the remaining air data and without reference to the ISIS or standby instruments. After stabilizing the aircraft at high altitude, descend to FL 250 using the UNRELIABLE SPEED INDICATION/ADR CHECK PROC from the QRH. In order to reinforce the flying technique “pitch and thrust”, AIR DATA sel may be switched momentarily so that PNF has the correct speed reference and can cross check the procedure for training purposes. Descending to a lower altitude will increase the margin and consequently reduce the occurrence of stall warning. During descent, transfer control between pilots. Stop the exercise when both pilots feel comfortable with the handling of aircraft using the pitch reference. During session debriefing, discuss the action plan: diversion, continuation of flight, impact for approach, use of GPS ground speed and other options considered useful and relevant. 4 – DURATION 30 minutes 5 – DOCUMENTATION QRH UNRELIABLE SPEED INDICATION / ADR CHECK PROC QRH SEVERE TURBULENCE FCTM ABNORMAL OPERATIONS / NAVIGATION / ADR CHECK PROC / UNRELIABLE SPEED INDICATION QRH PROCEDURE FCOM vol 1.27.30,3.04.27 and 3.04.91
Please submit any questions about the operational content of this FOT to: Capt. David E. Owens TRI/TRE STOD. Office: +33(0) 567 198 760 Fax: +33(0) 562 110 740 david.owens@airbus.com Flightcrew.TRAINING-POLICY@airbus.com
Best regards, Capt Marc PARISIS Vice President Flight Operations Support and Services
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