A320 INSTRUCTOR SUPPORT NORMAL OPERATION The lateral behaviour of A/C is quite safe ! But the pilot is then the BEST to adapt the lateral trimming technique to the experienced circumstances. Actually the most effective flying technique performancewise with engine failure at T/O is to fly CONSTANT HDG with ROLL SURFACES RETRACTED. This dictates the amount of Rudder required, and the RESIDUAL SIDE SLIP resulting from that technique.
Hence in order to indicate the amount of rudder required to fly properly with an EO at T/O, the measured SIDE SLIP index is SHIFTED on the PFD by the residual side slip computed value, and displayed in blue instead of yellow, and called BETA TARGET; by pressing the rudder pedal to center the BETA TARGET index, the pilot will fly with the RESIDUAL SLIP as required by the EO condition. Thus the A/C will fly at constant heading with roll surfaces retracted.
As a summary, in case of engine failure at T/O: -
smoothly pitch the A/C down to keep safe speed (as per SRS), no hurry to react on the pedals, since the A/C is laterally safe, center the Beta target with rudder pedals and zero the residual heading drift with small lateral stick inputs.
PROTECTIONS One of the essential tasks of a pilot is to keep the A/C within the normal flight envelope, for safe and high performance flight completion. This task is not very easy on older generation aircraft when encountering dangerous or hazardous situations, such as windshear. The purpose of the protection provided is: -
to give FULL AUTHORITY to the aircrew to CONSISTENTLY achieve the BEST POSSIBLE A/C performance in those extreme conditions, to reduce the risks of overcontrolling or overstressing the A/C and to provide the pilot with AN INSTINCTIVE and IMMEDIATE PROCEDURE to achieve the best possible performance when required.
The following protections are provided: BANK ANGLE PROT LOAD FACTOR PROT MAX PITCH PROT HIGH AOA PROT HIGH SPEED PROT
(max 67° - corresponding to a 2.5 g turn) (max 2.5 g in clean) (30° Nose Up – 15° Nose Dn) (for BEST AERODYNAMIC PERFORMANCE) (not to overshoot design speed limits)
these 3 are linked
These protections have NOT been designed to allow pilots to exceed the NORMAL FLT ENVELOPE, which is considered as VIOLATION. These protections have been designed to assist pilots in emergency situations, where under stress conditions only an instinctive and rapid reaction will save the situation. The protections make this reaction possible. See chapter 22. DATE: JAN 2001
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