One aspect of the Autoflight system is the assistance provided to the pilot to keep the flight safe and

within the flight envelope. This assistance covers: the engine failure compensation, the low speed
protections and the AP/FD mode reversions. We will look at these protections in detail.

In case of an engine failure with the autopilot ON, the FMGS ensures automatic compensation in all
modes. The primary computer is the FAC, using the yaw damper during take off and go around and
automatic rudder trim in all other phases, the FACs will attempt to maintain a zeroroll rate. Also, the SRS
pitch mode automatically adjusts the reference target guidance speed in case of an engine failure at
take off or go-around from V2 plus 10 kts, or existing speed, to V2.

The “Beta Target” is also activated. The slip indicator, normally yellow, turns blue and provides
additional guidance to the pilot. Activated when the aircraft is in the take-off or go-around phase (flaps
1,2 or 3 and thrust set at a high level), it provides visual cues as to how the system is compensating for
the engine loss.

Low speed protection is achieved by the following features: The A/THR SPEED mode, the LOW ENERY
warning, the ANGLE OF ATTACK protection (Alpha Prot), the ALPHA FLOOR protection and the
WINDSHEAR protection.

When the A/THRs are ON and in SPEED mode:

- If speed is in the MANAGED mode (Driven by the FMGS) and the speed target is below the
maneuvering speed for a certain configuration, here the minimum speed for Flaps 2, the system
will not allow the speed to decrease below maneuvering speed.
- If the speed is in the SELECTED mode (by the pilot on the FCU) and the speed target is below
VLS, the system will not allow the speed to decrease below VLS.

If the A/THR system is off and the speed drops below VLS (turbulence, windshear, inattention), a
repetitive “SPEED SPEED SPEED” aural warning is automatically triggered by the FACs.

The warning is intended to divert attention to the speed scale, with a subsequent thrust adjustment.
This warning takes into account the A/C deceleration rate and current flight path angle which explains
the “LOW ENERGY” wording: power MUST be added to correct the situation.

The warning is armed on both departure and arrival, between 100ft and 2000ft RA, with flaps at 2, 3 or
FULL.

If the speed continues to drop below the low energy warning, and if the angle of attack increase above a
given threshold, the “ALPHA FLOOR” function of the Auto Throttle systems triggered, anf TOGA power is
commanded.

The angle of attack threshold which triggered ALPHA FLOOR is processed by the FACs as a function of
A/C parameters such as configuration, deceleration rate, angle of attack, etc. Much of this information is
derived from the IRs.

When ALPHA FLOOR is triggered: A/THR are turn ON (if they were previously OFF), indicated be a while
A/THR on the FMA, ALPHA FLOOR in green is displayed as the A/THR mode

The ALPHA FLOOR function is available from lift off down to 100ft AGL
If THE FACs detect windshear conditions, a red WINDSHEAR message is triggered on both PFDs. Along
with an aural warning, “WINDSHEAR WINDSHEAR WINDSHEAR”

Windshear detection is available from lift off to 1300ft at takeoff and from 1300ft down to 50ft during
landing, provided the aircraft is in config 1 or higher.

Windshear protection is provided during takeoff and go around when SRS is active. SRS will command a
pitch angle which insures a minimum positive rate of climb despite a potential speed loss.

However, if the angle of attack becomes too high and reaches AOA protection, the autopilot (if engaged)
trips off, AOA protection allows the pilot to achieve the best angle of attack while preventing the aircraft
from stalling; the stick can be pulled all the way back without fear of stalling.

Windshear protection is also provided in the approach mode, when managed speed is engaged. The
target speed (V-approach) is automatically adjusted whit wind variations, ensuring that the ground
speed does not drop below a minimum value referred to as MINIGROUND SPEED. This protection is
absent if the system is in SELECTED speed.

We will now review the mode reversions of the Autopilot/Flight Director, and Auto Thrust systems. The
mode reversions are automatic mode changes which ensure a flight envelope limit protection, and
which allows a uniform response from the system when there is pilot input on the FCU.

Let’s review the flight envelop limit speed protection with the AP ON. You are in climb, the target speed
is 315kts, and you select a vertical speed of plus 3000ft/mn. The performance capability of the aircraft
does not allow such as a high rate of climb. The AP pitches the A/C up to track the vertical speed. The
Auto Thrust system, still in the SPEED mode, gradually increases thrust to MAX CLB since the speed is
decreasing.