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A320 EGPWS Mode 2 vs Mode 4: The Configuration Trap Pilots Miss
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A320 EGPWS Mode 2 vs Mode 4: The Configuration Trap Pilots Miss
A320 Dual Hydraulic Failure: The PTU Mirage That Catches Every Crew
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Aviation Knowledge Quiz

Welcome to the Aviation Knowledge Quiz

Put your aviation knowledge and decision-making skills to the test. Complete all 5 questions to receive your discount coupon.

What is the subtle trap in a go-around started very close to the ground?

The trap is that TOGA simultaneously commands maximum climb thrust and disconnects autothrust, leaving the crew flying manual thrust at the worst possible moment. Engine acceleration is symmetric and predictable, so the real hazard lies in the loss of A/THR protection. The crew must reselect A/THR before completing the maneuver to avoid an overspeed or undershoot.

The trap is believing the airplane will instantly climb just because TOGA is selected. High-bypass engines need time to spool up, so a low go-around may initially lose altitude, especially if starting from near idle thrust or below VAPP. The crew must decide early, complete the maneuver once started, and avoid excessive rotation that could create a tailstrike.

The trap is that flap retraction must begin immediately at TOGA selection to prevent a tailstrike from the high pitch attitude SRS commands. If the crew delays the F retraction, the aircraft accelerates past F-speed before reaching acceleration altitude. This compresses workload at exactly the wrong moment in the maneuver.

The trap is that the autopilot disconnects when TOGA is selected below 1,000 ft, requiring the crew to fly the go-around manually at low altitude. High-bypass engines respond quickly enough that thrust is rarely the issue. The real risk is that SRS guidance cannot engage without autopilot, so pitch must be controlled by reference to attitude alone.

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If both pilots grab the sidesticks together, what does the aircraft do, and what is the disciplined takeover method?

The sidestick inputs are averaged rather than added, so simultaneous inputs produce a softened combined response. This is why dual input is undesirable but not immediately hazardous. The correct takeover method is to press and release the takeover pushbutton; a continuous hold is required only when the priority indication does not extinguish.

The sidestick with the larger deflection takes priority, and the smaller input is automatically suppressed. This protects against accidental dual input but does not protect against intentional opposing input. The correct takeover method is to depress the priority pushbutton momentarily and announce “I have control”; latched priority is reserved for incapacitation cases only.

The captain’s sidestick has hardwired priority over the first officer’s, so simultaneous inputs default to the captain’s. The DUAL INPUT aural warning sounds whenever both sidesticks are deflected. The correct takeover method is for the captain to announce “I have control” verbally, with no pushbutton action required unless the first officer’s sidestick is jammed.

The sidestick orders are added together. That makes simultaneous inputs hazardous because the airplane is responding to the algebraic sum, not to whichever pilot “means it more.” The correct takeover method is to press the sidestick takeover pushbutton and announce “I have control”; for a jammed or held sidestick, the other pilot holds the takeover pushbutton for at least 40 seconds to deactivate the affected sidestick.

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You are in managed DES and NAV drops out. What has the automation really taken away from you besides lateral guidance?

More than track guidance is lost. If NAV disengages, managed vertical modes are no longer valid, so DES reverts to V/S or FPA on the current value, and the FMGS stops honoring the flight-plan speed and altitude constraints, although the speed limit is retained. The trap is that the pitch behavior does not suddenly “save” you; the crew must recognize the reversion and actively manage the vertical path.

NAV loss in managed DES causes the aircraft to revert to OP DES on the current FCU altitude, which discards all flight-plan altitude constraints but preserves speed management. The trap is that the speed limit also disappears, so below 10,000 ft the aircraft may accelerate beyond 250 kt unless the crew intervenes manually on the speed window.

NAV disengagement triggers an immediate autopilot disconnect, forcing the crew into raw-data flying with FD bars removed. Vertical modes remain valid but cannot be displayed without FD. The trap is that pilots reach for the FD switch instead of returning the FCU to a basic selected mode such as V/S, which delays recovery of usable guidance.

Only lateral guidance is affected. Managed DES continues to honor the flight-plan vertical profile, the altitude constraints, and the speed constraints, because the FMGS retains its full vertical computation even when NAV is unavailable. The trap is that the crew may assume lateral guidance has reverted to HDG when in fact it has reverted to TRK with the present heading captured.

None

What is the practical difference between ALPHA FLOOR and TOGA LK?

ALPHA FLOOR is the crew action of moving the thrust levers to the TOGA detent in response to a low-speed warning. TOGA LK is the autoflight logic that follows, holding thrust at TOGA until the crew moves the levers back to CL. The subtle point is that ALPHA FLOOR is a procedure and TOGA LK is an automatic response.

ALPHA FLOOR is the automatic protection that commands TOGA thrust when angle of attack exceeds the threshold, regardless of thrust lever position. TOGA LK is what follows after the angle of attack reduces again: the TOGA thrust remains locked until the crew disconnects A/THR with the instinctive disconnect. The subtle point is that recovering from the low-speed event is not the same as recovering the thrust logic.

ALPHA FLOOR is the predictive protection that commands TOGA thrust when angle-of-attack trend exceeds the threshold, regardless of current AoA. TOGA LK is the reactive protection that engages only after AoA has actually exceeded the threshold. The subtle point is that ALPHA FLOOR may engage before TOGA LK in dynamic maneuvers.

ALPHA FLOOR and TOGA LK are the same event labelled differently depending on whether the aircraft is in normal or abnormal law. Both command TOGA thrust automatically and both release thrust automatically once the angle of attack returns below the threshold. The subtle point is that the crew need not intervene in either case.

None

With A/THR active, what are the thrust levers really doing?

They command a fixed thrust setting equal to the detent rating, so CL detent always equals MCT and TOGA detent always equals takeoff thrust. The A/THR layer modulates between these fixed settings using the engine FADEC, not the lever position. That is why crews should set the appropriate detent for the phase and leave the levers there.

They show the current commanded N1 in real time, mirroring the engine’s actual output to within one or two percent. This is why the lever position is the most reliable indication of thrust during A/THR operation, and why Airbus emphasizes monitoring lever position as the primary thrust reference.

They are decorative when A/THR is engaged; movement of the levers has no effect until A/THR is disconnected with the instinctive disconnect pushbutton. The actual thrust command originates from the FMGS and is sent directly to the FADEC. That is why Airbus emphasizes monitoring FMA rather than the lever positions.

They are not showing actual engine thrust in the way crews often intuitively think. With A/THR active, the thrust lever position sets the maximum thrust the A/THR is allowed to command, so the levers act as a thrust limiter or thrust-rating selector. That is why Airbus emphasizes monitoring FMA, speed trend, and N1/N1 command, not “where the levers are.”

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© 2026 Custom GPT Solutions LLC
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Disclaimer: Not affiliated with OpenAI or any airline mentioned. “OpenAI” and “GPT” are trademarks of their respective owners. Airline names are used for identification purposes only and do not imply endorsement.

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Welcome to the Aviation Knowledge Quiz