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Welcome to your Aviation Product Quiz
How can a very reliable aircraft paradoxically make pilots more vulnerable to bad reactions after surprise?
Reliable aircraft generate fewer in-service occurrences, which means pilots accumulate less recurrent simulator time on the real failure modes they will eventually face.
Reliability can build a conditioned expectation of normalcy, so novel or critical events generate greater surprise/startle and increase the risk of wrong action or no action.
Reliable aircraft tend to have simpler cockpit layouts, which means pilots spend less time scanning for indications and lose the habit of cross-checking when something does fail.
Reliability extends maintenance intervals, so latent system faults accumulate undetected until they present as a sudden, unfamiliar event in flight.
None
What is the practical difference between ALPHA FLOOR and TOGA LK?
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 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.
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 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.
None
What is the subtle trap in a go-around started very close to the ground?
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.
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.
None
OPT FL and REC MAX FL are both on the page. Which one is the bigger trap to misunderstand?
REC MAX FL. OPT FL is a function of cost index. REC MAX FL is the level that still gives at least a 0.3 g buffet margin. The FMGS may accept a level above that, but only down to a 0.2 g margin. So “the box accepted it” does not mean it is tactically wise.
OPT FL. It is computed from gross weight and cost index only, so it ignores wind, temperature, and turbulence in the climb profile. The FMGS will refuse any level above OPT FL, so a level entered above OPT FL is automatically replaced with REC MAX FL on the F-PLN page.
OPT FL. It is updated continuously by the FMGS, so the displayed value becomes invalid the moment the cost index or weight changes mid-flight. REC MAX FL is fixed at takeoff and therefore more reliable, even though it shows a higher altitude than current performance can sustain.
Neither, because both are advisory only and the limiting factor in cruise is always the certified MMO of 0.82. The buffet margin is computed against MMO rather than against OPT FL or REC MAX FL, so the crew should plan climbs by reference to MMO and disregard the F-PLN advisories above FL300.
None
During a CAT II approach, alpha floor activates below 1 000 ft. What is the meaningful pilot question, and what is the answer?
The meaningful question is not “Can I salvage this?” but “Do I have sufficient visual references?” If alpha floor occurs below 1 000 ft and visual references are not sufficient, go around.
The meaningful question is “Has TOGA LK engaged?” If TOGA LK has engaged, the thrust will hold automatically through the rest of the approach, so the crew can continue to a landing once the angle of attack returns to normal values.
The meaningful question is “Am I above the published decision height?” If alpha floor occurs above DH, continue to DH and apply normal CAT II rules; if alpha floor occurs below DH, the autopilot will execute an automatic go-around without crew action.
The meaningful question is “Is the aircraft still in normal law?” If alpha floor activates, normal law is by definition still engaged, so the protections will recover the energy state and the approach can be continued to a normal landing.
None
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