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(340 m). During the turn the rudder moved to the 2.3º position, i.e. against the pedal travel
direction, and the lateral G was 0.05.
Note: In the course of experiments on the simulator undertaken in Toulouse, it was determined
that when the aircraft is in landing configuration, the turn coordination function works
with rather significant errors. The Airbus representatives admitted this and explained
that this aircraft type was not intended for manoeuvring with high bank angles in the
landing configuration.
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At 22:11:53 the controller repeated his instruction to go around: “RNV 967, turn right, climb 600,
contact Radar 119.7”. The crew confirmed: “Turn right, climb 600, 119.7, 967”. At that moment
the aircraft was at a distance of 5.8 km from the RW 06 threshold (Attachment 2, Fig. 4 and 10).
At 22:11:57 on the control panel the altitude was selected to be 3,200 ft (975 m), and after that
the OPEN CLIMB mode was activated, with the thrust control levers in the CL position, flaps
and slats fully extended, the landing gear extended, the autothrust in the V/M mode, and the
preset speed at 137 kt. It should be noted that previously the preset altitude was 2,048 ft (600 m),
which corresponded to the go-around altitude. Apparently, the crew unintentionally increased the
preset altitude during the process of mode activation. However, this fundamentally influenced the
flight, due to specific features of activation of the OPEN CLIMB mode due to a variety of
differences between the target and current flight altitudes. The integration of the aircraft pitch
control and engine thrust control, as well as the logical sequence of the OPEN CLB mode are
described below.
***
The logic of integration of the autopilot/flight director (AP/FD) pitch control and the
autothrust control
If AP/FD pitch mode controls a vertical trajectory (e.g. V/S, ALT), then AT
controls speed.
If AP/FD pitch mode controls a speed (e.g. OP CLB), then AT controls thrust.
If no AP/FD pitch mode is engaged, then АТ controls speed.
Logic sequence of the OPEN CLB mode
for level change more than 1200 ft:
at OPEN CLB mode engagement by the pilot, V/S control with V/S target = +
8000 ft/min (40 m/s) is applied for AP/FD, and SPEED/MACH mode is engaged
for AT
when engine N1 reaches 95% N1CLB mode, AP/FD switches to SPEED/MACH
control law, whereas AT switches to the THRUST mode
Throughout this time the FMA displays THR CLB for AT and OP CLB for
AP/FD
The given scheme of engagement for the OPEN CLB mode ensures the uniformity
of the aircraft response in all configurations and within the whole range of the flight altitudes and
speeds.
For level change less than 1200 ft:
at OPEN CLB mode engagement by the pilot, V/S control with V/S target = +
1000 ft/min (5 m/s) is applied for AP/FD, and SPEED/MACH mode is engaged
for AT
 Throughout this time FMA displays THR CLB for AT and OP CLB for AP/FD
In this case the climb is in fact performed in the vertical speed control mode.
***
It should also be noted that if the OPEN CLB mode is engaged less than 30 seconds after the
aircraft level off function is activated, the autopilot is authorized to
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use the vertical acceleration at the maximum value of 0.3g, whereas usually it is only 0.15g.
In the automatic flight, when the OPEN CLIMB mode was engaged, the aircraft started climbing
rapidly, at a vertical speed up to 12 m/s, with pitch angle increased to 21º by 22:12:06, maximum
vertical acceleration 1.27g, maximum angle of attack 10.7º, and the indicated airspeed reduced to
129 kt (240 km/h), which is 8 kt lower than the target speed. Engine r.p.m. were increased to the
maximum possible value for the given position of the thrust control levers (Attachment 2, Fig.4).
At 22:12:04 the aural warning «SPEED, SPEED, SPEED» (LOW ENERGY WARNING) was
recorded. This warning advises the crew that “the aircraft energy is decreasing to the limit, below
which the engine thrust must be increased to regain a positive angle on the flight path”. At the
moment when the aural warning sounded, the aircraft altitude was 1,150 ft (350 m). The correct
crew response to this warning would be to increase engine thrust. These actions are described in
QRH Section “ABNORMAL PROCEDURE”.
It should be noted that at the same time as the warning sounded, the engines switched to the
CLIMB mode, and, in accordance with the logic described above, the autopilot switched to the
speed-hold mode in the pitch channel and deflected the elevator in a nose-down direction, in
　
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