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(SECTION 14-8) TAIL STRIKE AVOIDANCE (TSA)

(SECTION 14-8) TAIL STRIKE AVOIDANCE (TSA). Introduction. OBJECTIVE: TO PROVIDE A CLEAR UNDERSTANDING OF THIS NEW FEATURE, CERTIFIED FOR E-190 AND E-195 CONTENTS: IMPLEMENTATION BLOCK DIAGRAM OPERATION MEL NORMAL PROCEDURES (TAKEOFF/ LANDING) ABNORMAL PROCEDURE TRAINING.

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(SECTION 14-8) TAIL STRIKE AVOIDANCE (TSA)

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  1. (SECTION 14-8) TAIL STRIKE AVOIDANCE (TSA)

  2. Introduction • OBJECTIVE: • TO PROVIDE A CLEAR UNDERSTANDING OF THIS NEW FEATURE, CERTIFIED FOR E-190 AND E-195 • CONTENTS: • IMPLEMENTATION • BLOCK DIAGRAM • OPERATION • MEL • NORMAL PROCEDURES (TAKEOFF/ LANDING) • ABNORMAL PROCEDURE • TRAINING

  3. Function Implementation MARKET DATE: AUG 2007 CERTIFIED BY: ANAC, FAA, EASA, TCCA REV 4 ACFOG AP1-05

  4. Block Diagram COLUMN POSITION TSA COMMAND ELEVATOR ACE AIRCRAFT & SENSORS TSA max 8˚ (nose down) FCM Tail Strike Avoidance function IRS PITCH & PITCH RATE TAKEOFF: Estimated altitude (AFCS VS) LANDING/ GO-AROUND: 2 RAs FLAP HAGL TR 170FCD004

  5. Operation FCMs REDUCTION OF CONTROL COLUMN AUTHORITY (NOSE UP DIRECTION) MAXIMUM PITCH ANGLE THAT CAN BE ACHIEVED  DEPENDS ON HAGLAND FLAPS Estimated altitude < 200ft Estimated altitude ≥ 200ft TOGA and altitude rate ≥ 0ft NOTE 1: TSA FUNCTION AND AOA LIMITER FUNCTION NEVER OPERATE SIMULTANEOUSLY AND AOA LIMITER HAS PRIORITY OVER TSA NOTE 2: TSA FUNCTION IS DISABLED WHEN AUTOLAND IS ENGAGED AOM 14-08-15

  6. MEL *** Item not required by regulation but may have been installed on some models of aircraft covered by this MMEL "C" indicates that this item shall be repaired in 10 days (excluding the day when malfunction was recorded) MMEL 27-1

  7. Normal Procedures - TAKEOFF • ALTHOUGH TAIL STRIKES ARE MORE COMMON DURING LANDING, IT MAY ALSO OCCUR DURING TAKEOFF, MAINLY CAUSE BY: • IMPROPER STABILIZER TRIM • - Due to erroneous input data on computation or due to incorrect stab trim setting • - If wrongly set to nose-up, will induce the airplane attempting to fly before V1 • IMPROPER ROTATION SPEED • - Due to wrong speed computations or early rotation • - Result in nose-up without wing lift to fly • EXCESSIVE ROTATION RATE • - Due to rotation (at VR) above 3˚/sec towards the flight director angle • - Pitch higher than normal and inappropriate flight director usage increase the risk • IMPROPER FLIGHT DIRECTOR GUIDANCE SOPM 5-31

  8. Normal Procedures - LANDING • MAJOR IDENTIFIED POSSIBLE CAUSES: • APPROACH AT IMPROPER PITCH, SPEED, THRUST AND/ OR GLIDE PATH • - Lack or poor handling of landing recommendation could lead to a deestabilized approach • PROLONGED FLARE • - Do not allow the airplane to float • IMPROPER CROSSWIND CORRECTION DURING FLARE • - Sideslip/ Crab/ De-crab inappropriate usage • OVER-ROTATION DURING A TOUCH-AND-GO SOPM 5-43

  9. Abnormal Procedure TSA function is no longer available TAILSTRIKE PROT FAIL END Inhibition: A/C parked TAILSTRIKE PROT FAIL During landing: Pitch Angle........................................... MAX 10˚ END EAP 8-15

  10. Training • TAIL STRIKE AVOIDANCEGENERAL DESCRIPTION, NORMAL AND ABNORMAL PROCEDURES ARE ALREADY WRITTEN IN THE AOM, SOPM AND QRH, RESPECTIVELLY • DESCRIPTION IS ALSO INCLUDED ON THE ERJ 190-100/ 200 CBT PROGRAM

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