A320飞行操纵正常法则和保护

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FLIGHT CONTROLS MENU Reconfiguration Laws 1/29
FLIGHT CONTROLS MENU
Reconfiguration Laws 2/29
A single failure can
not result in the loss of
Normal law.
However, multiple
failures of flight control,
hydraulic, or electrical
systems may result in a
degradation of the flight
control law. The level of
degradation will depend
on the severity of the
failures.
Degradation of the
flight control laws is
sometimes referred to
as reconfiguration. We
will study these
degraded laws in order
of increasing severity.
FLIGHT CONTROLS MENU
Reconfiguration Laws 3/29
Ground
mode
Ground
mode
In Alternate law:
Ground mode is as in Normal law.
Flight mode:
• Pitch control: load factor demand as in Normal law.
• Roll control: conventional, surface deflection is proportional to side stick deflection,
- Roll sensitivity is proportional to airspeed,
- Feels more sensitive.
• Yaw control: turn coordination is lost,
- Damping available with limited authority.
Landing mode: Direct law when landing gear is selected down (discussed later).
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Flight
mode
Flare
mode
Conventional
control in roll &
alternate in yaw
FLIGHT CONTROLS MENU Reconfiguration Laws 4/29
Degradation to alternate law is indicated by the
ECAM caution F/CTL ALTN LAW (PROT LOST).
You will see this caution in detail in the
abnormal operation module.
Under alternate law, most protections are lost.
Some are replaced by stabilities. We will continue
by studying the loss of protections.
FLIGHT CONTROLS MENU
Reconfiguration Laws 5/29
Pitch limits
Pitch protections lost
Pitch attitude protection is lost and the flight
control computers will not limit the nose up or nose
down pitch attitude..
On the PFD, the green dashes which mark the
protection limits in Normal law, are replaced by
amber crosses.
FLIGHT CONTROLS MENU Reconfiguration Laws 6/29
Bank angle protections lost
Bank angle protection is lost.
On the PFD, the green dashes are
replaced by amber crosses.
FLIGHT CONTROLS MENU
Reconfiguration Laws 7/29
The Maneuver protection is similar to
Normal law.
So we will go straight to the differences
between Normal and Alternate high angle of
attack protection.
MANEUVER PROTECTION
FLIGHT CONTROLS MENU Reconfiguration Laws 8/29
Low speed stability
LOW SPEED STABILITY
In Alternate law, the High angle of attack
protection is replaced by a Low speed stability.
V alpha prot and V alpha max are replaced
by a stall warning speed (Vsw), indicated by a
red and black barber pole.
AIR FLOW

FLIGHT CONTROLS MENU
Reconfiguration Laws 9/29
As speed approaches Vsw a gentle
progressive nose down pitch input is
introduced to lower the nose and prevent
further speed loss.
The pitch input can be over ridden by pilot
input on the side stick.
Vsw
LOW SPEED STABILITY
FLIGHT CONTROLS MENU
Reconfiguration Laws 10/29
At Vsw, an aural “STALL ! STALL !”
warning is triggered.
The aircraft will stall if the warning is
ignored.
Alpha floor protection is inoperative in
Alternate law.
LOW SPEED STABILITY
FLIGHT CONTROLS MENU
Reconfiguration Laws 11/29
In Alternate law, High speed stability
replaces High speed protection.
The green dashes are replaced by amber
dashes on the speed scale.
Above Vmo or Mmo, a nose-up input is
introduced to raise the nose and prevent
further speed increase.
This pitch tendency can be over ridden by
the pilots.
HIGH SPEED STABILITY
FLIGHT CONTROLS MENU
Reconfiguration Laws 12/29
As in Normal law, if VMO/MMO is exceeded
the over speed warning is triggered.
HIGH SPEED STABILITY
FLIGHT CONTROLS MENU
Reconfiguration Laws 13/29
AIR FLOW 
Pitch limits
Note that according to the failures, an
Alternate law without reduced protections can
exist.
In this case, only the Maneuver protection is
provided. The High speed and Low speed
stabilities are also lost.
Stall and over speed warnings are still
operative.
FLIGHT CONTROLS MENU
Reconfiguration Laws 14/29
Direct law is the
lowest level of
computer flight
control. Pilot inputs
are now sent to the
control surfaces
unmodified.
Because of the
large number of
failures required to
degrade to Direct law,
it is unlikely to occur
during normal flight.
It is most likely to
be encountered when
the landing gear is
lowered after an inflight
degradation to
Alternate law.
FLIGHT CONTROLS MENU
Reconfiguration Laws 15/29
In Alternate law, when the landing gear is
extended, the control law will degrade to Direct
law.You will get an ECAM warning as shown,
and additional messages on the PFD. We will
study them later on.
FLIGHT CONTROLS MENU
Reconfiguration Laws 16/29
Direct law, as the name implies, gives a
direct relationship between side stick
movement and and the deflections of all
surfaces.
In effect, the A320 behaves like a
conventional aircraft and control sensitivity
will depend on airspeed.
FLIGHT CONTROLS MENU
Reconfiguration Laws 17/29
AIR FLOW

In Direct law, there are no
protections available although stall and
over speed warnings will sound at the
appropriate speeds.
Pitch limits
FLIGHT CONTROLS MENU
Reconfiguration Laws 18/29
Auto-trim is not available. The crew
must trim the aircraft manually.
“USE MAN PITCH TRIM” is indicated on the
PFD.
FLIGHT CONTROLS MENU
Reconfiguration Laws 19/29
Auto turn co-ordination and “Dutch roll”
damping are also lost.
All yaw control in direct law is through the
rudder pedals.
FLIGHT CONTROLS MENU
Reconfiguration Laws 20/29
In the worst
case of failures,
such as complete
loss of flight
control computer
power supply, the
aircraft will revert
to mechanical
back-up mode.
FLIGHT CONTROLS MENU Reconfiguration Laws 21/29
In this mode, the only method of control in pitch is
manual adjustment the THS using the pitch trim
wheel, provided either green or yellow Hyd. system is
available.
To indicate this a “MAN PITCH TRIM ONLY”
appears in red on the PFD.
FLIGHT CONTROLS MENU Reconfiguration Laws 22/29
Lateral control is achieved in this mode using
the rudder pedals and their mechanical linkage to
the rudder provided at least one Hyd. system is
available.
FLIGHT CONTROLS MENU
Reconfiguration Laws 23/29
In most cases
(e.g. by resetting
the flight control
computer), you will
be able to recover
from mechanical
backup to either
alternate or direct
law depending on
the type of failure.
We will now see a
brief summary of the
different laws and
their associated
protections.
FLIGHT CONTROLS MENU
Reconfiguration Laws 24/29
AIR FLOW 
Pitch limits
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In Normal law, all the
protections are available.
FLIGHT CONTROLS MENU
Reconfiguration Laws 25/29
AIR FLOW 
In Alternate law, the Pitch attitude
protection and the Bank angle protection
are lost.
Maneuver protection is kept. High and
low speed stabilities are introduced.
Pitch limits
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FLIGHT CONTROLS MENU
Reconfiguration Laws 26/29
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AIR FLOW 
In Alternate law without reduced
protections, the High speed and the Low
speed stabilities are also lost.
the only remaining protection is the
Maneuver protection.
Pitch limits
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FLIGHT CONTROLS MENU
Reconfiguration Laws 27/29
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AIR FLOW 
In Direct law, all the protections
are lost and the aircraft handles as a
conventional aircraft.
Pitch limits
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FLIGHT CONTROLS MENU
Reconfiguration Laws 28/29
In mechanical backup, no protection
exists. The pitch control is performed via
the pitch trim wheel and the lateral
control through the rudder pedals thanks
to their mechanical linkages, provided
the appropriate Hyd. systems are
available.
FLIGHT CONTROLS MENU Reconfiguration Laws 29/29
You have seen all the different laws and protections.
May be you wonder how to recover if extreme conditions cause the aircraft to
leave the protected envelope? (e.g. You have been flipped over by a very severe
turbulence)
Here is the answer. If the limits of Normal laws are exceeded, Abnormal
attitude laws become active. This is a safety feature to ensure that the flight
control computers will never prevent the pilots recovering from an abnormal inflight
attitude.
The flight control laws operate in Alternate law without protections and
stabilities except for load factor protection.
After recovery, controls remain in Alternate law without protections but with
auto trim. There is no reversion to Direct law when the gear is extended.
After all theses emotions, you will now see the Normal operation modules...
NEXT
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FLIGHT CONTROLS MENU Reconfiguration Laws 30/29
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EXIT
AUDIO GLOSSARY FCOM
RETURN
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bocome

非正常操作

tissle

好资料，学习了。。。

buaawu

A320飞行操纵正常法则和保护

buaawu

A320飞行操纵正常法则和保护

diguo

恩。不错，好东西。好好学习一下。