A320飞行操纵重新配置法则

航空

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航空

FLIGHT CONTROLS MENU Normal law 1/36
FLIGHT CONTROLS MENU Normal law 2/36
For clarity in
this module most
references will be
made to manual
flight inputs.
However, the
references apply
equally to
automatic flight
unless stated
otherwise.
In this module,
we will be looking at
how an A320 pilot
and the aircraft
computers interface
to ensure safe and
accurate flight with
minimum workload
for the crew.
FLIGHT CONTROLS MENU
Normal law 3/36
FLIGHT CONTROL
COMPUTERS
A side stick or an autopilot sends a
message to the flight control computers
demanding an aircraft maneuver.
FLIGHT CONTROLS MENU
Normal law 4/36
FLIGHT CONTROL
COMPUTERS
CONTROL SURFACES
The flight control computers process the
demand and send it to the control surfaces.
The processing uses pre-set limitations
and instructions called LAWS.
FLIGHT CONTROLS MENU
Normal law 5/36
AIRCRAFT RESPONSE TO SURFACE MOVEMENT
CONTROL SURFACES
FLIGHT CONTROL
COMPUTERS
The aircraft responds
conventionally to the movement of
control surfaces.
FLIGHT CONTROLS MENU Normal law 6/36
Ground
mode
Ground
mode
Flight
mode
Flare
mode
Normal Law is modified depending on the phase of flight. It operates
in 3 modes:
Ground mode:
• Operates on the ground when the aircraft is electrically and
hydraulically powered. Controls are conventional.
Flight mode:
• Operates in the air after a gradual transition from ground mode
just after lift off,
• Will be discussed in detail as this module continues.
Flare mode:
• Modifies Flight Mode to introduce a conventional ‘feel’ to the
landing phase.
• Will be discussed later in this module.
We will compare a conventional aircraft, an A310, with the fly by
wire A320 in Normal law flight mode.
FLIGHT CONTROLS MENU
Normal law 7/36
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• Control surface deflection is directly proportional to control
yoke deflection.
• The same yoke input produces a:
- Higher rate of pitch/roll at high speed,
- Lower rate of pitch /roll at low speed.
FLIGHT CONTROLS MENU
Normal law 8/36
• Control surface deflection is not directly proportional to side stick
deflection.
• A side stick deflection gives a rate demand to the Flight control
computers.
• The Flight control computers set control surface deflection to meet
the rate demand.
For the same side stick input, the control surface deflections will be:
- Large at low speed, but
- Small at high speed.
• A side stick input is a :
- Rate of roll demand in roll,
- Load factor (g) demand in pitch.
• Yaw control is conventional.
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Coonnvveennttiioonnaall aaiirrccrraafftt
• Control surface deflection is directly proportional to control
yoke deflection.
• The same yoke input produces a:
- Higher rate of pitch/roll at high speed,
- Lower rate of pitch /roll at low speed.
FLIGHT CONTROLS MENU
Normal law 9/36
AIRCRAFT RESPONSE TO SURFACE MOVEMENT
CONTROL SURFACES
FLIGHT CONTROL
COMPUTERS
Remember, the
A320 responds
conventionally to
the movement of
control surfaces.
However,
unconventionally,
the response
information is fed
back to the flight
control computers.
FLIGHT CONTROLS MENU
Normal law 10/36
AIRCRAFT RESPONSE TO SURFACE MOVEMENT
CONTROL SURFACES
FLIGHT CONTROL
COMPUTERS
The computers process
this feedback and adjust
control surface deflection
to ensure that the
maneuver rate demand is
executed accurately.
This means that control
surface deflections may be
altered with no change in
side stick position.
FLIGHT CONTROLS MENU Normal law 11/36
FLIGHT CONTROLS MENU Normal law 12/36
In flight mode, if you
wish to execute, for
example, a descending
left turn, you set the
required attitude and
then return the side
stick to neutral.
The neutral side
stick position demands
zero rates of pitch and
roll.
The flight control
computers will maintain
the set attitude until you
use the side stick to
demand an attitude
change.
Throughout the
maneuver, there are no
pilot trim inputs.
FLIGHT CONTROLS MENU
Normal law 13/36
Turn co-ordination and “Dutch roll”
damping are automatically provided in Normal
law.Pilot inputs on the rudder pedals are not
required.
FLIGHT CONTROLS MENU Normal law 14/36
Normal law provides a number of airborne pitch protections. They are:
• Maneuver protection,
FLIGHT CONTROLS MENU
Normal law 15/36
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Pitch up limit
Pitch down limit
Normal law provides a number of airborne pitch protections. They are:
• Maneuver protection,
FLIGHT CONTROLS MENU
Normal law 16/36
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•• Hiigghh aannggllee ooff aattttaacckk pprrootteeccttiioonn,,
AIR FLOW

Normal law provides a number of airborne pitch protections. They are:
• Maneuver protection,
FLIGHT CONTROLS MENU Normal law 17/36
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•• Hiigghh aannggllee ooff aattttaacckk pprrootteeccttiioonn,,
•• Hiigghh ssppeeeedd pprrootteeccttiioonn..
Normal law provides a number of airborne pitch protections. They are:
• Maneuver protection,
FLIGHT CONTROLS MENU
Normal law 18/36
In lateral control, there is only one
protection which is for bank angle.
Let’s take a closer look at these protections.
FLIGHT CONTROLS MENU
Normal law 19/36
MANEUVER PROTECTION
In a conventional aircraft, pilots must insure that
structural limitations are not exceeded.
However, in the A320 family, Maneuver protection is
available in Normal law.
FLIGHT CONTROLS MENU
Normal law 20/36
MANEUVER PROTECTION
Maneuver protection prevents structural
overstress by limiting control surface deflections
through the flight control computers. Full side
stick movement is always available.
The structural limitations vary with
configuration:
• In clean configuration, between +2.5 g to -1 g,
• Flaps extended, between +2 g to 0 g.
FLIGHT CONTROL
COMPUTERS
FLIGHT CONTROLS MENU
Normal law 21/36
PITCH ATTITUDE PROTECTION
As with the Maneuver protection, if the aircraft reaches the Pitch attitude protection
nose up limits, then the flight control computers will override pilot demands and keep the
aircraft within the safe flight limits.
The Pitch attitude protection limits are shown as small green dashes on the PFD.
Note that the pitch up values vary depending on the aircraft configuration and speed
between 30 and 20 degrees up.
FLIGHT CONTROL
COMPUTERS
Pitch up limit
FLIGHT CONTROLS MENU
Normal law 22/36
PITCH ATTITUDE PROTECTION
In the nose down case, the computers will
limit the nose down attitude at 15 degrees.
FLIGHT CONTROL
COMPUTERS
Pitch down limit
FLIGHT CONTROLS MENU
Normal law 23/36
HIGH ANGLE OF ATTACK PROTECTION
High angle of attack limits
The High angle of attack protection is
designed to prevent the aircraft from stalling
and to ensure optimum performance in
extreme maneuver such as windshear or
GPWS warning recovery.
This protection takes priority over all others.
This protection displays information against
the PFD speed scale.
AIR FLOW

FLIGHT CONTROLS MENU
Normal law 24/36
HIGH ANGLE OF ATTACK PROTECTION
As speed decreases it reaches Vls, lowest
achievable speed with autothrust engaged.
With autothrust inoperative or not engaged,
the speed can reduce to the first level of Angle
of attack protection, V alpha prot which is
shown as the top of the amber/black band
(barber pole).
The Flight control computers will maintain
the speed at V alpha prot. If engaged, the
autopilot will disconnect.
Vls
V  PROT
FLIGHT CONTROLS MENU
Normal law 25/36
HIGH ANGLE OF ATTACK PROTECTION
If the pilots override V alpha prot using the
side stick, the speed can reduce to V alpha
max.
In Normal law, the flight control computers
will maintain V alpha max, even if a pilot holds
a side stick fully aft. Nose up pitch trim is
inhibited.
In the protection range, the Normal law
demand is modified and side stick input is an
Angle of attack demand, instead of a load
factor demand.
V  MAX
FLIGHT CONTROLS MENU
Normal law 26/36
HIGH ANGLE OF ATTACK PROTECTION
Provided the autothrust is serviceable, the
speed is unlikely to reduce to V alpha max
before the Alpha floor protection is triggered.
This is indicated by an “A FLOOR”
indication on the PFD FMA and also on the
E/WD.
FLIGHT CONTROLS MENU
Normal law 27/36
HIGH ANGLE OF ATTACK PROTECTION
If the pilot releases the side stick at V alpha
max, the speed will return to, and maintain V
alpha prot.
VVMRAOXT
FLIGHT CONTROLS MENU
Normal law 28/36
HIGH SPEED PROTECTION
High speed limits
The protection we will look at now is the
High speed protection. It is designed to
prevent the aircraft from exceeding maximum
speed.
This protection limits are displayed on the
PFD speed scale.
FLIGHT CONTROLS MENU
Normal law 29/36
HIGH SPEED PROTECTION
VMO/MMO is shown as the bottom of the
red/black barber pole.
Green dashes indicate the speed at which
the protection is activated.
Protection
VMO
MMO
FLIGHT CONTROLS MENU
Normal law 30/36
HIGH SPEED PROTECTION
When the airspeed/Mach increases above
VMO/MMO, an overspeed ECAM warning is
triggered, as shown in the Autoflight chapter.
FLIGHT CONTROLS MENU
Normal law 31/36
HIGH SPEED PROTECTION
If the airspeed/Mach increases to the
protection speed, the autopilot will disengage
and the flight control computers send a pitch
up command to the control surfaces to prevent
further acceleration.
The flight control computers will permit
momentary exceedance of this speed for
maneuvering if necessary, but will then return
to the protection speed.
FLIGHT CONTROLS MENU
Normal law 32/36
HIGH SPEED PROTECTION
Notice that the pilot cannot override the
automatic pitch up .
FLIGHT CONTROLS MENU
Normal law 33/36
BANK ANGLE PROTECTION
Bank angle limits
Under Normal law, Bank angle protection
limits the angle of bank to 67 degrees, shown
by green dashes on the PFD.
FLIGHT CONTROLS MENU
Normal law 34/36
BANK ANGLE PROTECTION
If the pilot holds full lateral side stick, angle
of bank will increase and maintain 67 degrees.
The flight director (FD) on the PFD will
disappear if the angle of bank exceed 45
degrees.
Max bank angle
FLIGHT CONTROLS MENU
Normal law 35/36
BANK ANGLE PROTECTION
If the side stick is released at any time when
the bank angle exceeds 33 degrees, the aircraft
will return to and maintain 33 degrees bank
angle.
The FD will de displayed again on the PFD
when the angle of bank reduces to less than 45
degrees.
Autotrim is inhibited above 33 degrees.
33º bank angle
FLIGHT CONTROLS MENU
Normal law 36/36
BANK ANGLE PROTECTION
Note, if High speed or Angle of attack
protections are active, angle of bank is limited
to 45 degrees and the aircraft will return to
wings level if the side stick is released.
We will now study the reconfiguration laws
in the next module.
NEXT
Module
completed
FLIGHT CONTROLS MENU Normal law 37/36
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EXIT
AUDIO GLOSSARY FCOM
RETURN
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show616

谢谢LZ分享！

bocome

非正常操作

standbybus

A320飞行操纵重新配置法则

songsimple

谢谢分享 拿走学习 谢谢楼主

tissle

好资料，学习中。。。

diguo

恩。好东西。好好学习一下。