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Airbus Flight Control Laws PDF
Airbus Flight Control Laws PDF
AirbusFlightControlLaws
AIRBUSFLIGHTCONTROLLAWS
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HighAOAProtection
LoadFactorLimitation
PitchAttitudeProtection
HighSpeedProtection
FlightAugmentation(Yaw)
BankAngleProtection
LowSpeedStability
LoadFactorLimitation
NORMALLAW
ALTERNATELAW
HighSpeedStability
YawDampingOnly
LoadFactorLimitation
ABNORMALALTERNATELAWw/oSpeedStability
YawDampingOnly
DIRECTLAW
FLIGHTCONTROLLAWSSUMMARY
NORMALLAW
Normaloperatingconfigurationofthesystem.Failureofanysinglecomputerdoesnotaffect
normallaw.
Covers3axiscontrol,flightenvelopeprotection,andloadalleviation.Has3modesaccording
tophaseofflight.
Activewhenaircraftisontheground.
Directproportionalrelationshipbetweenthesidestickdeflectionanddeflectionofthe
Ground
Mode
flightcontrols.
Isactiveuntilshortlyafterliftoff.
Aftertouchdown,groundmodeisreactivatedandresetsthestabilizertrimtozero.
Becomesactiveshortlyaftertakeoffandremainsactiveuntilshortlybefore
touchdown.
Sidestickdeflectionandloadfactorimposedontheaircraftaredirectlyproportional,
regardlessofairspeed.
Withsidestickneutralandwingslevel,systemmaintainsa1gloadinpitch.
Norequirementtochangepitchtrimforchangesinairspeed,configuration,orbank
upto33degrees.
Flight
Mode
Atfullaft/fwdsidestickdeflectionsystemmaintainsmaximumloadfactorforflap
position.
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Sidestickrollinputcommandsarollraterequest.
Rollrateisindependentofairspeed.
Agivensidestickdeflectionalwaysresultsinthesamerollrateresponse.
TurncoordinationandyawdampingarecomputedbytheELACsandtransmittedto
theFACs.
Norudderpedalfeedbackfortheyawdampingandturncoordinationfunctions.
Transitiontoflaremodeoccursat50'RAduringlanding.
Flare
Mode
Systemmemorizespitchattitudeat50'andbeginstoprogressivelyreducepitch,
forcingpilottoflaretheaircraft
Intheeventofagoaround,transitiontoflightmodeoccursagainat50'RA.
LoadfactorLimitation
Preventspilotfromoverstressingtheaircrafteveniffullsidestickdeflectionsare
applied.
AttitudeProtection
Pitchlimitedto30degup,15degdown,and67degofbank.
Theselimitsareindicatedbygreen=signsonthePFD.
Bankanglesinexcessof33degrequireconstantsidestickinput.
Ifinputisreleasedtheaircraftreturnstoandmaintains33degofbank.
HighAngleofAttackProtection(alpha):
Protections
Whenalphaexceedsalphaprot,elevatorcontrolswitchestoalphaprotectionmode
inwhichangleofattackisproportionaltosidestickdeflection.
Alphamaxwillnotbeexceededevenifthepilotappliesfullaftdeflection
HighSpeedProtection:
PreventsexceedingVMO orMMO byintroducingapitchuploadfactordemand.
ThepilotcanNOToverridethepitchupcommand.
LowEnergyWarning:
AvailableinCONF2,3,orFULLbetween100'and2,000'RAwhenTOGAnot
selected.
Producesaural"SPEEDSPEEDSPEED"whenchangeinflightpathaloneis
insufficienttoregainapositiveflightpath(Thrustmustbeincreased).
ALTERNATELAW
IfMultipleFailuresofRedundantSystemsoccur,theflightcontrolsreverttoAlternateLaw.
TheECAMdisplaysthemessage:ALTNLAW:PROTLOST
Ground
Mode
ThegroundmodeisidenticaltoNormalLaw.
Inpitchalternatelawtheflightmodeisaloadfactordemandlawsimilartothe
NormalLawflightmode,withreducedprotections.
Pitchalternatelawdegradestopitchdirectlawwhenthelandinggearisextendedto
providefeelforflareandlanding,sincethereisnoflaremodewhenpitchnormal
Flight
Mode
lawislost.
Automaticpitchtrimandyawdamping(withlimitedauthority)isavailable.
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Turncoordinationislost.
Whenpitchlawdegradesfromnormallaw,rolldegradestoDirectLawrollrate
dependsonairspeed.
Allprotectionsexceptforloadfactormaneuveringprotectionarelost.
TheloadfactorlimitationissimilartotothatunderNormalLaw.
AmberXX'sreplacethegreen=attitudelimitsonthePFD.
Alowspeedstabilityfunctionreplacesthenormalangleofattackprotection
Systemintroducesaprogressivenosedowncommandwhichattemptsto
preventthespeedfromdecayingfurther.
ThiscommandCANbeoverriddenbysidestickinput.
TheairplaneCANbestalledinAlternateLaw.
Anaudiostallwarningconsistingof"crickets"anda"STALL"auralmessage
isactivated.
Protections
TheAlphaFloorfunctionisinoperative.
ThePFDairspeedscaleismodified:
VLS remainsdisplayed
VALPHAPROTandVALPHAMAXareremoved
Theyarereplacedbyaredandblackbarberpole,thetopindicatingthestall
warningspeedVSW
AnoseupcommandisintroducedanytimetheairplaneexceedsVMO /MMO tokeep
thespeedfromincreasingfurther,whichCANbeoverriddenbythesidestick.
Bankangleprotectionislost.
CertainfailurescausethesystemtoreverttoAlternateLawwithoutspeedstability.
YawdampingislostifthefaultisatripleADRfailure.
ABNORMALALTERNATELAW
AbnormalAlternateLawisactivatediftheairplaneentersanunusualattitude,allowing
recoveryfromtheunusualattitude.
PitchlawbecomesAlternate(withoutautotrimorprotectionotherthanLoadFactor
protection).
RolllawbecomesDirectlawwithmechanicalyawcontrol.
Afterrecoveryfromtheunusualattitude,thefollowinglawsareactiveforthe
remainderoftheflight:
Pitch:Alternatelawwithoutprotectionsandwithautotrim.
Roll:Directlaw
Yaw:Alternatelaw
ThereisnoreversiontoDirectlawwhenthelandinggearisextended.
DIRECTLAW
Directlawisthelowestlevelofcomputerflightcontrolandoccurswithcertainmultiple
failures.
Pilotcontrolinputsaretransmittedunmodifiedtothecontrolsurfaces,providinga
directrelationshipbetweensidestickandcontrolsurface.
ControlsensitivitydependsonairspeedandNOautotrimmingisavailable.
AnambermessageUSEMANPITCHTRIMappearsonthePFD.
IftheflightcontrolsdegradetoAlternateLaw,DirectLawautomaticallybecomes
activewhenthelandinggearisextendedifnoautopilotsareengaged.Ifan
autopilotisengaged,theairplanewillremaininAlternateLawuntiltheautopilotis
disconnected.
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TherearenoprotectionsprovidedinDirectLaw,howeveroverspeedandstallaural
warningsareprovided.
ThePFDairspeedscaleremainsthesameasinAlternateLaw.
MECHANICALBACKUP
Incaseofacompletelossofelectricalflightcontrolsignals,theaircraftcanbetemporarily
controlledbymechanicalmode.
Pitchcontrolisachievedthroughthehorizontalstabilizerbyusingthemanualtrim
wheel.
Lateralcontrolisaccomplishedusingtherudderpedals.
Bothcontrolsrequirehydraulicpower.
AredMANPITCHTRIMONLYwarningappearsonthePFD.
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