otection .
Airbus
A320
a protection
Normal law
Flight Control -
prepared by : Ilham Febrian
>
# a side
sends
stick or an
a message to
autopilot
the flight
I
y Flight Control computers
-
control computers asking for
de
an
aircraft manuvor
.
The flight control computers
process the demand and send
it to the control surfaces
. ↳ surface
I
The pre-set
processing uses -
limitationsand
instrioon
&
The aircraft respond conventionally
to the movement of Control
surfaces
.
I
-
Aircraft response to surface Movement
Flight mode
X
mod
mode= agroundmode .
In nonal law pitch and lateral control are modified on the
Phase of flight and operate in 3 modes.
· Ground mode -
Aicraft is electrically and hydraulically powered
there is direct relationship between sidestick deflection
and surface deflection
.
·
Flight mode after gradual transition from ground mode
:
Just after lift off it consist of a load factor demand
,
u auto trim and protection throughout the flight
envelope.
·
flare mode :
Modifies the flight mode to introduce a conventional
"feel" to the landing phase.
Control surface deflection is directly proportional to control
. The
yoke deflection same yoke input produces a :
·
Higher rate of Pitch/roll at high speed
· Lower rate
of Pitch/roll at low speed
Control surface deflection is not directly proportional
to side stick . A side stick deflection gives an
deflection
rate . Theflight
demand to the flight control computers
control computers set control surface deflection to meet the
rate demand
.
for the same side stick input ,
the control surfaces de
flection will be
·
Large at low speed
· small at high speed
.
A side stick input is a
· rate of roll demand in roll
o Load factor (9) demand in pltch.
yaw control is coventional-
-
#
I
Flight Control computers
The computer process
watnd
this
feedback and adjust control
surface deflection to ensure
that the maneuver rate
amand
& ecuted accurat
surface
I
that control
rece &
deflectionmaybealteredwithedition .
I
-
Aircraft response to surface Movement
In Flight mode if you wish to execute
for example descending left turn you set
the altitude and then return
required
the side stick to neutral
The neutral side stick position ask for zero
rates
of pitch and roll the flight control
computers will maintain the set altitude
until
you use the side stick to ask for
an altitude change
Throughout manuever ,
there are not pilot
Erine input .
Turn coordination and "Dutch roll" damping are automatica
lly provided in normal law ,
Pilot no need to input on the
rudder Pedals
Normal law provides a number of airborne pitch protection
They are :
Load factor limitation
· Ditch altitude protection
· High AOA Protection
· High speed protection
.
In lateral control ,
there is only one protection is Bank
angle protection
.
LOAD FACTOR LIMITATION
Load factor limitation prevent structural
over stress by limiting control surface de
↓
flection through flight control computers
full side stick movement is always avail
able .
The load factor is automaticly limited
to
:
+ 2 56 to >
. -
1G in clean config
2G in other
· + to OG
config .
As the with load factor limitation if the, aircraft
reaches the pitch attitude protection nose up limits then
,
theflight computers will override pilot demands
control
and keep aircraft within the safe limits .
,
The pitch attitude protection limits are shown
as small green dashes on the PFD
down limit
Up limit pitch
0to 300
0 ,
p down
The high AOA protection is designed to prevent
aircraft from stalling and to ensure optimum
Performances in extreme manuever such as wind
shear or EGpls warning recovery
.
Notes This protection takes priority
over all others
=> airflow
-
ice e
↳
↳
Angle of Attack (AUA) .
· VLS is lowest selectable speed related to stalling speed .
· VEPROTis the speed related to the AUA which protection becomes
active
.
·
VaMAX is the speed related to the maximum AOA that may be
reached in Pitch normal law
.
Under normal law when AoA > a PROT The system switches the
elevator control from normal mode to protection mode in wh ,
Ich angle of attack is directly proportional to the sidest
ick
deflection .
As speed decreases it stops at ULS lowest selectable speed provided the
a utothrust is engaged
Note the FAC and Corresp
.
VLS is computed by
and to :
or after touch
and go
· I .
13 VS during T O
.
· 1 23 VS
.
after one step of flap retraction
.
· I 28VS in clean
.
config
A low energy sound , repeated every 5 second ,
wars
the pilot that the aircraft energy level is going below
a threshold the pilot mustIncrease the thrust
,
to recover a positive flight path angle through pitch
control.
The FAC Computes an energy level taking into account
the configuration ,
the horizontal deceleration rate and
the Flight path angle
.
The Low ENERGY warning is available when following
condition are filled
· In normal law
·
Above 100ft RA up to 2 000
,
ft RA
· In Conf 2 ,
3 or Pull
· Not in TOGA -
with autothust inoperative or not engaged ,
the speed can reduce to the
Which is sho
first level of the angle of attack (AOA) protection Va PROT ,
wh at the top of the amber/black band (barber pole)
If engaged the autopilot will disconect. Noseup Pitch trim ,
is inhibited
below Va PROT
VOL PROT
The Flight control computers will maintain Va PROT as long as the side
sticks are not used
VaMA* -
. the side stick
If is used by the pilot the Va PROT can be overriden
and the speed will reduced to VaMAX
. In normal law the flight control
computers will maintain Va MAX even if the pilot holds his side
stick fully aft
In this protection range ,
the normal law demand is modi
fied and the side stick input is an angle of attack demand
Instead of a load factor demand.
if the pilot releases the side stick at Va MAX , the flight control
computers will return the speed Va PROT and will maintain It . ..
Independently of the VaPROT and
VAMAX Protection as soon as the angle
of attack is above a pre-determined
threshold ,
which depends on the configura
tion , A/THR is automatically activated
and commands TOGA thrust.
High speed protection The protection we will look now is the
high spood protection . It is designed to pre
vent the aircraft from exceeding maximum
.
Speed
vMo/mmo is shown as the bottom of the
-
rod/black barber pole
. Green dashes &
indicate the speed at which the protection is
activated
When theairspeed/mach increases
above vmo/mmo just before reach
the groen dashes
ing ,
an ELAM
warning
is tuggered .
Bank Angle protection
Bank angle limit
d
Under normal law bank angle protection
limits the angle of bank to 67 degrees
shown by green dashes on PFD
.
if the pilot holds a full lateral stick
deflection the angle of bank start to
,
Increase when
:
> 33: , a spiral static is
maintained tum is
-
, and auto
in operative
=
> 45 %, on the PFD the flight
director indication are removed
reaching the bank
green dashes
:
,
stops and no further
