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protection throughout the flight envelope.
Following normal law, the sidestick controllers set the elevator and THS to maintain load
factor proportional to stick deflection and independent of speed.
With the sidestick at neutral, wings level, the system maintains 1 g in pitch (corrected for
pitch attitude), and there is no need for the pilot to trim by changing speed or configuration.
Pitch trim is automatic both in manual mode and when the autopilot is engaged. In normal
turns (up to 33~ of bank) the pilot does not have to make any pitch corrections once the
turn is established.
The flight mode is active from takeoff to landing, and follows the logic shown schematically
on page 1, above.
Automatic pitch trim freezes in the following situations :
- The pilot enters a manual trim order.
- The radio altitude is below 50 feet (100 feet with autopilot engaged).
- The load factor goes below 0.5 g.
- The aircraft is under high-speed or high-Mach protection (except when there is fault in
   one of the elevators).
When angle-of-attack protection is active, the THS setting is limited between the setting
at the aircraft's entry into this protection and 3.5~ nose down. (Neither the pilot nor the
system can apply additional nose-up trim).
Similarly, when the load factor is higher than 1.25 g or when the aircraft exceeds 33~ of
bank, the THS setting is limited to values between the actual setting and 3.5~ nose down.
Control with autopilot engaged
- The ELACs and SECs limit what the autopilot can order.
- The pilot has to overcome a restraining force in order to move the sidestick when the
   autopilot is engaged. If he overcomes this force and does move the sidestick, he
   disconnects the autopilot.
- The pilot can also disconnect the autopilot by pushing on the rudder pedals (10~ out of
   trim) or by moving the pitch trim wheel.
- All protections of normal laws remain effective except pitch attitude protection.
CCM ALL
┏━━━━━━━━━━━━━━━━┳━━━━━━━━┳━━━━━━━━━━━┓
┃I  -~ A318                      ┃FLIGHT CONTROLS ┃1.27.20     P 3       ┃
┃  .-,,.8, ,, ~% A319            ┃                ┃                      ┃
┃                                ┃                ┣━━━━━┳━━━━━┫
┃ Lli,~ A320                     ┃                ┃SEQ 100 I ┃I REV 28  ┃
┃      A~7-~'M" A321             ┃  NORMAL LAW    ┃          ┃          ┃
┃   FLIGHT CREW OPERATING MANUAL ┃                ┃          ┃          ┃
┗━━━━━━━━━━━━━━━━┻━━━━━━━━┻━━━━━┻━━━━━┛
FLARE MODE
The flight mode changes to flare mode when the aircraft passes 50 feet RA as it descends
to land.
The system memorizes the attitude at 50 feet, and that attitude becomes the initial
reference for pitch attitude control.
As the aircraft descends through 30 feet, the system begins to reduce the pitch attitude,
reducing it to 2~ nose down over a period of 8 seconds. This means that it takes gentle
nose-up action by the pilot to flare the aircraft.
PROTECTIONS
The normal law protects the aircraft throughout the flight envelope, as follows
- load factor limitation
- pitch attitude protection
- high-angle-of-attack (AOA) protection
- high-speed protection.
LOAD FACTOR LIMITATION
The load factor is automatically limited to
+ 2.5 g to - 1 g for clean configuration.
+ 2 g to 0 for other configurations.
PITCH ATTITUDE PROTECTION
Pitch attitude is limited to :
- 30~ nose up in conf 0 to 3 (progressively reduced to 25~ at low speed).
　
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本文鏈接地址：AIRBUS A320 Flight Crew Operating Manual3(84)