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opposite side stick permanently, press
and hold the take-over pb for at least 40 s.
FLIGHT CONTROLS MENU Side sticks 24/25
To reactivate a permanently
deactivated side stick, either pilot has
to press his take-over pb momentarily.
Notice that both side stick priority
lights are extinguished.
FLIGHT CONTROLS MENU Side sticks 25/25 NEXT
Simultaneous control inputs are
never recommended. If the pilot nonflying
must make a control input, he
must press his take over pb.
In case of simultaneous control
inputs, both green side stick priority
lights will flash.
We will now study the Normal law
module.
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FLIGHT CONTROLS MENU Side sticks 26/25
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EXIT
AUDIO GLOSSARY FCOM
RETURN
SSIIDDEESSTTIICCKKSS
CCOOMMMMAANNDDPPRROOCCEESSSSIINNGG
AAUUTTOOPPIILLOOTT&&SSIIDDEESSTTIICCKKSS
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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
　
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