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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PMRAOXT
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
HHIIGGHHAANNGGLLEEOOFFAATTTTAACCKKPPRROOTT..
LLIISSTTOOFFSSUUBBJJEECCTTSS
EXIT
AUDIO GLOSSARY FCOM
RETURN
PPRRIINNCCIIPPLLEESS
PPIITTCCHHAATTTTIITTUUDDEEPPRROOTTEECCTTIIOONN
HHIIGGHHSSPPEEEEDDPPRROOTTEECCTTIIOONN
MMAANNEEUUVVEERRPPRROOTTEECCTTIIOONN
BBAANNKKAANNGGLLEEPPRROOTTEECCTTIIOONN
NNOORRMMAALLLLAAWW
FLIGHT CONTROLS MENU Reconfiguration Laws 1/29
FLIGHT CONTROLS MENU
Reconfiguration Laws 2/29
A single failure can
not result in the loss of
Normal law.
However, multiple
failures of flight control,
hydraulic, or electrical
systems may result in a
degradation of the flight
control law. The level of
degradation will depend
　
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