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warded.
At around 12:03:01, it was recorded for the vertical acceleration of around 1.9G. At the
time the side stick for the Captain side was starting to push to neutral.
At around 13:03:02, it was recorded for the main gear wheels were on the ground. At the
time the side stick for the Captain side was starting to pull backward from neutral position
to pitch up. At the same time the side stick for the first officer has been turned to full
17
forward to pitch down.
However, at around 13:03:04, the side stick for the first officer has been pulled pitch up.
Note1: The altitude AGL, was used for value of the barometric altimeter at higher than
50ft, and was used for the value of the radio altimeter below 50ft.
Note2: Regarding the value of the rate of descent, the effect for the time delay is
involved.
Note3: The TLA angle at maximum is 42.2 degrees, and it is 0 degree at idle position.
Note4: The engine fuel flow at maximum is around 11,500PPH, and it is around
1,000PPH at minimum.
(Refer Fig. 8-1 and 8-2)
2.12.4 Airbus A321 Aircraft
2.12.4.1 Flight Control System and Characteristic for Attitude Controls
(1) Side Stick
Regarding the flight control system on Airbus A321, it is equipped with the flight
control devices called for side stick on the left side for the left hand seat pilot and on the
right side for the right hand seat pilot. The flight crews are provided to be able to
control in pitch and roll manually, and yaw indirect through the turn coordination. The
both left and right side sticks are the device to transmit the independent signals each
other to the computer, but are not mechanically linked and do not both move together.
They are spring loaded to the neutral position, therefore the aircraft attitude was
controlled by that the flight crews moved them to forward/aft and left/right. If both move
their sidesticks simultaneously in the same or opposed direction, the signal values are
added of both pilots algebraically. The total is limited to the signal that would result from
the maximum deflection of a single sidestick. Further, the takeover switch is installed on
each side sticks. A pilot can deactivate the other sidestick and take full control by
pressing and keeping pressed the takeover button on the sidestick.
(2) High Angle of Attack Protection
High angle of attack protection is a function that the angle of attack of the aircraft
increased beyond the certain value during a flight, even if the pilot pulled the side stick
up to the maximum, the aircraft is provided with the function to restrict automatically
not causing to control beyond the αmax (Specific Angle of Attack). As this function, an
aircraft may cause not to enter into a stall. This function has the highest priority out of
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all the protections and includes α floor protection function.
However, at the time as this function it operates between the time from the lift off at
takeoff to the altitude of 100ft AGL before landing.
(3) Flare Mode
The flare mode is designed to have an effect on a ground effect artificially to have
similarity at flare with non fly-by-wire aircraft.
When descending to 50ft AGL for a landing, the system engages the flare mode and
pitch down gradually while in flare till landing automatically. Pilots are requested to
flare pitch up with greater moment than the pitch down moment caused by flare mode.
Pitch up moment by pilots that are smaller than pitch down moment by flare mode
possible to pitch down attitude at flare to landing.
2.12.4.2 Characteristic for Aircraft and tail strike limits
Because A321 model airplane is derivative type of A320 model airplane, except the
longer body length, the shape and operating system is basically same as the one of A320
airplane.
As compared with the total length of A320 model airplane is 37.57m, A321 airplane is
total length of 44.51m. Because of the different from the body length, on A321 airplane as
compared with A320 airplane, the allowance angle for flare control which might not contact
the aft body lower with the runway at landing is established less. According to the Airplane
Operations Reference (AOR) issued by ANA, although this angle on A320 model airplane are
established to 13.5 degrees nose up aircraft attitude when the main landing gear wheels on
the ground and landing gear oleo was fully extended, and to 11.7 degrees nose up aircraft
attitude when the main landing gear wheels on the ground and landing gear oleo was fully
compressed, the angle on A321 model airplane are established to 11.2 degrees ,nose up
aircraft attitude when the main landing gear wheels on the ground and landing gear oleo
was fully extended and to 9.7 degrees nose up aircraft attitude when the main landing gear
　
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