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A330/A340 FLEET DSC-27-20-20-20 P 1/4
FCOM 19 AUG 10
ALTERNATE LAW
ALT 1
Applicable to:
PITCH CONTROL
GROUND MODE
Identical to normal law ground mode.
FLIGHT MODE
Flight law is a load factor demand law, similar to normal law, with limited pitch rate feedback and
gains, depending on the speed and configuration.
Note: When the yaw damper actuators are not available (Hydraulic G + Y failure for
example), the yaw damping function is achieved via the ailerons and the BYDU.
FLARE MODE
Flare law is identical to normal flare law.
Applicable to: ,
PITCH CONTROL
GROUND MODE
Identical to normal law ground mode.
FLIGHT MODE
Flight law is a load factor demand law, similar to normal law, with limited pitch rate feedback and
gains, depending on the speed and configuration.
FLARE MODE
Flare law is identical to normal flare law.
Applicable to: ALL
LATERAL CONTROL
Lateral control is similar to normal law, except that alterations of positive spiral static stability will
not occur due to the loss of high AOA and high speed protection.
A330/A340 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
FLIGHT CONTROL SYSTEM - RECONFIGURATION CONTROL LAWS
A330/A340 FLEET DSC-27-20-20-20 P 2/4
FCOM 19 AUG 10
Applicable to: ALL
PROTECTIONS
LOW SPEED STABILITY
At low speed, a nose down demand is introduced in reference to IAS, instead of angle of attack,
and alternate law changes to direct law.
It is available, whatever the slats/flaps configuration, and it is active from about 5 kt up to
about 10 kt above the stall warning speed, depending on the aircraft's weight and slats/flaps
configuration.
A gentle progressive nose down signal is introduced, which tends to keep the speed from falling
below these values. The pilot can override this demand.
Bank angle compensation is provided.
In addition, audio stall warning (crickets + “STALL” synthetic voice message) is activated at an
appropriate margin from the stall condition.
The PFD speed scale is modified to show a black/red barber pole below the stall warning.
Vα􀀃prot􀀃and􀀃Vα􀀃max􀀃are􀀃replaced􀀃by􀀃Vsw􀀃(stall􀀃warning􀀃speed).􀀃
The􀀃α􀀃floor􀀃protection􀀃is􀀃inoperative.􀀃
HIGH SPEED STABILITY
Above VMO/MMO, a nose up demand is introduced to avoid an excessive increase in speed.
The pilot can override this demand.
The high speed protection symbol (VMO + 4) disappears.
In addition, the overspeed warning (VMO + 4 or MMO + 0.006) remains available.
PITCH ATTITUDE PROTECTION
Lost.
ALT 2
Applicable to: ALL
PITCH CONTROL
Identical to ALT 1 law.
LATERAL CONTROL
ROLL DIRECT LAW
Provides a direct stick-to-surface position relationship. The gains are automatically set
according to the slats/flaps configuration.
The maximum roll rate is approximately 20 to 25 °/s, depending on the speed and configuration.
A330/A340 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
FLIGHT CONTROL SYSTEM - RECONFIGURATION CONTROL LAWS
A330/A340 FLEET DSC-27-20-20-20 P 3/4
FCOM 19 AUG 10
Spoilers 2, 3 and 6 are inhibited, except in case of some additional failures affecting the lateral
control.
YAW ALTERNATE LAW
The dutch roll damping function is available, and damper authority is limited to ± 4 ° rudder
(CONF 0) and ± 15 ° (other configuration).
Turn coordination is also provided, except in CONF 0.
PROTECTIONS
Identical to protections in ALT 1, except that :
1. There is no bank angle protection in ALT 2 law.
2. In case of failure of 2 ADRs, there is no low speed stability.
3. In case of failure of 3 ADRs, there is no high speed stability.
A330/A340 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
FLIGHT CONTROL SYSTEM - RECONFIGURATION CONTROL LAWS
Intentionally left blank
A330/A340 FLEET DSC-27-20-20-20 P 4/4
FCOM 19 AUG 10
A330/A340 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
FLIGHT CONTROL SYSTEM - RECONFIGURATION CONTROL LAWS
A330/A340 FLEET DSC-27-20-20-30 P 1/4
FCOM 19 AUG 10
DIRECT LAW
GENERAL
Applicable to: ALL
Pitch direct law is a direct stick to elevator relationship (elevator deflection is proportional to stick
deflection).
In all configurations, the maximum elevator deflection varies as a function of the CG.
It is a compromise between the adequate controllability at forward CG, and the not-so-sensitive
　
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