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deflections, resulting in excessive spoiler deployment which increases the tendency to turn into
wind, reduces lift, and increases drag. Spoiler deflection starts to become significant with more
than half sidestick deflection. As the aircraft lifts off, any lateral control applied will result in a roll
rate demand.
Applicable to: ALL
FLIGHT MODE
The sidestick is normally in the neutral position, with the aircraft stable in pitch and roll at the
chosen altitude in straight or turning flight within certain limits. As a result, even in turbulence, the
aircraft is best flown with little, or no, stick input.
Hands off, the system maintains 1 g in pitch, corrected for pitch and roll attitude, and zero roll rate,
within certain limits (+30 °, -15 ° in pitch and ± 33 ° roll). Hands off, within these limits, the aircraft
resists disturbance from the atmosphere and rides well even in heavy turbulence.
The system compensates almost 100 % for trim changes, due to speed and configuration.
Changes of trim due to changes in thrust can be too large for the system to compensate, and the
aircraft may respond to them in pitch, in the conventional sense, and then hold the new attitude at
which it has stabilized after the trim change.
The pitch trim wheel moves as the control law compensates for these changes.
Control laws also make turning easier. They protect against overbanking, and at the chosen bank
attitude (less than 33 ° of bank), the system maintains zero roll rate, stick free.
Steep turns can be made at up to 67 ° of bank. This is the steepest bank at which it is possible to
maintain level flight at 2.5 g.
Beyond 33 ° of bank, the pitch trim stops working, and a lateral stability term is introduced. This
term becomes progressively stronger, as the bank angle increases, so that it equals a full sidestick
demand at 67 ° of bank, hence forming the limiting system.
The lack of pitch trim makes it necessary for the pilot to hold the nose up in a steep turn. If he
releases the stick, the nose drops and the aircraft eases its roll angle to less than 33 ° of bank and
stabilizes at the pitch and bank angles it achieves at less than 33 ° of bank.
During a normal entry into a turn, the pilot must make an intentional initial change to the pitch
attitude in order to maintain level flight. Once he has done this, he can release the stick. The
system then maintains a level turn.
In climb, cruise, descent, and approach all these basic rules remain in effect.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
FLIGHT CONTROLS (FLYING CONDITIONS) - NORMAL OPERATIONS
A330/A340 FLEET PRO-SUP-27-20 P 5/6
FCOM 19 AUG 10
Applicable to:
LANDING MODE
The system’s landing mode gives the aircraft a stabilized flight path and makes a conventional
flare and touchdown. It carries out the initial approach as this manual described earlier. At
100 ft, the normal flight law is changed to the flare law which is a full authority pitch direct law
compensated for CG and for certain pitching effects so that the pilot has to exert a progressive pull
to increase pitch gently in the flare. He should pull the thrust levers back at or above 20 ft, and the
landing should occur without a long flare. An audible “RETARD” callout reminds the pilot if he has
not pulled back the thrust levers when the aircraft has reached 20 ft.
Crosswind landings are conventional. The preferred technique is to use the rudder to align the
aircraft with the runway heading, during the flare, while using lateral control to maintain the aircraft
on the runway centerline (Refer to STLO-SOP-22-A LANDING - FLARE). The lateral control mode
does not change until the wheels are on the ground, so there is no discontinuity in the control laws.
The aircraft tends to roll gently in the conventional sense as drift decreases, and the pilot may
have to use some normal cross control to maintain roll attitude.
Even during an approach in considerable turbulence, the control system resists the disturbances
quite well without pilot inputs. In fact, the pilot should try to limit his control inputs to those
necessary to correct the flight path trajectory and leave the task of countering air disturbances to
the flight control system.
Derotation is conventional.
Pitch trim then resets to 5 ° UP after the transition to ground law, which happens 5 s after the
ground condition is confirmed and if the ground spoilers are retracted.
Applicable to: ,
LANDING MODE
The system’s landing mode gives the aircraft a stabilized flight path and makes a conventional
flare and touchdown. It carries out the initial approach as this manual described earlier. At
　
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