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As mentioned above, ALTERNATE reverts to FLARE law for landing at 100 ft.
ROLL
Roll control is direct. The roll rate is generally higher than with normal law and, at first, the
aircraft appears to be very sensitive.
Bank stability and limits are no longer active, and the flight crew should be careful to remain
within normal limits.
Applicable to: ALL
DIRECT LAW
Normally, direct law in pitch is transitory, due to undetected failures of, for example, a second IRS.
Once the flight crew has isolated the failed system, the PRIMs can be reset to acquire alternate
law in pitch.
When the system goes into direct law, “USE MAN PITCH TRIM” appears on the PFDs. This
message flashes for 5 s, then remains steady.
The pilot should use small control inputs, when the aircraft is in direct law at high speed, because
the controls are powerful. Good trimming in pitch is required.
The pilot should avoid using large thrust changes, or sudden speedbrake movements, particularly
if the center of gravity is aft. If the speedbrakes are out, and the aircraft has been retrimmed, the
pilot should gently retract the speedbrakes, giving time to retrim so as to avoid a large nose-down
trim change.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
FLIGHT CONTROLS (FLYING CONDITIONS) - ABNORMAL OPERATIONS
A330/A340 FLEET PRO-SUP-27-30 P 8/8
FCOM 19 AUG 10
The flight crew must fly the aircraft carefully at all times. Control is precise, but there are no
protections.
The aural stall warning for alternate law also serves direct law, and the technique for recovery is
the same.
Any tendency to roll stick free can be corrected by conventional use of rudder. Residual rudder
forces can be trimmed out by using rudder trim in the direction of the applied force.
After trimming, the sideslip index will be slightly displaced from the center. With some failure
conditions, the asymmetric rolling tendency may be increased. It will always be possible to trim
the aircraft to flight straight, hands off. There may then be an asymmetry in roll response, but the
achieved roll rate is always adequate. Landing in direct law is like landing a conventional aircraft.
Trim changes to compensate for configuration changes are small, as is the trim change with speed
change. Trim change with a large thrust change is quite large, so the pilot should make smooth
thrust changes. The flare height for landing is the same Refer to PRO-NOR-SOP-22-A Landing -
Flare, and the pilot uses conventional techniques. (The controls remain light and powerful). Pilots
have landed this aircraft in direct law, in moderate to heavy turbulence with gusting winds, without
undue difficulty.
Direct law works with the yaw damper and provides a minimal turn coordination.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
FLIGHT CONTROLS (FLYING CONDITIONS)
- THE PROTECTION SYSTEMS
A330/A340 FLEET PRO-SUP-27-40 P 1/4
FCOM 19 AUG 10
GENERAL
Applicable to: ALL
The aircraft has a comprehensive flight envelope protection system.
This system increases safety if the pilot has to perform an extreme maneuver, or if the aircraft enters
very violent meteorological conditions.
In either of these situations, the pilot can make full sidestick inputs in normal laws at any speed. The
rudder is not protected in this way, but is not normally used during symmetrical flight.
The pilot will never see any aspect of this envelope protection take effect, as long as he flies the
aircraft normally.
Note: The normal flight envelope is not different from that of a conventional aircraft, and is defined
as VLS to VMO. Pilots should not deliberately fly at a speed that is lower than VLS, except
for properly authorized training or testing.
ATTITUDE LIMITS
Applicable to: ALL
The system limits the aircraft to 67 ° of bank, which corresponds approximately to the bank angle
needed for a level 2.5 g turn.
The system limits pitch attitude to +30 ° and -15 °. The +30 ° limit decreases to 25 ° at low speed. If
the aircraft attitude approaches these limits, the pitch and roll rates start to decrease 5 ° before the
limit so that it will stop at the limit without overshooting.
MANEUVER LIMIT
Applicable to: ALL
The aircraft is structurally designed to the same limits as any other large aircraft. The 2.5 g limit (2 g
if not in clean configuration) allows the aircraft to make an abrupt maneuver, without structural risk, if
such a maneuver becomes necessary.
When this occurs (after a ground proximity warning, for example), the pilot should quickly apply
full control and hold it until the flight path is safe. Response time is a vital factor in avoidance : The
　
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