Už jsem začínal mít s tvých slov dojem, že jsem snad nezpůsobilý ke své práci. Tak jsem si na netu stáhnul FCTM a tam píší to,co jsem ti psal (zas toho ti piloti víc nevědí a nemusí vědět  ). Plus můžu ještě dodat,že pokud letíš v normal law, tak ti Airbus sám vybere nízkou,klesající rychlost přidáním plynu a potlačením a klesání při rychlosti jdoucí k max speed zas přitažením. Tak nevim, ale někdo z nás dvou žije v nějakym bludu o FBW. On ti totiž žádnej výrobce nepustí své know how. I na FFS k A320 máme nějaký počítač z létadla, aby Airbus nemusel pustit ven jak jeho FBW funguje a sám si tyto počítače i vyrábí. Dokonce mají jinou barvu (ty vyráběné u Airbuse jsou buď zlaté, nebo modré zbytek je outsourcován). A všechny Airbusy rodiny A320 se chovají stejně. Počítače posílají různé výchylky na výškovku podle toho v jakém letadle je počítač. Stejně tak tomu je i na všech A330/A340 (píšu záměrně dohromady, jsou stejné). Pomocí tzv. pin programu. Prostě jsou propojený drátem jiné PINy.
Tak nevím, v čem je problém. Prostě se člověk během profesionálního života musí spokojit s tím, že mu je něco záměrně zamlčeno.
Neděláš takhle náhodou typovku na single aisle family a nechceš se nám tím pochubit. 
Jinak výtažek z FCTM
Normal law
PITCH
When the PF performs sidestick inputs, a constant G-load maneuver is ordered, and the aircraft responds with a G-Load/Pitch rate. Therefore, the PF’s order is consistent with the response that is ”naturally” expected from the aircraft: Pitch rate at low speed; Flight Path Rate or G, at high speed
So, if there is no input on the stick:
• The aircraft maintains the flight path, even in case of speed changes
• In case of configuration changes or thrust variations, the aircraft compensates for the pitching moment effects
• In turbulence, small deviations occur on the flight path. However, the aircraft tends to regain a steady condition
obr.1
Operational Recommendation:
Since the aircraft is stable and auto-trimmed, the PF needs to perform minor corrections on the sidestick, if the aircraft deviates from its intended flight path. The PF should not fight the sidestick, or overcontrol it. If the PF senses an overcontrol, the sidestick should be released.
AT TAKEOFF AND LANDING
The above-mentioned pitch law is not the most appropriate for takeoff and flare, because the stable flight path is not what the PF naturally expects. Therefore, the computers automatically adapt the control laws to the flight phases:
• GROUND LAW: The control law is direct law
• FLARE LAW: The control law is a pitch demand law.
Operational Recommendation:
Since the aircraft is stable and auto-trimmed, the PF needs to perform minor corrections on the sidestick, if the aircraft deviates from its intended flight path. The PF should not fight the sidestick, or overcontrol it. If the PF senses an overcontrol, the sidestick should be released
LATERAL CHARACTERISTICS
NORMAL CONDITIONS
When the PF performs a lateral input on the sidestick, a roll rate is ordered and naturally obtained.
Therefore, at a bank angle of less than 33 ˚, with no input on the sidestick, a zero roll rate is ordered, and the current bank angle is maintained. Consequently, the aircraft is laterally stable, and no aileron trim is required. However, lateral law is also a mixture of roll and yaw demand with:
- Automatic turn coordination
- Automatic yaw damping
- Initial yaw damper response to a major aircraft assymetry.
In addition, if the bank angle is less than 33 ˚, pitch compensation is provided.
If the bank angle is greater than 33 ˚, spiral stability is reintroduced and pitch compensation is no longer available. This is because, in normal situations, there is no operational reason to fly with such high bank angles for a long period of time.
OBR2
Operational Recommendation:
During a normal turn (bank angle less than 33 ˚, in level flight:
• The PF moves the sidestick laterally (the more the sidestick is moved laterally, the greater the resulting roll rate - e.g. 15 ˚/s at max deflection)
• It is not necessary to make a pitch correction
• It is not necessary to use the rudder.
In the case of steep turns (bank angle greater than 33 ˚, the PF must apply:
• Lateral pressure on the sidestick to maintain bank
• Aft pressure on the sidestick to maintain level flight.
Alternate law
In some double failure cases, the integrity and redundancy of the computers and of the peripherals are not sufficient to achieve normal law and associated protections. System degradation is progressive, and will evolve according to the availability of remaining peripherals or computers.
Alternate law characteristics (usually triggered in case of a dual failure):
- In pitch: same as in normal law with FLARE in DIRECT
- In roll: Roll DIRECT
- Most protections are lost, except Load factor protection.
At the flight envelope limit, the aircraft is not protected, i.e.:
- In high speed, natural aircraft static stability is restored with an overspeed warning
- In low speed (at a speed threshold that is below VLS), the automatic pitch trim stops and natural longitudinal static stability is restored, with a stall warning at 1.03 VS1G.
In certain failure cases, such as the loss of VS1G computation or the loss of two ADRs, the longitudinal static stability cannot be restored at low speed. In the case of a loss of three ADRs, it cannot be restored at high speed.
In alternate law, VMO setting is reduced to 320 kt, and α FLOOR is inhibited. (On A318, MMO setting is also reduced to M 0.77.)
DIRECT LAW
In most triple failure cases, direct law triggers.
When this occurs:
• Elevator deflection is proportional to stick deflection. Maximum deflection depends on the configuration and on the CG
• Aileron and spoiler deflections are proportional to stick deflection, but vary with the aircraft configuration
• Pitch trim is commanded manually
Handling characteristics are natural, of high-quality aircraft, almost independent of the configuration and of the CG. Therefore, the aircraft obviously has no protections, no automatic pitch trim, but overspeed or stall warnings.
OPERATIONAL RECOMMENDATION:
The PF must avoid performing 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 re-trimmed, the PF must gently retract the speedbrakes, to give time to retrim, and thereby avoid a large, nose-down trim change. |
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