FLIGHT CONTROLS LAWS

Manoj Kannan G (Flt. Ops., Indigo)

Technical Ground Instructor - A320
 Pitch Roll Yaw
Normal Load Factor Demand Protection Bank Angle Protection Yaw Damping & Turn Co-ordination
Angle of Attack Rudder Trim
Pitch Attitude Rudder Travel Limit
High Speed Protection
Load Alleviation Function
Alternate (Reduced Prot.) Load Factor Demand Protection Yaw Damping
Low Speed Stability
High Speed Stability
Alternate (No Protection) Load Factor Demand Yaw Damping
Direct Over speed & Stall Warnings stick-to-surface-position relationship
USE MAN PITCH TRIM
Mechanical (Intermediate) Mechanical backup enables the pilot to control the aircraft during a temporary complete loss of electrical power.
MAN PITCH TRIM ONLY He does this in pitch by manually applying trim to the THS.
The pilot uses the rudder pedals as the mechanical backup to laterally control the aircraft.
Abnormal Attitude Law In the case of an unpredictable event, the flight parameters may go far beyond the protection limits. In this case,
specific control laws are activated to ensure aircraft recovery, and to allow a safe continuation of the flight. This law
can’t be reached as a consequence of recorded atmospheric disturbance.

The abnormal attitude law is activated if any of the following condition is true:
‐ Bank angle above 125 °
‐ Pitch attitude above 50 ° nose up or below 30 ° nose down
‐ Speed below 60 to 90 kt (depending on the aircraft pitch attitude), or above 440 kt.
‐ Mach above 0.91
‐ Angle of attack above 30 ° to 40 °, or below -10 °

Once the abnormal attitude law is activated:

‐ The pitch alternate law is active with no protection.
‐ The roll direct law is active
‐ The yaw mechanical law is active.

After recovery, the flight control system effects are:

‐ The pitch alternate law is active with no protection and with autotrim.
‐ The roll direct law is active
‐ The yaw alternate law is active.

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LOAD FACTOR LIMITATION
The load factor is automatically limited to:
+2.5 g to -1 g for clean configuration.
+2 g to 0 for other configurations.

PITCH ATTITUDE PROTECTION

Pitch attitude is limited to :
‐ 30 ° nose up in conf 0 to 3 (progressively reduced to 25 ° at low speed).
‐ 25 ° nose up in conf FULL (progressively reduced to 20 ° at low speed).
‐ 15 ° nose down (indicated by green symbols “=” on the PFD’s pitch scale).
The flight director bars disappear from the PFD when the pitch attitude exceeds 25 ° up or 13 ° down. They return to the display when the pitch
angle returns to the region between 22 ° up and 10 ° down.

HIGH ANGLE OF ATTACK PROTECTION

Under normal law, when the angle-of-attack becomes greater than αprot, the system switches elevator control from normal mode to a
protection mode, in which the angle-of-attack is proportional to sidestick deflection. That is, in the αprot range, from α prot to αMAX, the
sidestick commands α directly. However, the angle-of-attack will not exceed αMAX, even if the pilot gently pulls the sidestick all the way back. If
the pilot releases the sidestick, the angle-of-attack returns to αprot and stays there.
This protection against stall and windshear has priority over all other protections. The autopilot will disconnect if the α protection is active.
Vα prot, Vα floor, Vα MAX vary according to weight and configuration.

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HIGH SPEED PROTECTION
The aircraft automatically recovers, following a high speed upset. Depending on the flight conditions (high acceleration, low pitch attitude), High
Speed Protection is activated at/or above VMO/MMO.
When it is activated, the pitch trim is frozen. Positive spiral static stability is introduced to 0 ° bank angle (instead of 33 ° in normal law), so that
with the sidestick released, the aircraft always returns to a bank angle of 0 °. The bank angle limit is reduced from 67 ° to 40 °.
As the speed increases above VMO/MMO, the sidestick nose-down authority is progressively reduced, and a permanent nose-up order is applied
to aid recovery to normal flight conditions.
High Speed Protection is deactivated, when the aircraft speed decreases below VMO/MMO, where the usual normal control laws are recovered.
The autopilot disconnects, when High Speed Protection becomes active.
The ECAM displays an “O/SPEED” warning at VMO + 4 kt and MMO + 0.006.

BANK ANGLE PROTECTION

Inside the normal flight envelope, the system maintains positive spiral static stability for bank angles above 33 °. If the pilot releases the sidestick
at a bank angle greater than 33 °, the bank angle automatically reduces to 33 °. Up to 33 °, the system holds the roll attitude constant when the
sidestick is at neutral. If the pilot holds full lateral sidestick deflection, the bank angle goes to 67 ° and no further.
If Angle-of-Attack protection is active, and the pilot maintains full lateral deflection on the sidestick, the bank angle will not go beyond 45 °. If
High Speed Protection is active, and the pilot maintains full lateral deflection on the sidestick, the bank angle will not go beyond 40 °. If high

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speed protection is operative, the system maintains positive spiral static stability from a bank angle of 0 °, so that with the sidestick released, the
aircraft always returns to a bank angle of 0 °.
When bank angle protection is active, auto trim is inoperative.
If the bank angle exceeds 45 °, the autopilot disconnects and the FD bars disappear. The FD bars return when the bank angle decreases to less
than 40 °.

LOAD ALLEVIATION FUNCTION

The load alleviation function permits to alleviate the wing structure loads.
The function is achieved through the upward deflection of:
‐ The two ailerons only, or
‐ The two ailerons associated to the spoilers 4 and 5.
The LAF has 2 sub-functions:
‐ A sub-function activated in case of stable maneuver (ailerons deflections only)
‐ A sub-function activated in case of gust detection (ailerons and spoilers deflections)
In case of continuous turbulences, the two LAF sub-functions can be activated independently (the highest alleviation is taken into account).
The LAF is available when the aircraft is in clean configuration and in Normal law. The LAF orders are added to those generated by the normal
law.

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YAW DAMPING & TURN CO-ORDINATION
Yaw damping stabilizes the aircraft in yaw and coordinates its turns.
In auto flight during takeoff and go around, it assists rudder application after an engine failure (short-term yaw compensation).
When the AP is engaged, the FMGS sends orders to the FAC to give:
‐ Yaw damping during approach
‐ Yaw control for runway alignment in ROLL OUT mode

RUDDER TRIM
The rudder trim function:
‐ Executes trim orders, entered by the pilot by using the manual trim knob.
‐ When AP is engaged
▪ executes trim orders from the FMGS.
▪ Assists the system in recovering from engine failure (long-term yaw compensation) in all flight guidance modes.
▪ If the pilot pushes the rudder more than 10 ° out of trim, it disengages the AP.
When the AP is engaged, the rudder trim knob is inoperative: the master FMGC sends rudder trim orders to the FAC.

RUDDER TRAVEL LIMITATION

This function limits rudder deflection based on speed in order to avoid high structural loads. It is governed by the depiction below:
If both FACs lose the rudder travel limitation function, the value of the rudder deflection limit is locked at the time of the second failure.
When the slats are extended, the FACs automatically set the rudder deflection limit at the low-speed setting (maximum authorized deflection).

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GROUND MODE
Ground mode is a direct relationship between sidestick deflection and elevator deflection, without auto trim.
It automatically sets the trimmable horizontal stabilizer (THS) at 0 ° (inside the green band).
A setting that the pilot enters manually to adjust for CG has priority for takeoff.
When the aircraft reaches 75 kt during the takeoff roll, the system reduces the maximum up elevator deflection from 30 ° to 20 °.

FLIGHT MODE
The normal-law flight mode is a load-factor-demand mode with automatic trim and protection throughout the flight envelope.
Following normal law, the sidestick controllers set the elevator and THS to maintain load factor proportional to stick deflection and independent
of speed.
With the sidestick at neutral, wings level, the system maintains 1 g in pitch (corrected for pitch attitude), and there is no need for the pilot to
trim by changing speed or configuration. Pitch trim is automatic both in manual mode and when the autopilot is engaged. In normal turns (up
to 33 ° of bank) the pilot does not have to make any pitch corrections once the turn is established. The flight mode is active from takeoff to
landing, and follows the logic defined.
Automatic pitch trim freezes in the following situations:
‐ The pilot enters a manual trim order.
‐ The radio height is below 50 ft (100 ft with autopilot engaged).
‐ The load factor goes below 0.5 g.
When angle-of-attack protection is active, the THS setting is limited between the setting at the aircraft’s entry into this protection and 3.5 ° nose
down. (Neither the pilot nor the system can apply additional nose-up trim).
Similarly, when the load factor is higher than 1.25 g or when the aircraft exceeds 33 ° of bank, the THS setting is limited to values between the
actual setting and 3.5 ° nose down.
When High Speed or High Mach Protection is active, the THS Setting is limited between the setting at the aircraft’s entry into this protection and
11 ° nose-up.
CONTROL WITH AUTOPILOT ENGAGED
‐ The ELACs and SECs limit what the autopilot can order.
‐ The pilot has to overcome a restraining force in order to move the sidestick when the autopilot is engaged. If he overcomes this force, he
disconnects the autopilot.
‐ The pilot can also disconnect the autopilot by pushing on the rudder pedals (10 ° out of trim), or by moving the pitch trim wheel beyond a
certain threshold.
‐ All protections of normal laws remain effective except pitch attitude protection.

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FLARE MODE
When the aircraft passes 50 ft RA, the THS is frozen and the normal flight mode changes to flare mode as the aircraft descends to land. Flare
mode is essentially a direct stick-to-elevator relationship (with some damping provided by the load factor and the pitch rate feedbacks).
The system memorizes the aircraft's attitude at 50 ft, and it becomes the initial reference for pitch attitude control. As the aircraft descends
through 30 ft, the system begins to reduce the pitch attitude to -2 °nose down over a period of 8 s. Consequently, to flare the aircraft, a gentle
nose-up action by the pilot is required.

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