Flight Controls Flashcards

1
Q

Normal Law:

Load factor limitation

A

The load factor is automatically limited to

  • +2.5 g to -1 g, slats retracted
  • +2 g to 0, slats extended
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2
Q

Normal Law:

Pitch attitude protection

A

Pitch attitude protection limits pitch attitude to:

  • plus 30 °
  • minus 15 °
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3
Q

Normal Law:

High Angle-Of-Attack protection

A
  • When the current angle-of-attack becomes greater than αPROT, the high angle-of-attack (AOA) protection activates.
  • Without pilot input, the F/CTL computers will maintain the angle-of-attack equal to αPROT.
  • The AOA can be further increased by pilot input, up to a maximum value equals to αMAX.
  • The αfloor will usually be triggered just after entering the αPROT
  • At takeoff, the αPROT is equal to the αMAX for 8 s.*
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4
Q

Normal Law:

High Speed Protection

A
  • If there is no sidestick input, the aircraft will slightly overshoot VMO/MMO and fly back towards the envelope.
  • If the sidestick is maintained full forward, the aircraft will significantly overshoot VMO/MMO. At approximately VMO +16/MMO +0.04, the pitch nose-down authority smoothly reduces to zero
  • With the sidestick released, the aircraft always returns to a bank angle of 0 °. The bank angle limit is reduced from 67 ° to 45 °.*
  • The autopilot disconnects at VMO +12 kt and MMO + 0.03.*
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5
Q

Normal Law:

Low Energy Aural Alert

A

A low energy aural alert “SPEED SPEED SPEED” repeated every 5 s

It is available in configuration 2, 3 and full between 100 and 2 000 ft. Immediately before ALPHA floor.

The low energy aural alert is computed by the PRIM’s from the following inputs: ‐ Aircraft configuration

  • Air speed deceleration rate
  • Flight path angle

It is inhibited when:

  • TOGA is selected
  • Below 100 ft RA
  • Above 2 000 ft RA
  • Alpha floor or GPWS alert is triggered
  • In alternate or direct law
  • If both RA are failed

For example, if the aircraft decelerates at 1 kt/sec, and:

  • The FPA is -3 °, the alert will trigger at +- VLS -8,
  • The FPA is -4 °, the alert will trigger at +- VLS -2.
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6
Q

Normal Law:

Bank Angle Protection

A
  • If the pilot releases the sidestick at a bank angle greater than 33 °, the bank angle automatically reduces to 33 °
  • If the pilot holds full lateral sidestick deflection, the bank angle goes to 67 ° and no further.
  • 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 °.
  • If angle-of-attack protection, or high speed protection, or negative pitch attitude protection is operative, the bank angle will not go beyond 45 °*
  • If high speed protection is operative, the system maintains positive spiral static stability from a bank angle of 0 °*
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7
Q

Normal Law:

Maneuver Load Alleviation (MLA)

Becomes active when…

A

The MLA becomes active when the sidestick is pulled more than 8 °, and the load factor is more than 2 g, in which case :

  • The ailerons are symmetrically-deflected upwards (Maximum of 11 ° is added to roll demand, if any.)
  • Spoilers 4, 5, 6 are symmetrically-deflected (Maximum of 9 ° is added to roll demand, if any, Deflection is proportional to load factor, in excess of 2 g.)
  • An elevator demand is simultaneously applied to compensate for the pitching moment induced by spoilers and ailerons.

The load alleviation is only available, when :

  • The aircraft speed is above 250 kt.
  • The FLAPS lever is in the 0 position.
  • In normal or alternate law flight mode.
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8
Q

Normal Law:

Turbulence Damping Function

It is only available if the following conditions are met :

A
  • Aircraft in flight.
  • Aircraft speed greater than 200 kt.
  • Autopilot engaged or normal law active.
  • Aircraft within the normal flight envelope.
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9
Q

Normal Law:

Aircraft Trimming (rudder)

When the aircraft is :

  • In normal cruise range,
  • In straight flight,
  • With the autopilot engaged,
  • With symmetrical engine thrust, and
  • With fuel in the wing tanks distributed symmetrically,

The rudder trim should stay between … ° right and … ° left.

A
  • The rudder trim should stay between 1.9 ° right and 1.6 ° left.
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10
Q

Alternate Law

Load factor limitation

A

The load factor is automatically limited to

  • +2.5 g to -1 g, slats retracted
  • +2 g to 0, slats extended
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11
Q

Alternate Law:

Pitch attitude protection

A

Not available

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12
Q

Alternate Law:

High Angle-Of-Attack protection

A

Low Speed Stability

  • VLS remains, but Vα PROT and Vα MAX disappear, replaced by a single black and red strip, the top of which is stall warning speed.
  • Unlike VLS, which is stable, VSW is g sensitive so as to give additional margin in turns. ALTERNATE reverts to FLARE law for landing at 100 ft.
  • At low speed, a nose down demand is introduced in reference to IAS
  • It is available, whatever the slats/flaps configuration, and it is active from +- 5 kt up to +- 10 kt above the VSW, 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.
  • In addition, aural stall alert (“STALL, STALL” synthetic voice then cricket) is triggered at an appropriate margin from the stall condition.

ALPHA floor is not available

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14
Q

Alternate Law:

High Speed Protection

A

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.
  • The overspeed warning (VMO + 4 or MMO + 0.006) remains available.

VMO is changed to 0.82

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15
Q

Alternate Law:

Low Energy Aural Alert

A
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16
Q

Alternate Law:

Bank Angle Protection

A

Not available

Bank angle limitation remains effective in ALT 1, which uses roll normal.
However, since ALT 1 is generally an unprotected law, all protection marks on the PFD are in amber for simplicity.

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17
Q

Direct Law

Which warnings / protections are available?

A

Only overspeed and stall warnings are available as per alternate law.

  • Autotrim is INOP
  • Auto turn coordinations INOP
  • Dutch roll damper INOP

VMO changes to 0.80, aircraft handles conventional.

18
Q

AUTOMATIC RETRACTION SYSTEM (ARS):

When CONF 1 + F is selected, the auto retraction of flaps to 0 occurs at … kts

A

200 kts (before VFE, which is 215 kt)

19
Q

FLAP LOAD RELIEF SYSTEM (FLRS)

Is available in the follwing configurations: …

And occurs when VFE is exeeded by: …

A

Flap load relief system is only available in CONF 2, 3, or FULL.

Auto retraction of the flaps only occurs in case of VFE +2.5 kt. If speed is reduced below VFE -2.5 kt, flaps return to their normal (selected) position.

20
Q

If the speed is increased by … kt above the VFE, corresponding to the actual flap/slat configuration, an overspeed warning appears on the ECAM.

A

4 kts