Originally Posted by
Vessbot
Only in a very vague manner of speaking. It reacts directly to a blend of G and pitch rate (this blend called C*), which results in a path, as a consequence. And it doesn't hold a pitch, it only zeroes out the rate. So if a big gust moves the pitch (wasn't successfully cancelled), then it stays at the new pitch.
Speaking of which, a bit off topic, but how does Airbus's direct law work? In direct law, does the stick deflection actually use a blend of pitch and g rate (C*) or does it
correspond directly to elevator deflection? If the case is the latter, isn't that a bit risky? As the pilot might overstress the airframe by pulling too hard at a higher speed etc/
For example, in a hydraulic aircraft, the aerodynamic effect that your input is going to have in the airplane, its not the movement of the yoke but the force on it which tells you whether you will over stress the airframe. At low speeds you will instinctively push or pull to obtain a given pitch rate, at higher speeds you will modulate stick forces to obtain a g load. The yoke will (naturally) be stiff and more sensitive at higher speeds, and vice versa for lower speeds
How does it work for Airbus's direct law, in a side stick with no pressure feedback??