Rudder Travel Limit
Apologies,I am an A320 driver but was wondering if any A330 pilots might comment on this:
FCOM 1 states
For the A320 the deflection of the rudder and the pedals is limited as a function of speed. Each channel of the limiter is controlled and monitored by its associated FAC. If both FACs fail, maximum deflection is available when slats are extended.
Hence, up to 160 Kts CAS, the maximum rudder deflection of 25 degress is available. This then reduces (non linearly) to a maximum deflection of 3.4 degrees for speeds greater than 380 Kts.
One rudder surface controls Yaw. The yaw damping and turn coordination functions are automatic. The ELACs compute yaw orders for coordinating turns and damping yaw oscillations, and transmit them to the FACs.
As it seems on general concensus that there was a problem with the probes leading to erroneous speed indications, what if the FACs allowed a greater rudder deflection during their normal dutch roll damping manoeuvre, since they sensed a much lower erroneous speed?
If the speed then did increase (possibly as quickly as it dropped), the FACs would recognise that the rudder deflection was greater than allowed, would the computers assume a FAC failure? Of course the secondary effects of rudder are roll, thus making handling even more difficult.
Hence I hope the previous response for transport pilots to comment on their use of rudder- in the A320 the rudder is being operated by the FACs without your knowledge- as there is no feedback on the pedals!
Is it a similar design on the A330.....?