Questo è quello che ho potuto trovare sul web per quanto riguarda il Sidestick, lo riporto come lo'ho torvato in inglese.Magari qualcunpo piu esperto puo confermare o spiegare meglio la filosofia del Sidestick.
The sidesticks on the A320 do not have artificial feel. On the A320,springs are used to discourage abrupt control movements. Flight control specialists seem to regard this as a valid "artificial" feedback mechanism, but the point must be emphasized that the pilot is only reacting to the qualities of the spring: no tactile feedback relates to what the airplane may be doing (unlike a conventional control system); thus, secondary cues, such as the design of the flight displays, take on more importance.
Following are some of the force-characteristics of the sidesticks on the A320
Limits:
Roll
Pitch In Out
Max. load 10 daN 3 daN 2 daN
Threshold 0.5 daN 0.4 daN 0.4 daN
Deflection +-16 deg. 20 deg. 20 deg.
Orientation 20 deg fwd. 12 deg in 12 deg in.
Proper pilot arm position is important for proper use of the sidestick Thus, Airbus has included a fully-adjustable seat-arm, which features an LCD readout for arm angle. A pilot entering an aircraft need only remember his optimal settings, and set them up. The arm-rest rest position may be changed within an interval of [+20,-15] degrees.
Supporting arm position may be adapted in the interval of [+15, -12]degrees.
The sidesticks are not mechanically interconnected: inputs to one can't be felt on the other. Their inputs are algebraically added, with a maximum limit corresponding to the maximum deflection of one sidestick.
No weight is given to the captain. Thus, if the captain pulls full left, and his first officer pulls full right, the net effect is zero.
The last pilot to click on an override thumb-button (also used to disconnect the autopilot) obtains control: a small indicator light in front of the other pilot signals this fact. The potential exists for the pilots to "fight" over control of the sidesticks. Rather than the "strongest" pilot winning, the one with the fastest thumb will win.
If the override button is held down for more than 30 seconds, it will "deactivate" the other sidestick. If the deactivated sidestick's override button is pushed, it will re-activate.
This scheme has been the subject of much criticism from pilots: it is widely felt that one pilot should feel what the other pilot is up to,through the stick. Inter-pilot communication in an emergency may also be enhanced through better tactile feedback .
Note that there is no trim control on the sidestick, since this is normally handled by the Normal and Alternate control laws .
In Direct law, pitch [trim!] must be set through controls on the center control pedestal.
The only other button, besides the override switch, is a push-to-talk trigger, for the radios.
The sidesticks are not merely a different interface, otherwise causing the same functional effects as a conventional airplane.
The pilot's role in flight management is fundamentally changed, depending upon the mode the flight control computers are in. For example, in Normal Law,which is what the airplane is normally flown in ,in a turn, a pilot must normally pull back on the stick, to compensate for lost lift. On the A320, this is not necessary: the pilot just moves the stick in the direction he wishes to turn, and the airplane will turn, automatically supplying the necessary elevator to maintain
altitude. The sidestick is more of a "flight path command"
interface, rather than a conventional "flight control surface
deflection" interface. If, that is, the appropriate computer support is there: if not, the same sidesticks are used with one of the other "redundant" control laws, which are much more conventional in design.
This raises an interesting issue of whether a pilot, who, with a properly-functioning system, will fly in "Normal" law almost all the time, will be "current" enough to satisfactorily fly the airplane in a significantly degraded mode, more akin to conventional control laws.
This issue is addressed in training, not the interface.