Quote:
Originally Posted by CONF iture
No, my suggestion is simply the result of many years of observation. If you reduce the laws and the complexity, you end up with something more straight forward and simple for the pilot thinking.
DW
But in this case there was no apparent "confusion" over laws. The drop to Alternate was called by the PNF, but the PF either didn't notice or disregarded the call. At no point does the PF question why the aircraft is respnsing the way it is and at no point does he quesiton the fact that the aircraft is clearly not in a protected mode.
Just for the record concerning confusion about Laws, it´s not that easy like DW sees it. Look for yourself and call it simple if you like.
Laws Reconfiguration - General
The reconfiguration of control laws is different in pitch axis and in lateral axis.
Control law reconfigurations are divided into two families :
- ALTERNATE
- DIRECT
There is no loss of normal law after a single failure. The transfer from normal
laws to alternate laws is automatic and depends on the number and nature of
failures.
In the event of loss of the normal control laws:
When the conditions required for keeping the normal control laws are no longer fulfilled, the control laws are reconfigured. The various degraded law states possible are (in flight or upon flare):
Roll and yaw:
- Yaw alternate law
Pitch:
- Nz law (with limited pitch rate and gains)
- Vc PROT law
- VMO2 law
- Pitch direct law
The laws called ”Alternate” are engaged when the protections related to the
normal laws (ALPHA 1, VM01) are lost. The laws called ”Direct” are engaged
when the Nz law is lost.
The other functions available are :
speedbrake function
ground spoiler function
MLA (except in direct laws)
rudder travel limitation
sideslip estimation (except in alternate 2 or direct laws)
computation of characteristic speeds (except in direct laws)
The computer in charge of these laws and functions is selected according to
the priority logic upon law engagement (Ref. Para. Priority Logics).
In abnormal conditions:
When certain aircraft parameters exceed pre-determined values, the laws
called ”abnormal attitude laws” are engaged.
In the event of temporary loss of all electrical control:
Under these conditions, only the mechanical controls are available:
- Rudder mechanical control from the pedals.
- THS mechanical control from the trim control wheel.
The elevator servo controls are centered.
Actuator servoing
In the event of a failure affecting the aileron, rudder and elevator actuators, the
servoings are reconfigured in accordance with the servoing engagement priority
logic (Ref. Para. Priority Logics).
In the event of a failure affecting a spoiler servo control, the corresponding servoing
is de-activated together with the servoingof the symmetrical spoiler servo
control on the other wing.