ALT1A:
As ALT1 but Stall protection is lost.
ALT2A:
As ALT2 (Stall protection is lost)
...as if stall 'protection' (wrong term) is available in ALT2, but not lost until reconfig to ALT2A?? In any case both stall 'protection' & theta protection take a hike in all laws other than normal, so 1A, 2A are what exactly?? Just vanilla 1 & 2??
Flavours:
'Vanilla' 1 = Normal Lateral law
'Vanilla' 2 = Roll DIRECT law & Alternate Yaw law
For ALT1/2A 'alternate stall protection':
The ALTERNATE stall protection is based upon Vc.
When Vc < Vc prot a SS pitch order is a DIRECT! elevator deflection order, a stability order with limited authority is added to the SS order.
My question regards the difference in failure modes that would create one or the other level of reconfig. I would have thought that 2A & 2B are a function of how many ADR's get flaky, i.e.
1 flaky ADR = continued Normal Law
2 flaky ADR = ALT2A
3 flaky ADR = ALT2B
Ok, but not exclusive to ADRs only. (e.g. loss of weight information)
I guess I'd like to know how do I then get into each of these conditions and then how do I recognize which one I have, which ones 'latch', which can be recovered to a different level of reconfig, or do I even need to know any of this?
I can list them for you (from fragmented data) but don't know the latched state or possibility to recovery to a higher level.
Simulators generally only provide a limited range of constrained failures to achieve one or the other reconfiguration level for training, so does the available documentation need to be enhanced?
Don't know, I am not a pilot, but from the side I would say you need to experience the difference between NORMAL & DIRECT SS manipulation and consider everything what is available to you as a bonus.