Originally Posted by RetF4
We know, that the aircraft maintains stick free 1g, and that SS commands a change of g blended with pitch rate starting below 210 knots. In a newspaper article from the early A320 flights i remeber, that the ratio is 50/50 at 150 Knots. The speed responsible used for this changeover was faulty, down to 60 knots which would equal nearly a pure pitch rate change. But the aircraft was traveling still at over 230 knots in the regime where only g command should be present. I could not find any reference from where we could draw a conclusion, wether this different SS command would have influenced the outcome of any SS order. There is reason, that this changeover takes place in the low speed regime, what influence does it create wehen this changeover is taking place when the airframe is still above the change over regime in degraded mode?
Perhaps the final report answers your question, at least part of it? At any rate, the response of the FCS and the airplane to longitudinal sidestick commands is recorded in the traces of elevator/THS and pitch attitude.
2.2.5 Aeroplane behaviour in reconfiguration laws
(...)
In alternate 2 law, the longitudinal control law remains a load factor law and the lateral control law is a direct law. In the specific case of alternate 2B law, some coefficients used in the longitudinal flight control law become speed-independent and are set for the maximum speed for the aeroplane configuration (330 kt in clean configuration). This hardly modifies the behaviour of the aeroplane in comparison to normal law, but can nevertheless induce an unusual response dynamic when the aeroplane has an abnormally low speed for the configuration.