Thanks a lot,
Ok, so let me give it another shot:
So you said:
On the ground (ie Ground Mode), there is a 'direct' relationship between the sidestick deflection and the aileron/spoiler deflection, modified for speed. That is, a given amount of sidestick deflection will cause a given amount of aileron/spoiler deflection at a given speed. As the aircraft's speed increases during take-off, the amount of aileron/spoiler deflection for a given sidestick position will reduce. That way, the pilot is able to maintain wings level with a fixed sidestick position throughout the take-off roll, instead of having to reduce the input as the speed increases, as you would with a conventional aircraft. The Airbus training manuals recommend against using large control inputs to avoid excessive spoiler deployment.
Hmm...
Ok, I don't understand the difference between these:
Roll Spoiler surface deflexion and "Rate of roll"...
Basically, in direct law, you have direct stick to elevator or roll control surface relationship.
So the ELAC will send a signal to SEC to extend spoilers.
So, as you said, the side-sticks are controlling spoilers AND ailerons.
So the rate of roll is the bank angle we have to reach? We can use ailerons, rudders and spoilers to get that angle.
Spoiler surface deflexion? No idea...
So in direct law (or ground mode normal law), you have roll demand but no yaw coordination turns...?
Thanks to explain the difference!