Pitch Rate vs G Demand
 

Switching from conventional aircraft to an aircraft with FBW, What's the difference between pitch rate at low speed vs G demand at high speed. How does it make a difference to the pilot ?

In both whether G or or pitch rate the stick movement only commands a rate or G which the FCC achieves by moving the elevators to the required amount. Since at any speeds certain movement of stick always commands the same rate or G the pilot's movement of the stick also remain same. Not more at low speed or less at high speed.

Hi Vilas... thank you for your response. Your responses in other threads have been very helpful at times in understating the A320 systems. What I am trying to understand, is why use two different terms "Pitch Rate" & "G- Load". Is the movement of the elevator more or less for the same movement of side stick in "G Load" when compared to "Pitch Rate"?

Best I understand, in the laws for take off and flare it uses pitch rate so it’s essentially conventional. Other times when in normal law it uses g load as that’s the critical parameter. Should be hard to over g the aircraft in take off or flare.

Rotation and flare use direct elevator deflection law. In flight, normal law uses a blend between G demand and pitch rate, depending on airspeed and mach, in order to give a constant feeling to the pilot. With a G only law, the aircraft would be too sensitive in pitch at low speeds, and same thing at high speed with pitch rate only.

Hope I am being clear...

Pitch rate demand is used in the rotation law of the Neo. The idea behind it is a homogeneous rotation, regardless of CoG. On the CEO, rotation is flown with a direct stick-to-elevator relationship and transition to normal law (load factor demand) in pitch happens in the 5 seconds following lift-off.