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according to the current aircraft situation).
Refer to the FMGC section to know more
about the flight phase.
• The flight plan is reset, which means the
next waypoint is the first waypoint of the
flight plan.
• The recorded fuel used by each engine
(displayed on the SD) is reset to 0.
In FS2004
A flight reset can be triggered via the Aircraft
pull-down menu, or by pressing Ctrl-Shift-R (a
popup window confirms the reset operation).
In FSX
Pressing Ctrl-Shift-R resets the current flight.
A popup window confirms the operation.
FLY-BY-WIRE
OVERVIEW
This aircraft is equipped with a fly-by-wire
system managed by the Flight Augmentation
Computer (FAC) and the Elevator and Aileron
Computer (ELAC). It commands the flight
controls electrically from the input given by
the pilot through the sidestick. In normal law,
this system provides:
• Flight automation : bank angle and pitch is
maintained as soon as the stick is released
to the neutral position.
• Flight envelope protection : the system
prevents the aircraft from entering into
dangerous situations, such as high bank
angle or stall.
In direct law, the aircraft is controlled like any
standard aircraft : the elevator and aileron
deflections are proportional to the side stick
movements.
The aircraft automatically switches to direct
law when it is lower than 50 feet above the
ground (100 feet if autopilot is active).
The normal law protections are active only if at
least one FAC is operative.
SETUP / FLY-BY-WIRE
Airbus Series Vol.1
(c) 2007 Wilco Publishing www.wilcopub.com - www.FeelThere.com 15
USAGE
The pilot uses the sidestick to control the
aircraft. The stick's side to side movements
command the bank angle. The stick's forward
and backward movements command the pitch,
just like on any aircraft.
Bank Angle
When the pilot wants to make the aircraft turn,
he uses the sidestick to command a bank
angle. He doesn’t have to use the rudder
pedals as the FAC manages the autocoordination
automatically. In normal
conditions, the bank angle should never
exceed 33° (the autopilot always commands a
bank angle less or equal to 25°). When the
stick is returned to neutral position, the bank
angle is maintained until a new bank angle is
commanded through the stick.
If, for any reason (emergency situation for
example), if the pilot wants to exceed the 33°
limit, he must continue the stick input to
maintain bank angle. As soon as the stick is
returned to the lateral neutral position, the
aircraft comes back to a bank angle of 33°. In
any event, the aircraft cannot exceed a 67°
bank angle in clean confi-guration (45° with
flaps) to limit the structural acceleration of 2.5
g in (2.0 g with flaps).
The flight directors automatically disappear
when the bank angle reaches 45°.
The bank angle control is illustrated by the
figure below :
Why do these limits exist ?
The aircraft is limited in terms of acceleration,
because of structural and aerodynamic
reasons. These limits are 2.5 g in clean
configuration and 2.0 g with flaps.
If the aircraft wants to maintain a constant
altitude in turn, it has to increase the lift to
counter the bank angle, so it naturally
increases the load factor weight.
With the help of some mathematics, we can
understand that the load factor depends on the
bank angle: the more it banks, the more it has
to increase lift, which means increasing the
load factor. Increasing the load factor to 2.5 g
corresponds to a 67° bank angle, and 2.0 g
corresponds to 45°. This is the explanation...
Pitch Angle
When the pilot wants to command a climb or
descent, he pulls or pushes the stick. Instead
of commanding an elevator position, the pilot
commands a load factor change. As soon as
the stick is in vertical neutral position, the
current load factor is maintained in order to
maintain a constant pitch angle through the
auto-trim system.
The flight envelope protection system limits
the pitch angle to 30° in climb and 15° in
descent. The flight directors automatically
disappear when these limits are reached.
If the alpha protection triggers the alpha floor
mode (high incidence angle protection), the
alpha floor will automatically command a nose
down situation until the incidence angle
returns to a correct value.
Fly-by-Wire management in Flight Simulator :
The simulation of this system does not require any
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Airbus_Pilots Guide_UK空客飞行员指南(9)
