曝光台 注意防骗
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permits the PNF to check that the PF is making an appropriate control input during takeoff roll.
(2) Small limit marks indicate the limits of stick travel (±16 ° in pitch, ±20 ° in roll).
They are only displayed with the aircraft on ground. The flight crew must not use this display
for control checks, because it does not necessarily indicate the control position in failure cases.
The flight crew must use the ECAM flight controls page for making that check.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
FLIGHT CONTROLS (FLYING CONDITIONS) - NORMAL OPERATIONS
A318/A319/A320/A321 FLEET PRO-SUP-27-20 P 3/6
FCOM 19 AUG 10
IN FLIGHT
Applicable to: ALL
TAKEOFF MODE
Thrust management is very easy. The pilot selects a FLX thrust by stopping the thrust levers in
the FLX/MCT detent, and by checking that the resulting N1 (or EPR) (1) is compatible with N1 (or
EPR) target (2). For maximum takeoff thrust, the pilot moves the thrust levers fully forward and
performs the same thrust check (N1 or EPR).
To counter the nose-up effect of setting engine takeoff thrust, the pilot should apply half forward
stick, until the airspeed reaches 80 kt. Then, he should release the stick gradually to reach neutral
at 100 kt (Refer to STLO-SOP-12-A TAKEOFF - GENERAL for additional information).
Rotation is conventional. It takes about 1/3 to 1/2 back stick. The Pilot Flying (PF) continues the
rotation in order to bring the all–engine attitude value towards approximately 15 °. During rotation,
the PF must not attempt to reach the FD pitch bar, because it does not provide a pitch rate order,
and may lead to overreaction. As soon as the aircraft becomes airborne only, the PF must adjust
the pitch attitude using the FD bar, which is then representative of the SRS order. As the attitude
changes and stabilizes, the control laws change to those for the flight mode in pitch, allowing the
sidestick to return to the neutral position to maintain 1 g at the chosen attitude. Pitch trim can
begin to work at 50 ft.
For crosswind takeoffs, routine use of into wind aileron is not recommended. In strong crosswind
conditions, some lateral control may be used, but care should be taken to avoid using large
deflections, resulting in excessive spoiler deployment which increases the tendency to turn into
wind, reduces lift and increases drag. Spoiler deflection starts to become significant with more
than one third sidestick deflection. As the aircraft lifts off, any lateral control applied will result in a
roll rate demand.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
FLIGHT CONTROLS (FLYING CONDITIONS) - NORMAL OPERATIONS
A318/A319/A320/A321 FLEET PRO-SUP-27-20 P 4/6
FCOM 19 AUG 10
FLIGHT MODE
Normally the sidestick is in the neutral position, with the aircraft stable in pitch and roll at the
chosen altitude in straight or turning flight within certain limits. As a result, even in turbulence, the
aircraft is flown best with little or no stick input.
Hands off, the system maintains 1 g in pitch, corrected for pitch and roll attitude, and zero roll rate,
within certain limits (+30 °, –15 ° in pitch and ± 33 ° roll). Hands off, within these limits the aircraft
resists disturbance from the atmosphere and rides well even in heavy turbulence.
The system compensates almost 100 % for changes of trim due to changes in speed and
configuration. Changes of trim due to changes in thrust can be too large for the system to
compensate, and the aircraft may respond to them in pitch in the conventional sense and then
hold the new attitude at which it has stabilized after the trim change.
The pitch trim wheel moves as the control law compensates for these changes.
The control laws also make turning easier. They protect against overbanking, and at the chosen
bank attitude (less than 33 ° of bank) the system maintains zero roll rate, stick free.
Steep turns can be made at up to 67 ° of bank. This is the steepest bank at which it is possible to
maintain level flight at 2.5 g.
Beyond 33 ° of bank, the pitch trim stops working and a lateral stability term is introduced. This
term becomes progressively stronger as bank angle increases, so that it equals a full sidestick
demand at 67 ° of bank, hence forming the limiting system.
The lack of pitch trim makes it necessary for the pilot to hold the nose up in a steep turn. If he
releases the stick, the nose drops and the aircraft eases its roll angle to less than 33 ° of bank and
stabilizes at the pitch and bank angles it achieves at less than 33 ° of bank.
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A320机组操作手册FLIGHT CREW OPERATING MANUAL 14(78)
