A330/A340 机组训练手册 FCTM Flight Crew Training Manual(14)

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BACKUP.SYSTEM
The purpose of the backup system is to allow control of the aircraft following a total loss of electrics, flight control computers, elevators, or ailerons and spoilers. It is designed to allow the crew to safely stabilise the flight path while attempting to recover a control law or restore a lost system(s). It is not intended that an approach and landing should be flown in this configuration.
Handling.Characteristics
Stabilise the aircraft flight path using the rudder and manual pitch trim while attempting to recover a flight control law. Thrust considerations regarding pitching moments are similar to those described above in Direct Law.
Pitch control is achieved through the pitch trim wheel. Make small inputs on the trim wheel and wait for the aircraft response before making a further correction.
Lateral control is achieved through the rudder. The rudder induces a significant roll with a slight delay. Make small inputs on the rudder pedals and wait for the aircraft response before making a further correction. Wings level stabilisation needs some anticipation.
2.60.12

A330/A340 General Information REV 1 (6 JUN 05)
FCTM Flight Controls
ABNORMAL.ATTITUDE.LAW
If the aircraft is far outside the normal flight envelope and reaches some abnormal attitudes, the flight control law is modified to allow the crew to regain normal attitude efficiently. This is the abnormal attitude law. FCOM 1.27.30 refers.
A346.Tailstrike.Protection
The A346, being longer than the A333 and A343, has a higher risk of tailstrike. Consequently, several new features have been incorporated. These include an added rotation law plus an additional auto-callout, PFD indication and ECAM warning.
A pitch rotation law has been added for take-off and is engaged during the rotation phase. A pitch demand depending on pitch rate and sidestick position is added to the ground law orders. Within certain parameters this law minimises tailstrike risk if there is inappropriate sidestick input from the pilot.
Below 14 ft RA an auto-callout "PITCH, PITCH" is triggered in case of excessive pitch attitude.
For both take-off and landing, a tailstrike Pitch Limit Indicator (PLI) is provided on the PFD. The PLI indicates the maximum pitch attitude in order to avoid a tailstrike. FCOM 1.31.40 refers.

Thrust Control
FCTM REV 1 (6 JUN 05)
GENERAL
Console mounted levers are used to control engine thrust. Thrust can be controlled either manually, or automatically through the A/THR. Each lever sends electrical signals to the FADEC of the engine it controls. The FADEC responds to the thrust lever position or autothrust command by setting engine thrust.
The thrust lever quadrant is effectively a thrust-rating panel. The thrust levers move over the range of the quadrant in a conventional sense. For each lever there are four detents:
.
Idle

.
CL

.
FLX/MCT

.
TOGA

The significance of CL and FLX/MCT detents is described in detail later. Moving a thrust lever to the TOGA detent always selects maximum take-off or go-around thrust as appropriate. In the same way, moving a thrust lever to the idle detent always selects idle thrust.
A/THR status can be monitored through the FMA and the engine instrument display on the E/WD. The E/WD gives readout of:
.
The engine thrust limit mode (CL, MCT, etc)

.
The applicable engine limits

.
Thrust lever position

.
FADEC command

.
The maximum engine rating

MANUAL THRUST CONTROL
With autothrust off, thrust control between the idle detent and the TOGA detent is entirely conventional. Thrust lever angle (TLA) determines the thrust demanded. The thrust setting selected by the pilot and the actual engine limit is indicated on the E/WD. With the thrust lever at less than the CL detent, the E/WD displays the CL limit, except before take-off when it displays the take-off thrust limit programmed through the MCDU. If the thrust lever is set between two detents then the FADEC selects the rating limit corresponding to the higher detent. With the thrust lever(s) positioned in a detent, the detent setting controls the engine(s) to that limiting parameter, e.g. with the thrust levers in the CL detent, the engines will be at climb thrust.
　
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