ALT 1 and ALT 2 laws

<p>There is no high speed stability. (D)</p> Signup and view all the answers

<p>A nose-down demand is introduced referencing indicated airspeed. (B)</p> Signup and view all the answers

<p>Overspeed warning is available at VMO + 4. (B)</p> Signup and view all the answers

<p>It displays a black/red barber pole below stall warning speed. (D)</p> Signup and view all the answers

<p>Overspeed warnings are still triggered. (D)</p> Signup and view all the answers

<p>It is identical to normal law except for specific stability alterations. (C)</p> Signup and view all the answers

<p>Direct stick-to-surface position relationship (A)</p> Signup and view all the answers

At low speed, the system uses IAS instead of angle of attack for nose-down control. This prevents the aircraft from stalling and keeps the speed above a safe minimum.

Above VMO/MMO, the system gives a nose-up demand to prevent exceeding speed limits.

The speed at which the system activates stall warning alerts.

Lateral control laws remain the same except for protections related to high AOA and high speed.

The system loses the protection against inappropriate pitch attitudes.

Direct relationship between stick position and aircraft roll; gains adjust based on slats/flaps; maximum roll rate ~20-25°/s (speed/configuration dependent).

Provides dutch roll damping; damper authority limited (±4°/±15° rudder); turn coordination available (except CONF 0).

Similar to ALT 1, but without bank angle protection. Low/High speed stability affected by ADR failures (2 or 3 failures respectively).

Reduced or absent stability at low or high speeds, depending on the number of ADR failures.

Maximum speed of aircraft roll, approximately 20-25°/second, dependent on speed and configuration.

In ALT2, the aircraft rolls directly in response to the pilot's control stick input. This relationship is called "direct".

ROLL DIRECT LAW in ALT2 ensures the aircraft's roll angle is directly proportional to the stick's input position.

The roll direct law gains adjust based on the aircraft's configuration (slats, flaps). This ensures appropriate roll response for different flight conditions.

The maximum roll rate achievable with ROLL DIRECT LAW is typically around 20-25 degrees per second. This depends on the aircraft's speed and configuration.

ROLL DIRECT LAW simplifies pilot control, ensuring a predictable and direct relationship between stick input and aircraft roll.

The strength of the roll response, or 'gains', in the ROLL DIRECT LAW are adjusted based on the aircraft's configuration (slats and flaps). This ensures appropriate roll for different flight conditions.

ROLL DIRECT LAW simplifies pilot control, ensuring a predictable and direct relationship between stick input and aircraft roll. This makes the aircraft easier to maneuver and predict.

In ROLL DIRECT LAW, the term 'stick-to-surface' refers to the direct relationship between the pilot's stick input and the aircraft's roll angle. This relationship is 'direct' because the aircraft rolls directly in proportion to how much the pilot moves the stick.