-
The AP ENGAGEMENT FEEDBACK condition (command) is set to 0 upon loss of discrete AP1 ENGD1 or 2 delivered by the command channel
-
The AP ENGAGEMENT FEEDBACK condition (monitor) is set to 0 upon loss of discrete AP1 ENGD3 or 4 delivered by the monitoring channel.
(b)
Disengagement through AP takeover and priority pushbutton switches
(c)
Availability and validity of peripherals These are peripherals which utilize the AP commands.
(d)
Condition specific to GO AROUND and TAKEOFF modes On the ground, the engagement of the GO AROUND mode or positioning of the both throttle control levers in or above the MCT/FLX gate result in AP disengagement.
1_ FAC
- Availability of at least one FAC (CMD and MON FAC HEALTHY
wired discretes).
- Confirmation of FAC operation in AUTO mode further to AP
engagement by the FAC
- Engagement of the yaw damper function
- Engagement of the rudder trim function.
Loss of one of the above five logic conditions is not taken
into account in LAND TRACK, between 100 ft. and the ground.
2_ ELAC
Each ELAC generates ELAC AP DISC discretes.
The AP disengages only upon a command from the two ELACs.
The disconnection command from only one ELAC results in a
reduction of landing capability.
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AP COND Logic
Figure 011
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1 1 Feb 01/98
1 1
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(4) Generation of AP Commands
(a) Pitch basic loop
R **ON A/C 001-049, 051-099, 101-149, 151-199, 201-299, 401-499,
(Ref. Fig. 012)
**ON A/C 301-399,
(Ref. Fig. 012A)
**ON A/C ALL
When the AP is engaged, the delta q command generated in the pitch basic loop is sent to the ELAC and controls the power loop of the elevator servocontrols. The delta q command integrated in the ELAC is then fed to the THS actuator for the autotrim function. The delta q command is limited in amplitude (-18 deg., +9 deg.) and in variation speed (10 deg./s in clean configuration, 20 deg./s with flaps and slats extended). Two inputs are applied to the pitch basic loop:
-
A cruise input
-
A landing input which optimizes performances but requires
higher response for the elevator servocontrols. Change from one input to the other occurs at selection of the G/S GPT mode.
1 Cruise
_ The delta q elevator command is generated from:
-
The outer loop command - delta theta c AP
-
The aircraft feedbacks in pitch angle (theta), pitch
attitude rate and roll angle (phi). In certain modes (ALT, V/S, FPA) an engine torque compensation is added to the term -delta theta c AP to minimize the path deviations due to important thrust variations. Use of the CG position permits to improve stability when the aircraft is in nose-heavy condition.
2 Landing
_ The delta q elevator command is generated from:
-The outer loop command - delta n Z c
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-The aircraft feedbacks : vertical acceleration, pitch angle, pitch attitude rate and roll angle.
(b) Roll basic loop
R **ON A/C 001-049, 051-099, 101-149, 151-199, 201-299, 401-499,
(Ref. Fig. 013)
**ON A/C 301-399,
(Ref. Fig. 013A)
**ON A/C ALL
Two deflection commands for the various roll control surfaces are fed from the basic loop:
-
A delta p aileron command is sent to the ELACs
-
A delta p spoiler command is sent to the SECs via the ELACs.
In addition, the aileron delta p command is used by the FACs for
turn coordination and rudder trim.
The aileron and spoiler delta p commands are generated from the
outer loop command -phi c and aircraft feedbacks.
At the output of the inner loop, a gain K (0 in approach, 1 in
cruise) permits to switch from a cruise inner loop to an approach
inner loop.
These deflection orders are limited in amplitude and in variation
speed as follows:
delta p aileron LIM plus or minus 25 deg. RLIM 25 deg./s 中國航空網(wǎng) www.k6050.com 航空翻譯 www.aviation.cn 本文鏈接地址：A320飛機維護手冊 AMM AUTO FLIGHT 自動飛行1(50)
