leading edge whereas spoiler-related wires are in the trailing edge. The inputs of the computers include low-pass filters and overvoltage protections if the associated wires are routed in exposed areas.
(2)
Control laws The different control laws and associated protections, as listed below may be used, depending on the integrity of the flight control and flight augmentation systems and their peripherals. They are implemented in the computer. (Ref. Fig. 003)
(3)
Roll and yaw controls :
(a)
Roll normal law This is the combined control of the ailerons, spoiler surfaces 2 to 5 and rudder from the side stick controllers coupled according to the priority logic. In flight, it achieves the control and the limitation of the roll rate, providing a neutral spiral stability up to 33 degrees of bank angle, the turn coordination and the dutch roll damping. It requires gains depending on the ground/flight condition, airspeed and configuration. On the ground it provides a fixed relationship between the side stick controller angle and the aileron and spoiler deflections. The rudder can also be directly controlled either mechanically from the pedals or from the trim switches. The rudder deflection is limited as a function of the airspeed.
(b)
Roll direct law This is the control of the aileron and spoiler surfaces 2 to 5 from the side stick controllers coupled according to the priority logic. It achieves the control of the above surface angles using gains depending on the configuration.
(c)
Alternate yaw control This is the direct control of the rudder from the pedals or the trim switches complemented by a limited-authority dutch-roll damping function using gains depending on the configuration. The rudder deflection is limited as a function of the airspeed.
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Control Law Implementation Figure 003
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(4)
Pitch control
(a)
Pitch normal law This is the combined control of the elevators and THS from the side stick controllers coupled according to the priority logic to achieve the load factor control. It requires load factor and pitch attitude rate feedbacks, variable gains depending on ground/flight condition, radio altimeters, airspeed and configuration. It includes a high angle-of-attack protection and a load factor limitation that cannot be overriden by the crew, and an overspeed protection. On the ground, it provides a fixed relationship between the side stick controller angle and the elevator deflections.
(b)
Pitch alternate law This is the control of the elevators and the THS, if operative, from the side stick controllers coupled according to the priority logic to achieve the load factor control. It uses limited authority load factor and pitch rate feedbacks and gains depending on the configuration. It includes a load factor limitation that cannot be overriden by the crew and alternate protections.
(c)
Pitch direct law This is the control of the elevator angle from the side stick controllers coupled according to the priority logic with a gain depending on the configuration. Pitch trim can be achieved via the mechanical control of the THS.
(5)
Speedbrake control This is the control of the position of the spoiler surfaces 2 to 4 from the speedbrake control lever.
(6)
Ground spoiler control This is the automatic full deployment of all the spoiler surfaces at touch down.
(7)
Description of Flap and Slat Control
(a)
Flap Control Achieved on each wing by one inboard flap and one outboard flap. (Ref. Fig. 004)
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