C Series Info
11-14-2017, 09:26 PM
#1641
Gets Weekends Off
Joined APC: Jan 2015
Posts: 272
If it's the same as on our legacy 319/320 fleet then I agree. The 321 radar is really nice but it's a shame that DAL opted for an old type instead of the 350 radar. Surprisingly, even Spirit is getting their new planes with the 350 type.
11-15-2017, 02:33 AM
#1642
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Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
That's interesting. This is pretty much the definition of low speed stability in Alt. Law straight from the Airbus FCOM. except the "alternate law changes to direct law" part. There is no mention of that.
Though I know that does happen in Direct Law when going below Alpha Prot. Speed: autopilot disconnects, auto pitch trim stops, spoilers retracts, max angle of bank is 45 deg. and sidestick control switch from load factor demand to direct elevator control. (not quite the same as direct law as mentioned by 80ktsclamp).
Makes me wonder if whovever re-wrote the manual mixed up both reconfiguration laws.
Though I know that does happen in Direct Law when going below Alpha Prot. Speed: autopilot disconnects, auto pitch trim stops, spoilers retracts, max angle of bank is 45 deg. and sidestick control switch from load factor demand to direct elevator control. (not quite the same as direct law as mentioned by 80ktsclamp).
Makes me wonder if whovever re-wrote the manual mixed up both reconfiguration laws.
11-15-2017, 02:43 AM
#1643
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
Btw. For all of you in the normal law crowd, i present for your drive to work, the a320 podcast:
A320 Podcast | Podcasts
Join Matt and Andy every week while they explain what the hell is going on with the airplane you're type rated for.
I got this pic from the hydraulics episode. A practical guide to understanding what you have. Just remember B G Y in alphabetical order then B and G run slats, G and Y flaps, G runs gear extensions, retraction and normal braking and Y is backup to the brakes. The rest you can see clearly on flight control page.
One of their early episodes is flight control laws btw. 40+ episodes.
A320 Podcast | Podcasts
Join Matt and Andy every week while they explain what the hell is going on with the airplane you're type rated for.
I got this pic from the hydraulics episode. A practical guide to understanding what you have. Just remember B G Y in alphabetical order then B and G run slats, G and Y flaps, G runs gear extensions, retraction and normal braking and Y is backup to the brakes. The rest you can see clearly on flight control page.
One of their early episodes is flight control laws btw. 40+ episodes.
11-15-2017, 04:06 AM
#1645
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
Under normal law, when the angle-of-attack becomes greater than αprot, the system switches elevator control from normal mode to a protection mode, in which the angle-of-attack is pro-portional to sidestick deflection. That is, in the αprot range, from α prot to αMAX, the sidestick commands αlpha directly.
However, the angle-of-attack will not exceed αMAX, even if the pilot gently pulls the sidestick all the way back. If the pilot releases the sidestick, the angle-of-at-tack returns to αprot and stays there.
And a YouTube video
80. Is that how 330 works as well? Figure they'd be the same. Direct alpha from aprot to amax.
11-15-2017, 04:10 AM
#1646
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
11-15-2017, 05:03 AM
#1647
Gets Weekends Off
Joined APC: Jan 2015
Posts: 272
Here vol 2 27.20.4.
Under normal law, when the angle-of-attack becomes greater than αprot, the system switches elevator control from normal mode to a protection mode, in which the angle-of-attack is pro-portional to sidestick deflection. That is, in the αprot range, from α prot to αMAX, the sidestick commands αlpha directly.
However, the angle-of-attack will not exceed αMAX, even if the pilot gently pulls the sidestick all the way back. If the pilot releases the sidestick, the angle-of-at-tack returns to αprot and stays there.
And a YouTube video
80. Is that how 330 works as well? Figure they'd be the same. Direct alpha from aprot to amax.
Under normal law, when the angle-of-attack becomes greater than αprot, the system switches elevator control from normal mode to a protection mode, in which the angle-of-attack is pro-portional to sidestick deflection. That is, in the αprot range, from α prot to αMAX, the sidestick commands αlpha directly.
However, the angle-of-attack will not exceed αMAX, even if the pilot gently pulls the sidestick all the way back. If the pilot releases the sidestick, the angle-of-at-tack returns to αprot and stays there.
And a YouTube video
80. Is that how 330 works as well? Figure they'd be the same. Direct alpha from aprot to amax.
All you get in alternate is audio stall warning and low speed stability (gentle nose down command). However the Airbus FCOM doesn't mention that you switch from load factor demand to direct stick to elevator relationship in alternate law.
11-15-2017, 05:12 AM
#1648
Gets Weekends Off
Joined APC: Jan 2015
Posts: 272
Btw. For all of you in the normal law crowd, i present for your drive to work, the a320 podcast:
A320 Podcast | Podcasts
Join Matt and Andy every week while they explain what the hell is going on with the airplane you're type rated for.
I got this pic from the hydraulics episode. A practical guide to understanding what you have. Just remember B G Y in alphabetical order then B and G run slats, G and Y flaps, G runs gear extensions, retraction and normal braking and Y is backup to the brakes. The rest you can see clearly on flight control page.
One of their early episodes is flight control laws btw. 40+ episodes.
A320 Podcast | Podcasts
Join Matt and Andy every week while they explain what the hell is going on with the airplane you're type rated for.
I got this pic from the hydraulics episode. A practical guide to understanding what you have. Just remember B G Y in alphabetical order then B and G run slats, G and Y flaps, G runs gear extensions, retraction and normal braking and Y is backup to the brakes. The rest you can see clearly on flight control page.
One of their early episodes is flight control laws btw. 40+ episodes.
11-15-2017, 05:23 AM
#1649
Gets Weekends Off
Joined APC: Jan 2015
Posts: 272
Tail camera was a must on the 340-600 (75 m. length) but I'm not sure it is on the 350-900. Probably on the 1000. Though it's pretty cool indeed.
11-15-2017, 05:38 AM
#1650
Line Holder
Joined APC: Nov 2017
Posts: 56
i’m catching wind of a story about ed telling a group of lcas last week that he helped push airbus to buy bombardier. As the story goes, the original 80% tariff was a pawn in boeing’s chess match to get bombardier to sell themselves to boeing. As the news got worse with the higher tariffs i️ guess it ****ed ed off enough so he persuaded airbus to make the move.
Also, i’ve heard we are pressing bombardier to change the entire c series order to the 300.
Sent from my iphone using tapatalk
Also, i’ve heard we are pressing bombardier to change the entire c series order to the 300.
Sent from my iphone using tapatalk
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