|Quoting hivue (Reply 68):|
And since the stick was moved at exactly the same speed you're saying the roll rate will be the same in both instances? If that's correct, what's the difference between partial stick deflection and full stick deflection?
We'll start with this one first.
When you hold the stick anywhere but neutral, attitude will change. That is because the sidestick is setting an attitude and not a movement .... but the FBW system is using a movement to achieve that attitude. If you release the stick, the attitude will remain the same, and the aircraft will do it's level best to maintain that attitude. (Understand though, there are limitations with regard to aileron, roll spoiler and elevator/stab capability ... not to mention power).
If you slowly eased the stick to one side, the aircraft will slowly respond. If you kept the stick deflected, the aircraft will continue to change attitudes, release the stick .. THAT attitude is maintained. Move it slowly, the rate of attitude change is slow, increase the stick deflection and the rate increases. Or start it quickly, and the rate is fast from the start ... the end result is the same, and that gets me to your next question.
|Quoting hivue (Reply 68):|
(1) the pilot moves the stick left at X deg/sec (stick movement here, not roll rate) for 25% of its full travel then holds the stick there indefinitely (does not return it to neutral); (2) the pilot moves the stick left at the same X deg/sec for 100% of its full travel then holds the stick there indefinitely. In both instances the airplane will eventually wind up inverted, right?
This is more a question about limits in case you were wondering. In Normal Law, the aircraft has set pitch and bank limits. Once those limits are reached, the aircraft will not exceed them, no matter how far you deflect the sidestick. And, as you would expect, the sidestick actually "pressures" back against the input, the closer you get to those limits.
This artificial feel is for two purposes. Firstly to make it feel like a normally rigged aircraft, ie. non FBW. Secondly, to remind the pilot you are getting close to a limit that you likely didn't intend to near.
Not at all, it IS
a very interesting concept. Using FBW, Airbus is able to make the A318 to the A321 all "feel" the same. To me, that is a feat of engineering. One can jump between all narrow body Airbuses and even though they are very very different aircraft, they fly more or less the same!
Also, you can have various levels of failure and control surface loss, that you may not even know about, because the FBW system is compensating using other control surfaces.
What I found the most amazing though, is that it seems "right". It feels very natural and it doesn't take long to really like the way the aircraft flies. Honestly .... I found it hard to go back to an old Boeing cockpit, (B767) after having flown many hours in the A320 series.
Just because I stopped arguing, doesn't mean I think you are right. It just means I gave up!