Появилось свободное время.
Открыл FCOM Аэробуса, Суперджета. По всем режимам управления цитаты делать не буду - достаточно много. Сделаю цитаты только по защите от превышения угла атаки - которая загнала Суперджет в землю.
Вначале Аэробус:
"HIGH ANGLE-OF-ATTACK PROTECTION
In the normal law, the aircraft is protected against stall, in dynamic maneuvers or gusts. When the
current angle-of-attack becomes greater than αPROT , the high angle-of-attack (AOA) protection
activates.
Without pilot input, the F/CTL computers will maintain the AOA equal to αPROT . The AOA can
be further increased by the pilot input, up to a maximum value equal to αMAX . When the High
AOA protection is activated, the normal law demand is modified and the side stick input is an
angle-of-attack demand, instead of a load factor demand.
The PF must not deliberately fly the aircraft in the High AOA, except for brief periods, when
maximum maneuvering speed is required.
The angle-of-attack will not exceed αMAX , even if the pilot gently pulls the sidestick all the
way back. The pilot can hold full back stick, if it is needed, and the aircraft stabilizes at an
angle-of-attack close to but less than the 1 g stall. When flying at αMAX , the PF can make gentle
turns, if necessary. If the pilot releases the sidestick, the angle-of-attack returns to αPROT and
stays there. As the aircraft enters protection at the amber and black strip (αPROT), the system
inhibits further nose-up trim beyond the point already
Between the αPROT and αMAX , αfloor protection may automatically set the go-around thrust.
The αfloor will usually be triggered just after entering αPROT , and the go-around thrust will
automatically be applied."
А теперь Суперджет:
"When the αPROT angle of attack is reached, the autopilot is disabled; at the αFLOOR angle of attack
the FBWCS issues a control signal to the autothrottle to set the thrust levers to the take-off position
(TO/GA). After the angle of attack becomes less than αFLOOR - 0.5°, the signal to the autothrottle is
deactivated, and the thrust levers remains in the position reached by that time.
At the αPROT angle of attack the stall barrier system is activated. When the side stick is pulled on, the
FBWCS automatically restricts the maximum angle of attack of the aircraft by the αLIMIT value, which
can be reached without additional indication. At angles of attack close to αLIMIT under extreme
turbulence, angle of attack exceedance is possible before the stall warning indication (αSW)
activates.
If the angle of attack increases (from αFLOOR to αLIMIT), the roll limit angle decreases from 67° to
15°."
Вы видите принципиальные отличия?
Какие именно? Особенно те которые могут повлиять на исход полета при неправильных показаниях двух УА?