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TABLE OF CONTENT
LEGAL CAUTION ..........................................................................................................................................................3
FLIGHT CONTROLS .......................................................................................................................................................3
OVERVIEW ....................................................................................................................................................................3
ROLL CONTROL ............................................................................................................................................................5
ROLL CONTROL OPERATION ............................................................................................................................................5
PITCH CONTROL ..........................................................................................................................................................6
CONTROL OF ELEVATORS .................................................................................................................................................6
PITCH TRIM ...........................................................................................................................................................................7
TRIMMABLE HORIZONTAL STABILIZER ...............................................................................................................................8
ELECTRICAL PITCH TRIM .....................................................................................................................................................8
MECHANICAL PITCH TRIM .................................................................................................................................................8
YAW CONTROL ............................................................................................................................................................8
MECHANICAL RUDDER CONTROL ...................................................................................................................................8
AUTOMATIC RUDDER CONTROL ......................................................................................................................................9
RUDDER TRAVEL LIMIT ........................................................................................................................................................9
RUDDER TRIM.....................................................................................................................................................................10
SPOILERS .....................................................................................................................................................................10
SPEEDBRAKES ....................................................................................................................................................................10
GROUND SPOILERS ..........................................................................................................................................................11
GROUND SPOILERS OPERATION IN LANDING ..............................................................................................................12
FULL EXTENSION ................................................................................................................................................................12
PARTIAL EXTENSION ..........................................................................................................................................................12
GROUND SPOILERS OPERATION IN REJECTED TAKEOFF .............................................................................................13
GROUND SPOILERS RETRACTION ...................................................................................................................................13
CONTROL LAWS .........................................................................................................................................................13
NORMAL LAW ............................................................................................................................................................14
GROUND MODE-PITCH CONTROL ................................................................................................................................14
GROUND MODE-LATERAL CONTROL ............................................................................................................................14
FLIGHT MODE-PITCH CONTROL .....................................................................................................................................14
FLIGHT MODE-LATERAL CONTROL .................................................................................................................................15
FLARE MODE-PITCH CONTROL .......................................................................................................................................16
FLARE MODE-LATERAL CONTROL ..................................................................................................................................16
NORMAL LAW-ENGINE FAILURE .....................................................................................................................................16
NORMAL LAW-PROTECTIONS .........................................................................................................................................17
LOAD FACTOR PROTECTION ..........................................................................................................................................17
HIGH ANGLE OF ATTACK PROTECTION .........................................................................................................................17
PITCH ATTITUDE PROTECTION .........................................................................................................................................19
HIGH SPEED PROTECTION ...............................................................................................................................................19
BANK ANGLE PROTECTION .............................................................................................................................................19
ALTERNATE LAW .........................................................................................................................................................20
ALTERNATE LAW-PROTECTIONS .....................................................................................................................................20
DIRECT LAW ................................................................................................................................................................21
DIRECT LAW-PITCH CONTROL ........................................................................................................................................21
DIRECT LAW-LATERAL CONTROL ...................................................................................................................................22
ABNORMAL ATTITUDE LAWS......................................................................................................................................22
MECHANICAL BACK-UP ...........................................................................................................................................22
ECAM FLIGHT CONTROLS SYSTEM PAGE .................................................................................................................22
CONTROLS AND INDICATIONS .................................................................................................................................24
SIDESTICKS .........................................................................................................................................................................24
SIDESTICK PRIORITY LIGHTS ..............................................................................................................................................25
PITCH TRIM WHEELS ..........................................................................................................................................................26

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RUDDER TRIM PANEL ........................................................................................................................................................26

FLIGHT CONTROL COMPUTER PANELS ..........................................................................................................................27
FLAPS AND SLATS .......................................................................................................................................................27
NORMAL OPERATION ......................................................................................................................................................28
PROTECTIONS.............................................................................................................................................................29
ASYMMETRY ......................................................................................................................................................................29
UNCOMMANDED MOTION ............................................................................................................................................29
ATTACHMENT FAILURE .....................................................................................................................................................29
ALPHA/SPEED LOCK FUNCTION ...............................................................................................................................30
FLAPS LEVER ...............................................................................................................................................................30
FLAP/SLAT POSITION INDICATION ...........................................................................................................................31
NORMAL PROCEDURES .............................................................................................................................................32
WARNINGS AND CAUTIONS .....................................................................................................................................33

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1
LEGAL CAUTION
The material contained in this training program is based on the information obtained from
current national, international and company regulations and it is to be used for training
purposes only. At the time of designing this program contained then current information.
In the event of conflict between data provided herein and that in publications issued by
the authority, the authority shall take precedence.
2
FLIGHT CONTROLS
Welcome to flight controls lesson. Here is the lesson outline.
 Overview
 Roll control
 Pitch control
 Yaw control
 Spoilers
 Control laws
 ECAM Flight Controls system page
 Controls and indications
 Flaps and slats
 Normal procedures
 Warnings and cautions
3
OVERVIEW
Airbus 320 is fitted with fly-by-wire flight control system in which the mechanical
transmission components to fly the aircraft are replaced with the electrical transmission
components and computers.
4
This system has a number of advantages including reduced pilot workload, improved
aircraft performance and flight envelope protection.
5
The control surfaces comprise ailerons, elevators, rudder, trimmable horizontal stabilizer,
spoilers, flaps and slats.
6
All control surfaces are hydraulically actuated by either green, yellow or blue system as
shown in this figure.

7
The Elevators, Ailerons, Spoilers, stabilizer, slats and flaps are electrically controlled. The
yaw damping, turn coordination and rudder trim are also electrically achieved. The
rudder is mechanically controlled. A mechanical backup is available for the stabilizer.
8
Sidesticks are used to fly the aircraft in pitch and roll, and indirectly in yaw through turn
coordination.
9

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Input signal from the sidestick or autopilot goes to the flight control computers which
modulate hydraulic servo-jacks to move the flying controls as necessary to achieve the
desired command preventing excessive maneuvers and flight outside the safe flight
envelope. There is no directly proportional relationship between sidestick input and
control surface deflection.
10
Hydraulic servo-jacks transfer electrical signals from the flight control computers into
mechanical motion.
11
The servo-jacks can operate in one of three control modes depending upon the status
of computers, the availability of the hydraulic systems, and type of control surface.
12
These modes are the active mode, damping mode and centering mode
13
In the active mode, the servo-jack positions the control surface in accordance with the
electrical signals from the computer.
14
The damping mode is a standby mode in which the servo-jack follows the control surface
movement.
15
In the centering mode, the servo-jack position is hydraulically maintained in the neutral
position.

16
The movements of the flight control surfaces are managed by seven flight control
computers. Two Elevator Aileron Computers or ELACs, three Spoiler Elevator Computers,
or SECs and two Flight Augmentation Computer, FACs.
17
The two Elevator Aileron Computers provide commands of elevators and stabilizer for
normal pitch control, and aileron control.
18
The three Spoiler Elevator Computers enable control of spoilers. Two of them also provide
standby elevator and stabilizer control.
19
The two Flight Augmentation Computers manage the electrical rudder control.
20
The flight control computer’s response to pilot and autopilot inputs according to normal,
alternate, or direct flight control laws to fly the aircraft around the pitch, roll and yaw
axes.
21
In addition to these computers, two Flight Control Data Concentrators, (FCDCs) are
installed in the system. They receive data from Elevator Aileron Computers and Spoiler
Elevator Computers and send it to the electronic instrument system (EIS) and the

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centralized fault display system (CFDS) for indication, recording, and maintenance
purposes.
22
The data from Flight Augmentation Computers is directly sent to the to the electronic
instrument system and the centralized fault display system.
23
The flight control system also incorporates two Slats Flaps Control Computers (SFCCs)
which monitor the slats and flaps operation.
24
The system is designed to incorporate several safety features to achieve the highest level
of reliability.

25
To provide dissimilar redundancy, different computer types from different vendors are
used.
26
To increase the level of redundancy, each computer is divided into two physically
separate units which are programmed in two different software languages.
27
The protection against the failure of a power supply source or signaling lane is provided
by segregating the power supply sources and signaling lanes
28
ROLL CONTROL
The roll control system controls movement of the aircraft around the longitudinal axis.
29
The roll control is primarily provided by ailerons and supported by the four spoilers per
wing.
30
As ailerons on one wing move upward, the ailerons on the other wing move downward
and the airplane rolls in the direction of up-moving ailerons. The maximum deflection of
the ailerons is 25°.
31
When the flaps are extended, the aileron droop function automatically extends the
ailerons 5° down to increase the lift.
32
During roll control, all spoilers, except the most inboard spoiler, extend on the wing with
the upward aileron deflection and all spoilers remain retracted on the other wing. The
maximum deflection of the spoilers is limited to 35° when assisting the roll control.
33
ROLL CONTROL OPERATION
The figure indicates the simplified roll control schematic. The roll control is managed from
the sidestick or by the autopilot.
34

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Control of ailerons is normally achieved by the ELAC 1. If ELAC1 fails, the aileron control
is automatically transferred to ELAC2.
35
Each aileron is actuated by two independent hydraulic servo-jacks powered by the
green and blue systems. In normal operation, one servo-jack is active and the other is in
damping mode.
36
In the damping mode, the servo-jack follows the movement of control surface.
37
If both ELACs fail or the blue and green hydraulic pressure is lost, the aileron servo-jacks
automatically revert to the damping mode.
38
The four roll spoilers, which are the spoiler numbers 2,3,4 and 5 on each wing, are
controlled by the Spoiler and Elevator computers, SECs. SEC3 controls the number 2
spoilers, SEC1 the number 3 and 4 spoilers, and SEC2 the number 5 spoilers.
39
If a SEC fails, the spoilers it controls are automatically retracted.
40
Each roll spoiler is driven by a separate servo-jack which receives hydraulic power from
either the green, yellow, or blue hydraulic system. When a roll spoiler surface on one wing
fails, the symmetric one on the other wing is inhibited.
41
PITCH CONTROL
The pitch control system controls the movement of the airplane around the lateral axis.
42
The pitch control is primarily provided by elevators. A trimmable horizontal stabilizer assists
the elevators for pitch control.
43
The maximum elevator deflection is 30 ° nose up, and 17 ° nose down.
44
The horizontal stabilizer can travel 13.5° nose up and 4° nose down from the neutral
position.
45
The figure indicates simplified pitch control schematic. The pitch commands come from
the sidestick or the autopilot. Trim wheels can be used for mechanical pitch trim.
46
CONTROL OF ELEVATORS
Let’s start with the control of the elevators. Each elevator is actuated by two
independent hydraulic servo-jacks.
47
The left elevator is driven by the Green and Blue hydraulic jacks. The right elevator is
driven by Yellow and Blue hydraulic jacks.
48

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In normal operations, ELAC2 controls the elevators and the green and yellow hydraulic
jacks drive the left and right elevators respectively.
49
When ELAC2 fails, or a failure occurs in the related hydraulic systems, or in the hydraulic
jacks, the elevator control shifts to the ELAC1. The ELAC1 controls the elevators through
the blue hydraulic jacks.
50
If neither ELAC1 nor ELAC2 is available, the pitch control is transferred either to SEC1 or to
SEC2 depending on the status of the associated computers.
51
Now we look at how the hydraulic servo-jacks operate to actuate the elevators.
52
In normal operation one servo jack is active, the other is damped in standby.
53
In case of a failure on the active servo-jack, it automatically reverts to the damping mode
and the other servo-jack becomes active.
54
I believe you wonder what happens if electrical or hydraulic control of both servo-jacks
is lost.
55
If neither jack is being controlled electrically, both are automatically switched to the
centering mode moving the elevator to the neutral position.
56
If the hydraulic control of both jacks is lost, they automatically revert to the damping
mode.
57
When one elevator is inoperative due to reasons described earlier, the deflection of the
remaining elevator is limited to prevent the horizontal tailplane or rear fuselage from
excessive asymmetric loads.
58
PITCH TRIM
The pitch trim compensates imbalance along the longitudinal axis allowing the aircraft
to fly with a steady elevator input.
59
The pitch trim is achieved by varying the horizontal stabilizer angle of incidence.
60
The horizontal stabilizer is used for pitch trim.
61
This is because imbalance along longitudinal axis can be greater than along other axes.
Pitch trim with smaller elevator surface would need large deflections which cause higher
drag and this is not economical.
62

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TRIMMABLE HORIZONTAL STABILIZER

The trimmable horizontal stabilizer, THS, is actuated by a screw-jack driven by two
hydraulic motors. These motors are supplied by the Green and Yellow systems.
63
The hydraulic motors are controlled either electrically by one of the three electrical
motors or mechanically by the trim wheels in the cockpit.
64
ELECTRICAL PITCH TRIM
In normal operations, the pitch trim is performed automatically by electrical signals.
ELAC2 adjusts the position of horizontal stabilizer via electric electric motor number 1.
65
If ELAC2 fails, the stabilizer control shifts to the ELAC1. The ELAC1 then controls the
stabilizer through electric motor number 2.
66
If neither ELAC1 nor ELAC2 is available, the stabilizer control is transferred either to SEC1
or to SEC2 which controls the stabilizer via electric motor number 2 or number 3.
67
Whenever, horizontal stabilizer is moved by electrical pitch trim, the trim wheels on the
pedestal rotate because they are connected to trim screw-jack in parallel.
68
MECHANICAL PITCH TRIM
The mechanical control of the trimmable horizontal stabilizer is always available from the
pitch trim wheels as long as either the green or yellow hydraulic system is functioning.
69
Now, consider this while you relax for a while. Which trim control, electrical or mechanical,
has the priority? Let’s go back to work. Of course, you know that mechanical pitch trim
control from the trim wheels has always priority over the electrical control.
70
YAW CONTROL
The yaw control system provides control of the aircraft around its vertical axis.
71
The yaw control is achieved through a single-piece rudder. The maximum rudder
deflection is 25°.
72
In flight, the rudder has three primary functions: aircraft trim, turn coordination and yaw
damping.
73
The figure indicates simplified yaw control schematic. Three independent hydraulic
servo-jacks are used to actuate the rudder.
74
The control of rudder is performed either mechanically or automatically.
75
MECHANICAL RUDDER CONTROL
You use conventional rudder pedals to control the rudder mechanically.

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76
There are two sets of adjustable rudder pedals which are mechanically interconnected.
77
Pushing either left pedal forward, moves the rudder to left and turns the aircraft to left.
78
When either right pedal is pushed forward, the rudder moves to right and the airplane
turns to right.
79
When the autopilot is engaged, the rudder pedals are locked in neutral position.
80
AUTOMATIC RUDDER CONTROL
Automatic rudder control provides two important functions: Yaw damping and turn
coordination.
81
As you know dutch roll is an unwanted aircraft motion which is identified by a
combination of a periodic oscillations in yaw and roll. The yaw damping function moves
the rudder to dampen out the dutch roll before it affects the flight path of the aircraft.
82
Sometimes, the rudder also needs to be deflected to improve the turn performance. This
is achieved by the turn coordination function.
83
The yaw damping and turn coordination functions are automatic. The Elevator and
Aileron Computers compute yaw orders for turn coordination and yaw damping and
transmit them to the Flight Augmentation Computers.
84
The Flight Augmentation Computers signal a green yaw damper actuator to drive all
three rudder servo-jacks mechanically as needed.
85
If the green yaw damper actuator fails, the yellow actuator takes over.
86
Here is another question. What do you think to happen to rudder pedals during a yaw
damper actuator is moving the rudder?
87
When the yaw damper actuator moves the rudder for yaw damping or to provide turn
coordination, rudder pedals do not move.
88
RUDDER TRAVEL LIMIT
A rudder Travel Limitation Unit limits the deflection of the rudder and the rudder pedals.
89
The deflection of the rudder and the pedals is limited as a function of airspeed. The unit
limits the rudder deflection as the airspeed increases. This protects the vertical tail
structure from damage which could result from large rudder deflections at high
airspeeds.
90

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The travel limitation unit is controlled by either Flight Augmentation Computer via two
electrical motors. If both Flight Augmentation Computers fail, the maximum deflection of
rudder is available, when the slats are extended.
91
RUDDER TRIM
The rudder trim system is designed to relieve the pilots from applying continuous pedal
forces.
92
With the autopilot engaged, the Flight Management and Guidance computer
computes the rudder trim orders and the Flight Augmentation Computers control the
rudder trim through electric motors.
93
The electric motor drives an artificial feel unit which changes the neutral position of the
rudder. The rudder pedals are displaced proportionately to reflect the new neutral
position; this eliminates the need of continuous pedal force application.
94
In manual flight, you can control the rudder trim with the rotary RUDDER TRIM switch on
the pedestal. In this method, the maximum rudder deflection is limited to ± 20 ° and the
trim speed is 1 degree per second.
95
Note that when the autopilot is engaged the rudder trim rotary switch is not operable as
the rudder trim is controlled by the autopilot.
96
SPOILERS
The aircraft has five spoilers on each wing. Each spoiler has a number, 1 through 5 from
inboard to outboard of the respective wing.
97
As you recall, each spoiler is actuated by a separate hydraulic servo-jack powered from
either the green, yellow, or blue hydraulic system.
98
The spoilers have three functions: they are used as roll spoilers to assist ailerons, as speed
brakes during flight and as ground spoilers after touchdown.
99
The spoiler panels 2,3 and 4 are the speed brakes. The panels 2,3,4 and 5 are the roll
spoilers. All spoiler panels are the ground spoilers. Here, we discuss spoilers’ functions as
speedbrakes and ground spoilers.
100
SPEEDBRAKES
During flight, the spoilers 2, 3 and 4 on each wing operate symmetrically as speedbrakes
to slow the airplane or increase the rate of descent.
101
You can control the speedbrakes with the speed brake lever located on the left side of
the pedestal.
102

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To select speed brakes, the lever has to be pushed down and set to the required position.
When the speedbrakes are extended the “SPEED BRAKE” message appears in green on
the ECAM MEMO display. The message appears in amber when the speedbrakes should
be retracted.
103
If the autopilot is engaged, the maximum speedbrake deflection is obtained by setting
the speedbrake lever to the half way position.
104
When a speedbrake surface on one wing fails, the symmetric one on the other wing is
inhibited.
105
You may wonder what will happen if a roll order is initiated while spoilers 2,3 and 4 are
being used as speedbrakes. In this case, the speedbrakes on the respective wing will
deflect up or down from their deployed positions to follow the roll order.
106
If the sum of a roll order and a simultaneous speed brake order is greater than the
maximum allowable deflection, the symmetrical surface on the other wing is retracted
until the difference between both corresponding surfaces is equal to the roll order
107
Speedbrakes are held in the retracted position or automatically retracted when one or
more of these occur:
108
Flaps FULL configuration is selected
109
High Angle of Attack protection is active.
110
Spoiler and elevator computers 1 and 3 have failed.
111
Left or right elevator has a fault. In this case only spoilers 3 and 4 are inhibited.
112
At least one thrust levers is above MCT position.
113
Alpha Floor is activated.
114
GROUND SPOILERS
All spoiler surfaces act as ground spoilers. They are used to keep the aircraft on the
ground by dumping the lift and to reduce the speed.
115
You can arm the ground spoilers by pulling the speed brake lever up when in the
retracted position. The “GROUND SPOILERS ARMED” message shows in green on the
ECAM MEMO display.
116
Ground spoilers automatically extend on landing or in case of rejected take off when
specific ground conditions are fulfilled.

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117
GROUND SPOILERS OPERATION IN LANDING
During landing, there are two types of operation of ground spoilers: full extension and
partial extension.
118
FULL EXTENSION
Can you guess which of these factors is essential for full extension of ground spoilers in
landing? ....
119
To have full automatic extension of ground spoilers, both main landing gears must be on
the ground. With this condition satisfied, the ground spoiler activation logic is based on
arming status, position of speedbrake lever and position of thrust levers.
120
With the ground spoilers armed or speedbrake lever not in the retracted position, if both
thrust levers are at or below idle position, the ground spoilers will fully extend when both
main landing gears touch down.
121
If the thrust levers are not at or below idle position at the time both main gears touch
down, then the automatic full extension of ground spoilers occurs upon selection of the
reverse mode on at least one engine provided that other thrust lever below MCT position.
122
If the ground spoilers are not armed and the speedbrake lever is in the retracted position,
having both thrust levers at or below idle does not provide full ground spoilers extension
upon touchdown of both main gears.
123
In this case, with both main gears on the ground, you must select the reverse on at least
one engine and the other thrust lever must be below MCT.
124
PARTIAL EXTENSION
The partial extension function normally activates when the aircraft touches down on one
main landing gear. This function is intended to accelerate the full spoiler extension when
landing in crosswind conditions or on contaminated runways.
125
The partial ground spoiler extension conditions are almost the same as the full spoiler
extension conditions.
126
With the ground spoilers armed or the speedbrake lever not in retracted position, if both
thrust levers are at or below idle position, the ground spoilers will partially extend when
one main gear is on the ground.
127
If the aircraft touches down on one main gear with the ground spoilers not armed and
the speedbrake lever in retracted position, the ground spoilers will partially extend when
reverse is selected on at least one engine as long as the other thrust lever is below MCT.
128

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There is one case in which the ground spoilers partially extend even if the both main gears
on the ground.
129
This happens when the ground spoilers are armed and both thrust levers are at or below
the climb position at touchdown, which helps reducing the bounce severity at landing.
130
GROUND SPOILERS OPERATION IN REJECTED TAKEOFF
During a rejected takeoff, if the ground spoilers are armed and the wheel speed is more
than 72 knots, when both thrust levers are reset to idle, the ground spoilers will
automatically extend to the full positions.
131
If they are not armed, the ground spoilers will not deploy when the thrust levers are reset
to idle. You must select reverse thrust on one engine with other thrust lever at idle, so that
the ground spoilers extend automatically.
132
GROUND SPOILERS RETRACTION
During landing with the ground spoilers armed, they will automatically retract after
landing.
133
After a rejected takeoff, you must disarm the ground spoilers with the speed brake lever
to retract them.
134
If not armed, the ground spoilers retract when you set the thrust levers to idle after landing
or a rejected takeoff. Note that, after a bounce, the ground spoilers remain extended
with the thrust levers at idle.
135
During a touch and go, the ground spoilers retract when you advance at least one thrust
lever above 20°.
136
CONTROL LAWS
The control law describes the relationship between the pilot’s input on the sidestick, and
the aircraft’s response.
137
As you may recall, there are three sets of control laws: normal law, alternate law and
direct law.
138
These laws are provided according to the status of the computers, electrical system,
hydraulic systems and peripherals.
139
A mechanical backup is also available in case of a complete loss of electrical power.

140

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NORMAL LAW
Under most circumstances, the aircraft is operated in Normal Law. Normal Law is capable
of accommodating single system failures. It can control the aircraft around all three axes
and provides flight envelope protection and alleviation of maneuver loads.
141
The Normal Law has three modes of operation which are transparent to pilots: Ground
Mode, Flight Mode and Flare Mode. Now, let’s see how the normal law modes operate
for pitch and lateral control in these three modes.
142
GROUND MODE-PITCH CONTROL
When the aircraft is on the ground, Normal Law adapts to the ground mode. In this mode,
the sidestick has the full authority over the pitch control, and consequently, elevator
deflection is directly proportional to stick deflection. Automatic pitch trim is not available.
143
The trimmable horizontal stabilizer is automatically set at 0°. The flight crew can manually
set takeoff center of gravity on the pitch trim wheel, if necessary.
144
When the aircraft reaches 75 knots during the takeoff roll, the maximum up elevator
deflection is reduced from 30° to 20°.
145
GROUND MODE-LATERAL CONTROL
On the ground, the sidestick directly commands the aileron and roll spoiler surface
deflection. The amount of control surface deflection for a given amount of sidestick input
depends upon aircraft speed.
146
The rudder is controlled mechanically from the pedals.
147
Following the first engine start, the both primary flight displays show the combined
sidestick position which lets you check the sidestick signals during preflight check. Limit
marks indicate the limits of stick travel.
148
These indications disappear when the aircraft goes from the ground into airborne.
149
FLIGHT MODE-PITCH CONTROL
When the aircraft is airborne, the computers switch over to flight mode with Normal Law.
150
In fight mode, with the sidestick at neutral or free, aircraft keeps a stable flight path in
pitch at 1 g.
151
When you pull the sidestick backward the aircraft nose goes up. This produces more
positive g load.
152
With the sidestick released to neutral, the aircraft keeps the new stable flight path at 1 g
again.

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153
When the sidestick is pushed forward, the aircraft nose goes down, which decreases the
g load.
154
With the sidestick released to neutral, the aircraft keeps the new stable flight path at 1 g
again.
155
From the foregoing discussion, you can easily answer this question. During flight mode,
what is the sidestick deflection in pitch proportional to?
156
The sidestick deflection is in proportion to the g load factor and independent of speed.
157
Now let’s see basic characteristics of pitch control during flight mode. As you have
already seen, with the sidestick at neutral, the aircraft maintains the flight path.
158
The pitch trim is automatic both in manual flight and when the autopilot is engaged; thus,
there is no need to correct for speed or configuration changes.
159
In turbulence, small deviations occur on the flight path. However, the aircraft tends to
regain a steady condition.
160
In flight mode, Normal Law also provides automatic elevator control for bank angle
compensation up to 33° in turns, so that the pilot does not have to make any pitch
corrections once the turn is established.
161
As a consequence, once the aircraft is stable and autotrimmed, you only need to
perform minor pitch corrections on the sidestick, when the aircraft deviates from its
intended flight path.
162
FLIGHT MODE-LATERAL CONTROL
The aircraft lateral characteristic requires normal turn maneuvers to be performed with a
bank angle less than 33°. Let’s take a look at how lateral control operates during a normal
turn in flight mode.
163
With the sidestick at neutral, aircraft keeps the current roll attitude and the roll rate is zero.
164
When you move the sidestick to right, the ailerons and roll spoilers produce right wing
down motion with a roll rate.
165
With the sidestick released to neutral, roll rate becomes zero and the aircraft keeps the
roll attitude
166
When the sidestick is moved to left, the ailerons and roll spoilers produce left wing down
motion inducing a roll rate.

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167
With the sidestick released to neutral, the roll rate reduces to zero and aircraft keeps the
new roll attitude.
168
Now, I believe you can easily answer this question. During flight mode of normal law, what
is the roll rate proportional to?
169
The roll rate is proportional to the sidestick deflection. The more the sidestick is moved
laterally, the greater the resulting roll rate. The maximum roll rate is 15 degrees per
second, which occurs at maximum sidestick deflection.
170
We have seen that you act laterally on the sidestick to order a roll rate. When the sidestick
is released, roll rate is zero and the current bank angle is maintained within ± 33°. Thus,
the aircraft is laterally stable and no aileron trim is required.
171
In flight mode, Normal Law also combines the rudder control with the control of the
ailerons and roll spoilers in the sidestick. This provides automatic turn coordination as well
as automatic yaw damping which are available in the whole range of bank angle.
172
In addition, if the bank angle is less than 33°, pitch compensation is provided.
173
With all these features of the normal law, the pilot does not need to make a pitch
correction and to use the rudder.
174
FLARE MODE-PITCH CONTROL
When the aircraft descends to land, the computers automatically switch over to the flare
mode of Normal Law. In general, the flare mode is a direct stick-to-elevator relationship
with some damping.
175
As the aircraft passes through 50 feet radio altitude, or 100 feet radio altitude with the
autopilot engaged, the automatic pitch trim freezes where it is and the aircraft attitude
at 50 feet is memorized as initial reference pitch attitude.
176
When the aircraft descends through 30 feet, the system begins to reduce the pitch
attitude to 2° nose down to flare the aircraft. Thus, you are required to apply a gentle
nose up pressure on the sidestick in order to achieve a progressive flare.
177
FLARE MODE-LATERAL CONTROL
The lateral control in the flare mode is the same as in the flight mode.
178
NORMAL LAW-ENGINE FAILURE
During flight, if one engine fails, the aircraft naturally tends to roll and yaw.
179

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With an engine failed, if you don’t apply a corrective input on the sidestick, the normal
law stabilizes the aircraft with a constant bank angle and side slip, and a slowly diverging
heading rate.
180
Although this lateral behavior of aircraft is quite safe, you are the best to take the most
effective action.
181
From performance point of view, the most effective flying technique with engine failure
at takeoff is to fly a constant heading with ailerons and roll spoilers retracted. This
technique requires rudder application and the resulting sideslip.
182
To indicate the pilot how much rudder to use to correctly fly with an engine-out at
takeoff, the measured sideslip index on the PFD is replaced with the blue target sideslip
indication which is referred to as the beta target.
183
When you push the rudder pedal to center the sideslip indication against roll index, the
aircraft will fly at a constant heading with ailerons and roll spoilers retracted.
184
NORMAL LAW-PROTECTIONS
The Normal Law provides 5 different protections throughout the flight envelope: load
factor protection, high angle-of-attack protection, pitch attitude protection, high speed
protection and bank angle protection.
185
LOAD FACTOR PROTECTION
All commercial aircraft are designed to resist structural load of +2.5g to -1g in clean
configuration. The load must never be more than these limits during flight. With the flaps
extended these limits decrease to +2.0g to 0g.
186
The load protection function ensures that full stick backward deflection will never
produce more than +2.5g and full stick forward deflection will never produce more than
-1.0g.
187
With load factor protection, the pilot can immediately and instinctively pull the sidestick
full aft without any risk of overstressing the aircraft.
188
HIGH ANGLE OF ATTACK PROTECTION
High angle of attack or alpha protection is an aerodynamic low speed protection
against stall and windshear. It has the priority over all other protections.
189
Let’s first look at some fundamentals before discussing how the protection operates. The
figure shows the relationship between the lift coefficient and the angle of attack. These
are the critical angle of attack values.
190

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The alpha PROTECTION represents the angle of attack at which alpha protection
becomes active.
191
The alpha MAX shows the maximum angle of attack that the aircraft can attain with full
aft sidestick
192
The alpha floor is purely an autothrust feature in Normal Law designed to aid the flight
crew in recovery from low airspeed situations.
193
The speeds corresponding to alpha protection and alpha maximum are displayed on
the PFD when in pitch normal law. The alpha floor is not depicted on the PFD airspeed
tape. Note that these speeds vary according to weight and configuration.
194
The high angle of attack protection activates when the speed reduces to alfa protection
speed. Its operating range is from alfa protection to alfa max.
195
When the high angle of attack protection activates, the autopilot will disconnect.
196
After this brief introduction, now we can look at the operation of the high angle of attack
protection.
197
First, let me ask you a question. How do you notice if the angle of attack exceeds the
normal flight envelope limit?
198
Under normal flight control law, when the angle of attack becomes greater than Alpha
Protection, the autopitch trim stops and the aircraft will tend to move nose-down to
maintain the alpha protection.
199
Elevator control switches from normal mode to a protection mode in which angle of
attack is directly proportional to sidestick deflection.
200
If you gently pull the sidestick full aft, the angle of attack will increase, but not exceed
Alpha Max. The aircraft keeps alpha max speed. In addition, the speedbrakes will
automatically retract, if extended. Aircraft can never stall with these protections.
201
When the sidestick is released, the angle of attack returns to Alpha Protection and stays
there.
202
To deactivate the angle of attack protection, you must push the sidestick forward more
than 8°, or more than 5° if angle of attack is less than Alpha Max.
203

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PITCH ATTITUDE PROTECTION

The pitch attitude protection helps preventing hazardous situations due to upsets or
inappropriate maneuvers. It limits the pitch attitude to 15° nose down which is indicated
by specific green symbols on the PFD’s pitch scale. The nose-up pitch limit is 30°.
204
The flight director bars are removed from the PFD when the pitch angle exceeds 25° up
or 13° down.
205
The bars reappear when the pitch attitude returns to the region between 22° up and 10°
down.
206
HIGH SPEED PROTECTION
The function of high speed protection is to protect the aircraft against speed overshoot
above Vmo/Mmo.
207
The high speed limit is displayed on the PFD speed tape at 6 knots above the VMO.
Depending on the flight conditions High Speed Protection is automatically activated at
or above VMO/MMO.
208
When the high speed protection activates, the autopilot is disconnected. The bank angle
limit is reduced to 40°. The trimmable horizontal stabilizer is limited between the value it
had at the entry in the high speed protection and 11° nose up.
209
The operation principle is based on progressive reduction in the sidestick nose-down
authority and applying nose-up order as the speed increases above VMO/MMO.
210
In this example, the aircraft is in a dive situation the speed has reached the VMO/MMO.
211
When the high speed protection limit is reached and there is no input on the sidestick,
the aircraft will go slightly above VMO, up to high speed protection limit , but then fly
back towards the envelope.
212
If the sidestick is maintained full forward, the system allows to speed to increase, but not
to exceed VMO +16.
213
When the sidestick is released, the speed decreases to VMO+6 knots.
214
High Speed Protection is deactivated, when the aircraft speed decreases below
VMO/MMO.
215
BANK ANGLE PROTECTION
When the sidestick is in neutral position, the bank angle is limited to 33°.
216

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With the full lateral sidestick deflection, the maximum attainable bank angle is 67°. This
limit is indicated on the PFD
217
Note that when bank angle protection is active, auto trim is not available.
218
If the pilot moves the sidestick at a bank angle less than 33° and then release it, the
aircraft holds the bank angle at the time the sidestick is released.
219
If the you release the sidestick at a bank angle greater than 33°, the bank angle
automatically reduces to 33°, when the sidestick is released.
220
If the high angle of attack protection is operative, the bank angle at full sidestick
deflection is limited to 45°.
221
When the high speed protection is active, the bank angle at full sidestick deflection is
limited to 40° to prevent spiral dive.
222
With the sidestick released, the aircraft always returns to a bank angle of 0° as the system
maintains positive spiral static stability from this attitude.
223
If the bank angle exceeds 45°, the autopilot disconnects and the flight director bars are
removed from the PFD.
224
When the bank angle decreases to less than 40°, the bars reappear.
225
ALTERNATE LAW
As you already know, single failures in redundant systems do not cause a change in
operation of Normal Law and associated protections. However, in some double failure
cases, normal law is not achievable and the alternate control law replaces the normal
law. This is indicated by ECAM caution message ALTERNATE LAW.
226
Alternate law pitch characteristics are the same as in normal law in ground mode and
flight mode. Automatic pitch trim is still available in the flight mode.
227
When the pilot selects landing gear down, the flight mode changes to the flare mode.
The flare mode is a direct stick-to-elevator relationship. Five seconds after touchdown
ground mode becomes active.
228
The alternate law roll control is a direct sidestick-to-roll surface relationship. Yaw control
provides only yaw damping function which is limited to ±5° of rudder deflection. Turn
coordination is not available.
229
ALTERNATE LAW-PROTECTIONS
In alternate law, parts of the protections do no operate and this is indicated on the PFD.

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230
There is no pitch attitude and bank angle protection. Thus pitch attitude and bank angle
limits symbols are replaced with amber x on the PFD.
231
The normal high angle of attack protection is lost. On the PDF speed tape, the speed
indications corresponding to alpha protection and alpha max are replaced with a
black/red barber pole to show the stall region. In addition, alpha floor function is
inoperative.
232
Instead of the normal angle-of-attack protection, an artificial low speed stability function
is introduced.
233
This function applies a gentle progressive nose down command to prevent stall. The pilot
can override this command.
234
In addition, the audio stall warnings are triggered at an appropriate margin from the stall
condition,
235
The high speed protection is also inoperative and replaced by the high speed stability
function in the alternate mode.
236
When the speed exceeds VMO or MMO, high speed stability introduces a nose up
command to avoid an excessive increase in speed. This command can be overridden
by the pilot. In addition, the aural overspeed warning is still available.
237
The load factor protection is the same as in the Normal Law
238
DIRECT LAW
In most triple failure cases, control law changes to direct law. ECAM displays caution
message DIRECT LAW.
239
In direct law, no protections are available. The alpha floor function is inoperative. Of
course, overspeed and stall warnings are functional as for alternate law.
240
The control characteristics of the direct law are similar to those of ground mode.
241
DIRECT LAW-PITCH CONTROL
Elevator deflection is directly proportional to the sidestick deflection. Maximum elevator
deflection depends on the configuration and on the center of gravity.
242
The automatic pitch trim is inoperative. Caution message USE MANUAL PITCH TRIM is
displayed on the PFD. Thus you must trim the aircraft manually through the trim wheel.
243

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DIRECT LAW-LATERAL CONTROL

Aileron and roll spoilers deflections are also directly proportional to the sidestick
deflection.
244
The direct law uses ailerons and only spoilers Number 4 and 5 for the roll control. This is to
limit the roll rate to about 30 degrees per second in clean configuration.

245
If the ailerons have failed, all roll spoilers are extended.
246
The yaw control is performed mechanically by the pilot via the rudder pedals.
247
The yaw damping and turn coordination functions are not available.
248
ABNORMAL ATTITUDE LAWS
In the case of an extraordinary unpredictable external event, such as avoidance mid-air
collision, the so-called "abnormal attitude" law is activated to ensure aircraft recovery
and to allow a safe continuation of the flight.
249
The abnormal law triggers when any of these extreme values is reached.
250
When the abnormal attitude law is triggered, pitch control shifts to alternate law with only
load factor protection. Auto trim is inoperative. Roll control changes to direct law. The
yaw control is mechanical.
251
MECHANICAL BACK-UP
In the very unlikely event of a temporary total loss of electrical power, which shuts down
all computers, the mechanical backup lets you control the rudder and the horizontal
stabilizer.
252
A red “MANUAL PITCH TRIM ONLY” message appears on the PFD to immediately inform
the you that the mechanical backup is being used.
253
You can use the pitch trim wheel for pitch control via the stabilizer and the rudder pedals
for yaw control via the rudder.
254
In such cases, do not try to fly the aircraft accurately, but hold the aircraft attitude safe
and stabilized to allow the restoration of lost systems.
255
ECAM FLIGHT CONTROLS SYSTEM PAGE
All the flight control surfaces we have talked about are displayed on the ECAM FLIGHT
CONTROLS system page.
256

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The hydraulic systems which actuate control surfaces are indicated by green G, B and Y
letters. If a hydraulic system’s pressure is low, the associated letter becomes amber.
257
Here is the spoilers/speedbrakes’ indication. When a spoiler panel is retracted, it is
indicated by a short green line.
258
This is what you will see when spoilers are used as speedbrakes, as roll spoilers and as
ground spoilers.
259
In this example spoilers are being used as speedbrakes. When a spoiler is extended by
more than 2.5°, the symbol changes to a hollow green arrow.
260
If a spoiler fails in extended position, the respective arrow symbol changes color to
amber.
261
This amber symbol shows that the spoiler has failed when retracted.
262
An amber cross appears if the spoiler position is not valid.
263
Note that the status of spoilers and speedbrakes is also displayed identically on the ECAM
WHEEL page.
264
The aileron position is indicated with a green index which moves over a white scale.
265
There are two markers on the scale. This marker indicates the aileron neutral position in
clean configuration. Below it, another marker shows the aileron neutral position when
flaps are extended.
266
The servo-jack status is displayed on the side of the white scale. If a servo-jack or its
associated computer fails, the partial box shows in amber. When neither servo jack is
available, the white scale changes color to amber.
267
The elevator position is also indicated with a green index which moves over a white scale.
268
This marker indicates the elevator neutral position. The servo-jack status indication works
in the same way as it does for aileron.
269
The pitch trim position indicator displays the trimmable horizontal stabilizer deflection in
degrees up or down.
270
The trim numbers are normally green. They become amber, when the green and yellow
hydraulic system pressure is low.
271
The white “PITCH TRIM” legend changes to amber if the pitch trim jams.

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272
The data related to yaw control is presented in this part of the display.
273
The green rudder symbol is used as an index to display the movements of the rudder on
a white scale. If the blue, green, and yellow hydraulic pressures are low, the symbol
becomes amber.
274
These symbols show rudder travel limit. It becomes amber when travel limiter 1 and 2 are
faulty.
275
The rudder trim position is displayed with this blue symbol. It becomes amber, if the rudder
trim reset fails.
276
The operational status of the Elevator and Aileron Computers and Spoiler and Elevator
Computers is also indicated on the page.
277
The grey boxes and green numbers show that the all computers are operating correctly.
278
When a computer fails or is switched off, the corresponding box and number become
amber. The ELAC and SEC labels remain displayed in white.
279
CONTROLS AND INDICATIONS
Here are the cockpit controls and indications in relation to the primary flight control
system. The rudder pedals and the speedbrake lever have been discussed already, so
we will look at the others.
280
SIDESTICKS
Two sidesticks on the lateral consoles let the pilots control pitch and roll manually. Each
sidestick is spring-loaded to neutral.
281
When the autopilot is engaged, both sidesticks are locked in the neutral position. If the
pilot applies a greater force than normal, the sidestick becomes free and the autopilot
disengages.
282
Each sidestick is fitted with two switches: a push-to-talk switch is used for radio
communication which is discussed in a different lesson.
283
And a red pushbutton, called takeover switch, serves two purposes: autopilot
disconnection and taking sidestick priority. Here, we will focus on the sidestick priority.
284
Sidesticks are fitted with the pitch and roll transducers which transfer stick motion into
electrical signal. Each sidestick can transmit independent electrical signal to the flight
controls computers. Thus, when the pilot flying makes an input on the sidestick, a signal is

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sent to the computers which move the control surfaces as necessary to achieve the
desired command.
285
When both sidesticks are used at the same time, the signals from the sidesticks are
algebraically added by the computers to give a command signal which is limited to the
signal that would result from the maximum deflection of a single sidestick.
286
Now, let’s see if you understand the algebraic addition of sidestick signals. What will be
the resulting control order if the Captain’s sidestick is deflected to full left and First Officer’s
to full right? .... The resulting order will be zero, because of the algebraic sum of the input
signals.
287
Although the pilots do not deliberately act on their sidesticks at the same time, the crew
incapacitance or a jammed stick may result in simultaneous input from both sidesticks.
This problem is overcome by a priority logic circuit incorporated in the sidestick control
system.
288
The priority logic circuit is controlled via takeover switch on each sidestick. When
necessary, a pilot can push his/her takeover switch for more than 40 seconds to
deactivate the other stick and take full control of the aircraft. Then, the pilot can release
the switch without losing priority.
289
A disabled sidestick can be reactivated at any time by momentarily pushing the
takeover switch on either stick.
290
Now, consider the answer to this question. Who is going to get priority if both pilots push
the take over switch? ....
291
When both pilots push their takeover switch, the rule is that the last pilot to press the switch
gets the priority.
292
Note that any action on a takeover switch disengages the autopilot if it is engaged.
293
SIDESTICK PRIORITY LIGHTS
Two sidestick priority lights on the glareshield let the pilots monitor status of the priority
logic.
294
Each sidestick priority light has two indications.
295
If both pilots move their sidesticks simultaneously and neither takes priority, the green
CAPTAIN and FIRST OFFICER lights come on and DUAL INPUT voice message is activated.
296

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When a pilot takes the priority by pushing the takeover switch, the green light comes on
in front of him/her, provided that the other stick is not at the neutral position. A red light
illuminates in front of the pilot whose stick is deactivated.
297
PITCH TRIM WHEELS
The interconnected trim wheels on the center pedestal lets you manually adjust the
horizontal stabilizer position for pitch trim.
298
The horizontal stabilizer position is indicated in degrees on a scale adjacent to each trim
wheel as well as on the ECAM display and on the aircraft body adjacent to stabilizer
leading edge.
299
When the pitch trim wheels are rotated forward nose down direction, the horizontal
stabilizer moves up. When the wheels are rotated backward nose up direction, the
horizontal stabilizer moves down.
300
Crew action on the pitch trim wheel does not disconnect the elevator and aileron control
computers, they remain synchronized with the manually selected position.
301
Except total loss of fly-by-wire system, you may need to use trim wheels for manual pitch
trim on the ground before takeoff and in flight, when in direct law.
302
On the ground, the aircraft pitch trim setting depends on aircraft center of gravity.
Therefore, a center of gravity scale is fitted on the wheel. A green band indicates the
normal horizontal stabilizer setting range for takeoff.
303
When needed, you can set the horizontal stabilizer to the angular value using the center
of gravity scale. Note that the relationship between the center of gravity and the
horizontal stabilizer setting shown on the trim wheel is only applicable for takeoff.
304
During flight with the direct law, the trim wheels are used to fly in trim.
305
In flight, the pitch trim setting is not only dependent upon aircraft center of gravity, but
also upon aircraft weight, altitude and speed.
306
Consequently, the relation between the aircraft center of gravity and the horizontal
stabilizer setting displayed on the trim wheel is no longer applicable.
307
Following touch down, the pitch trim is automatically reset to zero.
308
RUDDER TRIM PANEL
A rudder trim panel is located on the pedestal.
309

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The rudder trim rotary switch is used to change the neutral position of the rudder and the
rudder pedals. The switch is spring loaded to center.
310
The rudder trim position indicator displays the rudder trim direction and value between 0
to 20°.
311
In this example, we trim the rudder to 6° to the right. With the autopilot disengaged, Turn
the rotary switch to right. When the indicator shows the desired trim value, release the
switch.
312
When you need to return the trimmed rudder to the center position, push the RESET switch
on the panel. You may observe an indication of up to 0.3° after the reset.
313
Note that when the autopilot is engaged the RESET switch is not operative.
314
FLIGHT CONTROL COMPUTER PANELS
The pushbutton switches on the two overhead flight control panels provide you with the
control of Elevator and Aileron control computers, spoiler and elevator computers, and
flight augmentation computes.
315
With a switch in the ON position, there is no visible light and the corresponding computer
works normally.
316
When a computer switch is set to OFF, the white OFF light illuminates in the switch. The
respective computer is deactivated.
317
The amber FAULT light in any computer switch illuminates with respective the ECAM
caution when a computer failure is detected. The light extinguishes when you set the
switch to OFF.
318
Note that the FAULT light in an elevator and aileron control computer switch also comes
on during a power-up test. After 8 seconds, the light goes off, if the test is satisfactory.
319
You can attempt to reset a faulty computer by pushing the affected computer switch
OFF then ON.
320
If the reset is not successful, set the switch back to OFF.
321
FLAPS AND SLATS
The Airbus 320 is fitted with 2 trailing edge flaps and 5 leading edge slats on each wing,
which are used to increase the lift during takeoff, landing and low speed flights.
322
The flaps and slats are hydraulically actuated and electrically controlled
323

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The trailing edge flaps are fowler flaps. When extended, they increase the lift by
increasing the wing camber and the wing area.
324
The five slats on each leading edge produce additional lift.
325
When retracted, slats form the leading edge of the wings. When the slats extend in
sequence with the movement of the trailing edge flaps, they create a gap or slot at the
leading edge.
326
The slot allows the high pressure air under the leading edge to flow up and along the top
of wing, which delays the stall.
327
The flaps lever on the center pedestal controls operation of trailing edge flaps and
leading edge slats.
328
NORMAL OPERATION
Figure shows the simplified schematic of flap/slat control system. The system mainly
consists of a command sensor unit, two identical Slat Flap Control computers, SFCCs,
hydraulic motors coupled by a differential gearbox, feedback position pick-off units,
FPPUs, wingtip brakes, asymmetry position pick-off units, APPU, and flap attachment
sensors.
329
During normal operation, inputs from the flap lever is electrically transmitted to two Slat
Flap Control Computers via command sensor unit. Each computer contains one slat
channel and one flap channel.
330
The flap and slat channels in each computer send flap signal and slat signal to the related
hydraulic motor. As you see, all hydraulic motors operate during normal operation
331
The hydraulic drive system operates flaps and slats via torque tubes.
332
The feedback position pick-off units send feedback information on the actual position of
the flaps and slats to the Slat Flap Control Computers.
333
When the flaps and slats are in the preselected position, the operation automatically
stops.
334
If both blue and yellow system fail or green system fails, both flaps and slats operate at
half speed.
335
In the event of blue system failure, slats operate at half speed.
336
The failure of yellow system causes to flaps to operate at half speed.
337

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Here’s a challenge for you. What will be the effect of failure of one Slat Flap Control
Computer on the operation of flaps and slats. When one Slat Flap Control Computer fails,
both flaps and slats operate at half speed.
338
PROTECTIONS
The flap/slat system is protected against asymmetry, uncommanded motion and
attachment failure.
339
Protection against asymmetry and uncommanded motion is provided by the Slat Flap
Control Computers.
340
They achieve this by monitoring torque tubes via asymmetry position pick-off units and
feedback position pick-off units. The computers then use wingtip brakes to stop the
asymmetry or uncommanded motion.
341
The wingtip brakes, or WTBs, are hydraulic-pressure operated disk brakes. They stop the
flap/slat movement and hold the position. When activated, they cannot be released in
flight.
342
ASYMMETRY
An asymmetry is a condition where flaps/slats on one wing does not align with the
flaps/slats on the other wing. This may happen due rupture of a torque tube.
343
In this example, the right flap torque tube is ruptured while the flaps are moving. The left
flaps continue to move while right flaps stop moving. The asymmetry position pick-off units
immediately detect the difference in position of the left and right flaps, and send signals
to Slat Flap Control Computer. In turn, the computer activates the wingtip brakes to stop
the flap motion.
344
UNCOMMANDED MOTION
Uncommanded motion is a condition in which the flaps or slats move away from the
commanded position when there is no flap lever input.
345
The Slat Flap Control Computers detect an uncommanded motion when they receive
signal from the feedback position pick-off units, but no input signal from the flap lever.
346
In this case, the computers activate the wingtip brakes which, in turn, lock the torque
tubes and stop the movement.
347
ATTACHMENT FAILURE
A flap attachment sensor on each wing measures differential movement between the
inner and the outer flaps.
348

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If the differential movement becomes excessive, a flap disconnect system inhibits flap
operation in order to prevent further damage.
349
ALPHA/SPEED LOCK FUNCTION
You have seen that when extended, the slats let the high pressure air from under the
leading edge flow to the upper wing surface and delays the stall. If the slats are retracted
at high angles-of-attack or low speeds, the aircraft will stall because of airflow separation
on the wing.
350
To prevent this, the flap/slat system incorporates an alpha/speed lock function which
inhibits slat retraction at high angles-of-attack and low speeds.
351
If the angle-of-attack exceeds 8.5 ° or the airspeed goes below 148 knots, retraction of
flap lever from position 1 to position 0 is inhibited.
352
When the angle-of-attack decreases below 7.6 ° or the speed goes above 154 knots, the
inhibition is canceled.
353
When the aircraft is on the ground with the speed less than 60 knots, this function is not
available.
354
FLAPS LEVER
The flaps lever has 5 positions or detent’s: 0, 1, 2, 3 and FULL.
355
Before selection of any position, the flaps lever must be pulled out of the detent.
356
In addition, two balks are provided at position 1 and 3. The balks cause a slight pause in
the flaps lever movement. This is intended to prevent the pilot from excessive flap/slat
travel demand by a single action.
357
When the flaps lever is in the zero position, all trailing edge flaps and leading edge slats
are retracted. This is the cruise and hold position.
358
The flaps lever position 1 has two configurations: Configuration 1 and Configuration 1+F.
359
In configuration 1, the flaps are retracted and the slats extend to 18°. You may use this
flap setting for holding.
360
In configuration 1+F, the flaps extend to 10 while the slats extend to 18°.
361
Whether the configuration 1 or 1+F will activate depends on the airspeed.
362
When flaps 1 is selected from 0 position, 100 knots is the speed reference that determines
the configuration you will get. If the aircraft speed is equal to or less than 100 knots, the

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configuration 1+F is selected. When the airspeed is more than 100 knots, then you get the
configuration 1.
363
On the other hand, when the lever is moved from 2 or 3 to 1, the speed reference is 210
knots. If the airspeed is equal to or greater than 210 knots, you get the configuration 1.
When the airspeed is less than 210 knots, then the configuration 1+F is selected.
364
When in configuration 1, at 100 knots the flaps extend to 10° automatically and the
configuration shifts to 1+F.
365
When in Configuration 1 + F, at 210 knots, the flaps retract to 0° automatically and the
configuration shifts to 1.
366
Now, let’s see a few applications of these principles in practice.
367
In this example, flaps 1 is selected for takeoff. This means that you will get configuration
1+F. If you do not select position 0 after takeoff, the flaps retract automatically at 210
knots.
368
Now consider a takeoff or a go-around with flaps 2 or 3. If you set the flaps lever to 1
position while the speed is less than 210 knots, the configuration 1 + F is selected. The flaps
will retract automatically at 210 knots when flaps 0 is not selected.
369
In flight, setting the flaps lever from 0 to 1 position will select the configuration 1 as your
speed is above 100 knots. The flaps extend to 10° automatically at 100 knots.
370
When the lever is set to 2 position, the slats extend to 22° and the flaps to 15°. Flaps 2 is
selected for takeoff or approach.
371
Now move the flaps lever to 3 position. Flaps 3 provides the same slats extension as the
flaps 2 does. The flaps extend to 20°. Flaps 3 can be selected for takeoff, approach and
landing.
372
When the lever is moved to FULL, the flaps and slats extend fully to give maximum lift and
drag. The FULL setting is used only for landing.
373
FLAP/SLAT POSITION INDICATION
The flaps and slats information is displayed on the upper ECAM display.
374
These white dots show the selectable flap and slat positions that we have seen earlier.
375
The flaps lever position is displayed here with legend “0”, “1 + F”, “1”, “2”, “3”, or “FULL”.
376
The green boxes indicate the actual Flaps/Slats position.

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377
The indications change color to amber, when both associated hydraulic systems fail
provided that the aircraft is not on ground with both engines stopped, the wingtip brakes
are on or there is a slats or flaps failure.
378
Now set the flaps lever to 1. As you see, FLAP label color changes to blue. The flaps lever
position indication shows the new flap lever position. The indication is in blue as long as
flaps/slats are in transit. In addition, two blue boxes appear to indicate the selected
flaps/slat position.
379
When the flaps/slats are in the selected position, the blue selected position boxes are
removed. The flaps lever position indication changes color back to green.
380
Now set the flaps lever to 0. When the aircraft is in clean configuration, the white dots
and the flaps lever position indication are removed.
381
You also see white “S” and “F” letters on the flap/slat indicator. They show the operational
status of the flaps and slats.
382
The letters become amber, when both related hydraulic systems fail provided that the
aircraft is not on the ground with both engines stopped, the wingtip brakes are on or a
slats or flaps fault is detected.
383
The flap/slat indication also shows messages when the protections activate.
384
When the wingtip brakes are applied or when flap disconnect system inhibits flap
operation due to non-alignment between the inner and outer flaps, the “F or S LOCKED”
legend appears in amber and the associated ECAM caution comes on.
385
When the slats alpha/speed lock function is active, the “A-LOCK” legend pulses in green.
386
NORMAL PROCEDURES
Now let’s take a look at the operating procedures related to flight controls through a
normal flight.
387
During preflight, after the engine start arm the ground spoilers for a probable rejected
takeoff.
388
Ensure that rudder trim position indication is at zero. If not, push the reset switch to return
the trimmed rudder to the center position.
389
Set the flaps lever for takeoff. Check the position of the flaps on the ECAM upper display.
390
Set the takeoff center of gravity on pitch trim wheel.

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391
During taxi check the flight controls.
392
Above the acceleration altitude, when the speed increases to F speed select flaps 1.
393
When the S speed is reached, select flaps 0 and disarm the ground spoilers.
394
During approach, when the aircraft decelerates to green dot speed, set flaps lever to 1.
395
Once the flaps 1 is set, S speed will appear. Ensure that aircraft decelerates toward S
speed.
396
At 2000 feet above ground level minimum, select flaps 2 and arm the ground spoilers.
397
With the landing gear down, when the speed is below the VFE NEXT select FLAPS 3.
398
Next set the FULL flaps below the VFE NEXT.
399
After landing, disarm the ground spoiler and set the flaps lever to position 0.
400
WARNINGS AND CAUTIONS
The ECAM alerts the crew for the abnormal operation of the flight control system. You
must act according to the abnormal procedure displayed on the ECAM.
401
If the flight controls are not in takeoff configuration, the ECAM triggers these warnings.
402
Other warning level alert is activated when both elevators are lost.
403
When the flap lever is not in the zero position, and the aircraft is above 22,000 feet, ECAM
warning FLAP LEVER NOT ZERO comes on.
404
Failure of pitch and roll transducers on a sidestick causes the ECAM to trigger SIDESTICK
FAULT caution.
405
When alternate law or direct law is active, ECAM activates these cautions.
406
These are the cautions related to failure of the flight control computers.
407
ECAM activates these cautions for the faults in elevators, ailerons and horizontal stabilizer.
408
These are the cautions related to spoilers and speedbrake failures.
409
ECAM triggers these cautions related to slats or flaps failures.
410

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These are the cautions associated with the level 1 failures in the flight control system.
411
There is one more failure case which is not indicated by an ECAM message:
Inappropriate rudder input.
412
When an inappropriate rudder input is detected, the MASTER warning lights flash, and
aural alert STOP RUDDER INPUT is triggered. In order to avoid exceesive load built up on
the rudder, the pilot flying must release the pedals and regain the control of aircraft.
Once the aircraft stabilizes, the pilot flying can resume the normal flight.
411
End of courses.

Copyrights © 2007 by Flyco Training Solutions