Section - : Exit To Main Menu

CONTROLS & NORMAL ABNORMAL
FLIGHT CONTROLS I 1 of 156 OVERVIEW

INDICATORS OPERATION OPERATION
DIFFERENCES QUIZ
Welcome to Part I of the Flight

Controls lesson. In this lesson
we will cover the flight controls
overview, controls & indicators,
and normal operation.
Abnormal operation,
differences, and the quiz are in
Part II.
The learning objectives of this

lesson are for you to
understand the:
• Controls & indicators
• Flight control computers
• Flight control laws
• Normal operation of the flight
controls
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SECTION - OVERVIEW MAIN MENU
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We will begin the lesson by FLY-BY-WIRE

explaining the basic concept of
the Airbus fly-by-wire flight
controls system.
We will compare fly-by-wire

flight controls to those on a
conventional aircraft.
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Conventional Aircraft
In conventional aircraft, control
column movement is transferred
along cables, pulleys, and
levers, to hydraulic servos that
move the flight control surfaces.
SERVO
In A320 Series aircraft, the

control yokes are replaced by
sidesticks.
Flight control inputs are

transferred along electrical
wires to the hydraulic servos
that move the flight control Airbus Series
surfaces.
SERVO
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The electrical signals created

by sidestick position, or by the
autopilot, travel through flight
control computers before being
sent to the appropriate
hydraulic servos.
The flight control computers

analyze the signals to ensure
that it is a safe command and
calculate optimum flight control
surface deflection.
FLIGHT SERVO
CONTROL
COMPUTERS
Autopilots
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As will all computers, the flight

control computers operate with
a given set of programmed
instructions and within certain
parameters.
These instructions and

parameters are called laws.
The law in use varies

depending on the mechanical
or computer degradation the
aircraft is experiencing. NORMAL LAW
The flight control laws, in order
of priority, are:
ALTERNATE LAW
• Normal law
• Alternate law
• Direct Law
• Mechanical backup
DIRECT LAW
These laws will be discussed
in detail in the NORMAL
OPERATION and ABNORMAL
OPERATION sections of this MECHANICAL BACK UP
lesson.
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The fly-by-wire system

provides several advantages.
FLY-BY-WIRE
Some of which are:
• Reduces weight
ADVANTAGES
• Provides easier and more
precise maintenance
• Allows for the programming
of flight control limitations.
• Allows for a more pilot
friendly cockpit
• Provides a more precise
autopilot
• Provides more advanced
flight control capabilities
Let’s move on to controls &

indicators.
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The controls and indicators for

the flight control systems are
by far some of the most key
components of the aircraft.
We will start by discussing the

sidesticks.
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The primary flight control

devices in the cockpit are the
sidesticks.
They are used to manually

control the aircraft about the
pitch and roll axes.
They are electronic input

devices and are spring loaded
to the neutral position.
They receive no mechanical

feedback from the flight
controls.
When hand flying the aircraft,

you are NOT commanding a
flight control deflection.
You are commanding a roll rate

in bank and G load in pitch.
Pitch control is known as load

factor demand.
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In the neutral position you are

commanding no G change.
The aircraft maintains 1G

which essentially equates to a
constant pitch attitude, unless
commanded otherwise.
In the neutral position you are

also commanding zero roll
rate.
The aircraft essentially

maintains a constant bank
angle, unless commanded
otherwise.
This is sometimes referred to

as bank angle hold.
More accurately, the aircraft is

maintaining a zero roll rate
rather than a specific bank
angle.
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The fly-by-wire system

provides natural and
comfortable aircraft handling
characteristics throughout the
normal flight envelope.
In the normal operating range,

stick forces for a given roll or
pitch rate are consistent
regardless of airspeed.
They do not become sensitive

at high speeds nor sluggish at
slow speeds.
In general, only light fingertip

pressure is required to
smoothly hand fly the aircraft
at any airspeed.
After establishing an attitude

you can allow the sidestick to
return to neutral and the
aircraft will essentially maintain
that attitude.
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Movement of one sidestick

does NOT cause movement of
the other sidestick. Captain’s sidestick is moved left FO’s sidestick remains neutral
For example, if the captain’s

sidestick is moved to the left,
the FO’s sidestick will remain
in the neutral position.
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While full sidestick movement

ELEVATOR
is always possible, the flight
control computers limit surface
deflection within a safe range. ALLOWED RANGE
OF TRAVEL
If both sidesticks are moved at
the same time, the electronic
inputs are added together, or
summed.
However, the total demand is

never more than what can be
realized with full deflection of a
single sidestick.
For example, if the captain’s

sidestick is moved full forward,
the elevator would move to the
allowed down elevator travel
limit.
Any additional input using the
FO’s sidestick has no effect.
The elevator has already
reached the nose down limit.
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Another example of summed

ELEVATOR
inputs is what happens if both
sidesticks are simultaneously
moved to full deflection in ALLOWED RANGE
opposite directions. OF TRAVEL
This produces a summed

input of no change in pitch.
The inputs cancel each other
out resulting in no input to the
flight controls surfaces.
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When an autopilot is engaged,

both sidesticks are electrically
centered in the neutral
position.
If sufficient force is applied to a

sidestick, causing it to move,
the autopilot(s) disconnect and
warning indications are
displayed.
Advance to move a sidestick

out of neutral with an autopilot
engaged.
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When the autopilot(s)

disconnects:
• The cavalry charge sounds.

• The AUTO FLT AP OFF
message is displayed on the
E/WD.
• The green lights in the AP pbs
extinguish.
• The MASTER WARN flashes.
This is not the proper method
to disconnect an autopilot. For
this reason the aircraft
recognizes it as a malfunction.
The ECAM message can only
be removed from the E/WD by
pushing the CLR key on the
ECAM control panel.
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Each sidestick is equipped with

a red pushbutton. It is the
autopilot disconnect / sidestick
takeover pb.
As the name implies, the pb

has two functions. The most
commonly used function is the
autopilot disconnect.
Pushing it disconnects the

autopilot(s), if engaged.
Advance to push the pb with

an autopilot engaged.
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When the pb is pushed:

• The autopilot(s) disconnect.
• The cavalry charge sounds.
• The AP OFF message is
displayed at the bottom right
hand corner of the E/WD.
• The green lights in the AP
pbs extinguish.
• MASTER WARN flashes.
The aircraft DOES NOT
recognize this as a malfunction
because it is the proper
method to disconnect the
autopilot(s)
A second push of the pb in

quick succession removes all
indications related to
disconnecting the autopilot(s)
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The second function of the pb

relates to the sidestick priority
logic. When an autopilot is
NOT engaged it functions as a
takeover pb.
Pushing and holding the pb

takes control from the opposite
sidestick.
Pushing and holding the pb for

forty seconds deactivates the
opposite sidestick.
You would use the sidestick

takeover function if you
suspected a sidestick was
providing uncommanded
inputs to the flight control
computers.
Audio and visual indications

are provided to identify which
pilot has control of the aircraft.
Let’s look at an example.
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The captain is hand flying and

the aircraft begins to move in a
way that is contrary to the
captain’s inputs.
The crew suspects that the

problem might be a
malfunctioning sidestick.
To determine if they are correct

one of them must push and
hold their takeover pb.
Advance to simulate the

captain pushing and holding
his takeover pb.
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If a takeover pb is pushed and Priority left

held, the red arrow on the
SIDE STICK PRIORITY light
illuminates in front of the pilot
whose sidestick is deactivated.
In this case, the FO’s.
It points to the sidestick that

remains functional. In this
case, the captain’s.
The green CAPT or FO light

illuminates indicating that the
opposite sidestick is displaced
or providing inputs that make
the computer “think” it is
displaced.
In our example, the green

CAPT light indicates to the
captain that the FO’s sidestick
is providing inputs. If the FO is
not moving the sidestick, it
must be malfunctioning.
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In order to deactivate the FO’s

sidestick the captain must
continue to hold his takeover
pb for forty seconds.
The CAPT light remains

illuminated as long as the FO’s
sidestick is providing inputs.
The red arrow on the

malfunctioning side will also
remain illuminated.
The malfunctioning sidestick

will remain deactivated unless
its takeover pb is pushed.
If the captain releases the pb

prior to reaching forty seconds,
the FO’s sidestick will once
again be active.
NOTE: An autopilot will not

engage with a sidestick
deactivated.
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The deactivated sidestick can

be reactivated if the source of
the unwanted input has been
removed (e.g., the body of an
incapacitated pilot has been
removed from the sidestick).
All that is required to reactivate

a sidestick is to push and
release its takeover pb.
In this example, when the FO’s

takeover pb is pushed the red
arrow on the FO’s side will
extinguish indicating that the
sidestick is reactivated.
Advance to simulate pushing

and releasing the FO’s
takeover pb.
NOTE: If both pilots push

their takeover pbs, the
pilot that pushes last has
priority.
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While never recommended, if Dual inputs

both pilots make inputs to their
sidesticks:
• Both green SIDE STICK
PRIORITY lights illuminate.
• A “DUAL INPUTS” aural
warning is annunciated.
Next we will discuss the other

flight controls, starting with the
rudder pedals.
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There are two sets of rudder

pedals in the cockpit.
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Both sets of rudder pedals

move in response to manual
pilot inputs. In other words,
you will feel the inputs made
by the other pilot.
The rudder pedals also move

in response to either manual
trim inputs made by a pilot or
automatic trim inputs made by
an autopilot.
The rudder pedals DO NOT

move in response to rudder
movement generated by turn
coordination or yaw damping.
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Manual rudder trim inputs are

accomplished using the RUD
0.0
1.3 L
TRIM knob located on the
pedestal.
Manual rudder trim inputs are

only required when hand flying.
Rudder trim is automatic when
an autopilot is engaged.
The current rudder trim setting

is displayed in the window to
the left of the knob.
The RESET pb allows the crew

reset the rudder trim to zero
with a single push.
Pushing the RESET pb with an

autopilot engaged has no
effect.
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There are two pitch trim

wheels located on the center
pedestal.
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We will use them to set the

trim for takeoff in the NORMAL
OPERATION section.
In the ABNORMAL
OPERATION section we will
see how they are used to
control pitch trim when the
flight control system is
degraded.
In normal operation, trim is

automatic and the wheels
move in response to flight
control computer commands.
The pilot can override and

make manual pitch trim inputs
at any time, but as soon as the
wheel is released it will return
to the position commanded by
the computers.
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The FLAPS lever, located on

the right side of the pedestal, is
used to set the slats and the
flaps.
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The FLAPS lever has the

following positions:
•0
•1
•2
•3
• FULL
The lever is operated by lifting

the collar below the handle and
moving the lever to one of its
five positions.
Stops are provided at positions

1 and 3. The collar must be
released and recycled when
moving the handle through
positions 1 and 3 to avoid
excessive flap/slat travel by a
single action.
We will now look at the slats
and flaps indicator.
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The flaps and slats indicator is

located on the E/WD.
We will cover the indications of

the flaps and slats from the
retracted position to the fully
extended position.
We will also cover the fault

indications that can be
displayed.
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This is what the indication

looks like when the slats and
flaps are in the retracted or 0
position.
Advance to select flaps 1.
With the FLAPS handle in a

position other than 0 small
white squares are displayed
indicating potential slat and
flap positions.
While the slats and flaps are in

transit, the requested
configuration is indicated by
blue dashes and by the blue
lever position indicator.
In this example, the pilot has

selected configuration 1+F.
Configuration 1+F corresponds
with the slats and flaps both
moving to the first position -
more on this later.
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S F
As the slats and flaps move

toward the selected position,
so to do the indications on the
E/WD.
When the selected position is

reached, the blue dashes
disappear and the lever
position indicator changes to
green.
Advance to simulate the slats

and flaps reaching the selected
position.
Configuration 1+F is achieved

when you select the FLAPS
handle to position 1 on the
ground or when retracting the
flaps in flight from position 2 or
greater.
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S F
Selecting FLAPS 1 in flight

extends only the slats to
position 1.
In this example the crew has

selected FLAPS 1 in flight.
Advance to select FLAPS 2.
Notice that both the slats and

flaps are now in position 2.
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S F
Now let’s see what FLAPS 3

looks like.
Notice that only the flaps move

to position 3.
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S F
That’s right, we’re going all the

way to FULL.
Advance to select FLAPS

FULL.
The flaps and slats are now in

the FULL position.
Now let’s discuss the fault

indications that can be
displayed.
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The slats and flaps have

detection / protection functions Normal slats and flaps
provided by the Slat Flap
Control Computers (SFCCs). The white F and green boxes turn amber if :
- the relevant hydraulic systems fail
These detection and protection - there is a flaps fault (SFCC failures)
functions include:
• Surface asymmetry between F LOCKED is displayed if the wing tip brakes are applied to the flaps.
left and right wing
• Surface attachment failure
• Uncommanded surface
movement
If necessary, the SFCCs can

quickly stop slat / flap
movement by applying a Wing Normal slats and flaps
Tip Brake (WTB). This function
is called S-LOCK or F-LOCK The white S and green boxes turn amber if :
as appropriate. - the relevant hydraulic systems fail
- there is a slats fault (SFCC failures)
The SFCCs can also prevent
slat retraction at high angles of S LOCKED is displayed if the wing tip brakes are applied to the slats.
attack and slow speeds.
This slat / alpha function is A-LOCK pulses if the slat/alpha function is active.
called A-LOCK.
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The speed brakes are

controlled using the SPEED
BRAKE lever on the left side of
the pedestal.
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To use the speed brakes, you

must first push down on the
lever then move it aft to the
desired position.
Advance to move the SPEED

BRAKE handle.
Let’s discuss the speed brakes

in more detail.
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There are five spoiler panels

on the aircraft. The panels are
used as speed brakes, roll
spoilers, and ground spoilers.
Panels 2, 3, and 4 are used as

speed brakes. Spoiler panel
indications are displayed on
both the WHEEL and F/CTL
pages.
Speed brake related messages

may also be displayed on the
E/WD.
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Advance to deploy the speed The speed brakes CANNOT

brakes to the ½ position. be deployed if the flaps
are in the FULL configuration.
Notice the indications. Spoilers

2, 3, and 4 are extended.
This is the indication if a panel

is not fully retracted regardless
of actual position.
Also, a SPEED BRK message

is displayed on the E/WD.
If an engine is above idle thrust,

the SPEED BRK message turns
amber.
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Speed brake extension is

inhibited and they
automatically retract:
• If the thrust levers are above
the MCT detent.
• If the flaps are in
configuration FULL.
• In certain high angle of attack
or low speed situations.
• If certain flight control
computer malfunctions occur.
Advance to move the thrust

levers to the TOGA detent.
The speed brakes have

retracted. This is indicated on
the F/CTL page and by the
absence of the SPEED BRK
message on the E/WD.
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If the speed brakes

automatically retract, control of F/CTL SPD BRK DISAGREE
the speed brakes using the SPD BRK LEVER . . . . . . . . . . . RET
SPEED BRAKE lever is

temporarily lost and a
F/CTL SPD BRK DISAGREE
message is displayed on the
E/WD.
To regain control of the speed

brakes, the condition that
caused them to retract must be
corrected AND the SPEED
BRAKE lever must be placed in
the RET position for at least ten
seconds.
Let’s move on to ground

spoilers.
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The ground spoiler function

uses spoiler panels 1 through 5.
The ground spoilers are armed

by placing the SPEED BRAKE
lever in the RET position and
pulling up on it.
When the spoilers are armed, a

GND SPLRS ARMED message
is displayed on the E/WD.
Advance to arm the ground

spoilers.
The GND SPLRS ARMED

message is the primary
method of determining if the
ground spoilers are armed.
A secondary method is a white

band around the base of the
lever. It can be seen when the
spoilers are armed.
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The spoilers are armed to

extend automatically prior to
takeoff and before landing.
If a takeoff is rejected, the

ground spoilers automatically
extend if all of the following Spoilers Armed
conditions are met:
• The spoilers are armed
• The thrust levers are brought
to idle
• Wheel speed exceeded 72 kts.
If the spoilers are NOT armed

and a takeoff is rejected, they
will automatically extend if
wheel speed exceeds 72 knots
AND reverse thrust is selected Spoilers NOT Armed
on at least one engine.
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With the spoilers armed, they

will automatically extend during
landing when both main gear
touchdown.
If they are NOT armed, they

will automatically extend when Spoilers Armed
both main gear touchdown
AND reverse thrust is selected
on at least one engine.
An additional feature provides
for partial spoiler deployment
during landing when all of the
following conditions are met:
• The spoilers are armed.
• Reverse is selected on at
least one engine.
• One main landing gear is
Spoilers NOT Armed
compressed.
This partial extension

decreases lift to ease
compression of the second
main landing gear, which then
leads to normal spoiler
deployment.
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After landing or a rejected

takeoff, the ground spoilers
automatically retract when
either of the following
conditions are met:
• A thrust lever is above idle.
• The spoilers are disarmed.
That concludes our SPEED
BRAKE lever discussion. Now
let’s move to the control’s
indicators on the overhead
panel.
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There are two FLT CTL panels

on the overhead.
These panels consist of seven
pbs that are used to control the
flight control computers.
The pushbuttons are normally

left on (lights out). The pbs can
be used to to reset or turn off
specific flight control
computers.
An amber FAULT light
illuminates if a malfunction
occurs.
An OFF light illuminates if the

computer is selected OFF.
It’s time to discuss the flight

control computers.
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Seven flight control computers

process pilot and autopilot
inputs according to
programming parameters
based on level of aircraft ELAC 1
capability.
The seven computers are: ELAC 2

2 ELACs
3 SECs
2 FACs
There are multiple computers SEC 1

of each type to provide
redundancy.
SEC 2
For example, if ELAC 1 fails
ELAC 2 can takeover all of the
failed computer’s functions
SEC 3
without interruption of aircraft
operation.
FAC 1
NOTE: All flight control
surfaces are electrically
controlled though the flight FAC 2
control computers.
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EL – Elevator
A – Aileron
C – Computer
The ELACs are the computers
that control the:
• Elevators
• Ailerons
• Trimmable Horizontal
Stabilizer (THS) – it is NOT in
the name so it is a hard
function to remember
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S – Spoiler
E – Elevator
C – Computer
The SECs are the computers

that control the:
• Spoilers
• Backup Elevator Control
• Backup THS – it is NOT in
the name so it is, again, a
hard function to remember.
NOTE: Only SEC 1 & 2

provide backup elevator
and backup THS
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F – Flight
A – Augmentation
C – Computer
The FACs are the computers

that control the rudder.
The FACs are also provide
characteristic speed
computations, aircraft weight
calculations, windshear
warnings, and several other
functions.
Now that you know what each
of the computers are, let’s
take a closer look at their role
in the flight control system.
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Electrical signals sent from a

sidestick or an autopilot are
received by the flight control
computers.
ELAC 1
ELAC 2
SEC 1
SEC 2
SEC 3
Autopilot
FAC 1
FAC 2
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Processing
Data
The computer programming
that determines the output
from the fight control
computers to the hydraulic
servos is called the flight ELAC 1 Hydraulic
control laws.
Jacks
There are three flight contol
laws:
ELAC 2
• NORMAL LAW
• ALTERNATE LAW
• DIRECT LAW SEC 1
A mechanical backup feature
is also provided. SEC 2 Hydraulic
Jacks
These laws exist to provide
different levels of control
based on various levels of SEC 3
system degradation that may
occur.
Autopilot
(Master
FAC 1 Hydraulic
FMGC)
Jacks
FAC 2
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After the flight control ELAC 1

computers receive their Hydraulic
electrical inputs, the Jacks
information is filtered and then ELAC 2
sent to hydraulic servos.
The servos in turn move the

flight control surfaces to the SEC 1
appropriate position.
SEC 2 Hydraulic
All flight control surfaces are Jacks
hydraulically activated.
SEC 3
Mechanical backup is provided
for the rudder and the THS
(cables to control the jacks) in FAC 1
the event electric control to Hydraulic
these surfaces fails. Jacks
FAC 2
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In addition to the flight control

computers we just discussed,
there are two Slat Flap Control
Computers (SFCC).
The SFCCs control slat and Hydraulic
flap movement. Jack
SFCC 1
Each SFCC has a flap channel
and a slat channel. Each Flap Slat Hydraulic
channel is capable of Channel Channel Jack
controlling all the aircrafts
associated control surfaces.
Hydraulic
For example, if the SFCC 1
Jack
slat channel fails (control over
its associated jack is also lost)
SFCC 2
Flap Slat
Hydraulic
and the SFCC 2 flap channel
fails (control over its Channel Channel Jack
associated jack is also lost), all
the flaps and slats would still
function.
NOTE: You are not required
They would move at half
to memorize which hydraulic
speed because the slats and
flaps normally have a total of systems control specific
four jacks available. flight controls surfaces.
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Before we discuss the ECAM

F/CTL page, we will review the
flight control surfaces.
The primary flight control

surfaces include an aileron on
each wing, elevators, a
Trimmable Horizontal Stabilizer
(THS) for pitch trim, a rudder,
and five ground spoilers/speed
brake panels on each wing,
four of which also function as
roll spoilers.
All flight control surfaces

except the slats and flaps are
displayed on the ECAM F/CTL
page.
We will now cover the various

indications that can be found
on the F/CTL page.
We will start with the spoiler

panel indications.
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• Spoilers / SPD BRK indicator

The symbols are green when
• HYD sys pressure indication
the spoilers are operational. • ELAC / SEC indications
The symbols are amber • Aileron position indicator
when there is a spoiler fault
with the respective surface.
• Pitch trim position indication
• Rudder position indication
These indications are also • Elevator position indicator
displayed on the WHEELS
page.
• Rudder travel limiter
• Rudder trim position
Spoilers extended
Spoilers retracted
If a spoiler fails, the same spoiler
Spoiler fault while extended
on the other wing is sympathetically
inhibited.
Spoiler fault while retracted
X Sec failed or computers can not determine status
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Flight control hydraulic servos
for each control surface are • ELAC / SEC indications
depicted on this page. • Aileron position indicator
The letters correspond with the
• Elevator position indicator
hydraulic system that powers • Pitch trim position indication
that servo. • Rudder position indication
• G - green system
• Y - the yellow system
• B - blue system • Rudder trim position
When a hydraulic system is
operating normally, the letter is
displayed in green.
The letter is displayed in

amber if the respective G B Y Normal
hydraulic system fails.
G B Y Green system low pressure
G B Y Blue system low pressure
G B Y Yellow system low pressure
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The numbers are green if the • HYD sys pressure indication
computer are operating
normally. They are amber if an • ELAC / SEC indications
ELAC or SEC fails. Each ‘box’ • Aileron position indicator
represents a separate ELAC or • Elevator position indicator
SEC. The boxes are normally
white, but turn amber with an • Pitch trim position indication
associated ELAC or SEC • Rudder position indication
failure. • Rudder travel limiter
The servos requires BOTH • Rudder trim position
hydraulic pressure and a
functioning computer to operate
(brains and muscles).
Every flight control surface has

at least two servos except for
the spoiler panels.
Normal Normal
The flight control surface will
ELAC 1 failed or shut off SEC 1 failed or shut off
operate as long as at least one
servo has hydraulic power AND
ELAC 2 failed or shut off SEC 2 failed or shut off
an operational computer.
SEC 3 failed or shut off
In the example on the right,
ELAC 1 and the green hydraulic
system have failed. The right
aileron will operate. The left
aileron is inoperative.
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The aileron position indicator
consist of a white scale that • ELAC / SEC indications
shows the range of aileron • Aileron position indicator
deflection and a green index.
Advance to see the various • Rudder trim position
aileron indications that can be
displayed on the F/CTL page.
Current aileron position
Maximum aileron deflection (flaps up)
Maximum aileron deflection (flaps extended)
Neutral aileron position with flaps up
Neutral aileron position with flaps extended
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The aileron position indicators change to amber if both the

green and blue hydraulic system pressures are low.
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That ends our aileron

discussion. Let’s move on to
the elevator indications.
The position indicator is replaced by amber Xs if the flight
control computers cannot determine the position of that
XX aileron. This indication also occurs if both ELACs have failed
or have been selected OFF.
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The elevator position indicator
consists of a white scale that • ELAC /SEC indications
shows the range of elevator • Aileron position indicator
deflection and a green index
that displays the current
elevator position. • Pitch trim position indication
elevator indications that can be
Current elevator position
Maximum elevator deflection
Neutral elevator position
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The position indicator changes to amber if both the

associated hydraulic systems are unable to provide
sufficient hydraulic pressure.
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That ends our elevator

discussion. Let’s move on to
the pitch trim indications.
The position indicator changes to amber Xs if the flight
control computers cannot determine the status of that
elevator. This indication also occurs if both ELACs and
XX SECs 1 & 2 have failed or have been selected OFF.
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Pitch trim indications include a
PITCH TRIM label and an • ELAC / SEC indications
indication for THS deflection in • Aileron position indicator
degrees up or down.
Pitch Trim Label

PITCH TRIM Normally white
PITCH TRIM In THS electrical control is lost
Position Indication
2.0° UP Normally green, varies from 2° down to 14° up
2.0° UP Amber if GREEN & YELLOW system low pressure
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The rudder position indication
is a graphic representation of • ELAC / SEC indications
the aircraft rudder. • Aileron position indicator
The rudder graphic moves left
or right depending on rudder • Pitch trim position indication
deflection. • Rudder position indication
If a manual rudder input is
made the graphic moves to • Rudder trim position
indicate actual rudder position.
When the input is removed,

the graphic returns to center on
the trim indication.
More on this shortly.

Normal
BLUE, GREEN & YELLOW hydraulic low pressure
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Rudder deflections are limited
as a function of speed through a • ELAC / SEC indications
rudder travel limiter. • Aileron position indicator
The amount of available rudder
travel varies with airspeed. • Pitch trim position indication
Travel is restricted at high • Rudder position indication
speeds to limit airframe
stresses.
The maximum rudder travel
available at your current speed
is indicated by small “L” shaped
lines next to the rudder travel
arc.
Normal
HIGH SPEED
Travel limiters 1
and 2 are faulty
LOW SPEED
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The rudder trim position
indication moves left or right • ELAC / SEC indications
based on trim inputs made • Aileron position indicator
manually by the pilot or by the
autopilot when it is engaged.
When the blue trim indication is • Rudder position indication
moved to a new position, the
rudder will center on this
position when no input is being • Rudder trim position
made to the rudder.
That concludes the

CONTROLS & INDICATORS
section. Let’s roll right into the
NORMAL OPERATIONS
section.
RIGHT RUDDER TRIM
Normal
Rudder trim systems 1 and 2 are inoperative
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In this section of the Flight

Controls lesson we will discuss
how to operate and monitor the
flight controls system during a
normal flight.
We will begin with the preflight

and proceed through a normal
flight to landing.
Specific procedures for various

activities and exact timing for
accomplishing them will be
covered during the procedures
phase of your training.
We will also provide an

introduction to the flight
characteristics and protections
of the flight control law called
Normal Law.
After you complete this lesson

there is a lecture scheduled on
Normal Law that will allow time
for you to ask questions.
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SECTION - NORMAL OPERATION MAIN MENU
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WARNING
As part of your preliminary
cockpit preparation ensure: If a flight control surface position
does not agree with the selected
• That the slat / flap position position, contact maintenance
agrees with the FLAPS handle before applying hydraulic power.
position
• The SPEED BRAKE lever is

in the RET position and
disarmed. If not, and the
panels are deployed, DO NOT
MOVE THE LEVER.
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During your preflight, ensure

that all flight control computer
pbs are in the lights out
configuration.
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Before engine start, the bank

angle protection limit indicators
are displayed in amber on the
PFD.
The flight controls are

inoperative because there is
no hydraulic power.
Moving the sidesticks will not

move the control surfaces.
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Once the engines are running

the bank angle protection limit
indications change to green.
This indicates that the aircraft

is in normal law and is
hydraulically powered.
There will be more on normal

law and bank angle protection
shortly.
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Before you taxi out the FLAPS

handle will be selected to the
specified takeoff position.
For this example the takeoff

position is 1+F.
After the flaps are set, the slat

/ flap indicator will indicate the
the commanded position and
the ECAM T.O. memo will
indicate FLAPS T.O.
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With the flaps extended, the

ailerons droop to increase lift.
This is indicated by the lower
marks on the aileron
movement index.
With the flaps extended, this is

the new aileron neutral
position.
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As you continue the taxi out

you will need to verify that the
rudder trim is zero.
If it isn’t, push the RUD TRIM

RESET button to return the
L 3.4
0.0
rudder to the zero (neutral
position).
The rudder trim position is

displayed on the RUD TRIM
panel and on the F/CTL page.
Advance to reset the trim.
NOTE: The RUD TRIM

knob and the RESET pb
are inhibited with an
autopilot engaged.
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In normal law there is a ground

mode that provides a direct
sidestick to flight control
relationship.
This means that the flight

control computers do NOT
modify your demands, but
carry them out exactly as
requested.
The ground mode allows you

to perform flight control checks
while on the ground prior to
flight and to rotate the aircraft
for takeoff.
The ground mode of normal

law is active when the aircraft
is on the ground and
electrically and hydraulically
powered.
GROUND
MODE
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You will complete a flight

control check, as you do on
any conventional aircraft, at a
convenient time during the taxi.
The effects of sidestick and

rudder movement is displayed
on the F/CTL page.
Both pilots are required to

check their sidesticks and
monitor the resulting flight
control movements.
In the interest of time the flight

control check will be performed
from the captain’s perspective.
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One thing to note, the sidestick

command indicator on the PFD
indicates COMBINED sidestick
orders to the flight control
computers.
It does NOT indicate flight

control surface position.
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During the flight control check

you will use the F/CTL page to
monitor the flight control surface
movements.
The F/CTL page is automatically

displayed when a sidestick or a
rudder pedal is moved.
Advance to move the sidestick

full aft and view the movement of
the elevators on the F/CTL page.
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When the sidestick is moved

full aft, the elevators move to
the full up position.

full forward and view the
movement of the elevators on
the F/CTL page.

full forward the elevators are
deflected in the full down
direction.

to the full left position and view
the movement of the ailerons
and roll spoilers on the F/CTL
page.
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full left, the indications display:
• Full up left aileron

• Full down right aileron
• Roll spoilers (2 through 5) on
the left wing are extended

to the full right position and
view the movement of the
ailerons and roll spoilers on the
F/CTL page.
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full right, the indications
display:
• Full up right aileron

• Full down left aileron
• Roll spoilers (2 through 5) on
the right wing are extended
Now that we have checked the

sidesticks, let’s check the
rudder.
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The nosewheel steering is

connected to the rudder
pedals.
We have to temporarily
disconnect the pedals from the
nosewheel steering before we
check the rudder travel.
PEDAL DISC pbs are installed

on top of both nosewheel tillers PEDALS DISC pbs
in the cockpit for this purpose.
The tillers are also used to turn

the aircraft during taxi.
While the button is pushed and

held the rudder pedals are
disconnected from the
nosewheel steering.
More details on the tiller will be

presented in the landing gear
and brakes lesson.
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Before checking the rudder,

the captain must disconnect
nose wheel steering to prevent
unwanted nose wheel steering
inputs from the rudder pedals.
We have disconnected the

nose wheel steering for you.
Assume the PEDAL DISC

button is being continually
pushed during this test.
The rudder pedals are

interconnected; therefore, the
procedure only requires that
the captain check the rudder
control.
Advance to apply full left

rudder.
Advance again to apply full

right rudder.
Advance again to release the

rudder pressure and the
PEDALS DISC pb.
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Now that we have finished the

flight control check, it is time to
set the trim and arm the
spoilers.
Let’s discuss them now..
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Takeoff trim is set manually

using the trim wheels.
Pitch trim values are indicated

on the scales adjacent to both
trim wheels.
One scale indicates deflection

of the THS in degrees up and
down. The other scale
indicates the trim setting as a
function of CG.
The green band indicates the

safe range for takeoff trim. The
takeoff trim must be in the
green band in order for the
aircraft to auto trim once
airborne.
Even if the trim is incorrectly

set, the aircraft will correct the
trim error in flight if it was set
within the the green band.
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The takeoff trim setting is

normally set by the FO.
When setting the trim, the FO

uses the scale next to the trim
wheels as a reference using
CG.
The F/CTL page displays the

THS setting in degrees.
Takeoff trim settings will be

covered in more detail in
procedures training.
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The ground spoilers must be

armed prior to takeoff.
Pull up on the SPEED BRAKE

lever to arm the spoilers.
The PRIMARY way to

determine if the ground
spoilers are armed is to look at
the TAKEOFF memo on the
E/WD.
The secondary way to

determine if the spoilers are
armed is to look at the SPEED
BRAKE lever and see if the
white band is visible.
Advance to arm the spoilers.
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The takeoff configuration test

is accomplished by
momentarily pushing the T.O.
CONFIG key on the ECAM
control panel.
This simulates the application
of takeoff power.
If all checked conditions are
correct, or within the proper
range for takeoff, the last line
of the T.O. memo displays
T.O. CONFIG NORMAL.
Advance to push the TO
CONFIG key.
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In this example, the pitch trim

is not set within the
acceptable range for takeoff.
Notice the trim is out of the SPD BRK NOT RETRACTED
green arc.
SLATS NOT IN T.O CONFIG
Le’ts push the T.O. CONFIG
FLAPS NOT IN T.O CONFIG
key on the ECAM control
panel. PITCH TRIM NOT IN T.O
RANGE
You are alerted by a red SIDESTICK FAULT
ECAM warning message and BRAKES HOT
a continuous repetitive chime.
DOOR OPEN
A warning is displayed if PARK BRAKE ON
takeoff power is applied
and any of these listed FLEX TEMP NOT SET
conditions exist.
Pushing the T.O. CONFIG

key checks everything
listed here except the
parking brake and the
FLEX temp.
Now let’s continue on our

flight.
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After takeoff, the direct

sidestick to control surface
relationship (ground mode)
gradually blends into flight
mode over a five second
period after liftoff.
The flight mode allows the

aircraft to transition to Load
Factor Demand for pitch and
Roll Rate Demand for roll.
The flight mode also provides

numerous protections.
Flight control protections will

be covered in more detail later
in this section.
FLIGHT
MODE
GROUND
MODE
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In the flight mode, the pilot

uses the sidestick to set
aircraft attitude. With the
sidestick released, the flight
control computers maintain 1G
and zero roll rate. Essentially,
the current attitude.
Remember, you are

commanding a result (G load
or roll rate) and not a flight
control deflection.

the sidesticks are electrically
centered in the neutral
positions and rudder trim
requirements are automatically
carried out by the autopilot.
The rudder pedals only move

as a result of manual
deflection or rudder trim
inputs by either the pilot or
autopilot.
The rudder pedals do not

move as a result of turn
coordination or yaw damping.
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We are now in the acceleration

phase of our initial climb out.
You have now accelerated past

“S” speed on the airspeed
display which is the minimum
safe speed to retract the slats
(more on this in procedures
training).
Click on the FLAPS lever to

retract the slats and flaps.
The slats and flaps have

retracted.
The E/WD is the PRIMARY

indication of slat / flap position.
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The flaps will automatically

retract at 210 knots, if you
forget to retract them after
reaching “S” speed.
In this example we are still in

the 1 + F configuration and
have accelerated through ‘S”
speed.
The slats and flaps are still

extended.
Advance to accelerate to 210

knots and see the flaps
automatically retract.
Notice that the slats DO NOT

automatically retract. There is
no automatic slat retraction
feature.
You need to physically move

the FLAPS handle from
position 1 to position 0 to
retract the slats.
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A LOCK
If you attempt to retract the
slats with an excessively high
angle of attack (alpha) or slow
airspeed, the slat / alpha lock
function activates preventing
slat retraction.
Normally you would accelerate

beyond S speed prior to
selecting FLAPS 0. For
demonstration purposes, we
are going to select FLAPS 0
now.
A-LOCK is displayed on the

E/WD while slat retraction is Note: A LOCK will only
inhibited. prevent retraction of the
slats. The flaps are
Once alpha and airspeed are unaffected by A LOCK.
normal, the inhibition is
removed, and the slats will
retract normally.
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Now that the initial climb is

complete, let’s focus on the
flight characteristics and
protections provided by the
flight control system in normal
law.
FLIGHT
MODE
GROUND
MODE
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When all or nearly all systems

are functioning, the aircraft
operates in NORMAL LAW.
It is quite possible that you will
never experience anything but
normal law during your entire
Airbus career.
The primary way to determine
that the aircraft is operating in
normal law is the absence of
any ECAM messages to the
contrary.
A secondary method is to look
at the 67 degree bank limit
symbols on the PFD.
If they are GREEN, the aircraft
is in normal law.
Normal law is modified
depending on phase of flight.
You have already seen the
ground mode and the
transition to flight mode.
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FLIGHT CHARACTERISTICS
AND PROTECTIONS FOR
THE PITCH AXIS
Each axis of the aircraft has
specific flight characteristics
and protections (limits).
We will begin by discussing
the flight characteristics and
protections for the PITCH
AXIS.
Flight Characteristics
&
Protections
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PITCH AXIS
LOAD FACTOR DEMAND
Elevators provide pitch control.
Pitch control is initially
achieved by two electrically
signaled elevators. Flight Characteristics
&
The flight control computer Protections
commands to the elevators
are determined by a principle
known as load factor demand.
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PITCH AXIS
LOAD FACTOR DEMAND
In simple terms, load factor
demand means, in wings level
flight, when you release the
sidestick to neutral, you are Flight Characteristics
asking the computers to &
maintain a constant 1G load Protections
on the aircraft.
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PITCH AXIS
LOAD FACTOR DEMAND
When you make a pitch
command with the sidestick,
you are asking the computers
for a change in G load. Flight Characteristics
&
If you move the sidestick aft, Protections
you are requesting a positive
G CHANGE (more than 1G).
The computers respond by
moving the elevators up.
When the elevators move up
the nose rises, which
increases the G load.
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PITCH AXIS
LOAD FACTOR DEMAND
If you move the sidestick
forward, you are requesting a
reduction in G load.
This does NOT mean you are Flight Characteristics
&
requesting negative G loading, Protections
it means you are asking for less
than 1G (e.g., .7G).
The computers respond
accordingly by moving the
elevators down.
When the elevators move down
the nose lowers, which
decreases the G load.
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PITCH AXIS
LOAD FACTOR DEMAND
For example, when initiating a
climb, you move the sidestick
aft and the aircraft responds
by pitching up. Flight Characteristics
&
When the aircraft reaches the Protections
desired pitch attitude, you
release the sidestick to the
neutral position, demanding no
G change.
Advance to pull the sidestick
aft, pitch up, and release the
sidestick to neutral.
When the sidestick is
released, the computers
respond by moving the
elevators to maintain 1G. The
attitude will remain essentially
constant.
One significant advantage this
provides over conventional
aircraft is that a pitch input has
the same effect at any
airspeed.
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PITCH AXIS
LOAD FACTOR DEMAND
Example – Let’s assume you

make two identical forward
stick inputs, one at 200 knots
and one at 300 knots. Flight Characteristics
&
In both cases, the flight control 200 KTS Protections
computers determine the G

load value being requested or
and move the elevator the
appropriate amount to achieve 300 KTS
it.
In other words, a specific .7G Load Request

sidestick input results in the
same G change no matter
what airspeed is being flown.
The bottom line is, since you

are requesting a G CHANGE,
Elevator at Elevator at
not a specific amount of
elevator movement, the
200 KTS 300 KTS
computers move the elevators
the appropriate amount for
you.
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PITCH AXIS
TRIMMABLE HORIZONTAL
STABILIZER (THS)
The Trimmable Horizontal

Stabilizer (THS) moves up or
down to provide pitch trim. Flight Characteristics
&
Protections
The THS is a much more
active part of the pitch control
system on the A320 Series
than on many other aircraft.
When a G change (pitch

change) is commanded, the
elevators initially move to
provide the commanded
change.
If the desired pitch attitude

requires the elevators to
remain displaced, THS
movement is commanded until
the elevators are centered with
the THS.
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PITCH AXIS
TRIMMABLE HORIZONTAL
STABILIZER (THS)

automatically move the THS
as necessary to keep the Flight Characteristics
&
aircraft in trim to compensate Protections
for changes in pitch attitude,
airspeed and aircraft weight.
You will see the trim wheels

moving automatically as THS
trimming occurs.
You have the ability to move

the THS manually at any time
using the trim wheels;
The trim wheel is normally

only used to set takeoff trim.
If the trim wheel is moved in

flight, the aircraft will return the
trim to the value it has
determined is appropriate
when you release the trim
wheel.
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TRIM WHEELS PITCH AXIS

AUTOMATIC PITCH TRIM
In flight, you will never need to

make manual trim inputs if the
flight control system is
operating normally. Flight Characteristics
&
Protections
This automatic pitch trim
feature assists you in
maintaining altitude during
turns.
Automatic pitch trim is

available if bank angle is 33°
or less.
Very little aft sidestick input is TRIM INDICATIONS

required in turns.
0 Degree
33 Degrees 33 Degrees
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PITCH AXIS
G METER ON
FLIGHT CONTROL SYSTEMS DISPLAY
PROTECTIONS
Flight control protections are 1.8 G

parameters that the flight
control computers will not Flight Characteristics
&
allow you to exceed. Protections
All protections are available in

normal law.
The flight control protections

PITCH PROTECTION
for the PITCH AXIS are:
• Pitch (30° up and 15° down)
• Maneuver (G Load)
• High Speed (VMO / MMO) HIGH SPEED
• Angle of attack (alpha) &
ALPHA
PROTECTION
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PITCH AXIS
MANEUVER PROTECTION
Manuever protection prevents

you from overstressing the
aircraft.
&
The flight control computers Protections
prevent flight control surface
movement that would cause
the aircraft to exceed the
preset G load limits you see
here. NOTE: MAX = +2.0G IF FLAPS EXTENDED
NOTE: MAX = 0.0G IF FLAPS EXTENDED
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PITCH PROTECTION
PITCH AXIS
Pitch protection is sometimes
referred to as attitude protection.
It prevents you from exceeding NO FLY
30° nose up and 15° nose down.
These limits are indicated by two

green = on the PFD attitude &
sphere. Protections
30
In configuration 0 to 3 the nose
up limit is progressively reduced
to 25° at low speed.
In configuration FULL the nose

up limit is progressively reduced
to 20° at low speed.

15
prevent flight control surface
movement that would cause the
aircraft to exceed these preset
pitch limits. NO FLY
NOTE: The fight directors
are removed from the PFD if
pitch exceeds 25° nose up or
13° nose down. They return
when pitch is less than 22°
nose up or 10° nose down.
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PITCH AXIS
HIGH SPEED PROTECTION
High speed protection

prevents aircraft damage
resulting from excessive
speed. Flight Characteristics
&
Protections
High speed protection
activates if airspeed exceeds High speed protection
the speed indicated by a activation
green = on the airspeed tape. VMO / MMO
If high speed protection is
active, automatic trim in the
nose down direction is
inhibited and the autopilot, if
engaged, disengages.

adjust pitch to limit
acceleration.
NOTE: It is always possible
Acceleration is limited even if to overspeed the aircraft.
the pilot continuously holds The fight control computers
full forward sidestick merely limit the maximum
pressure. attainable speed to within
safe limits.
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ANGLE OF ATTACK PITCH AXIS

PROTECTION
Angle of attack is the angular

difference between the relative
wind and the chord line. This
is known as ALPHA in Airbus
terms. Flight Characteristics
&
Protections
Angle of attack protection is
designed to prevent the
aircraft from stalling and
ensure optimum performance
in extreme maneuvers such as
windshear and GPWS warning
recoveries.
Angle of attack protection is

available at any airspeed and
has priority over all other
protections.
If angle of attack protection

activates, the flight control
computers intervene and
override pilot inputs to prevent
a stall.
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PROTECTION
Even though angle of attack

protection is available at any
airspeed, we will use an
airspeed tape displaying a
relatively low speed to help Flight Characteristics
&
explain.
Protections
The airspeed tape displays

several FAC generated
speeds. A few of the FAC
generated speeds are:
• VLS
• Alpha Prot
• Alpha Max VLS
FAC generated speeds vary

based on several factors,
including: Alpha Prot
• Weight
• Altitude Alpha Max
• Configuration
• G load
• Angle of attack
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PROTECTION
VLS is the lowest speed the

autothrust and flight directors
will allow. It is indicated by the
top of the amber “hook” on the
airspeed tape. Flight Characteristics
&
Protections
The flight directors will not
command a pitch attitude that
would result in a speed less
than VLS .
Autothrust, if engaged, will

increase thrust to maintain a
speed no less than VLS .
VLS
In this example, the pilot has
disconnected the autothrust, is
ignoring the flight director, and
has pitched up beyond the Alpha Prot
guidance.
Alpha Max
As a result, the aircraft is
slowing and will continue to
slow below VLS if nothing
changes.
EXIT TO
DIFFERENCES QUIZ

PROTECTION
The speed will slow below VLS

and reach Alpha Prot.
Alpha Prot is indicated by the
top of the amber and black
band. At Alpha Prot: Flight Characteristics
&
• Nose up trim is inhibited. Protections
• The autopilot(s), if engaged,
disengage.
• Pitch command logic
changes from load factor
demand to angle of attack.
If no sidestick inputs are

made, the aircraft will maintain VLS
approximately Alpha Prot –
that is the speed it was last
trimmed for.
Alpha Prot
Alpha Prot can be overridden
by the pilot. Alpha Max
If the pilot persists and pulls
the sidestick further aft, angle
of attack would increase and
the airspeed will continue to
slow.
EXIT TO
DIFFERENCES QUIZ

PROTECTION
Continuing to pull the sidestick

will cause the aircraft to slow
to Alpha Max. Alpha Max is
indicated by the top of the red
band on the airspeed display. Flight Characteristics
&
Protections
Alpha Max is a FAC generated
speed representation of the
highest angle of attack the
flight control computers will
allow.
Because the angle of attack

corresponding with Alpha Max
is less than Alpha Stall, the VLS
angle of attack where a stall
would occur is never reached.
The flight control computers Alpha Prot

will attempt to maintain an
airspeed no less than Alpha Alpha Max
Max, even if the sidestick is
continuously held full aft.
EXIT TO
DIFFERENCES QUIZ

PROTECTION
NOTE: Although the FACs continuously compute the
airspeeds corresponding with the various alpha protection
Here are a few examples of
values and display them on the airspeed tape, these speeds
how VLS, Alpha Prot, and
are for pilot reference only.
Alpha Max are displayed
differently as conditions
The actual angles of attack that correspond with Alpha Prot Flight Characteristics
change.
and Alpha Max are computed by the ELACs based on angle &
of attack, not airspeed. Protections
If autothrust is AVAILABLE,
the airspeed is unlikely to
reach Alpha Max because
Alpha Floor will probably
activate prior to reaching it.
Let’s discuss Alpha Floor now.
EXIT TO
DIFFERENCES QUIZ
PITCH AXIS
ALPHA FLOOR
Alpha floor is technically not a

flight control protection;
however, it tends to fit well into
this discussion, so here we go.
&
Alpha Floor is a predictive Protections
function of the autothrust
system.
It is ONLY available in normal

law.
Alpha Floor is available:

• Immediately after takeoff
• Throughout the entire flight
• Throughout descent
• On approach to 100 feet RA
in configuration 1 or greater.
EXIT TO
DIFFERENCES QUIZ
Excessive high angles of attack PITCH AXIS

ALPHA FLOOR
Alpha floor uses the autothrust

system to automatically
increase engine thrust to
maximum (TOGA) if any of the
following conditions occur: Indirectly as a result of windshear Flight Characteristics
&
• Excessive high angles of Protections
attack.
• Indirectly as a result of
windshear.
• Excessive nose up attitudes Excessive high nose up attitudes combined
combined with specific with specific sidestick inputs
sidestick inputs.
Alpha Floor is PREDICTIVE.

It doesn’t necessarily wait until
you are in a bad situation to
activate.
It will activate based on the

current trend if it predicts
thrust will be required.
The trigger for Alpha Floor

activation is NOT always slow
speed. Notice the airspeed in
the third graphic.
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DIFFERENCES QUIZ
PITCH AXIS
ALPHA FLOOR
If Alpha Floor activates, TOGA A. FLOOR

thrust is automatically applied,
regardless of thrust lever
position.
&
Alpha Floor activation DOES Protections
NOT require that autothrust be
ENGAGED, but it must be
AVAILABLE (i.e., operational).
That concludes our discussion

of the flight characteristics and
protections in the pitch axis.
It’s time to move on to the roll

axis.
EXIT TO
DIFFERENCES QUIZ
&
Protections
EXIT TO
DIFFERENCES QUIZ
ROLL AXIS
ROLL CONTROL
Roll control is achieved using

an aileron and spoilers 2
through 5 on each wing.
Flight control computer &
commands to the ailerons and Protections
the spoiler panels are
determined by the principles of
roll rate demand.
EXIT TO
DIFFERENCES QUIZ
ROLL AXIS
ROLL CONTROL
When making a roll input you

are asking for a ROLL RATE.
In the neutral position, the &
sidestick commands zero roll Protections
rate.
If you bank the aircraft and

release the sidestick to
neutral, the aircraft will
essentially maintain the
current bank angle.
If the bank angle changes as a

result of turbulence (no
sidestick input), the aircraft
attempts to maintain a zero
roll rate.
The bank angle will not return

to its starting point and a new
bank angle is achieved.
EXIT TO
DIFFERENCES QUIZ
ROLL AXIS
ROLL CONTROL
Sidestick full deflection left or

right = 15/second roll rate.
15 /second is the maximum &
Protections
roll rate in normal law.
If the sidestick is positioned

half-way between neutral and
full deflection, an approximate
roll rate of 7.5/second is
requested.
EXIT TO
DIFFERENCES QUIZ
ROLL AXIS
“BANK ANGLE HOLD”
With the sidestick in the
neutral position, you are
commanding zero roll rate.
The aircraft essentially

maintains a constant bank &
angle, unless commanded Protections
otherwise.
This is sometimes referred to

as bank angle hold.
More accurately, the aircraft is

maintaining a zero roll rate
rather than a specific bank
angle.
For example, if you bank the

aircraft approximately 15° and Beyond
release the sidestick to 67
neutral, 0 °/second roll rate is NO FLY
33 to 67 33 to 67
commanded and the bank
angle remains constant. “Bank angle hold” 0-33°
0 to 33 0 to 33
“Bank angle hold” exists if the
bank angle 33° or less.
EXIT TO
DIFFERENCES QUIZ
10° 20°
ROLL AXIS
POSITIVE SPIRAL
30° 33°
STABILITY
Positive spiral stability is

provided at bank angles
greater than 33°.
Positive spiral stability returns &
the bank angle to 33° if bank Protections
angle exceeds 33° and the
sidestick is released to neutral.
For example, if you bank the

aircraft to 45° and release the
sidestick to neutral, the bank
angle returns to 33°.
Advance to simulate releasing

the sidestick to neutral. Watch Positive spiral stability 33-67°
the attitude indicator.
Beyond
67
33 to 67 NO FLY 33 to 67
0 to 33 0 to 33
EXIT TO
DIFFERENCES QUIZ
POSITIVE SPIRAL
STABILITY 45°
Remember that automatic

pitch trim is inhibited beyond
33° of bank.
Constant pitch AND roll inputs

are required to maintain level
turns with bank angles greater
than 33° - just like a
conventional aircraft.
For example, when you are

practicing steep turns in the
simulator it will be necessary
for you to provide constant
pitch and roll inputs.
There is no “set and forget”

beyond 33 ° of bank. Beyond
67
33 to 67 NO FLY 33 to 67
0 to 33 0 to 33
EXIT TO
DIFFERENCES QUIZ
ROLL AXIS
BANK ANGLE PROTECTION
Remember that flight control

protections are parameters
that the flight control
&
computers will not allow the Protections
aircraft to exceed.
In normal law, the flight control

computers will not allow bank
angles greater than 67°.
That’s the end of our

discussion on the roll axis.
Let’s move on to yaw.
Beyond
67
33 to 67 NO FLY 33 to 67
0 to 33 0 to 33
EXIT TO
DIFFERENCES QUIZ
&
Protections
EXIT TO
DIFFERENCES QUIZ
YAW AXIS
Yaw control is achieved

through the rudder.
Rudder control is always Flight Characteristics

&
available using the rudder Protections
pedals.
During normal operations you

should rarely need to exercise
direct control of the rudder
except:
- During takeoff and landing

rolls for directional control.
- During the landing flare in

crosswind conditions.
EXIT TO
DIFFERENCES QUIZ
YAW AXIS
TURN COORDINATION
Turn coordination is a function

of the FACs.
Yaw orders associated with &
the bank are processed by the Protections
ELACs and transmitted to the
FACs.
The FACs then direct the

rudder‘s hydraulic servos to
move the rudder.
ELAC 1
Turn coordination is automatic,
requiring no pilot rudder pedal
ELAC 2
input.
There is no rudder pedal

movement resulting from
automatic turn coordination.
FAC 1
FAC 2
EXIT TO
DIFFERENCES QUIZ
YAW AXIS
YAW DAMPING
There are two yaw dampers

installed. One yaw damper at
a time moves the entire rudder
as necessary to dampen yaw Flight Characteristics
&
oscillations (Dutch roll).
Protections
Either yaw damper is capable

of providing full yaw damping
authority.
There is no rudder pedal

movement resulting from the
yaw damping function.
EXIT TO
DIFFERENCES QUIZ
YAW AXIS
RUDDER TRIM
Rudder trim commands are

sent from the FACs to one of
two rudder trim motors which
move the entire rudder surface
(trim tabs are not used). Flight Characteristics
&
With the autopilots off, the Protections
rudder may be trimmed by the
pilot using the RUD TRIM
knob on the pedestal.
Rudder trim position is
indicated by a blue line on the
F/CTL page.
rudder trim needs are
computed by the FACs and
automatically carried out.
Manual rudder trim is
deactivated with an autopilot
engaged.
The rudder pedals are

DEACTIVATED WHEN AP IS ON
symmetrically displaced as a
result of manual or automatic
trim inputs.
EXIT TO
DIFFERENCES QUIZ
YAW AXIS
RUDDER LIMITING
The two rectangular symbols RUDDER
on the rudder travel indication
represent the unrestricted
rudder travel limit at low
speeds.
&
The FACs, using airspeed Protections
inputs from the ADIRS, limit
rudder movement at high
speed to protect against
excessive airframe loads and
yaw responses.
The amount of available

rudder travel varies with
airspeed and is restricted at
high speeds to limit airframe
stresses.
The maximum rudder travel

available at the current speed
is indicated by small L shaped
indications next to the rudder
travel arc. These L shaped indications
Rudder PEDAL travel is never move with changes in speed.
restricted. Only rudder
SURFACE travel.
EXIT TO
DIFFERENCES QUIZ
YAW AXIS
MANUAL RUDDER
Backup mechanical control of

the rudder is always available
as long as one hydraulic
system is available.
&
Protections
Backup mechanical control is
accomplished, via cables and
servos, using the rudder
pedals.
This concludes the flight

characteristics and protections
for normal law.
We will now move on to the

approach and landing phase
of flight.
EXIT TO
DIFFERENCES QUIZ
PITCH ROLL YAW

Ground Mode Roll Rate Turn Coordination
FLIGHT
CHARACTERISTICS Flight Mode Bank Angle Hold Yaw Dampening
Flare Mode Pos Spiral Stab Rudder Trim
Load Factor Demand Manual Rudder
Automatic Pitch Trim
PROTECTIONS
Maneuver Protection Bank Angle Rudder Limiting
Pitch Protection Protection
Hi Speed Protection
 of Attack Protection
EXIT TO
DIFFERENCES QUIZ
APPROACH
As we begin the approach, the

aircraft needs to be configured.
We will look at some typical
configuration situations now.
APPROACH
EXIT TO
DIFFERENCES QUIZ
APPROACH
The first thing we will do is

extend the slats.
Notice that the slats and flaps

are currently retracted.
EXIT TO
DIFFERENCES QUIZ
APPROACH
FLAPS 1 in flight extends the

slats to position 1. The flaps
remain retracted.
The in-transit indications are

not being shown in the interest
of time.
EXIT TO
DIFFERENCES QUIZ
APPROACH
The E/WD now indicates the

slats and flaps have moved to
position 2.
The landing memo is

displayed on the E/WD at
2000 feet RA.
The landing memo indicates

some items are yet
accomplished.
Advance to extend the landing

gear.
The landing memo now

indicates the landing gear is
down.
EXIT TO
DIFFERENCES QUIZ
APPROACH
Advance to selects FLAPS 3.
Notice that the E/WD now

indicates the slats and flaps
are in position 3.
Advance to arm the spoilers.
Notice that the landing memo

now indicates the spoilers are
armed.
Advance to select FLAPS

FULL.
The aircraft is in the landing

configuration and the landing
memo is all green.
EXIT TO
DIFFERENCES QUIZ
FLARE MODE
Just before touchdown the

aircraft changes from the flight
mode to the flare mode.
FLARE
MODE
EXIT TO
DIFFERENCES QUIZ
PITCH AXIS
FLARE MODE
The flare mode was created to

give the flare and touchdown a
“conventional feel”.
Instead of attempting to land &
in load factor demand, which Protections
would be something pilots
might find unusual.
At 50 feet AGL (measured by

the RAs) the ELACs memorize
the pitch attitude.
At 30 feet AGL the ELACs add

a gentle nose down command
to the memorized pitch
attitude.
The pilot must counter this

nose down command to flare
and land the aircraft.
This provides a conventional

feel throughout the landing of
the aircraft.
EXIT TO
DIFFERENCES QUIZ
TOUCHDOWN
The ground spoilers

automatically deploy when the
main landing gear are
compressed.
This is indicated on the

WHEEL page. The WHEEL
page is the default page
during landing.
After landing rollout, the

ground spoilers would be
disarmed.
Advance to disarm the

spoilers. Notice them retract
on the WHEEL page.
Notice that the ground spoilers

are now retracted.
EXIT TO
DIFFERENCES QUIZ
AFTER LANDING
Now it’s time to retract the

slats and flaps.
We have accelerated the

retraction process. We are
back to a clean wing indication
on the E/WD.
To move the FLAPS handle

between any position you
must lift up on the collar below
the handle.
Handle
Stops are located at positions
1 and 3. Moving the FLAPS
handle through positions 1 and
3, in either direction, requires
that you release and reengage Collar
the collar.
This concludes the NORMAL
OPERATION section and
Part I of the Flight Controls
lesson.
EXIT TO
FLIGHT CONTROLS I OVERVIEW
DIFFERENCES QUIZ
You have completed

Part I of the Flight
Controls lesson.
Click here to
exit to the main menu.
EXIT TO

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CONTROLS & NORMAL ABNORMAL

FLIGHT CONTROLS I 1 of 156 OVERVIEW

Welcome to Part I of the Flight

The learning objectives of this

We will begin the lesson by FLY-BY-WIRE

We will compare fly-by-wire

In A320 Series aircraft, the

Flight control inputs are

The electrical signals created

The flight control computers

As will all computers, the flight

These instructions and

The law in use varies

The fly-by-wire system

Let’s move on to controls &

The controls and indicators for

We will start by discussing the

The primary flight control

They are used to manually

They are electronic input

They receive no mechanical

When hand flying the aircraft,

You are commanding a roll rate

Pitch control is known as load

In the neutral position you are

The aircraft maintains 1G

In the neutral position you are

The aircraft essentially

This is sometimes referred to

More accurately, the aircraft is

The fly-by-wire system

In the normal operating range,

They do not become sensitive

In general, only light fingertip

After establishing an attitude

Movement of one sidestick

For example, if the captain’s

While full sidestick movement

However, the total demand is

For example, if the captain’s

Another example of summed

This produces a summed

When an autopilot is engaged,

If sufficient force is applied to a

Advance to move a sidestick

When the autopilot(s)

• The cavalry charge sounds.

Each sidestick is equipped with

As the name implies, the pb

Pushing it disconnects the

Advance to push the pb with

When the pb is pushed:

A second push of the pb in

The second function of the pb

Pushing and holding the pb

Pushing and holding the pb for

You would use the sidestick

Audio and visual indications

Let’s look at an example.

The captain is hand flying and

The crew suspects that the

To determine if they are correct