1

FLIGHT CONTROLS
Introduction to Flight Controls

In this lesson, we will discuss:

 Flight controls introduction

 Controls and indications

 Flight control computers

 The ECAM flight control page

Fly-by-Wire Flight Control System

The A320 was the first commercial airliner to utilize a digital fly-by-wire flight control
system. All flight control surfaces are electrically controlled and hydraulically actuated. This
eliminates most of the traditional mechanical complexity and results in reduced weight,
reduced maintenance costs, and increased reliability. It also provides optimum aircraft
performance and improved fuel efficiency.

Control Surfaces

Control surfaces on the A320 are conventional:

 Pitch control is achieved by two elevators mounted on a trimmable horizontal

stabilizer.

 There are five spoiler panels and one aileron on each wing.

 Roll control is achieved by the ailerons and spoilers two, three, four, and five.

 Speed brakes are provided by spoilers two, three, and four, and ground spoilers are
provided by all five spoiler panels on each wing.

 Yaw control is achieved by a one-piece rudder mounted on the vertical stabilizer.

Mechanical Backup

The trimmable horizontal stabilizer (THS) and the rudder, in addition to electrical control, are
mechanically linked to cockpit controls to provide a means of controlling the aircraft should a
temporary complete loss of electrical power occur.

Lift Augmentation Devices

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Each wing has two trailing edge flap surfaces and five leading edge slat surfaces that act as
lift augmentation devices for takeoff and landing.

Control Instruments

The pitch trim wheels, flaps lever, speed brake lever, and rudder trim switch are located on
the center pedestal. A set of rudder pedals are located at each pilot station. Note there is no
aileron trim.

Flaps and Slats Position Indicator

The flaps and slats position indicator is found on the upper ECAM display unit. Additional
flight control information is found in the memo section.

Side Stick Controller

The traditional control column has been replaced by a side stick controller. The side stick,
along with an auto trim system, enables the pilot to fly the aircraft more smoothly with more
precision and less effort, providing a more comfortable ride for the passengers. Inputs from
the side stick or from the autopilot are processed by the flight control computers, which
command the control surface actuators to move as necessary. This system enhances flight
safety by providing complete protection against flight outside the normal flight envelope and
protects against stall, wind shear, overstress, and overspeed. The side stick controllers are
located on the side consoles.

Flight Control Computers

Flight control is achieved by three types of computers arranged to provide redundancy and
failure protection. Different manufacturers, different hardware, and different software have
been used to eliminate the potential for common errors. Electrical power sources are also
from different electrical buses. There are two elevator aileron computers (ELACs) for
elevator, stabilizer, and aileron control, three spoiler elevator computers (SECs) for normal
spoilers control and standby elevator and stabilizer control, and two flight augmentation
computers (FACs) for electrical rudder control. One SEC or one ELAC is capable of
controlling the aircraft in both the roll and pitch axes.

Electronic Flight Control Switches

The electronic flight control switches are located on the left and right sides of the overhead
panel.
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ECAM Flight Control Page

The ECAM flight control page is displayed automatically with certain flight control faults
and can be selected at any time with a flight control push button switch on the ECAM control
panel. The ECAM wheel page also duplicates the ground spoiler status.

Summary

In this lesson, we have discussed:

 Flight controls introduction

 Controls and indications

 Flight control computers

 The ECAM flight control page

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SIDE STICK
Introduction to Sidestick and Priority Takeover

In this lesson, we will discuss:

 Sidestick introduction

 Priority takeover

Sidestick Controls

The two sidesticks allow the pilots to control the aircraft manually in both pitch and roll.
They are not mechanically linked, but simultaneous inputs by the captain and first officer are
summed. The sum is limited to the maximum deflection by a single sidestick. Dual inputs
will cause both green sidestick priority lights to flash and a continuous aural warning "dual
input" to sound. It is very important for both pilots to be clear about who has control of the
aircraft. There is no direct feedback or artificial feel system except for a simple spring
centering device which neutralizes the sidestick when it is released.

Sidestick Position Indicators

On the ground, after the first engine is running, the sidestick position indicators come into
view on the PFD. They disappear when the aircraft is airborne. The white corner indices
indicate the limit of sidestick travel, while the white cross indicates the actual sidestick order
from both sidesticks. This is useful for checking full sidestick movement before takeoff but
does not indicate actual control surface position. For control checks, use the surface position
indicators on the ECAM flight control page.

Sidestick Switches

The sidestick has two switches:

1. A dual-function autopilot disconnect/priority takeover push button.

2. A communications push-to-talk switch.

Whenever the autopilot is engaged, a solenoid-operated detent locks the sidestick in the
neutral position. If necessary, the detent can be overridden with sufficient pressure to unlock
the sidestick, which will also disconnect the autopilot. The normal method to disconnect the
autopilot, however, is to press the autopilot disconnect push button on the sidestick.
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Priority Takeover

A pilot can take full control and deactivate the other sidestick by pressing and holding his
priority takeover push button. If held for at least 40 seconds, the other sidestick is latched out,
and the priority takeover push button can be released without losing priority. Each time a
sidestick priority is taken, an audio message "priority left" or "priority right" is heard.

Sidestick Priority Lights

The sidestick priority lights on the glare shield indicate which pilot has control. A red arrow
in front of a pilot indicates his sidestick has been deactivated and the other pilot has control.
To reactivate a sidestick, momentarily press its priority takeover push button. The last pilot to
press and hold the priority takeover push button gets control.

Releasing Sidestick to Neutral

When the deactivated sidestick is not in the neutral position, a green light (either "captain" or
"first officer") is displayed in front of the pilot who has control. If the deactivated sidestick is
released to neutral, the green light goes out, but the red arrow remains.
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PITCH NORMAL LAW

Introduction to Pitch Normal Law

In this lesson, we will discuss:

 Pitch normal law

 Ground mode

 Flight mode

 Flare mode

Overview of Normal Law

All aircraft fitted with fly-by-wire control systems have within the flight control computers
control laws that determine how the aircraft flight control surfaces should be positioned at
any given time. On the A320, normal law is active when all flight control surfaces function,
even after certain flight control computer, hydraulic, or electrical faults. Protections provided
in flight include:

 Load factor limitation

 Pitch attitude protection

 Angle of attack protection

 High-speed protection

 Bank angle protection

 Low energy warning

 Load alleviation protection

Normal law encompasses three modes: ground mode, flight mode, and flare mode.

Ground Mode

On the ground, sophisticated protections are not required. Elevator deflection is in direct
proportion to sidestick movement. Auto trim is not functional, allowing the pilots to set the
trimmable horizontal stabilizer manually for takeoff to adjust for center of gravity variations.

Ground mode allows the elevators to move to the maximum deflection of 30 degrees nose up
and 15 degrees nose down to perform the pre-flight control check. Upon reaching 70 knots
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during the takeoff roll, maximum nose-up elevator deflection is reduced to 20 degrees to
prevent the possibility of a tail strike at rotation.

Flight Mode

As soon as the aircraft becomes airborne, the transition to flight mode is blended in over a
period of five seconds. In pitch normal law, with the sidestick in the neutral position, the
pitch demand is to maintain a constant 1G. This is equivalent to maintaining a constant
trajectory or flight path angle. Stick free, the elevator will be deflected to attempt to maintain
constant trajectory through speed changes, changes in configuration, or atmospheric
disturbances.

Moving the sidestick aft results in a demand for greater than 1G or positive G, and moving it
forward results in a demand for less than 1G or negative G. Once the aircraft is flying the
required trajectory or flight path angle, the sidestick can be released to its neutral position,
and the aircraft will again maintain 1G. This means that it will maintain the new trajectory.
Control inputs are made to alter or change the flight path, not to maintain it. Therefore, a
sidestick input can be considered as selecting a vector or vertical trajectory through space.

Automatic pitch trim also operates in normal law. If a sustained elevator deflection is
required to maintain trajectory during speed or configuration changes, or to maintain a newly
selected trajectory, auto trim will automatically reposition the stabilizer so that the elevator
deflection with respect to the stabilizer can be reduced to zero, just as is done by pitch
trimming a conventional aircraft during manual flight.

In a turn of up to 33 degrees of bank, the pilot does not have to hold back pressure on the
sidestick to maintain altitude. Once the turn is established, the sidestick can be released to
neutral.

Flare Mode

As the aircraft descends through 50 feet for landing, flight mode changes to flare mode, a
modified form of pitch normal law. The aircraft memorizes the pitch attitude at 50 feet, then
at 30 feet begins to progressively reduce the pitch attitude to -2 degrees over a period of 8
seconds. Auto trim is also deactivated. This simulates the behavior of a conventional aircraft
as it becomes influenced by ground effect and means that the pilot must apply a conventional
flare technique, moving the sidestick aft to achieve the correct landing attitude for a
touchdown.
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If a go-around is attempted below 50 feet, flight mode and auto trim would not be restored
until reaching 50 feet, and more than normal pitch force may be required to pull the aircraft
up to and maintain the go-around attitude.

Transition to Ground Mode After Landing

Upon touchdown, elevator deflection is again restored to a direct elevator-sidestick

relationship. Five seconds after touchdown, the trimmable horizontal stabilizer is
automatically reset to zero degrees.

Summary

In this lesson, we have discussed:

 Pitch normal law

 Ground mode

 Flight mode

 Flare mode
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LATERAL NORMAL LAW

Introduction to Bank Angle Protection and Load Alleviation Function

In this lesson, we will discuss:

 Bank angle protection

 Load alleviation function

Bank Angle Protection

The maximum bank angle that can be achieved is 67 degrees. Full lateral side stick must be
applied and held to reach this angle. If the side stick is released, the aircraft will return to and
maintain 33 degrees of bank. Beyond 33 degrees of bank, there is no pitch compensation, and
aft control inputs are required, similar to a conventional aircraft, to maintain the desired pitch
angle.

The maximum bank angle of 67 degrees is indicated on the PFD by a pair of green bars.
When the bank angle exceeds 45 degrees, the flight director bars disappear. The bank angle
limitation of 67 degrees corresponds to the design g-factor limitation of 2.5 G's. With flaps
extended, the bank angle is limited to 60 degrees in level flight to correspond with the design
factor limitation with flaps extended of 2 G's.

When high speed or angle of attack protection is active, the maximum bank angle with full
side stick deflection is reduced from 67 to 45 degrees. If the side stick is released to neutral,
the aircraft will return to wings level when high speed protection is active, or to a maximum
of 33 degrees of bank if high angle of attack protection is active.

Load Alleviation Function (LAF)

The load alleviation function (LAF) reduces wing structure loads in conditions of turbulence
by rapidly deflecting the ailerons and spoilers 4 and 5 symmetrically upwards when the
aircraft load factor differs by 0.3 G compared to the aircraft's demanded load. To assist with
the high hydraulic demands required, dedicated hydraulic accumulators are installed near the
associated controls. LAF is inhibited with slats or flaps extended, below 200 knots, or above
VMO plus 10 knots.

The load alleviation function operates in a degraded mode with associated failures. The LAF
degraded message appears on the ECAM flight control page. With a total loss of the load
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alleviation function, LAF is displayed in the inoperative systems column on the ECAM status
page.

Summary

In this lesson, we have discussed:

 Bank angle protection

 Load alleviation function

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FLAPS AND SLATS

Introduction to Slats and Flaps

In this lesson, we will discuss:

 Slats and flaps introduction

 Monitoring and control

 Slats and flaps configurations

 ECAM abnormal indications

Slats and Flaps Introduction

Each wing has five leading edge slat surfaces and two trailing edge flap surfaces. Slats and
flaps are selected by a single flaps lever located on the center pedestal.

Monitoring and Control

Two dual-channel Slat Flap Control Computers (SFCCs) monitor and control the slats and
flaps. When a flap selection is made with the flaps lever, a signal is sent to the SFCCs, which
in turn control the slats and flaps Power Control Units (PCUs). Each SFCC controls and
monitors one motor of the flap PCU and one motor of the slat PCU. These hydraulic motors,
through a mechanical system of shafts, gearboxes, and actuators, move the slats and flaps to
the desired position. When the slats and flaps have reached their selected position, Pressure
Off Brakes (POBs) lock the hydraulic motors to prevent unwanted movement.

With the failure of one of the associated hydraulic systems or one of the SFCCs, the
corresponding slats and/or flaps will operate at half speed.

Slats and Flaps Configurations

The SFCCs continuously monitor Asymmetry Position Pick-Off Units (APPUs) and
Feedback Position Pick-Off Units (FPPUs), which measure slat and flap positions for
asymmetry, runaway, uncommanded movement, and other failure conditions. If both SFCCs
detect a failure, the Wingtip Brakes (WTBs) lock the slats or flaps position and send a
warning to the ECAM. Wingtip brakes, once activated, can only be reset on the ground.

Two Indication Position Pick-Off Units (IPPUs), one for the slats and one for the flaps, send
position data to the upper ECAM slats/flaps position indicator. There is an interconnecting
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strut with flap attachment failure detection sensors between the inboard and outboard flaps. If
a position difference is sensed, the signal is sent to one of the Landing Gear Control Interface
Units (LGCIUs), and the movement of the flaps is stopped by the Pressure Off Brakes.

The flap lever has five detents: 0, 1, 2, 3, and FULL, corresponding to different slat/flap
configurations. Below the flap lever knob is a collar that must be lifted to move the lever out
of each detent. There is an internal block between positions 1 and 2 and between positions 3
and FULL. To move past the block, the collar must be released, then squeezed again,
preventing an excessive one-movement selection from FULL in the event of a go-around and
from 2 to 0 during normal retraction.

The flap indicator on the upper ECAM uses the shape of the wing to display slat/flap
configuration. A gray symbol represents the fixed wing center section, and the slats and flaps
are represented by green boxes on either end of the wing. With the first flap selection,
waypoints and an S and F appear to show the possible slat/flap configurations. These are not
visible when the aircraft is in a clean configuration.

The selected flap position is shown in cyan below the gauge, and a blue symbol appears at the
selected flap position. Flap movement is indicated by the green flap position indicator
moving out toward the selected position. Once the flaps and slats reach the selected position,
the selected surface position indication disappears, and the selected flap position indication
turns green.

ECAM Abnormal Indications

When the flaps are extended, the ailerons droop 5 degrees. This position is indicated on the
ECAM by an index on the aileron scale. If both associated hydraulic systems are inoperative
or there is a fault in the slats or flaps, the flap legend and position indicators change to amber.
The "SLATS LOCKED" or "FLAPS LOCKED" message is displayed with an ECAM
caution when the wingtip brakes are engaged or when there is an asymmetry condition
between the slats or flaps.

An alpha speed lock function prevents slat retraction at high angles of attack and low speeds
to guard against stall. If the angle of attack exceeds 8.5 degrees or the airspeed is less than
148 knots, slat retraction from position 1 to 0 is inhibited. When the flaps lever is moved
from 1 to 0 under these conditions, the flaps only will retract. The slats will eventually retract
when the speed increases to VLS for configuration 0. Note that slats do not automatically
extend if pitch attitude is exceeded or if airspeed falls below 148 knots.
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NORMAL PROCEDURES
Introduction

In this lesson, we will discuss:

 Configuration safety check

 Cockpit geographic check

 After start

 Before takeoff

 Takeoff

 After takeoff check

 Descent

 Approach

 Landing

 After landing

Configuration Safety Check

Confirm on the upper ECAM flap position indicator that the flap position is in agreement
with the flaps lever. Also, check the position of the speed brake lever. If the flaps are not in
the zero position or the speed brake lever is not in the retract position, contact maintenance.
Do not apply hydraulic power or move any flight control surface without first obtaining
maintenance clearance.

Cockpit Geographic Check

Confirm that all flight control computer switch lights are out on the left and right overhead
panels. On the glare shield panel, ensure both captain's and first officer's side stick priority
lights are out. The pitch trim wheels should be at zero; they were reset to zero at the last
landing. Caution: Never attempt to move the trim wheel without hydraulic pressure. On the
center pedestal, ensure the speed brake lever is in the retract position and the flaps lever is in
agreement with the ECAM flap position indicator. Normally, the flaps will be in the zero
retracted position. The rudder trim rotary switch should be centered. Push the reset button to
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ensure the rudder trim is zeroed and confirm the position indicator is zero plus or minus 0.8
degrees.

After Start

As part of the after start recall scan flow, the captain selects the desired takeoff flap setting
and arms the ground spoilers. Touch the flaps lever to select the takeoff flap, then touch the
speed brake lever to arm the spoilers. The flap position is confirmed on the ECAM flap
position indicator, and the message "Ground Spoilers Armed" appears in the memo section of
the upper ECAM. If two minutes have elapsed since the second engine start, the takeoff
memo appears indicating "Spoilers Armed."

Before Takeoff

Taxiing out clear of congested areas, the captain calls for the before takeoff check. The first
officer then initiates the flight control check. Movement of the side stick automatically brings
up the ECAM flight control page. The first officer checks each control surface on the
respective control position indicator, pausing momentarily to confirm full travel. This check
includes the 5-degree aileron droop with the flaps extended. He also confirms full side stick
movement by observing the limit indices on the PFD. Touch the side stick to perform the
control check. The sequence is: side stick left, check right, check forward, check aft, check.
Note: When moving the side stick during the control check, do not move the side stick any
faster than required for an aggressive flight maneuver to minimize component wear. This is
particularly important during extremely cold conditions.

Takeoff

During the takeoff roll, control deflection is in direct proportion to sidestick movement.
When takeoff power is applied, half travel forward side stick input should be applied to
prevent the nose from pitching up. At 80 knots, gradually reduce this pressure to reach stick
neutral at 100 knots. Routine use of lateral inputs to counter the effects of crosswind is not
recommended. For crosswinds over 15 knots, small amounts of lateral inputs may be used to
maintain wings level. Too much results in excess spoiler deployment, increasing the tendency
of the aircraft to turn into the wind, reducing lift, and increasing drag. At VR, smoothly rotate
the aircraft into the pitch command bar. At liftoff, as the aircraft transitions to flight mode,
any lateral inputs used to counter the effects of strong crosswind must be relaxed to prevent
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the aircraft from rolling and to maintain wings level. This ensures a smooth transition to
flight mode. Remember, in flight, lateral side stick inputs demand roll rate.

After Takeoff Check

When the acceleration altitude is reached, the flap slats are retracted. If takeoff was
performed with flaps 2 or 3, select flaps 1 at F speed (the minimum speed for flap retraction),
then select the flaps up at S speed (the minimum speed at which the slats may be retracted). If
takeoff was performed with flaps 1+F, they are selected up at S speed. Touch the flaps lever
to select the flaps up. Once the flaps are up, the PNF announces "Flaps Up." The after takeoff
check is then requested by the pilot flying. As soon as practical after the flaps are up, the PNF
disarms the spoilers by pressing straight down on the speed brake lever. Disarm the spoilers,
then touch the right arrow to continue.

Descent

FMGC computed speeds default to flaps full. If a landing in config 3 is desired, line select
config 3 on the MCDU performance approach page so that all FMGC computed speeds
displayed are for the correct configuration. On the overhead GPWS panel, select Landing
Flap 3 to prevent nuisance flap warnings close to the ground. GPWS Flap 3 is displayed on
the ECAM memo section.

Approach

In a managed descent, if the aircraft becomes high on the profile, the message "MORE
DRAG" is displayed on the PFD. Extend the speed brakes to the one-half position until the
profile is regained. On approach, the Pilot Flying calls for flap selections at the appropriate
speeds. At Green Dot speed, select flap 1. In manage speed, the aircraft decelerates to S-
speed. Touch the flap lever to select flap 1, then touch the right arrow to continue. When flap
2 is selected, the aircraft decelerates to F-speed. Touch the flaps lever to select flaps 2.

At the appropriate time, the Pilot Flying calls "Gear Down, Landing Check." The PNF arms
the spoilers by pulling straight up on the speed brake lever and reads the landing check.
Touch the speed brake lever to arm the spoilers, then touch the right arrow to continue. Touch
the flaps lever to select flap 3 and decelerate towards VAPP. If the flaps full landing was
planned, select flaps full.

Landing
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At approximately 20 feet, perform the flare maneuver by gently pulling back on the side stick
to counteract the induced pitch down input. In a crosswind, the preferred technique is to use
the rudder to align the aircraft with the runway. If the input is gentle, very little lateral control
is required. Remember, sidestick input in flight demands roll rate. At touchdown, gently
lower the nose. The ground spoilers will extend if armed when the aircraft touches down and
the thrust levers are reduced to idle. The PNF confirms ground spoiler deployment on the
ECAM wheel page, which was automatically displayed upon gear extension. If the ground
spoilers do not extend automatically and the landing was made with flaps full, they cannot be
extended manually. If the landing was made with flaps 3, it is possible to extend the flight
spoilers only by moving the speed brake lever aft.

After Landing

The after landing check calls for the flaps up. Slats and flaps should be left in their landing
position if the approach was made in icing conditions or following a landing on an ice, snow,
or slush contaminated runway. Touch the flaps lever, then the right arrow to continue. Disarm
the ground spoilers by pressing straight down on the speed brake lever.

Conclusion

In this lesson, we have discussed:

 Configuration safety check

 Cockpit geographic check

 After start

 Before takeoff

 Takeoff

 After takeoff check

 Descent

 Approach

 Landing

 After landing
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ABNORMAL PROCEDURES
Introduction

In this lesson, we will discuss the following ECAM messages:

 ELAC 1 Fault

 ELAC 1 and 2 Fault

 Flaps Locked

 Stabilizer Jam 1

 Stabilizer Jam 2

 Sidestick Fault

 Left and Right Elevator Fault

ELAC 1 Fault

A fault in a single flight control computer requires that it be switched off and then on again to
attempt to reset. The other computer assumes the functions of the failed computer except for
a SEC failure where the associated spoilers will be lost.

Caution: Do not reset an ELAC if uncommanded maneuvers occurred during the flight.

ELAC 1 and 2 Fault

The failure of both ELACs or FACs or all three SECs again requires that they all be reset. If
unsuccessful, the aircraft will be in alternate law with associated protections lost.

Flaps Locked

The flaps are currently selected to and indicating config 1 in flight. Touch the flaps lever to
select config 2.

Due to flaps or slats asymmetry, runaway, or uncommanded movement, the wing tip brakes
are activated and the flaps and/or slats are locked in their current position. The wingtip brakes
can only be reset on the ground.

In this example, the flaps have locked between positions one and two. The flaps locked
caution is generated along with the master caution and single chime. ECAM advises that the
wingtip brakes are on and displays the maximum flap extension speed for the current flaps
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lever position. The speed is also represented by the red and black max speed strip on the PFD
speed scale. Clear flight controls by pressing the clear button on the ECAM control panel.

The status page indicates that flap 3 is to be used for landing. The approach speed additive is
added to the VLS speed as displayed on the MCDU approach page and is manually entered
by typing it into the scratch pad then line selecting it into the VAPP field. The landing
distance must be increased due to the higher approach speed and loss of aerodynamic braking
from the flaps.

If a diversion is necessary, consider increased fuel consumption to the diversion airport.

Refer to FCOM 3.02.10 operating techniques, which gives landing, go-around, and diversion
procedures and fuel consumption guidelines. Clear status by pressing the clear button on the
ECAM control panel.

Stabilizer Jam 1

With a jammed stabilizer, the ECAM procedure recommends checking the manual pitch trim.
If it is available, trim the aircraft to maintain neutral elevator as indicated on the flight control
page. Alternate law becomes active, and the autopilot is not available. However, on the A320,
control is much easier than on a conventional aircraft because in alternate pitch law, the flight
control computers will deflect the elevators to maintain 1G with the sidestick neutral. Clear
flight controls by pressing the clear button on the ECAM control panel.

Flaps 3 is used for landing. If manual pitch trim is not available, landing gear extension is
delayed until the flaps are in config 3 and the speed is reduced back to VAPP. This is because
once the landing gear is down, direct law becomes active, and although the previous elevator
position is maintained, any further speed and configuration changes would require constant
sidestick pressure. Control forces, however, will be light due to the lack of an artificial feel
system.

The approach speed must be modified to VREF plus 10 on the MCDU approach page, and a
landing distance factor must be applied to the landing distance. Whenever this factor is not
displayed on ECAM, it can be found in FCOM 3.02.80 miscellaneous procedures or in the
QRH. In-op systems are listed on the right-hand side of the status page. Attitude, overspeed,
and alpha limit protections are not available in alternate law. Clear status by pressing the
clear button on the ECAM control panel.

Stabilizer Jam 2
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If the pitch trim wheel is jammed, the ELACs may not detect the failure. There will be no
ECAM warning, and normal law remains active. The only indication of a problem may be
that on the ECAM flight control page, the elevators remain deflected. The procedure can be
found in FCOM 3 abnormal and emergency procedures flight controls. Disconnect the
autopilot, then check the manual pitch trim operation. If available, trim to maintain the
elevator at the zero position. If not available, use flap 3 for landing.

Sidestick Fault

A sidestick fault is generated to warn the crew of a faulty sidestick. It is triggered when a
pitch or roll transducer has failed.

Left and Right Elevator Fault

With the loss of both elevators, only manual pitch trim is available for pitch control. As well
as the ECAM warning, the message "Manual Pitch Trim Only" is displayed on the PFDs. Do
not use the speed brakes because of the induced pitch changes, which may be difficult to
control with manual pitch trim only. Clear flight controls by pressing the clear button on the
ECAM control panel.

The status page outlines the approach procedures and reminds the pilot that pitch control is
mechanical backup and roll control is direct law. Clear status by pressing the clear button on
the ECAM control panel.

Conclusion

In this lesson, we have discussed the following ECAM messages:

 ELAC 1 Fault

 ELAC 1 and 2 Fault

 Flaps Locked

 Stabilizer Jam 1

 Stabilizer Jam 2

 Sidestick Fault

 Left and Right Elevator Fault