Flight Controls Introduction

The A320 Flight Controls operate with the "Fly By Wire" (FBW) concept, this FBW concept reduces crew
workload and enhances safety.

The A320 Sidestick or Auto-pilot electrical outputs are sent to seven Electronic Flight Control System (EFCS)
computers that send electrical signals to electrically controlled hydraulic actuators.

Computers

There are two Elevator Aileron Computers (ELACs) that provide Elevator/Trimmable Horizontal Stabilizer
(THS) control and Aileron control.

There are three Spoiler Elevator Computers (SECs), that provide Spoiler control and two of the SECs also
provide a back-up source for Elevator/Trimmable Horizontal Stabilizer (THS) control.

There are two Flight Augmentation Computers (FACs), that provide Rudder control.

Hydraulic Sources

This diagram shows the hydraulic power sources that drive each flight control.

Pitch Control Computers

The forward or aft movement of the side stick commands a pitch rate signal to one ELAC.

For a given airspeed, the signal moves the elevators to a position, that corresponds to the pitch rate
commanded by the amount of side stick deflection. As airspeed varies, control effectiveness varies directly
so control surface deflection requirement varies indirectly.
Roll Control Computers

Similarly, the lateral movement of the side stick commands a roll rate signal to the other ELAC.

For a given airspeed, the signal moves the ailerons to a position, that corresponds to the roll rate
commanded by the amount of side stick deflection.

If control effectiveness is low and/or rate command is high, the ELAC will send a signal to the SECs to
augment the roll rate commanded.
Yaw Control Computers

The FAC or the rudder pedals control yaw inputs.

The FAC automatically controls yaw damping and turn coordination, so no manual rudder input is normally
required by the pilot. Rudder Trim is available through the FAC by use of the RUD TRIM switch on the
pedestal. The FAC also provides Rudder Limit and Reactive Windshear Guidance. FAC 1 normally controls
yaw inputs.

Page 8: Review Control Inputs

Let’s review what we have learned about control inputs: (see above)

Page 9: Pitch and Roll Limits

Pitch and Roll inputs are limited by the ELACs to prevent excessive maneuvers to prevent flight operation
outside the flight envelope in Normal Flight control Law. The input signals from the sidesticks to the ELACs
and SECs will deflect the flight control surfaces to achieve the desired maneuver.

Page 10: Pitch Control Surfaces

The pitch control surfaces are two elevators and a Trimmable Horizontal Stabilizer (THS) controlled by
ELAC 2.

The THS is automatically positioned by ELAC 2 to allow the elevators to return to neutral after a change in
pitch attitude but the THS can also be manually trimmed using the Pitch Trim Wheel when ELAC 2 is not
controlling pitch trim (on ground except during the after landing reset or when there is a computer or
hydraulic failures).

Page 11: Roll Control Surfaces

The roll command surfaces are one aileron on each wing controlled by ELAC 1. The ailerons provide
primary roll control of the aircraft and are augmented by the roll spoilers, panels two through five on each
wing. Roll augmentation commands are sent by ELAC1 to the SECs, when the roll command requires a
higher roll rate. There is no manual aileron trim; this function is controlled by ELAC 1 by positioning the
ailerons directly instead of using a trim tab.
Page 12: Yaw Control Surfaces

The Yaw control surface is a single rudder controlled by FAC 1 or by manual control through the rudder
pedals. The FAC automatically controls yaw damping and turn coordination, so that under Normal Flight
control Law, no manual rudder input is required by the pilot. Rudder Trim is available through FAC 1 by use
of a switch on the center pedestal.

Page 13: Roll - Spoilers

There are 5 spoiler panels on each wing.

They are controlled by SECs 1, 2, and 3.

The four outboard panels (2, 3, 4, and, 5) are for roll augmentation to assist roll commands.

Page 14: Speedbrakes

During flight, the 3 center panels on each wing (2, 3, and 4) can be deployed as Speedbrakes by pushing
the SPEEDBRAKE handle down and pulling it aft.

Page 15: Ground Spoilers

The Ground Spoilers are armed when the SPEEDBRAKE handle is lifted when the handle is in the set
position.

On the ground, all 5 panels on each wing (1, 2, 3, 4, and 5) deploy to act as Ground Spoilers.

The handle does not move during Ground Spoiler actuation.

Page 16: Slats and Flaps

There are five Slat surfaces on the leading edge of each wing and two Flap sections on the trailing edge.

Page 17: SFCCs

The 2 Slat Flap Control Computers (SFCCs) provide the electrical signals to electrically controlled hydraulic
actuators that position the slats and flaps. Each SFCC has two channels, one for the slats and one for the
flaps. Each channel can drive its associated surfaces.

Page 18: Flap Lever

The flap lever, located on the right side of the pedestal, operates the slats and flaps.
The flap lever has the following positions: 0, 1, 2, 3 and FULL.

Page 19: Flap and Slat Position

The flap and slat position is displayed on the E/WD, and is indicated by white dots.

Here, the surfaces are extended to position 1 + F.

Click the labeled positions of the Flap Lever and watch the display on the E/WD.

Page 20: Signals to the EIS ( Engine Indicating System )

The ELACs and SECs send signals through two Flight Control Data Concentrator computers (FCDC) to the
EIS (engine indicating system) to generate Slat and Flap indications on the E/WD. The FACs send their
signals directly to the EIS.

Page 21: ECAM F/CTL Page

The position of all primary flight controls are displayed on the ECAM F/CTL page.

The status of ELACs and SECs are displayed on the ECAM F/CTL page, but the status of the FAC is not
displayed.

This page is displayed automatically when the flight control check is performed before takeoff.

We’ll describe each display now.

Page 22: Hydraulic Symbols

Adjacent to the flight control symbols on this page is the symbol for each hydraulic system that powers the
specific flight control.

The symbols are G, B, and Y.

The symbol for each hydraulic system normally is displayed in green, but is displayed in amber if the
associated system pressure is low.

Page 23: Spoiler Symbols

Next are the Spoiler and Speed brake indications. All panels are shown here retracted.

When a panel is deflected by more than 2.5 degrees, the symbol appears as an arrow.

Click the buttons on this page to view the available spoiler operations.
Page 24: Faulty Spoiler Symbols

A faulty spoiler panel that is in a deflected position when it should be retracted - displays amber.

A faulty spoiler panel that is retracted when it should be deflected - displays with its position numeral in
amber.

Page 25: ELAC and SEC Symbols

The condition of the ELACs and SECs is normally displayed in green with a gray box.

Failures or turned off computers display in amber.

More on this later…

Page 26: Moving Symbols

The green symbols for each flight control move over a fixed white scale during surface deflection, and the
Pitch Trim position is digitally displayed.

We’ll describe these symbols in more detail with the associated flight control.

Page 27: Rudder Symbols

This is the Rudder Trim Control.

The selected rudder trim is displayed by a small blue line below the scale.

Both the rudder and pedal deflection is limited as a function of speed by a rudder travel limiter.

The rudder travel limit is indicated by small white marks in the high speed condition.

Page 28: Flight Control Switches

Finally, there are two panels (located on the overhead panel) to control the flight control computers.

The switches on this panel are normally in the ON position.

This completes the introduction to the Flight Controls.

EFCS Introduction

In the Flight Controls Introduction module, you learned that the flight control hydraulic servojacks receive
inputs from the side sticks or autopilot through the Electronic Flight Control System (the EFCS includes the
ELACs, SECs, and FACs).

The EFCS processes these inputs that are programmed to position the flight controls according to pre-set
limitations and instructions known as LAWS.

Page 3: 3 Control Laws

There are three Flight Control Laws that are used by the EFCS; these Laws are Normal, Alternate, and
Direct.

The EFCS normally commands Normal Law, but some component failures will require the EFCS to
command Alternate Law or Direct Law.

Alternate and Direct Law are known as Reversion Laws and will be covered in a different module.

Page 4: Normal Law - Protection 3 Axes

Normal Law provides automated control over the three flight axes.

It ensures that the operation remains within the normal flight envelope for a Transport Category aircraft,
and provides protection against exceeding design maneuver loads while using the flight controls.

Page 5: Normal Law - 3 Phases

Normal Law has three modes for three phases of flight.

These modes are: GROUND, FLIGHT, and FLARE as shown in this logic diagram.
Page 6: Ground Phase

During the GROUND mode operation, the flight controls are moved from the ‘at rest’ position in direct
proportion to the side stick displacement from the neutral hands off position.

The ‘at rest’ position is “trail” for the rudder and elevators but the ailerons will be in the “droop” position.

Page 7: Ground Auto Trim Function

Before takeoff, there is no auto trim function so the pilot must manually set the takeoff THS setting.

After landing, the THS normally automatically re-sets to 0°, but the re-set will stop if the pitch attitude
increases above +2.5°.

Page 8: Elevator Limit During Takeoff

Let’s now describe the flight...

During takeoff, the aircraft is in the GROUND mode and the elevator up deflection limit of 30° is reduced to
20° as the aircraft passes through 75 knots.

Page 9: Ground to Flight Blend

The FLIGHT mode blends in after takeoff with a gradual transition from the GROUND mode.

Notice the conditions for this transition are shown on the logic diagram.

Page 10: Manual Flight

During Manual flight the amount of side stick displacement determines pitch and roll rate.

The pitch attitude is limited by the pitch attitude protection.

The angle of bank is checked at a maximum normal angle (33°) by the spiral stability changing from neutral
to positive with a maximum angle of bank of 67°.

Both pitch and roll are limited by the Load Factor limitation.

Page 11: Autoflight

During Auto flight, the autopilot provides inputs to the EFCS to command an attitude that is normal for a
transport category aircraft.

Additionally, automatic pitch trim and yaw damping function throughout this mode.
Page 12: Flare Mode

The FLARE mode engages when descending through 50’ AGL just before landing. It provides a more
conventional feel to the landing phase. The EFCS will memorize the pitch attitude at 50’ AGL, and that
becomes the initial reference for pitch attitude control.

As the aircraft descends through 30’ AGL, the EFCS will command the elevator to reduce the pitch attitude
to 2° nose down over a period of 8 seconds (this feature defines a trend only, because touchdown will
normally occur before the time period from that altitude).

Page 13: Flare and Touchdown

To flare the aircraft, this situation will require a gentle nose-up command on the side stick.

Page 14: Touchdown

At touch down, the aircraft will transition to the GROUND mode and the THS will re-set to 0°.

This completes our overview of the Normal Law for flight operations. Now, for the details...

Page 15: Normal Law Protections

This frame shows the protections that are automatically provided in Normal Law.

Page 16: Load Factor Limit

Let’s discuss the specifics concerning the Normal Law protection.

First, Normal law ensures the load factor is not exceeded.

This protection limits control surface deflections to ensure structural limits are not exceeded.

Page 17: Load Limits

While the pilot can move the side stick to the mechanical stops at any time, the EFCS will ensure that the
aircraft remains within the structural limitations.

While the aircraft is clean, the structural load limits are: +2.5g to -1g.

While either slats or flaps are extended, the structural load limits are reduced to: +2g to 0g.
Page 18: Load Alleviation Functions (LAF)

The Load Alleviation Function (LAF) is available only in Normal Law and only in clean configuration. The
Load Alleviation Function operates automatically to alleviate wing structural loads.

The function uses the ailerons only, or can use both the ailerons and the two outboard spoilers.

In smooth air, only the ailerons are deflected upward to alleviate wing loads. In turbulence both the
ailerons and the outboard spoilers can deflect upward to alleviate loads.

Page 19: Pitch Attitude Protection

Normal law also provides pitch attitude protection.

Similar to the load factor limitation, if the commanded pitch attitude reaches the nose up limit, the EFCS
will limit the pitch attitude.

The pitch limit protection applies either when the input is provided by the sidesticks or the autopilot.

Page 20: PFD Pitch Limit Indicators

On the PFD, two sets of green parallel dash symbols display the pitch attitude protection limits for 30° nose
up and 15° nose down.

At lower speeds, the EFCS will reduce the nose up pitch limit to 25° (clean) or 20° (Config FULL) but the
symbols will not change.

Page 21: High AOA Protection

Normal law also provides high angle of attack protection to prevent stalling and to facilitate temporary
optimal performance for evasion/escape maneuvers during Windshear, TCAS, or GPWS recovery.

The high angle of attack protection takes priority over all other types of pitch protection.

High angle of attack protection is displayed on the PFD speed scale.

Page 22: Thrust and AOA Protection

We’ll now describe the types of thrust and angle of attack protection.

As speed decreases it approaches VLS, which is the Lowest Selectable speed and if A/THR is engaged the
A/THR will apply thrust to maintain that speed.

This protection is strictly an automated protection by A/THR to maintain VLS and is independent of angle
of attack (á).
Page 23: A/THR Not Operating

If the A/THR is inoperative or not engaged, the speed can be reduced to a higher á protection regime
(VáPROT), which is shown at the top of the amber/black band (barber pole).

If the autopilot is engaged, it will disconnect if VáPROT + 1° is reached.

Page 24: VáMAX

The next level of protection is VáMAX.

If VáPROT is reached while using the side stick, the speed can be reduced to a lower speed and a higher á
until VáMAX is reached.

The EFCS will not maintain á more than VáMAX, even if the pilot holds the side stick full aft. During this
condition, nose up pitch trim is inhibited.

Page 25: Protection Range Features

In the protection range, the Normal Law input is modified and side stick input is an á input, instead of a
load factor input, in other words, side stick will adjust á instead of 1g load.

If the pilot releases the side stick at VáMAX, the speed will return to, and maintain VáPROT.

Page 26: A FLOOR

Between VáPROT and VáMAX is the value for á, depending on the configuration that will activate the
A/THR. If A/THR is operable it will apply TOGA thrust until it is disconnected.
This feature is called ALPHA FLOOR.

It is a thrust feature only - not a flight control feature.

The alpha speed lock function ::: Will inhibit slat retraction during an inadvertent movement of the flap
selector at high AOA or low speeds.

Page 27: A FLOOR - High Pitch

An accelerated feature of ALPHA FLOOR will activate if full back side stick is applied and the nose up pitch
limit is reached regardless of the á.

The FMA will indicate A. FLOOR until the conditions for ALPHA FLOOR no longer exists, then the FMA will
indicate TOGA LOCK.

A method for disconnecting TOGA LOCK is to select the thrust levers to Idle (this will disconnect A/THR),
select A/THR pushbutton on, and then place the thrust levers to CLB.

Page 28: High Speed Protection

Normal law provides high speed protection. It is designed to prevent the aircraft from exceeding maximum
design speed. These protection limits are displayed on the PFD speed scale.

VMO/MMO is represented as the bottom of the red/black barber pole.

Two parallel green dashes indicate the speed/Mach at which the protection is activated.

Page 29: Protection Activation Speed

When the speed/Mach increases above VMO/MMO, an overspeed ECAM warning is triggered.

If the airspeed/Mach increases to the protection activation speed, the autopilot will disengage and the
EFCS will send a pitch up command to the flight controls to prevent further acceleration.

If necessary, the EFCS will permit exceeding this speed for maneuvering for TCAS resolution advisory. With
stick released, the speed will return to VMO/MMO.

Page 30: Bank Angle Protection

In Normal Law, bank angle is normally limited to 33°.

If the pilot holds full lateral side stick, Normal Law provides positive spiral stability and the bank angle will
increase to a maximum angle of 67°.

The Flight Director (FD) command bars will disappear if the angle of bank exceeds 45°.
Page 31: Release the Lateral Input

If the side stick is released at any time when the bank angle exceeds 33°, the aircraft will return to and
maintain 33° bank angle.

The FD command bars will be displayed again when the angle of bank reduces to less than 40°.

Page 32: Autotrim Inhibit

Auto trim is inhibited above 33° of bank.

If VáPROT is active, the bank angle is limited to 45°.

Page 33: High Spd Prot - Bank Angle Limit

With the high speed protection active, the bank angle limit is reduced from 67° to 45°, and the system
maintains a positive spiral stability to 0° bank angle, so that if the side stick is released the aircraft returns
to wings level. We have described the operation of Normal Law.

Reconfiguation Laws Introduction

Let’s now describe the Reconfiguration Laws; these laws will occur during some equipment failures and
abnormal flight conditions.

Page 3: 5 Reconfiguration Laws

There are five Reconfiguration Laws:

Alternate Law with Reduced Protections; Alternate Law without Reduced Protections; Abnormal Attitude
Law; Direct Law; and finally Mechanical Back-up.

Page 4: EFCSs

Electronic Flight Control Computers (EFCSs) Reconfigurations:

During the Reconfiguration Laws, one or more of the seven EFCS computers (five pitch and roll control
computers and two yaw control computers), can control the flight controls as follows:
Pitch and Roll Computers

ELAC 1 and 2: Either one can control the Elevators, Stabilizer, and Ailerons;

SEC 1 and 2: Either one can control the Elevators, Stabilizer; and assigned Roll Spoilers; and

SEC 3: can control the assigned Roll Spoilers but not pitch.

Yaw Computers

FAC 1 and 2: Either one can control the Rudder Trim and Yaw Damping.

Page 5: Alt. Law - Pitch

In order to have Alternate Law capability, at least one of the Pitch and Roll computers must be operating
and the assigned servojacks must have hydraulic and electrical control power available.

The available computer(s) will direct the system to reconfigure to Alternate Law if the inputs to the
computer(s) are insufficient to support Normal Law.

Page 6: Alt. Law - Stab. Trim

Automatic Stabilizer Trim is available during Alternate Law.

Depending on the failure, the Auto Pilot may be available until 3 sec. after the landing gear is down.

Page 7: 3 of 5 Reconfig. Laws

Three of the five Reconfiguration Laws:

- Alternate Law with Reduced Protections,

- Alternate Law without Reduced Protections, and

- Abnormal Attitude Law are all variations of Alternate Law.

Page 8: Alt. Law - Pitch Only

When we speak of Alternate Law, we are addressing the Pitch axis only. During the Reconfiguration Laws,
the Roll axis will always be in Direct Law if Sidestick input is available to the Roll Control surfaces. The Yaw
axis will have Alternate Yaw Damping if yaw damping capability is available but Turn Coordination will be
lost.
Page 9: Alt. Law - Spd Protection

For Alternate Law, the Speed Protections are similar to the Normal Law Speed Protections but can be
exceeded. The Normal Law Speed Protections are replaced by Alternate Law "Low Speed" and "High
Speed" Protections. These protections require additional Sidestick input to exceed the protections.

Pitch Attitude, Bank Angle, and High Angle of Attack Protections are all lost and not replaced by a
protection.

The Load Factor Limitation in Alternate Law is similar to that under Normal Law.

Page 10: ALT LAW WITH RED PROT

Alternate Law with Reduced Protections....

Alternate Law indications are amber X's replacing the roll and pitch limit marks on the PFD. ECAM
messages would also announce the lost computers.

Page 11: Alt. Law - Reduced Protection

We’ll first describe Alternate Law with Reduced Protections.

Differences for Alternate Law without Reduced Protections and Abnormal Attitude Laws will be discussed
later.

Page 12: Alt Law w Red Prot - 3 Phases

Alternate Law with Reduced Protections has three modes for three phases of flight.

These phases of flight are FLIGHT, FLARE, AND GROUND.

The modes will be discussed next in the expected sequence of the phases of flight, beginning with the
Flight Mode.

Page 13: Alt. Law - Flight

FLIGHT MODE

In the FLIGHT mode, during manual flight in Alternate Law, the amount of side stick displacement
determines pitch rate and follows a load-factor demand law as Normal Law does, but it has less built-in
protection (reduced protections) with no High Angle of Attack or Pitch Attitude Protections.

Page 14: Alt. Law - Direct for Roll

There is no Alternate lateral control mode so the roll mode will change to the Roll Direct Law with no Bank
Angle Protection.

Page 15: Alt. Law - SS Authority Stall

The Pitch Alternate Law Sidestick authority is reduced as the aircraft approaches stall warning speed (VSW)
for Low Speed Stability because the EFCS will command nose down and bank angle compensation for
constant á.

Page 16: Alt. Law - SS Authority Mmo

Similarly, Sidestick authority is reduced as the aircraft approaches maximum operating speed (VMO), or
maximum operating MACH (MMO) for High Speed Stability because the EFCS will command nose up.

These Stabilities assist the pilot in keeping the aircraft within the normal regime of flight but can be
overridden by Sidestick input.

The next couple of frames will describe the Low Speed and High Speed Stability in more detail…

Page 17: Low Speed Stability

Low Speed Stability is available for all slat/flap configurations, and is active from + 5 knots to + 10 knots
above VSW (VSW is a function of both gross weight and slats/flaps configuration).

The Sidestick authority is reduced by a gentle progressive nose down signal that is introduced, which tends
to keep the speed from falling below these values. The system also injects bank-angle compensation, so
that operation effectively maintains a constant angle of attack.

The pilot can override these demands. In addition, audio stall warnings are activated at a margin above
stall speed (VS) and the PFD speed scale is modified to display a black/red barber pole below VSW.

Page 18: High Speed Stability

High Speed Stability is available above VMO or MMO, the Sidestick authority is reduced when a nose up
demand is introduced to avoid an excessive increase in speed.

The pilot can override this demand.

In addition, the aural overspeed warning remains available.

Page 19: Flare

FLARE MODE

In pitch alternate law the flight mode changes to the FLARE mode when the pilot selects landing gear
down.

The flare mode is a direct stick-to-elevator relationship.

Page 20: Ground

GROUND MODE

Alternate GROUND mode operation, is identical to Normal Law GROUND mode and becomes active on the
ground after touchdown.

Transition from ground mode to FLIGHT mode is not normal, but if it is necessary to Go-around after
touchdown, the aircraft will transition to the Flight mode after the landing gear is up.

Page 21: ALT LAW W/O RED PROT

Alternate Law Without Reduced Protections Differences...

Page 22: W/O Red. Protection Differences

When operating in Alternate Law without Reduced Protections, Low Speed and High Speed Protection are
lost.

All other features, protections, and MODES are identical to Alternate Law with Reduced Protections.

Page 23: Lost Speed Protections

These Speed Protections are lost if there is not at least one SFCC slat channel input and two reliable
airspeed sources available to the active EFCS.

Page 24: ABN ATT LAW

Abnormal Attitude Law Differences...

Page 25: Abn. Attitude Law

When operating in Abnormal Attitude Law, the Low Speed and High Speed Protections are lost.
All other features, protections, and MODES are identical to Alternate Law with Reduced Protections except
there is no reversion to Direct Law when the landing gear is extended. This feature is to ensure full control
authority during upset and is not recoverable until after landing. The system applies this Abnormal Attitude
Law in pitch and roll if the aircraft exceeds any of these limits in flight:

Page 26: DIRECT LAW

Direct Law...

If pitch reverts to Direct Law, the indications on the PFD are the presence of the previous amber X's with
the addition of the amber words USE MAN PITCH TRIM on the fourth row of the FMA.

Page 27: Roll Direct Law

Roll Direct Law applies to both Alternate and Direct Laws.

Roll Direct Law is in effect during Alternate Law; it is a direct stick-to-surface-position relationship and
identical to the Roll Direct Law for Direct Pitch Law operation.

Page 28: Automatic System Gains

System gains are set automatically to correspond to slat/flap configuration.

With the aircraft in the clean configuration, the maximum roll rate is 30°/sec (twice the Normal Law
15°/sec) and with slats extended, it is 25°/sec.

To limit roll rate, the Roll Direct Law uses only ailerons and two roll spoilers. If a spoiler or the ailerons
have failed, other roll spoilers become active. Bank Angle Protection is not provided.

Page 29: Alt. Law - Yaw

ALTERNATE LAW Yaw

Only the yaw damping function is available if a computer, and the corresponding hydraulic power and
actuator are available; damper authority is limited to ± 5° rudder deflection.

Rudder trim may be available.

Page 30: Direct Law - Pitch

DIRECT LAW Pitch

To have Direct Law capability, at least one of the Pitch and Roll computers must be operating and the
assigned servojacks must have hydraulic and electrical control power available.
The available EFCS will direct the system to reconfigure to Direct Law if the inputs to the EFCS are
insufficient to support Normal Law or Alternate Law.

There are no protections and only Manual Stabilizer Trim is available during Direct Law.

Remember, the amber message on the PFD says USE MAN PITCH TRIM.

Page 31: Direct Law - No YD/Turn Coord.

DIRECT LAW YAW

Yaw Turn coordination and yaw damping are lost; yaw inputs are through the rudder pedals.

Rudder trim may be available.

Page 32: MECH BACKUP CTL

Mechanical Back-up Control...

Your indication that you are in Mechanical Backup are the words MAN PITCH TRIM ONLY in red on the FMA
fourth line.

Page 33: Mechanical Back-up

Mechanical back-up control is available if all EFCS computers are lost.

With Mechanical back-up control, the roll control can be maintained by using the interconnected Rudder
Pedals and the pitch control can be maintained by use of the interconnected Trimmable Horizontal
Stabilizer (THS) trim wheels. This operation is provided as a back-up control until one or more EFCS
computer(s) can be reset.

Slat / Flap Introduction

There are 5 Slat surfaces (1 through 5) and 2 Flap surfaces (Inner and Outer) on each wing.

The Slats and Flaps are electrically controlled and hydraulically operated.

The pilot selects the position of the Slats and Flaps by use of the 5 position FLAPS Lever.

Page 3: Power Control Units

The Slats and Flaps are each driven by a Power Control Unit (PCU) that consists of two independent
hydraulic motors coupled by a differential gearbox.
The hydraulic motors for the Slats use green and blue hydraulic power, while the hydraulic motors for the
Flaps use green and yellow hydraulic power.

If one hydraulic system is inoperative, the affected Slats or Flaps will operate at half speed.

Page 4: Slat Flap Control Computers

There are two Slat Flap Control Computers (SFCCs) that each have one slat channel and one flap channel.

If one SFCC is inoperative, the Slats and Flaps operate at half speed.

Page 5: APPU

Asymmetry Position Pick-off Units (APPUs) measure asymmetry between the left and right wings and
provide that information to the SFCCs.

Page 6: Feedback Position Pick-off Units

Feedback Position Pick-off Units (FPPUs) provide position feedback information to the SFCC.

An Indication Position Pick-off Unit (IPPU) sends the position information to the ECAM.

Page 7: Pressure Off Brakes

The systems are equipped with Pressure-Off Brakes (POBs) that lock the gearbox when the slat or flap
surfaces have either reached the commanded position or when hydraulic power fails.

Page 8: Flap Disconnect Detection

A flap disconnect detection system can detect attachment failure and if there is a failure will inhibit flap
operation in order to prevent further damage.

A sensor detects an attachment failure by measuring excessive differential movement between the Inner
and the Outer Flaps.

Page 9: Wingtip Brakes

The Slats and Flaps are equipped with Wingtip Brakes (WTBs) that will stop their operation when certain
conditions have been detected. These conditions include asymmetry, mechanism overspeed, symmetrical
runaway, or uncommanded movement. When a WTB is activated, the associated slat or flap cannot be
operated for the remainder of the flight. Note: If only a Flap WTB is on, the Slats will still operate; or, if only
a Slat WTB is on, the Flaps will still operate.
Page 10: Alpha/Speed Lock Function - Slats

The Alpha/Speed Lock function inhibits slat retraction at high angles of attack or low airspeeds.

The SFCCs use corrected angle of attack (á or alpha) or airspeed information from the ADIRUs to activate
the inhibit feature.

Page 11: Alpha/Speed Lock Inhibit

The Alpha/Speed Lock function will inhibit slat retraction if FLAPS 0 is selected when á is greater than +
8.6º or the airspeed is less than 148 kts.

The inhibit feature is removed when á decreases to less than +7.6º or when the airspeed increases to
greater than 154 kts.

Page 12: Alpha/Speed Lock Not Function

The Alpha/Speed Lock function will not activate if:

- the high alpha or low airspeed conditions are reached after the pilot has selected the FLAPS Lever to 0,
or;

- the aircraft is on the ground with speed less than 60 kts.

Page 13: Flap Lever

The FLAPS Lever has 5 selectable detents; 0, 1, 2, 3, and FULL.

The detents and Slat/Flap positions are referred to as CONFIGURATIONS (CONF).

With the lever in positions between detent, the surfaces will not move until another detent is selected.

Page 14: Lever Balks

The Balks at Lever positions 1 and 3 require that the pilot momentarily release the detent unlock before
selecting the next detent - extending or retracting.

There is no Balk at Lever position 2 and the Lever can bypass that position without releasing the detent
unlock.

Page 15: E/WD Flap Display

When FLAPS 0 is selected and the Slats and Flaps Surfaces are retracted the E/WD appears as shown.

Page 16: Lever Position Display

The Lever position is displayed on the E/WD.

The actual Slats and Flaps Surface positions are also displayed on the E/WD.

After the slats and flaps are retracted for a short time period, the display is simplified as shown here.

Click the various CONF settings and observe the animation on the E/WD.

Page 17: Flap Legend

White indexes appear at possible slat and flap positions for all configuration selections except FLAP 0.

While the flaps or slats are in transit, a blue symbol appears, and the Lever position displays blue.

The blue symbols indicate the selected position of the associated flap or slat.

The blue symbols blank and the Lever position changes from blue to green when the selected position is
reached.

Page 18: Slat/Flap Chart

This chart shows the configurations of the Slats and Flaps as related to the FLAPS 0 and 1 Lever detents.

When FLAPS 1 is selected, the result will be either CONF 1 (slats extend only) or CONF 1+F (slats and flaps
extend) as described above.

Note that CONF 0 and CONF 1 are designated holding configurations, but CONF 1+F is not for holding.

Page 19: Flaps 1 on Ground

The selection of FLAPS 1 will result in slat extension only (CONF 1) or in slat and flap extension (CONF 1+F)
depending on conditions shown in the diagram.

Study this diagram and then click the various airspeed buttons and FLAPS lever positions to see the
operation.

Page 20: Flaps 1 Inflight

Selecting FLAPS 1 from FLAPS 0 with airspeed above 100 kt and at or below 210 kt will result in CONF 1.

On the other hand, selecting FLAPS 1 from FLAPS 2 in this same speed range, will result in CONF 1+F.
Try these two situations and observe the results.

Page 21: Flap 1 from Flap 2

During a CONF 2/3 Takeoff (or even Go-Around), when FLAPS 1 is selected with the airspeed above 100 kts
and below 210 kts, the result will be CONF 1+F.

However, if FLAPS 1 is selected with airspeed above 210 kts, the result is CONF 1 with flaps retracted.

Page 22: S or F Legend Amber

The F and S legends and position indications appear amber if both associated hydraulic systems are not
pressurized, or the wingtip brakes are on, or there is a fault in the Slats or Flaps.

Note: the amber FLAP legend color is inhibited when hydraulic systems are not pressurized on the ground
with the engines stopped.

Page 23: E/WD Failure Titles

On this page we show the flap and slat related E/WD Failure titles and the associated conditions.

We also show the indications that are provided to the flight crew.

This completes the description of the operation of the Flaps and Slats.