Just Do It

CONTROLS & NORMAL ABNORMAL
FLIGHT CONTROLS II 1 of 64 OVERVIEW

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

Controls lesson.
In this lesson we will cover

abnormal operation,
differences, and complete a
quiz.
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SECTION - ABNORMAL OPERATION MAIN MENU
DIFFERENCES QUIZ
This section will cover the laws

associated with multiple
failures and a sample of
certain abnormals.
We will cover:
 Alternate Law
 Direct law
 Mechanical Backup
 Abnormal basics
 An assortment of varied
failures
We will begin by discussing

ALTERNATE LAW.
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A single failure WILL NOT

cause the flight control
system to degrade from
normal law.
A minimum of TWO or MORE
failures must occur for the
ELAC 1
flight controls to degrade from
normal law. ELAC 2
Examples include:
• Multiple flight control
computer failures.
SEC 1
SEC 2
SEC 3
FAC 1
FAC 2
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normal law.
normal law.
Examples include:
computer failures.
• Multiple hydraulic system
failures.
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normal law.
normal law. ADIRU 1 ADIRU 3 ADIRU 2
Examples include:
computer failures.
• Multiple hydraulic system
failures.
• Multiple ADIRU failures.
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DIFFERENCES QUIZ
Multiple failures in similar

systems must occur for the
normal law; however, a
multiple failure does not
necessarily mean that the ELAC 1
flight controls WILL degrade.
There are cases where
multiple failures WILL NOT
ELAC 2
result in flight control
degradation.
For example, if SEC 1 and
SEC 3 fail, SEC 2 remains SEC 1
and provides the functions of SEC 2
the failed computers.
In this case, the aircraft
SEC 2
remains in normal law.
SEC 3
FAC 1
FAC 2
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DIFFERENCES QUIZ
The primary way to determine

if the aircraft is in alternate law
is to look at the ECAM.
It will indicated if the failures
have resulted in alternate law.
Be aware that the protections
lost (PROT LOST) statement
is a little misleading. More on
this later in the lesson.
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DIFFERENCES QUIZ
A second way to determine

which law the aircraft is in is to
look at the PFD indications.
Amber Xs replace the green =
signs if the aircraft is not in
normal law.
Amber Xs in combination with
the absence of any pitch trim
messages above the attitude
sphere indicates alternate law.
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DIFFERENCES QUIZ
We will now focus on the flight

characteristics of the pitch axis
and the single remaining
protection in alternate law.
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PITCH AXIS
In alternate law, pitch control
remains the same as normal
law. Inputs using the sidestick
are Load Factor Demand
requests.
Flight Characteristics
&
In the neutral position you are
Protection
commanding no G change.
The aircraft maintains 1G

which essentially equates to a
constant pitch attitude, unless
commanded otherwise.
If you move the sidestick aft,

you are requesting a positive
G CHANGE (more than 1G).
If you move the sidestick

forward, you are requesting a
reduction in G load.
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DIFFERENCES QUIZ
PITCH AXIS
Automatic pitch trim is
available in alternate law.
It operates the same in

alternate law as it does in
normal law. Flight Characteristics
&
Protection
Automatic pitch trim is
available if bank angle is 33°
or less.
Automatic pitch trim stops if

the aircraft approaches an
overspeed or stall. More on
this later in this lesson.
0 Degree
33 Degrees 33 Degrees
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Load Factor Demand PITCH AXIS

& Maneuver Protection
Maneuver (G load) protection Remain
is the only protection available
in alternate law.
1.8 G
Pitch (attitude) protection is
lost. Flight Characteristics
&
Protection
High speed and angle of
attack protections are replaced
by high speed and low speed
stabilities.
High Speed
Stabilities are discussed in Pitch Protection is Lost
&
more detail later in this lesson.
Angle of Attack
Protection are
Lost
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DIFFERENCES QUIZ
MANEUVER PROTECTION PITCH AXIS

With load factor demand
available, the aircraft has the
ability to monitor and limit G
loads.
The flight control computers Flight Characteristics

&
prevent flight control surface
Protection
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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DIFFERENCES QUIZ
PITCH AXIS
In alternate law, it is possible
to exceed the 30° pitch up and
the 15° pitch down limits that
exist in normal law.
&
Protection
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DIFFERENCES QUIZ
High speed protection is not

available in alternate law. PITCH AXIS
For example, if a full forward
sidestick input is maintained,
the aircraft will overspeed.
In alternate law, high speed

protection is replaced by high Flight Characteristics
speed stability. &
Protection
If airspeed exceeds VMO / MMO,
an overridable nose up
command is produced by the
flight control computers to
avoid an increase in airspeed.
The nose up command can

be overridden by the pilot
using the sidestick.
The overspeed warning above

VMO / MMO remains operational.
=
One way to understand the
difference between a
protection and a stability is that
a protection PREVENTS you
from doing something while a
stability DISCOURAGES you
from doing it.
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Angle of attack protection is PITCH AXIS

not available in alternate law.
Unlike normal law, the aircraft
can be stalled.
In alternate law, low speed

stability replaces angle of
attack protection. Flight Characteristics
&
Protection
Low speed stability is
activated based on speed
instead of angle of attack.
At five to ten knots above stall

speed, a nose down command
is produced by the flight
control computers to avoid a
further decrease in airspeed. STALL WARNING
Low speed stability can be
overridden by the pilot. If
sufficient aft sidestick is
applied, the aircraft can be
stalled.
An audio stall warning is

generated if a stall is
imminent.
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PITCH AXIS
Alpha floor is not available in
alternate law. It is a function
of the autothrust system and is
only available in normal law.
&
Protection
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The discussion will now focus

on the flight characteristics of
the roll axis in alternate law.
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In alternate law there is a ROLL AXIS

direct relationship between
the sidestick roll inputs and
flight control surface
deflection.
In other words, the more you
move the sidestick left or Flight Characteristics
right, the more the ailerons
and spoilers deflect.
Roll responses are similar to
conventional aircraft and may
seem more sensitive in
alternate law than in normal
law.
The maximum roll rate in
normal law is 15° / second. In
alternate law, the maximum
roll rate doubles to 30° /
second.
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In alternate law, constant ROLL AXIS

sidestick inputs are required to
maintain a specific bank angle.
The “bank angle hold” feature

of normal law is not available.
This is because sidestick
inputs no longer command a
roll rate but instead command
a specific flight control surface
deflection.
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ROLL AXIS
Bank angle protection is not
available in alternate law.
It is possible to exceed 67° of

bank.
This is indicated by amber Xs Flight Characteristics

replacing the green = signs.
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The discussion will now focus

on the flight characteristics of
the yaw axis in alternate law.
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YAW AXIS
Automatic turn coordination is
not available in alternate law.
Manual turn coordination using

the rudder pedals is available.
There will be symmetrical
rudder pedal movement
resulting from manual turn
coordination.
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YAW AXIS
Yaw damping may be
available in alternate law if a
FAC is operational.
Either yaw damper is capable

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

movement resulting from the
yaw damping function.
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YAW AXIS
Manual rudder trim may be
FAC is operational.
Depending on the failure, the
autopilots may or may not be
available in alternate law. Flight Characteristics
With the autopilots off, the

rudder may be trimmed using
the RUD TRIM knob on the
pedestal.
If an autopilot is engaged,
rudder trim needs are
computed by the FACs and
automatically carried out.
Manual rudder trim is inhibited
with an autopilot engaged.
The rudder pedals are
symmetrically displaced as a
X
result of manual or automatic FAC 1
trim inputs.
OR
FAC 2
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YAW AXIS
Rudder limiting may be
FAC is operational.
The FACs, using airspeed

inputs from the ADIRS, limit Flight Characteristics
rudder movement at high
speed to protect against
excessive airframe loads and
yaw responses.
If both FACs fail, rudder

limiting is not available and the
rudder limit that existed at the
time of the failure will remain
unchanged until the slats are
extended.
When the slat are extended,

full rudder travel authority will
X
be restored. FAC 1
At that point you should be
going slow enough where FAC 2
rudder loads will no longer be
a factor.
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YAW AXIS
Backup mechanical control of
the rudder is always available
if at least one hydraulic
system is operational.
It is available via cables from Flight Characteristics

the rudder pedals to the
rudder servos.
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PITCH ROLL YAW

Load Factor
Ground ModeDemand Roll Rate
Direct Relationship Turn Coordination
FLIGHT
CHARACTERISTICS Automatic
Flight ModePitch Trim “Bank Angle Hold” Yaw Damping
Flare Mode Pos. Spiral Stability Rudder Trim
Load Factor Demand Manual Rudder
Automatic Pitch Trim
PROTECTIONS Maneuver Protection Bank Protection Rudder Limiting

Pitch Speed
High Protection
Stability
HighSpeed
Low SpeedStability
Protection NOTE: At least one FAC
must be operational for
of Attack Protection these yaw functions to
be available.
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DIFFERENCES QUIZ
We will now discuss DIRECT

LAW.
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DIFFERENCES QUIZ
It is possible for the flight

controls to degrade from
normal law straight to direct
law (e.g., dual RA failure).
The primary reason the flight

controls degrade to direct law
REL REL
is the aircraft is in alternate
law and the landing gear is
lowered in preparation for
landing.
This is because alternate law

does not provide a flare mode
like normal law.
In direct law, there is a direct

sidestick to flight control
relationship in pitch and roll.
Degrading to direct law when

the landing gear is lowered
ensures that the flare and
landing have a conventional
feel.
If this did not occur, the

landing would have to be
made in load factor demand.
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DIFFERENCES QUIZ
Sidestick inputs are still

processed by the flight control
computers and sent to the
flight control surfaces.
Sidestick inputs are carried out

exactly as they are signaled.
Unlike normal and alternate

law, the computers do not
have the authority to modify or
override sidestick inputs.
As a result, ALL protections

AND stabilities are lost.
Hydraulic
Servos
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DIFFERENCES QUIZ
One way to determine if the

aircraft is in in direct law is to
look at the ECAM.
It will indicate if the
malfunctions, in addition to the
gear being down, has resulted
in direct law.
The protections lost (PROT
LOST) statement is entirely
accurate in direct law.
In alternate law, maneuver
protection was available. It is
lost with the loss of load factor
demand.
High and low speed stabilities
are also lost.
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DIFFERENCES QUIZ
Another way to determine if

direct law is active is to look at
the PFD.
The amber Xs in combination
with an amber USE MAN
PITCH TRIM message
indicates the aircraft is in
direct law.
Automatic pitch trim and the
autopilots are lost in direct law.
Pitch trim inputs must be
performed manually using the
trim wheels.
Rudder trim inputs must be
performed manually using the
RUD TRIM knob.
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DIFFERENCES QUIZ
PITCH ROLL YAW

Load Factor
Direct Demand
Relationship Direct Relationship Yaw
Manual Rudder
Damping
FLIGHT
CHARACTERISTICS Automatic PitchTrim
Manual Pitch Trim Rudder Trim
Manual Rudder
PROTECTIONS Maneuver Protection Rudder Limiting

High Speed Stability
Low Speed Stability
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DIFFERENCES QUIZ
Now it’s time for

MECHANICAL BACKUP.
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DIFFERENCES QUIZ
Mechanical backup control of

the THS and rudder is always
available.
Mechanical backup is not a

flight control law. Rather, it is
the absence of all laws.
Mechanical backup is the only

way to maintain aircraft control
if all the flight control
computers fail or there is a
TOTAL loss of electrical
power.
It either occurs, the sidesticks

are inoperative and the aircraft
is controlled using the trim
wheels, rudder pedals, and
engine thrust.
Mechanical backup provides a

means of aircraft control until
a higher law can be restored.
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DIFFERENCES QUIZ
The primary way to determine

if mechanical backup is active
is to look at the PFD.
A red MAN PITCH TRIM
ONLY message indicates
mechanical backup control
must be used.
No specific ECAM message
identifies mechanical backup.
This concludes our discussion F/CTL L + R ELEV FAULT
MAX SPEED. . . . . . . . . . . 320/.77
of flight control laws. We will
- MAN PITCH TRIM . . . . . . . . USE
now cover some other system - SPD BRK . . . . . . . . DO NOT USE
abnormals.
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DIFFERENCES QUIZ
If a flight control computer fails,

the second computer of the
same type takes over. ELAC 1 FAC 1
SEC 1
SEC 3 is only used for spoiler
control and cannot replace the
pitch control functions of SEC
1 and 2.
ELAC 2 FAC 2
SEC 2
SEC 3
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DIFFERENCES QUIZ
Each primary flight control

surface is supplied by at least
two different hydraulic sources.
Each control surface has a

hydraulic servo for each
hydraulic source.
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DIFFERENCES QUIZ
Each servo is controlled by a

different computer.
One servo for each surface is

always in active mode. The
other stays in damping mode ELAC 1 ELAC 2
and is monitored by its
associated computer.
Each servo has three modes:
ACTIVE – The servo is

electrically controlled and
currently moving the control
surface.
DAMPING – The servo follows

surface movement.
CENTERING – The servo is

hydraulically retained in the
neutral position.
We will demonstrate these

points in the following ELAC 1
Active mode
FAULT.
Damping mode
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DIFFERENCES QUIZ
If an ELAC 1 FAULT occurs, a

single chime sounds and the
MASTER CAUT lights
illuminate.
Notice the ELAC 1 amber

indications. ELAC 2 is
displayed in green indicating it
has taken over automatically.
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DIFFERENCES QUIZ
The indications for the aileron

and elevator servos controlled
by ELAC 1are partially boxed
in amber.
This indicates they have

automatically switched to
damping mode.
Servos controlled by ELAC 2

(without amber boxes) have
automatically switched from
damping to active mode to
provide ailerons and elevator
control.
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DIFFERENCES QUIZ
Notice that the FAULT light on

the ELAC 1 pb is illuminated.
The first ECAM step is to

attempt to reset ELAC 1.
Advance to select ELAC 1

OFF.
The OFF light in the ELAC 1

pb is now illuminated.
Advance again to select ELAC

1 on and complete the reset
procedure.
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DIFFERENCES QUIZ
The FAULT light has once

again illuminated.
The ELAC 1 … OFF THEN ON

action step has been removed
and the IF UNSUCCESSFUL
condition statement has moved
up.
This indicates the reset was

NOT successful and ELAC 1
must be selected OFF.
Advance to select ELAC 1

OFF.
The ECAM actions are

complete. It’s time to push the
CLR key to clear the message
and display the STATUS page.
Advance to push a CLR key.
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DIFFERENCES QUIZ
The green CAT 3 SINGLE

ONLY message indicates an
approach capability limitation.
ELAC 1 is listed as an
inoperative system.
Notice that there is no mention

of degraded control surface
movement or maneuverability.
The bottom line is, the aircraft

has been designed with flight
control computer and hydraulic
redundancy to avoid
degradation of control and
maneuverability.
Normally you would clear the

STATUS page to complete the
ECAM procedure but let’s
discuss an ELAC 1 and 2 fault.
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SEC 1
ELAC 1
If both ELACs fail, the ailerons
revert to damping mode and
the SECs take control of the OR
elevators and the THS.
ELAC 2
Roll functions are still available SEC 2
via the spoilers.
If both ELACs fail, the flight

controls degrade to alternate
law.
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DIFFERENCES QUIZ
In a different situation, if the

elevator surface itself fails, the
deflection of the remaining
elevator is limited.
This limiting is provided to

avoid excessive asymmetrical
loads and to reduce the effects
of asymmetry.
The remaining surface is

sufficient to continue normal
flight.
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DIFFERENCES QUIZ
If both elevator surfaces fail,

the elevators are automatically
set to maintain the neutral
position.
If the appropriate hydraulic

systems remain, pitch control
is available via the THS using
the trim wheels.
We will now discuss in more

detail SEC control of the
spoilers and some SEC and
spoiler malfunctions.
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DIFFERENCES QUIZ
Individual spoilers are SEC 3

controlled by a single SEC.
Each SEC controls respective

pairs of spoilers on each wing.
For example, SEC 2 controls

spoiler 5 on the left and right
wing.
SEC 1
Let us now look at a spoiler
fault situation.
SEC 2
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The scenario begins with the

aircraft in a descent with the
speed brakes extended.
Advance to retract the speed

brakes.
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DIFFERENCES QUIZ
A F/CTL SPLR FAULT has

occurred and is displayed on
the E/WD. A single chime
sounds and the MASTER
CAUT lights illuminate.
Spoiler 3 on the left wing has

failed in the extended position.
Spoiler 3 on the right wing has

retracted and been disabled.
The SEC responsible for

effected spoiler will
automatically retract it and
inhibit the respective spoiler on
the opposite wing.
As a general rule, spoilers are

automatically retracted if a fault
occurs.
Advance to see spoiler 3 on

the left wing retract.
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There are no ECAM action

steps to complete so we clear
the message and display the
STATUS page.
Advance to push a CLR key.
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DIFFERENCES QUIZ
LDG DIST PROC.........APPLY

indicates that a landing
distance calculation is required
due to the partial loss of
ground spoilers.
The loss of spoiler 3 on both

wings is indicated by SPLR 3
in the INOP SYS column on
the STATUS page.
The ECAM procedure will be

complete when the ECAM
control panel is lights out.
Advance to push a CLR key

and complete the ECAM
procedure.
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DIFFERENCES QUIZ
One final point regarding the

spoilers.
Each spoiler is moved by a

single servo powered by one of
the hydraulic sources.
If hydraulic power to that servo

fails, the effected spoiler will
remain at its previous position
unless it is forced down due to
aerodynamic forces.
In this example, the blue and

green hydraulic systems have
failed.
That concludes our discussion

of the spoilers. Let’s continue
the ABNORMAL OPERATION
section with a Slat Flap Control
Computer (SFCC) fault.
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Keep in mind that each SFCC SFCC 1

has two channels, a slat
channel and a flap channel. Flap Slat
Channel Channel
We will begin with the failure of
the flap channel of SFCC 1.
This is a failure of a redundant

system. There is no chime or SFCC 2
MASTER CAUT light
associated with the ECAM Flap Slat
message. Channel Channel
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DIFFERENCES QUIZ
The F/CTL page is not

displayed. This is because
flap and slat indications are
displayed on the E/WD.
The only ECAM action is to

select the GPWS FLAP MODE
pb OFF to disable flap
warnings.
This is because the GPWS

receives flap position
information from the flap
channel of SFCC 1and that
information is no longer
available.
Advance to select the GPWS

FLAP MODE pb OFF.
The ECAM action step is

removed.
Advance to clear the ECAM °F

message and display the
STATUS page.
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DIFFERENCES QUIZ
The FLAPS SLOW message

indicates that the flaps will
extend at half speed.
Normally, two hydraulic servos

move the flaps. One servo
receives commands from the
flap channel of SFCC 1 and SFCC 1
the other servo receives
Flap Slat
commands from the flap
Channel Channel
channel of SFCC 2.
With the flap channel of SFCC

1 inoperative, only one
hydraulic servo will function. FLAPS AND SLATS
SLOW
This results in half speed

movement of the flaps.
Loss of hydraulic power to a

servo would also result in half
speed movement.
°F
If BOTH channels of an SFCC
fail, the slats AND flaps would
operate at half speed.
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The next malfunction we will

discuss is flaps locked.
For this malfunction we must

assume that we are getting
configured in preparation for
an approach and landing.
FLAPS 1 has been selected

and the slats have reached the
selected position.
Remember that selecting

FLAPS 1 inflight from the clean
configuration only extends the
slats.
Advance to select FLAPS 2.
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The Wing Tip Brakes (WTBs)

have locked the flaps in the up
position.
The F/CTL FLAPS LOCKED
message is displayed, a single
chime sounds, and the MASTER
CAUT lights illuminate.
WING TIP BRK ON indicates
that the Wing Tip Brakes (WTBs)
have engaged.
The WTBs lock the surface on
both wings to ensure that
surface asymmetry is avoided.
The WTBs engage if any of the
following occur:
 Asymmetrical deployment
 Symmetrical runaway
 Uncommanded movement
Once applied, the WTBs cannot
be released inflight.
WTB engagement only limits the °F
effected surface.
In this example, the flaps are
locked but slat operation is still
available.
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DIFFERENCES QUIZ
An amber F LOCKED
message is also displayed
adjacent to the slat / flap
indications on the E/WD.
The flap position indicator is

displayed in amber.
Notice that the slats have

reached the selected position.
Advance to clear the ECAM

message and display the
STATUS page.
Notice that the flaps are listed

as an inoperative system.
Similar indications would be

displayed if the WTBs locked
the slats.
°F
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DIFFERENCES QUIZ
There are only two significant

differences in the flight
controls system.
The first difference we will
discuss relates to the speed
brakes.
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SECTION - DIFFERENCES MAIN MENU
DIFFERENCES QUIZ
A319s
On A319s, 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 Speed brake inhibit and automatic
computer malfunctions occur. retraction in FLAPS FULL
On A321s, FLAPS 3 or greater

inhibits speed brake extension A321s
and causes them to
automatically retract.
Speed brake inhibit and automatic retraction in FLAPS 3 or greater.
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Keep in mind that if the speed

brakes automatically retract,
F/CTL SPD BRK DISAGREE
control of the speed brakes SPD BRK LEVER . . . . . . . . . . . . RET
using the 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.
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Most aircraft
On all A320 Series aircraft

rudder deflections are limited as
a function of speed through a
rudder travel limiter. HIGH SPEED
The amount of available rudder
travel varies with airspeed.
Travel is restricted at high
speeds to limit airframe
stresses.
On most aircraft the maximum LOW SPEED

rudder travel available at your
current speed is indicated by
small “L” shaped lines next to
the rudder travel arc that move
with changes in airspeed. Some aircraft
On some aircraft the indication
is permanently fixed at the high
speed limit. Do not move
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FLIGHT CONTROLS II OVERVIEW
DIFFERENCES QUIZ
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SECTION - QUIZ MAIN MENU
DIFFERENCES QUIZ
What does the white cross indicate?
Flight control surface deflection.
The rudder pedal deflection.
Summed sidestick inputs.
Nosewheel position during taxi.
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DIFFERENCES QUIZ
What does the white cross indicate?
Flight control surface deflection.
The rudder pedal deflection.
Summed sidestick inputs.
Nosewheel position during taxi.
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DIFFERENCES QUIZ
Which term best describes pitch

inputs using the sidestick in normal
law?
Roll rate
G force demand
Load factor demand
Vertical speed
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DIFFERENCES QUIZ
Which term best describes pitch

inputs using the sidestick in normal
law?
Roll rate
G force demand
Load factor demand
Vertical speed
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DIFFERENCES QUIZ
According to the aileron indications

on this F/CTL page:
The flaps are retracted.
Flaps 1+ F or greater has been selected.
The aircraft is in alternate law.
Nose down trim has been set.
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DIFFERENCES QUIZ
According to the aileron indications

on this F/CTL page:
The flaps are retracted.
Flaps 1+ F or greater has been selected.
The aircraft is in alternate law.
Nose down trim has been set.
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DIFFERENCES QUIZ
The message WING TIP BRK ON

appears on the E/WD. What does it
mean? F/CTL FLAPS LOCKED
-WING TIP BRK ON
MAX SPEED . . . . . . . .
A hydraulic device locks the flaps in

their present position.
To reduce structural stress, the slats

movement is being slowed down
through the wing tip brakes.
To avoid asymmetry, the outer slats are

locked in their present position.
Because of the locked flaps, the wing

tip brakes also lock the slats.
EXIT TO
DIFFERENCES QUIZ
The message WING TIP BRK ON

appears on the E/WD. What does it
mean? F/CTL FLAPS LOCKED
-WING TIP BRK ON
MAX SPEED . . . . . . . .
A hydraulic device locks the flaps in

their present position.
To reduce structural stress, the slats

movement is being slowed down
through the wing tip brakes.
To avoid asymmetry, the outer slats are

locked in their present position.
Because of the locked flaps, the wing

tip brakes also lock the slats.
EXIT TO
DIFFERENCES QUIZ
Are there any control surfaces with a

mechanical backup?
Yes, the ailerons.
Yes, the spoilers.
Yes, the THS and the rudder.
No, there aren’t any control surfaces

with mechanical backup.
EXIT TO
DIFFERENCES QUIZ
Are there any control surfaces with a

mechanical backup?
Yes, the ailerons.
Yes, the spoilers.
Yes, the THS and the rudder.
No, there aren’t any control surfaces

with mechanical backup.
EXIT TO
DIFFERENCES QUIZ
You have the following message.

What happened?
The left SPLR 3 failed to extend.
The right SPLR 3 failed to extend.
The left SPLR 3 failed to retract.
The right SPLR 3 failed to retract.
EXIT TO
DIFFERENCES QUIZ
You have the following message.

What happened?
The left SPLR 3 failed to extend.
The right SPLR 3 failed to extend.
The left SPLR 3 failed to retract.
The right SPLR 3 failed to retract.
EXIT TO
DIFFERENCES QUIZ
What will happen next?
The left SPLR 3 will be retracted, the

right SPLR 3 will be inhibited to prevent
asymmetry.
The right SPLR 3 will be extended to

prevent asymmetry.
Left SPLR 3 remains extended, spoiler

operation is no longer possible.
EXIT TO
DIFFERENCES QUIZ
What will happen next?
The left SPLR 3 will be retracted, the

right SPLR 3 will be inhibited to prevent
asymmetry.
The right SPLR 3 will be extended to

prevent asymmetry.
Left SPLR 3 remains extended, spoiler

operation is no longer possible.
EXIT TO
DIFFERENCES QUIZ
What will happen if the speed

reaches 210 knots?
There will be an automatic flap

retraction.
There will be an automatic slat and flap

retraction.
High speed protection will become

active, the autopilot will increase
the pitch.

active, the autothrust will reduce thrust.
EXIT TO
DIFFERENCES QUIZ
What will happen if the speed

reaches 210 knots?
There will be an automatic flap

retraction.
There will be an automatic slat and flap

retraction.

active, the autopilot will increase
the pitch.

active, the autothrust will reduce thrust.
EXIT TO
DIFFERENCES QUIZ
In Normal Law, if one sidestick is rapidly

pulled fully back, can the aircraft’s
maximum allowable “G” load be
exceeded?
Yes. Rapid sidestick deflection must

never be made.
Yes, until maximum pitch attitude is

reached.
No. At maximum “G” load, the

sidesticks are de-activated
for 5 seconds.
No. The load factor limitation overrides

sidestick commands to avoid excessive
“G” loads.
EXIT TO
DIFFERENCES QUIZ
In Normal Law, if one sidestick is rapidly

pulled fully back, can the aircraft’s
maximum allowable “G” load be
exceeded?
Yes. Rapid sidestick deflection must

never be made.
Yes, until maximum pitch attitude is

reached.
No. At maximum “G” load, the

sidesticks are de-activated
for 5 seconds.
No. The load factor limitation overrides

sidestick commands to avoid excessive
“G” loads.
EXIT TO
DIFFERENCES QUIZ
In this situation, which indications do

you expect, if one sidestick is deflected
fully forward?
EXIT TO
DIFFERENCES QUIZ
In this situation, which indications do

you expect, if one sidestick is deflected
fully forward?
EXIT TO
DIFFERENCES QUIZ
According to these indications, if you

release the sidestick now...
The bank angle will automatically return

to 33º.
The bank angle will not change.
The bank angle will return to wings level,

because the bank protection is active.
The bank angle will return to 20º.
EXIT TO
DIFFERENCES QUIZ
According to these indications, if you

release the sidestick now...
The bank angle will automatically return

to 33º.
The bank angle will not change.
The bank angle will return to wings level,

because the bank protection is active.
The bank angle will return to 20º.
EXIT TO
DIFFERENCES QUIZ
In Normal Law, what is the maximum

bank angle you can reach with the
sidestick fully deflected?
33º
There is no bank limitation.
80 º
67 º
EXIT TO
DIFFERENCES QUIZ
In Normal Law, what is the maximum

bank angle you can reach with the
sidestick fully deflected?
33º
There is no bank limitation.
80 º
67 º
EXIT TO
DIFFERENCES QUIZ
According to these indications, which

flight control law is active?
Normal Law.
Alternate Law.
Direct Law.
Mechanical Back Up.
EXIT TO
DIFFERENCES QUIZ

Normal Law.
Alternate Law.
Direct Law.
Mechanical Back Up.
EXIT TO
DIFFERENCES QUIZ

Normal Law.
Alternate Law.
Direct Law.
Mechanical Back Up.
EXIT TO
DIFFERENCES QUIZ

Normal Law.
Alternate Law.
Direct Law.
Mechanical Back Up.
EXIT TO
DIFFERENCES QUIZ

Normal Law.
Alternate Law.
Direct Law.
Mechanical Back Up.
EXIT TO
DIFFERENCES QUIZ

Normal Law.
Alternate Law.
Direct Law.
Mechanical Back Up.
EXIT TO
DIFFERENCES QUIZ
According to these indications, which of

the following is active?
Normal Law.
Alternate Law.
Direct Law.
Mechanical Back Up.
EXIT TO
DIFFERENCES QUIZ
According to these indications, which of

the following is active?
Normal Law.
Alternate Law.
Direct Law.
Mechanical Back Up.
EXIT TO
DIFFERENCES QUIZ
Observe the PFD.

Without any sidestick inputs...
The aircraft’s attitude will stay constant.
The pitch will stay constant, the

bank angle will slowly decrease.
The bank angle will stay constant, the

pitch will slowly decrease.
The aircraft’s attitude will slowly tend

towards “wings level” and “pitch 0”.
EXIT TO
DIFFERENCES QUIZ
Observe the PFD.

Without any sidestick inputs...
The aircraft’s attitude will stay constant.
The pitch will stay constant, the

bank angle will slowly decrease.
The bank angle will stay constant, the

pitch will slowly decrease.
The aircraft’s attitude will slowly tend

towards “wings level” and “pitch 0”.
EXIT TO
DIFFERENCES QUIZ
According to the following indications...
The High Angle Of Attack protection is

active.
The Alpha Floor protection is active.
The Load Factor protection is active.
No protection is active.
EXIT TO
DIFFERENCES QUIZ
According to the following indications...
The High Angle Of Attack protection is

active.
The Alpha Floor protection is active.
The Load Factor protection is active.
No protection is active.
EXIT TO
DIFFERENCES QUIZ
In this situation, if idle power is set and

the sidestick is released…
Eventually the aircraft will descend at

approximately 128 knots.

260 knots.
The aircraft will maintain attitude until

Alpha Max is reached, then begin a
descent.

a stall occurs.
EXIT TO
DIFFERENCES QUIZ
In this situation, if idle power is set and

the sidestick is released…

approximately 128 knots.

260 knots.

Alpha Max is reached, then begin a
descent.
The aircraft will maintain the current attitude and slow to
Alpha Prot. At that point, nose up trim is inhibit and the aircraft
will descend at a speed that corresponds approximately with
Alpha Prot because that is the airspeed for which the aircraft
a stall occurs.
was last trimmed. The autopilots, if engaged, would disengage
at Alpha Prot.
EXIT TO
DIFFERENCES QUIZ
According to these indications, if the

sidestick is held at full back position...
The aircraft will stall.
To avoid a stall, climb power will be

automatically set.
High Angle Of Attack protection will

override the sidestick inputs.
Speed will decrease until Alpha

Max protection activates.
EXIT TO
DIFFERENCES QUIZ
According to these indications, if the

sidestick is held at full back position...
The aircraft will stall.
To avoid a stall, climb power will be

automatically set.
High Angle Of Attack protection will

override the sidestick inputs.
Speed will decrease until Alpha

Max protection activates.
EXIT TO
DIFFERENCES QUIZ
Observe the PFD.

Which statement is true ?
Alpha Floor has automatically

set CLB power.

set TO/GA power.
Alpha Floor will override sidestick

inputs. The nose will be lowered.
A stall is detected.
EXIT TO
DIFFERENCES QUIZ
Observe the PFD.

Which statement is true ?

set CLB power.

set TO/GA power.
Alpha Floor will override sidestick

inputs. The nose will be lowered.
A stall is detected.
EXIT TO
DIFFERENCES QUIZ
To fly a coordinated turn...
No rudder inputs are required.
You have to center the sideslip

indicator with the rudder pedals.
Only little rudder inputs are required.
EXIT TO
DIFFERENCES QUIZ
To fly a coordinated turn...
No rudder inputs are required.
You have to center the sideslip

indicator with the rudder pedals.
Only little rudder inputs are required.
EXIT TO
DIFFERENCES QUIZ
What are the pitch limits in normal law?
None
30º nose up, 20º nose down
20º nose up and 20º nose down
EXIT TO
DIFFERENCES QUIZ
What are the pitch limits in normal law?
None
20º nose up and 20º nose down
EXIT TO
DIFFERENCES QUIZ
In alternate law…
Autotrim is lost. Manual pitch trim is

still available.
A direct sidestick to elevator link

is activated.
The bank angle protection is lost.
The bank angle protection is available.
EXIT TO
DIFFERENCES QUIZ
In alternate law…
Autotrim is lost. Manual pitch trim is

still available.
A direct sidestick to elevator link

is activated.
The bank angle protection is lost.
The bank angle protection is available.
EXIT TO
DIFFERENCES QUIZ
If the sidesticks are simultaneously

deflected in opposite directions, which
indications would you expect to see?
EXIT TO
SECTION - QUIZ MAIN MENU 27/32
DIFFERENCES QUIZ
If the sidesticks are simultaneously

deflected in opposite directions, which
indications would you expect to see?
If both pilots use their sidesticks

simultaneously, both SIDE STICK
PRIORITY lights will flash.
EXIT TO
SECTION - QUIZ MAIN MENU 27/32
DIFFERENCES QUIZ
Let’s assume you, as captain, deflect

your sidestick to the right and the SIDE
STICK PRIORITY light in front of you
illuminates. What does this mean?
The green light flashes because your

sidestick is out of neutral position.
The FO’s sidestick is also deflected.

Both inputs are added.

The green light indicates that his input is
suppressed because you have priority.

The green light indicates that your input is
suppressed because he has priority.
EXIT TO
DIFFERENCES QUIZ
Let’s assume you, as captain, deflect

your sidestick to the right and the SIDE
STICK PRIORITY light in front of you
illuminates. What does this mean?
The green light flashes because your

sidestick is out of neutral position.

Both inputs are added.

The green light indicates that his input is
suppressed because you have priority.

The green light indicates that your input is
suppressed because he has priority.
EXIT TO
DIFFERENCES QUIZ
If both pilots simultaneously apply full

aft sidestick…
The “pitch up” order is twice as high as

with only one stick deflected.
The “pitch up” order is 1.5 times higher

than with only one stick deflected.
No inputs are sent to the flight control

computers unless one pilot pushes the
takeover pb on his stick.
The “pitch up” order is equal to a single

stick deflection.
EXIT TO
DIFFERENCES QUIZ
If both pilots simultaneously apply full

aft sidestick…
The “pitch up” order is twice as high as

with only one stick deflected.
The “pitch up” order is 1.5 times higher

than with only one stick deflected.
No inputs are sent to the flight control

computers unless one pilot pushes the
takeover pb on his stick.
The “pitch up” order is equal to a single

stick deflection.
EXIT TO
DIFFERENCES QUIZ
If the FO pushes and holds his

takeover pb…
The captain is unable to re-activate his

sidestick.
The captain’s sidestick is still active.

It will be de-activated after 40 secs.
CAPT FO
The captain can re-activate his sidestick
by pushing and holding the takeover pb
for more than 40 secs.

at any time by pushing his takeover pb.
EXIT TO
DIFFERENCES QUIZ
If the FO pushes and holds his

takeover pb…
The captain is unable to re-activate his

sidestick.
The captain’s sidestick is still active.

It will be de-activated after 40 secs.
CAPT FO
by pushing and holding the takeover pb
for more than 40 secs.
The captain can re-activate his sidestick The last pilot to push their sidestick
at any time by pushing his takeover pb. takeover pb has priority.
EXIT TO
DIFFERENCES QUIZ
With an autopilot
engaged, which
statement is true?
Both sidesticks are locked in the neutral

position. The lock cannot be overridden.
Both sidesticks are de-activated until

the autopilot is disengaged.

position. By applying a enough force,
the lock can be overridden but the
autopilot remains engaged.

position. By applying a enough force, the
lock can be overridden and the autopilot
is disengaged.
EXIT TO
DIFFERENCES QUIZ
With an autopilot
engaged, which
statement is true?

position. The lock cannot be overridden.
Both sidesticks are de-activated until

the autopilot is disengaged.

position. By applying a enough force,
the lock can be overridden but the
autopilot remains engaged.

position. By applying a enough force, the
lock can be overridden and the autopilot
is disengaged.
EXIT TO
DIFFERENCES QUIZ
You have completed

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

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CONTROLS & NORMAL ABNORMAL

FLIGHT CONTROLS II 1 of 64 OVERVIEW

Welcome to Part II of the Flight

In this lesson we will cover

This section will cover the laws

We will begin by discussing

A single failure WILL NOT

A single failure WILL NOT

A single failure WILL NOT

Multiple failures in similar

The primary way to determine

A second way to determine

We will now focus on the flight

The aircraft maintains 1G

If you move the sidestick aft,

If you move the sidestick

It operates the same in

Automatic pitch trim stops if

Load Factor Demand PITCH AXIS

MANEUVER PROTECTION PITCH AXIS

The flight control computers Flight Characteristics

NOTE: MAX = +2.0G IF FLAPS EXTENDED

NOTE: MAX = 0.0G IF FLAPS EXTENDED

High speed protection is not

In alternate law, high speed

The nose up command can

The overspeed warning above

Angle of attack protection is PITCH AXIS

In alternate law, low speed

At five to ten knots above stall

An audio stall warning is

The discussion will now focus

In alternate law there is a ROLL AXIS

In alternate law, constant ROLL AXIS

The “bank angle hold” feature

It is possible to exceed 67° of

This is indicated by amber Xs Flight Characteristics

The discussion will now focus

Manual turn coordination using

Either yaw damper is capable

There is no rudder pedal

With the autopilots off, the

The FACs, using airspeed

If both FACs fail, rudder

When the slat are extended,

It is available via cables from Flight Characteristics

PITCH ROLL YAW

PROTECTIONS Maneuver Protection Bank Protection Rudder Limiting

We will now discuss DIRECT

It is possible for the flight

The primary reason the flight

This is because alternate law

In direct law, there is a direct

Degrading to direct law when

If this did not occur, the

Sidestick inputs are still

Sidestick inputs are carried out

Unlike normal and alternate

As a result, ALL protections

One way to determine if the

Another way to determine if

PITCH ROLL YAW

PROTECTIONS Maneuver Protection Rudder Limiting