1

Fly-Through-Computer
Flight Augmentation Computers

FAC 2
FAC 1

ELevator Aileron Computers

ELAC 2
ELAC 1
OR

SEC 3
SEC 2
Autopilot SEC 1 Spoiler Elevator Computers
(Master FMGC)

2
Fly-Through-Computer

FAC 2
FAC 1

ELAC 2
ELAC 1

SEC 3
SEC 2
SEC 1

SEC 1 & 2 provide backup THS 3

and elevator control.
The flight control laws are the manufacturer’s built in computer instructions
defining flight control movement, flight characteristics, and aircraft limitations.

The flight control laws are a series of instructions that are executed by the
flight control computers.

For safety and redundancy there are three flight control laws:
• NORMAL LAW
• ALTERNATE LAW
• DIRECT LAW

Mechanical backup control of the THS and rudder is always available.

4
 Flight Control Laws
LAW: A predetermined set of rules which govern flight characteristics

PITCH ROLL YAW

FLIGHT
CHARACTERISTICS

PROTECTIONS

5
 NORMAL LAW
The flight control law in use during normal operations when
all, or nearly all, aircraft systems are operational.

6
 Flight Control Laws
LAW: A predetermined set of rules which govern flight characteristics

=NORMAL= PITCH ROLL YAW

FLIGHT
CHARACTERISTICS

PROTECTIONS

7
 =NORMAL= PITCH
Flight Characteristics Load Factor Demand

Protections

8
 LOAD FACTOR DEMAND

Neutral Stick – Requests NO CHANGE in Gs

The flight control computers maintain approximately 1G
Pitch attitude remains relatively constant.

A specific pitch input

Aft Stick – Requests a positive G CHANGE
results in the same G
The flight control computers order the elevators to move
change regardless of
the required amount to provide the requested G change,
resulting in the nose pitching up.

the current airspeed.

Forward Stick - Requests a negative G CHANGE
The flight control computers order the elevators to move the
required amount to provide the requested G change,
resulting in the nose pitching down. 9
 =NORMAL= PITCH
Flight Characteristics Load Factor Demand
Automatic Pitch Trim

Protections

10
 The Trimmable Horizontal
Stabilizer (THS) is trimmed up
or down to provide pitch trim.

The THS is a much more active part of the pitch control system on the
Airbus than on many other aircraft.
When a G change (pitch change) is commanded, the elevators
initially move to provide the commanded change.

If the desired pitch attitude requires the elevators to remain

displaced, THS movement is commanded until the elevators
are centered with the THS.

Pilot manual pitch trim inputs are not required.

11
 =NORMAL= PITCH
Flight Characteristics Load Factor Demand
Automatic Pitch Trim
Ground Mode
Flight Mode
Landing Mode
Protections

12
GROUND MODE OF NORMAL LAW
A direct stick to flight control relationship exists.

This enables the pilot to:

• Check the flight controls
• Rotate the aircraft for takeoff

13
FLIGHT MODE OF NORMAL LAW
• Load factor demand in pitch
• All protections are available

14
 LANDING MODE OF NORMAL LAW
The landing mode was created to give the flare and
touchdown a “conventional feel”.

At 50 feet AGL (measured by the RAs) the

ELACs memorize the pitch attitude

At 30 feet AGL the ELACs add a gentle nose

down command to the memorized pitch attitude,
which the pilot counters with an aft stick input.

15
 =NORMAL= PITCH
Flight Characteristics Load Factor Demand
Automatic Pitch Trim
Ground Mode
Flight Mode
Landing Mode
Protections Maneuver Protection

16
Maneuver protection prevents aircraft damage due to
overstressing the aircraft. The flight control computers
prevent flight control surface movement that would cause the
aircraft to exceed preset G limits.

NOTE: MAX = +2.0G IF FLAPS EXTENDED

NOTE: MAX = 0.0G IF FLAPS EXTENDED

17
 =NORMAL= PITCH
Flight Characteristics Load Factor Demand
Automatic Pitch Trim
Ground Mode
Flight Mode
Landing Mode
Protections Maneuver Protection
Pitch Protection

18
NO FLY

30

15

NO FLY

19
 =NORMAL= PITCH
Flight Characteristics Load Factor Demand
Automatic Pitch Trim
Ground Mode
Flight Mode
Landing Mode
Protections Maneuver Protection
Pitch Protection
High Speed Protection

20
 High speed protection prevents aircraft damage
due to excessive speed.

Activates just above Vmo/Mmo

A gentle pitch up is produced by the flight control

computers to limit further acceleration
High speed
protection activation
VMO / MMO Acceleration is limited even if full forward
stick is applied.

If high speed protection activates, automatic pitch

trim in the nose down direction is deactivated and
the autopilot, if engaged, disengages.

It is always possible to overspeed the aircraft.

The fight control computers merely limit the
maximum attainable speed to within safe limits.
21
 =NORMAL= PITCH
Flight Characteristics Load Factor Demand
Automatic Pitch Trim
Ground Mode
Flight Mode
Landing Mode
Protections Maneuver Protection
Pitch Protection
High Speed Protection
Angle of Attack Protection
22
 Relative Wind

(ALPHA) = Angle of Attack = the angular difference

between the relative wind and the attitude of the aircraft

23
 = The angle of attack where the flight
control computers intervene to prevent alpha from
reaching a stall alpha.

At Alpha Prot:
• Pitch command logic changes from load factor
demand to commanding an angle of attack.
• Additional nose up trim is inhibited - nose down trim
is still available.
VLS
• The autopilot, if engaged, disengages.

Alpha Prot
• A lowering of pitch attitude occurs.

If the pilot persists and pulls the stick further aft, eventually
the angle of attack will reach . . . . . . . . . 24
 = The highest angle of attack that the
ELACs will allow.

ALPHA MAX is a lower alpha than ALPHA STALL;

therefore, it is nearly impossible to stall the aircraft in
normal law.

NOTE: Although the FACs continuously compute the

airspeeds corresponding with the various alpha
VLS protection values and display them on the airspeed
tape, these speeds are for pilot reference only.

The actual angles of attack that correspond with Alpha

Alpha Prot
Prot and Alpha Max are computed by the ELACs based
Alpha Max on angle of attack, not airspeed.

If autothrust is available, the airspeed is unlikely to

reach Alpha Max because Alpha Floor will probably
activate prior to reaching it.
25
Alpha Floor:

Is a predictive function of the autothrust system. It activates based on the

current trend if it predicts thrust will be required.

Is normally available from immediately after takeoff throughout the flight down
100 feet RA in configuration 1 or greater.

Is only available in normal law.

26
 Alpha floor uses the autothrust system to automatically provide TOGA thrust if
Alpha
any ofFloor is predictive
the following and can
conditions be triggered at any airspeed; therefore it is
occur:
NOT depicted on the airspeed tape.
• Excessive high angles of attack.
•ItIndirectly
is independent of Alpha
as a result Prot and Alpha Max. In other words, Alpha Floor
of windshear.
can be triggered at airspeeds significantly higher than Alpha Prot.
• Excessive nose up attitudes combined with specific sidestick inputs.
Excessive high nose up attitudes
Indirectly as a result of combined with specific sidestick
Excessive high angles of attack windshear inputs

27
If Alpha Floor activates, TOGA thrust is automatically applied, regardless of
thrust lever position.

Alpha Floor activation DOES NOT require that autothrust be ENGAGED, but it
must be AVAILABLE (i.e., operational).

A. FLOOR

28
 Flight Control Laws
LAW: A predetermined set of rules which govern flight characteristics

=NORMAL= PITCH ROLL YAW

Load Factor
FLIGHT
CHARACTERISTICS
Demand
Automatic Pitch
Trim
Ground Mode
Flight Mode
Landing Mode

PROTECTIONS Maneuver Prot

Pitch Protection
Hi Speed Prot
 of Attack Prot 29
 =NORMAL= ROLL
Flight Characteristics Roll Rate

Protections

30
 ROLL RATE

Neutral Stick – Requests zero roll rate.

The aircraft essentially maintains the current
bank angle.

Full Stick Deflection – Requests 15 / sec

roll rate.

Stick Slightly Left / Right of Center

- Requests a between 15 and 0 / sec roll rate.

31
 =NORMAL= ROLL
Flight Characteristics Roll Rate
Pitch Trim < 33 

Protections

32
 Automatic pitch trim is available up to 33 of bank to
assist the pilot in maintaining altitude during turns.

Beyond 67
NO FLY

Automatic pitch 33 to 67 33 to 67 Automatic pitch

trim is available trim is available

0 to 33 0 to 33

33
 =NORMAL= ROLL
Flight Characteristics Roll Rate
Pitch Trim < 33 

Bank Angle Hold < 33 

Protections

34
 If the stick is released to neutral, a 0 / second roll rate is
commanded.

The aircraft essentially maintains a constant bank angle,

unless commanded otherwise.

Beyond 67
NO FLY

“Bank angle hold” 33 to 67 33 to 67 “Bank angle hold”
0-33° 0-33°

0 to 33 0 to 33

35
 =NORMAL= ROLL
Flight Characteristics Roll Rate
Pitch Trim < 33 

Bank Angle Hold < 33 

Positive Spiral Stability > 33 

Protections

36
 If the bank angle exceeds 33 and the stick is released,
bank angle returns to 33.

This called positive spiral stability.

Positive spiral stability

Beyond 67
NO FLY
33 to 67 33 to 67

0 to 33 0 to 33

NOTE: Positive spiral stability returns the bank angle to 0° if high

speed protection is active.

37
 =NORMAL= ROLL
Flight Characteristics Roll Rate
Pitch Trim < 33 

Bank Angle Hold < 33 

Positive Spiral Stability > 33 

Protections
BANK ANGLE PROTECTION

38
 In normal, the flight control computes will not allow bank
angles in excess of 67.

Bank angle protection

Beyond 67
NO FLY
33 to 67 33 to 67

0 to 33 0 to 33

NOTE: Bank angle is limited to 45° if high speed protection or angle

of attack protection is active (the limit marks do not move).

39
 Flight Control Laws
LAW: A predetermined set of rules which govern flight characteristics

=NORMAL= PITCH ROLL YAW

Load Factor Roll Rate
FLIGHT
CHARACTERISTICS
Demand
Pitch Trim
Automatic Pitch
Trim Bank Angle Hold
Ground Mode Pos Spiral Stab
Flight Mode
Landing Mode

PROTECTIONS Maneuver Prot Bank Angle

Protection
Pitch Protection
Hi Speed Prot
 of Attack Prot 40
 =NORMAL= YAW
Flight Characteristics Turn Coordination

Protections

41
 ELAC 2
ELAC 1
FAC 2
FAC 1
Yaw orders associated with
bank are…
…processed by the ELACs then...

…transmitted to the FACs.

The FACs direct the rudder to rudder’s

hydraulic servos to move the rudder.

Turn coordination is automatic, requiring no pilot rudder input.

There is no rudder pedal movement resulting from turn coordination.

42
 =NORMAL= YAW
Flight Characteristics Turn Coordination
Yaw Damping

Protections

43
 YAW DAMPING

Yaw Damp
Actuators

Two yaw dampers are installed.

A yaw damper moves the entire rudder as necessary to dampen yaw
oscillations.
Either yaw damper is capable of providing full yaw damping authority.
There is no rudder pedal movement resulting from yaw damping.

44
 =NORMAL= YAW
Flight Characteristics Turn Coordination
Yaw Damping

Rudder Trim

Protections

45
 RUDDER TRIM
Rudder trim commands are sent from the FACs to one
of two rudder trim motors which move the entire rudder
surface. Trim tabs are not used.

When an autopilot is engaged, rudder trim needs are

computed by the FACs and automatically carried out.
Manual rudder trim is deactivated.

With the autopilots off, the rudder may be

trimmed using the RUD TRIM knob on the
pedestal.

As the rudder is trimmed (either manually or

automatically), the rudder pedals ARE symmetrically
displaced.

46
 =NORMAL= YAW
Flight Characteristics Turn Coordination
Yaw Damping

Rudder Trim
Manual Rudder (HYD)
Protections

47
 Mechanical
Connection

Rudder Pedals

Backup mechanical control of the rudder is always available via cables from the
rudder pedals to the rudder servos if at least one hydraulic system is available.

48
 =NORMAL= YAW
Flight Characteristics Turn Coordination
Yaw Damping

Rudder Trim
Manual Rudder (HYD)
Rudder Limiting
Protections

49
 RUDDER LIMITING
The FACs, using airspeed inputs from the ADRs, limit rudder surface
movement at high speeds to prevent excessive airframe loads and yaw
responses.

The two rectangular symbols on the rudder travel indication

represent the unrestricted rudder travel limit at low speeds.

The maximum rudder travel available at the current

speed is indicated by small L shaped indications
next to the rudder travel arc.
Rudder PEDAL travel is never restricted. Only
rudder SURFACE travel.

NOTE: On some Spirit aircraft the high speed rudder

travel limit depiction on the F/CTL page is fixed and does
not move with changes in the rudder travel limit.

50
 Flight Control Laws
LAW: A predetermined set of rules which govern flight characteristics

x=NORMAL=
ALTERNATE x PITCH ROLL YAW
Load Factor Roll Rate Turn Coordination
FLIGHT
CHARACTERISTICS
Demand
Pitch Trim Yaw Damping
Automatic Pitch
Trim Bank Angle Hold Rudder Trim
Ground Mode Pos Spiral Stab Manual Rudder
Flight Mode
Rudder Limiting
Landing Mode

PROTECTIONS Maneuver Prot Bank Angle

Protection
Pitch Protection
Hi Speed Prot
 of Attack Prot 51
 x ALTERNATE LAW x
A single failure WILL NOT cause the flight control system to degrade
from NORMAL to ALTERNATE LAW.

A minimum of TWO or MORE failures must occur for the flight controls to
degrade from NORMAL LAW, usually in the following systems:
Flight Control Computers
ELAC 2 FAC 2 SEC 3
SEC 2
ELAC 1 FAC 1 SEC 1

Hydraulic Systems

ADIRUs

A I A I A I
D R D R D R 52
 x ALTERNATE LAW x

Two failures may not cause the

flight control system to degrade.

For example:
ELAC 2 FAC 2 SEC 3
SEC 2
ELAC 1 FAC 1 SEC 1

The aircraft remains in normal law and

the autopilots are operational.

53
 x ALTERNATE LAW x

X X

This statement is
F / CTL ALTN LAW misleading.
(PROT LOST)
MAX SPEED . . . . . . . . . . . . . . 320 KT

54
 Flight Control Laws
LAW: A predetermined set of rules which govern flight characteristics

x ALTERNATE x PITCH ROLL YAW

Load Factor Roll Rate Turn Coordination
FLIGHT
CHARACTERISTICS
Demand
Pitch Trim Yaw Damping
Automatic Pitch
Trim Bank Angle Hold Rudder Trim
Ground Mode Pos Spiral Stab Manual Rudder
Flight Mode
Rudder Limiting
Landing Mode

PROTECTIONS Maneuver Prot Bank Angle

Protection
Pitch Protection
Hi Speed Prot
 of Attack Prot 55
 x ALTERNATE x PITCH
Flight Characteristics Load Factor Demand
Automatic Pitch Trim

Flight Mode

Protections Maneuver Protection

High Speed Protection

Stability

LoofSpeed
AttackStability
Protection
56
Stabilities are flight control commands that smoothly attempt to
change pitch to prevent an overspeed or a low speed (stall)
condition.

Pilots can manually override either stability with stick

movement, causing an or a to
occur.

activates at a speed slightly below VMO/MMO.

activates if the speed decreases to within a few

knots of the stall warning.

57
 Flight Control Laws
LAW: A predetermined set of rules which govern flight characteristics

x ALTERNATE x PITCH ROLL YAW

Load Factor Roll Rate Turn Coordination
FLIGHT
CHARACTERISTICS
Demand
Pitch Trim Yaw Damping
Automatic Pitch
Trim Bank Angle Hold Rudder Trim
Flight Mode Pos Spiral Stab Manual Rudder
Rudder Limiting

PROTECTIONS Maneuver Prot Bank Angle

Protection
Hi Speed Stab
Lo Speed Stab
58
 Flight Control Laws
LAW: A predetermined set of rules which govern flight characteristics

x ALTERNATE x PITCH ROLL YAW

Load Factor Turn Coordination
FLIGHT ROLL
CHARACTERISTICS
Demand
DIRECT Yaw Damping
Automatic Pitch
A direct stick to flight Rudder Trim
Trim control surface
Flight Mode relationship in roll Manual Rudder

Rudder Limiting

PROTECTIONS Maneuver Prot

Hi Speed Stab
Lo Speed Stab
59
 Flight Control Laws
LAW: A predetermined
USEsetMAN
of rules which govern
PITCH TRIM flight characteristics

x ALTERNATE
x DIRECT x x PITCH ROLL YAW
*
Load Factor Yaw Damping
FLIGHT ROLL
CHARACTERISTICS
Demand
DIRECT Rudder Trim
Automatic Pitch
A direct stick to flight Manual Rudder
Trim control surface
Flight Mode relationship in roll Rudder Limiting

PROTECTIONS Maneuver Prot

Hi Speed Stab
*Assuming a double FAC failure was
not the cause of the degradation.
Lo Speed Stab
60
 x DIRECT LAW x
It is possible for the flight control system to degrade from
NORMAL law straight to DIRECT law (e.g., dual radar altimeter
failure).

The primary reason that DIRECT law is reached is because

the aircraft is in ALTERNATE law and the landing gear is
lowered in preparation for landing.

Why?

Because ALTERNATE law does not provide a landing mode.

61
 x DIRECT LAW x
DIRECT law results in a direct stick to flight control surface
relationship. What does that really mean?

Stick inputs are still processed by the flight control computers

and transferred to the flight control surfaces.

The computers, however, carry out pilot orders exactly as they

are signaled.

Unlike NORMAL or ALTERNATE laws, the computers have no

authority to modify or override the stick inputs, thus NO
protections OR stabilities are provided.

62
 x DIRECT LAW x

USE MAN PITCH TRIM

This statement is more

accurate.
F / CTL DIRECT LAW
(PROT LOST) No pitch or roll protections
MAX SPEED . . . . . . . . 320 KT/ .77
MANEUVER WITH CARE are provided in DIRECT law.
USE SPEED BRAKE WITH CARE

63
 Flight Control Laws
LAW: A predetermined
USEsetMAN
of rules which govern
PITCH TRIM flight characteristics

x DIRECT x PITCH ROLL YAW

Load Factor Yaw Damping
FLIGHT ROLL
CHARACTERISTICS
Demand
DIRECT Rudder Trim
Automatic Pitch
A direct stick to flight Manual Rudder
Trim control surface
Flight Mode relationship in roll
Rudder Limiting

PROTECTIONS Maneuver Prot

Hi Speed Stab
Lo Speed Stab
64
 Flight Control Laws
LAW: A predetermined
USEsetMAN
of rules which govern
PITCH TRIM flight characteristics

x DIRECT x PITCH ROLL YAW

FLIGHT PITCH ROLL Yaw Damping

CHARACTERISTICS DIRECT DIRECT Rudder Trim
A direct stick to flight A direct stick to flight Manual Rudder
control relationship in control surface
pitch. relationship in roll
Rudder Limiting
Manual THS
Input

PROTECTIONS

65
 Flight Control Laws
LAW: A predetermined
MAN
USEsetMAN
of rules
PITCH which
TRIMgovern
PITCH ONLYflight characteristics
TRIM

Mech. Backup
x DIRECT x PITCH ROLL YAW

FLIGHT PITCH ROLL Yaw Damping

CHARACTERISTICS DIRECT DIRECT Rudder Trim
A direct stick to flight A direct stick to flight Manual Rudder
control relationship in control surface
pitch. relationship in roll
Rudder Limiting
Manual THS
Input

PROTECTIONS

66
 Mechanical Backup
Mechanical backup control of the THS and rudder is always
available.

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.

67
 Mechanical Backup

X X

F/CTL L + R ELEV FAULT

MAX SPEED. . . . . . . . . . . 320/.77
- MAN PITCH TRIM . . . . . . . . USE
- SPD BRK . . . . . . . . DO NOT USE
No ECAM message
specifically indicates that
mechanical backup is active.

68
 Flight Control Laws
LAW: A predetermined
MANset PITCH
of rules which
TRIMgovern
ONLYflight characteristics

Mech. Backup PITCH ROLL YAW

FLIGHT PITCH ROLL

CHARACTERISTICS MECHANICAL DIRECT
A Direct Stick to Flt
Control Surface
Relationship in Roll Manual Rudder
Manual THS
Input

PROTECTIONS

69
 Flight Control Laws
LAW: A predetermined
MANset PITCH
of rules which
TRIMgovern
ONLYflight characteristics

Mech. Backup PITCH YAW

YAW

FLIGHT PITCH YAW

CHARACTERISTICS MECHANICAL MECHANICAL

Manual Rudder
Manual THS
Input

PROTECTIONS

70
 If extreme conditions cause the aircraft to leave the
protected envelope (e.g. severe turbulence), and exceed
a normal law limit, abnormal attitude law becomes active.

Abnormal attitude law is alternate law without

protections and stabilities except for load factor
protection.

This is a safety feature to ensure that the flight control

computers never prevent the pilots from recovering from
an abnormal attitude.

After recovery, the flight controls remain in alternate law

without protections but with auto trim. There is no
reversion to direct law when the gear is extended.

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Flight Control System Page

72
Flight Control System Page

X X X X X
X X X X X

XX XX
1 1
2 2
3

XX

XX XX

XX

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