A320 Flight Control Laws - 22 Feb 2017

Presentation by: N.K.
Aggarwal 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)
Presentation by: N.K. Aggarwal 2

Fly-Through-Computer
FAC 2
FAC 1
ELAC 2
ELAC 1
SEC 3
SEC 2
SEC 1
SEC 1 & 2 provide:

backup THS and Elevator control.
 Flight Control Laws are the manufacturer’s built in computer
instructions defining flight control movement, flight characteristics, and
aircraft limitations.
 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 (with Protections)
• ALTERNATE LAW (without Protections)
• DIRECT LAW
 Mechanical backup control of the THS and rudder is always available.

Flight Controls –
Normal Laws

Flight Control Laws
LAW: A predetermined set of rules which govern flight characteristics
PITCH ROLL YAW
FLIGHT
CHARACTERISTICS
PROTECTIONS

NORMAL LAW
 Flight Control Laws in use during normal operations
when all, or nearly all, aircraft systems are operational.
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Flight Control Laws
=NORMAL= PITCH ROLL YAW
FLIGHT
CHARACTERISTICS
PROTECTIONS

=NORMAL= PITCH
Flight Characteristics Load Factor Demand
Protections

LOAD FACTOR DEMAND
Neutral Stick – Requests NO CHANGE in Gs

Flight Control Computers maintain approximately 1G
Pitch attitude remains relatively constant.
AAftspecific pitch input

Stick – Requests a positive G CHANGE
results in the
Flight Control Computers same
order the elevators to G
move the
required amount to provide the requested G change,
change regardless
resulting in the nose pitching up. of
the current airspeed.
Forward Stick - Requests a negative G CHANGE
Flight Control Computers order the elevators to move the
required amount to provide the requested G change,
resulting in the nose pitching down.
=NORMAL= PITCH
Automatic Pitch Trim
Protections

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

=NORMAL= PITCH
Ground Mode
Flight Mode
Landing Mode
Protections

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

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

LANDING MODE OF NORMAL LAW
 The landing mode was created to give the flare and
touchdown a “conventional feel”.
 At 50 feet AGL (R Alt) 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.

=NORMAL= PITCH
Ground Mode
Flight Mode
Landing Mode
Protections Maneuver Protection

 Maneuver protection prevents aircraft damage due to
overstressing the aircraft.
 Flight Control Computers prevent flight control surface
movement that would cause the aircraft to exceed preset G
limits.
 In CLEAN Config:
NOTE: MAX = +2.0G IF FLAPS EXTENDED
NOTE: MAX = 0.0G IF FLAPS EXTENDED

=NORMAL= PITCH
Ground Mode
Flight Mode
Landing Mode
Pitch Protection

NO FLY
30
15
NO FLY

=NORMAL= PITCH
Ground Mode
Flight Mode
Landing Mode
Pitch Protection
High Speed Protection

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
 Acceleration is limited even if full

High speed
protection activation forward stick is applied.
VMO / MMO
 If high speed protection activates:
• Automatic pitch trim in the nose down
direction is deactivated and
• Autopilot, if engaged, disengages.
 It is always possible to over-speed the aircraft.

 The fight control computers merely limit the
maximum attainable speed to within safe limits.

=NORMAL= PITCH
Ground Mode
Flight Mode
Landing Mode
Pitch Protection
Angle of Attack Protection
Relative Wind
(ALPHA) = Angle of Attack = the angular difference

between the relative wind and the attitude of the aircraft

= 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
• 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
Presentation by: .N.K.
. . Aggarwal
...... 25
= The highest angle of attack that the
ELACs will allow.
ALPHA MAX < 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
protection values and display them on the airspeed
VLS tape, displayed speeds are for pilot reference
only.
Alpha Prot Actual angles of attack that correspond with Alpha

Prot and Alpha Max are computed by the ELACs
Alpha Max based 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.
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.

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

 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

Flight Control Laws

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

Pitch Protection
Hi Speed Prot
 of AttackPresentation
Prot by: N.K. Aggarwal 30
=NORMAL= ROLL
Flight Characteristics Roll Rate
Protections

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.

=NORMAL= ROLL
Pitch Trim < 33 
Protections

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

=NORMAL= ROLL
Pitch Trim < 33 
Bank Angle Hold < 33 
Protections

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

=NORMAL= ROLL
Pitch Trim < 33 
Positive Spiral Stability > 33 
Protections

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.

=NORMAL= ROLL
Pitch Trim < 33 
Positive Spiral Stability > 33 
Protections
BANK ANGLE PROTECTION

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).

Flight Control Laws

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
=NORMAL= YAW
Flight Characteristics Turn Coordination
Protections

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

=NORMAL= YAW
Yaw Damping
Protections

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.

=NORMAL= YAW
Yaw Damping
Rudder Trim
Protections

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.

=NORMAL= YAW
Yaw Damping
Rudder Trim
Manual Rudder (HYD)
Protections

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.

=NORMAL= YAW
Yaw Damping
Rudder Trim
Manual Rudder (HYD)
Rudder Limiting
Protections

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.

Flight Controls –
Laws Reconfiguration

Flight Control Laws
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

Protection
Pitch Protection
Hi Speed Prot
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
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.

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

Flight Control Laws
x ALTERNATE x PITCH ROLL YAW

FLIGHT
CHARACTERISTICS
Demand
Automatic Pitch
Ground Mode Pos Spiral Stab Manual Rudder
Flight Mode Rudder Limiting
Landing Mode

Protection
Pitch Protection
Hi Speed Prot
x ALTERNATE x PITCH
Flight Mode

Stability

LoofSpeed
AttackStability
Protection
 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.

Flight Control Laws

FLIGHT
CHARACTERISTICS
Demand
Automatic Pitch
Flight Mode Pos Spiral Stab Manual Rudder
Rudder Limiting

Protection
Hi Speed Stab
Lo Speed Stab
Flight Control Laws

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

Hi Speed Stab
Lo Speed Stab
Flight Control Laws
LAW: A predetermined
USEset MAN
of rulesPITCH
which govern
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
Flight Mode relationship in roll Rudder Limiting

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

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.

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

Flight Control Laws
USEset MAN
of rulesPITCH
which govern
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
Flight Mode relationship in roll
Rudder Limiting

Hi Speed Stab
Lo Speed Stab
Flight Control Laws
USEset MAN
of rulesPITCH
which govern
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

Flight Control Laws
MAN
USEset MAN
of rulesPITCH
PITCH which
TRIMgovern
ONLY
Mech. Backup
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

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.

Mechanical Backup
X X
F/CTL L + R ELEV FAULT

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

Flight Control Laws
MAN
LAW: A predetermined set PITCH TRIMgovern
of rules which 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

Flight Control Laws
MAN
LAW: A predetermined set PITCH TRIMgovern
of rules which ONLYflight characteristics
Mech. Backup PITCH YAW
FLIGHT PITCH YAW

CHARACTERISTICS MECHANICAL MECHANICAL
Manual Rudder
Manual THS
Input
PROTECTIONS

 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.

Flight Control System Page

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

FLIGHT CONTROL LAWS SUMMARY
Normal Alternate Direct Mechanical

Protections
Law Law Law Back-Up
Load Factor Available Available Lost
All Protections
Pitch Attitude Available Lost Lost are LOST.
PITCH
Low Speed CONTROL –
Angle of Attack Available Lost
Stability Pitch Trim
Wheel.
High Speed ROLL
High Speed Available Lost
Stability CONTROL –
Rudder Pedals
Bank Angle Available Lost Lost


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Presentation by: N.K.

ELevator Aileron Computers

Presentation by: N.K. Aggarwal 2

SEC 1 & 2 provide:

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

Presentation by: N.K. Aggarwal 5

PITCH ROLL YAW

Presentation by: N.K. Aggarwal 6

Presentation by: N.K. Aggarwal 7

=NORMAL= PITCH ROLL YAW

Presentation by: N.K. Aggarwal 8

Presentation by: N.K. Aggarwal 9

Neutral Stick – Requests NO CHANGE in Gs

AAftspecific pitch input

Presentation by: N.K. Aggarwal 11

 If the desired pitch attitude requires the elevators to remain

 Pilot manual pitch trim inputs are not required.

Presentation by: N.K. Aggarwal 13

This enables the pilot to:

Presentation by: N.K. Aggarwal 14

Presentation by: N.K. Aggarwal 15

 At 50 feet AGL (R Alt) the

Presentation by: N.K. Aggarwal 16

Presentation by: N.K. Aggarwal 17

NOTE: MAX = +2.0G IF FLAPS EXTENDED

NOTE: MAX = 0.0G IF FLAPS EXTENDED

Presentation by: N.K. Aggarwal 18

Presentation by: N.K. Aggarwal 19

Presentation by: N.K. Aggarwal 20

Presentation by: N.K. Aggarwal 21

 Activates just above Vmo/Mmo

 A gentle pitch up is produced by the flight

 Acceleration is limited even if full

 It is always possible to over-speed the aircraft.

Presentation by: N.K. Aggarwal 22

(ALPHA) = Angle of Attack = the angular difference

Presentation by: N.K. Aggarwal 24

ALPHA MAX < ALPHA STALL;

NOTE: Although the FACs continuously compute

Alpha Prot Actual angles of attack that correspond with Alpha

If autothrust is available, the airspeed is unlikely to

Is a predictive function of the autothrust system.

Is only available in normal law.

Presentation by: N.K. Aggarwal 27

Presentation by: N.K. Aggarwal 28

Presentation by: N.K. Aggarwal 29

=NORMAL= PITCH ROLL YAW

PROTECTIONS Maneuver Prot

Presentation by: N.K. Aggarwal 31

Neutral Stick – Requests zero roll rate.

Full Stick Deflection –

Stick Slightly Left / Right of Center -

Presentation by: N.K. Aggarwal 32

Presentation by: N.K. Aggarwal 33

Presentation by: N.K. Aggarwal 34

Bank Angle Hold < 33 

Presentation by: N.K. Aggarwal 35

The aircraft essentially maintains a constant bank angle,

Presentation by: N.K. Aggarwal 36

Bank Angle Hold < 33 

Positive Spiral Stability > 33 

Presentation by: N.K. Aggarwal 37

This called positive spiral stability.