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CONTROL SURFACES
FLIGHT CONTROL
COMPUTERS
The computers process
this feedback and adjust
control surface deflection
to ensure that the
maneuver rate demand is
executed accurately.
This means that control
surface deflections may be
altered with no change in
side stick position.
FLIGHT CONTROLS MENU Normal law 11/36
FLIGHT CONTROLS MENU Normal law 12/36
In flight mode, if you
wish to execute, for
example, a descending
left turn, you set the
required attitude and
then return the side
stick to neutral.
The neutral side
stick position demands
zero rates of pitch and
roll.
The flight control
computers will maintain
the set attitude until you
use the side stick to
demand an attitude
change.
Throughout the
maneuver, there are no
pilot trim inputs.
FLIGHT CONTROLS MENU
Normal law 13/36
Turn co-ordination and “Dutch roll”
damping are automatically provided in Normal
law.Pilot inputs on the rudder pedals are not
required.
FLIGHT CONTROLS MENU Normal law 14/36
Normal law provides a number of airborne pitch protections. They are:
• Maneuver protection,
FLIGHT CONTROLS MENU
Normal law 15/36
•• Piittcchh aattttiittuuddee pprrootteeccttiioonn,,
Pitch up limit
Pitch down limit
Normal law provides a number of airborne pitch protections. They are:
• Maneuver protection,
FLIGHT CONTROLS MENU
Normal law 16/36
•• Piittcchh aattttiittuuddee pprrootteeccttiioonn,,
•• Hiigghh aannggllee ooff aattttaacckk pprrootteeccttiioonn,,
AIR FLOW

Normal law provides a number of airborne pitch protections. They are:
• Maneuver protection,
FLIGHT CONTROLS MENU Normal law 17/36
•• Piittcchh aattttiittuuddee pprrootteeccttiioonn,,
•• Hiigghh aannggllee ooff aattttaacckk pprrootteeccttiioonn,,
•• Hiigghh ssppeeeedd pprrootteeccttiioonn..
Normal law provides a number of airborne pitch protections. They are:
• Maneuver protection,
FLIGHT CONTROLS MENU
Normal law 18/36
In lateral control, there is only one
protection which is for bank angle.
Let’s take a closer look at these protections.
FLIGHT CONTROLS MENU
Normal law 19/36
MANEUVER PROTECTION
In a conventional aircraft, pilots must insure that
structural limitations are not exceeded.
However, in the A320 family, Maneuver protection is
available in Normal law.
FLIGHT CONTROLS MENU
Normal law 20/36
MANEUVER PROTECTION
Maneuver protection prevents structural
overstress by limiting control surface deflections
through the flight control computers. Full side
stick movement is always available.
The structural limitations vary with
configuration:
• In clean configuration, between +2.5 g to -1 g,
• Flaps extended, between +2 g to 0 g.
FLIGHT CONTROL
COMPUTERS
FLIGHT CONTROLS MENU
Normal law 21/36
PITCH ATTITUDE PROTECTION
As with the Maneuver protection, if the aircraft reaches the Pitch attitude protection
nose up limits, then the flight control computers will override pilot demands and keep the
aircraft within the safe flight limits.
The Pitch attitude protection limits are shown as small green dashes on the PFD.
Note that the pitch up values vary depending on the aircraft configuration and speed
between 30 and 20 degrees up.
FLIGHT CONTROL
COMPUTERS
Pitch up limit
FLIGHT CONTROLS MENU
Normal law 22/36
PITCH ATTITUDE PROTECTION
In the nose down case, the computers will
limit the nose down attitude at 15 degrees.
FLIGHT CONTROL
COMPUTERS
Pitch down limit
FLIGHT CONTROLS MENU
Normal law 23/36
HIGH ANGLE OF ATTACK PROTECTION
High angle of attack limits
The High angle of attack protection is
designed to prevent the aircraft from stalling
and to ensure optimum performance in
extreme maneuver such as windshear or
GPWS warning recovery.
This protection takes priority over all others.
This protection displays information against
the PFD speed scale.
AIR FLOW

FLIGHT CONTROLS MENU
Normal law 24/36
HIGH ANGLE OF ATTACK PROTECTION
As speed decreases it reaches Vls, lowest
achievable speed with autothrust engaged.
With autothrust inoperative or not engaged,
the speed can reduce to the first level of Angle
of attack protection, V alpha prot which is
shown as the top of the amber/black band
(barber pole).
　
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