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1.6.5 Weight and balance
The airplane’s weight and balance on takeoff were estimated at 56,450 kg and 22.8 %. The
certified maximum takeoff weight (MTOW) is 77,000 kg.
At the time of the event, the weight and balance were estimated to be 53,700 kg and
between 22 and 22.5 %.
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1.6.6 Flight control laws
The Airbus A320 has fly-by-wire flight controls. The aerodynamic surfaces, which enable
airplane control, are not mechanically linked to the controls. The airplane is flown using two
sidesticks. The movements of these sidesticks are transmitted in the form of electrical signals
to computers that transform them into orders to the actuators of the various surfaces. The
laws that govern these transformations are called “flight control laws”. On the A320, in
nominal operation, the flight control law is called “normal law”. Under certain conditions, it
can be replaced by two reconfiguration laws: the “alternate law” or the “direct law”.
The normal law offers protections in attitude (the pitch and bank values are limited), load
factor, high speed and angle of attack (specifically at low speed). Pitch trimming is ensured
automatically by the auto-trim. Bank angle is coordinated with the rudder. The sidesticks
control the load factor according to the normal airplane axis and the roll rate.
In alternate law, the sidesticks control the load factor according to the normal airplane axis as
for the normal law, but with fewer protections. In roll, they directly control, as they do in
normal law, the ailerons and the spoliers. When the landing gear is extended, the pitch
control law passes to direct law.
In direct law, there is no automatic pitch trimming, only the load factor protection is
maintained. The control surfaces are activated directly by the controls.
1.6.7 Angle of attack protections
When the airplane decelerates below VLS, the angle of attack can reach a value called
« alpha prot ». In normal law, a protection is then activated that consists of introducing an
order to pitch down and to stop the automatic pitch-up trimming.
If the deceleration continues, when the angle of attack reaches a value called « alpha floor »,
the maximum available thrust is automatically applied in order to regain speed. However, if
on activation of the alpha floor function, the pilot disconnects auto-thrust, the airplane can
continue to decelerate until it reaches a maximum angle of attack called « alpha max ». The
value of this angle of attack is lower than the stall angle of attack.
In alternate or direct law the aforementioned protections are no longer available, only the
stall warning remains active.
Except for the « alpha floor » function, the limit speeds that correspond to these protections
are computed by the FAC and are displayed on the speed scale on the PFD.
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Example of speed scale on PFD in normal law
1.7 Meteorological Conditions
A depression centred over the north of Morocco controlled a southwest flow, moderate at
FL180 to strong at FL300. In the lower layers of the atmosphere, the depression was moving
towards the south of Spain and generating light east winds over Catalonia and pulling two
small cloudy fronts of Cu and Sc whose base was at 3,300 ft, the ceiling being at around
18,000 ft, giving light rain over Perpignan.
1.7.1 Significant messages
Perpignan METAR
LFMP 271400Z VRB02KT 9999 FEW033 BKN051 07/00 Q1019 NOSIG=
LFMP 271500Z 28003KT 9999 -RA FEW033 BKN053 07/03 Q1018 NOSIG=
LFMP 271600Z 30005KT 9999 FEW033 SCT043 BKN058 07/03 Q1018 NOSIG=
Perpignan TAF
LFMP 271100Z 2712 / 2812 32010KT 9999 FEW040 BKN060 BECMG 2715 / 2717 SCT020
BKN040 TEMPO 2718 / 2803 8000 SHRA BECMG 2807 / 2809 32015G25KT FEW040=
1.7.2 Information supplied to the crew
The flight file supplied to the crew contained the following information:
 A TEMSI EURO SIGWX valid at 18 h 00
 Various altitude wind charts (from FL 50 to FL 530)
 A list of METAR’s and TAF’s corresponding to the flight, including those for Perpignan :
Perpignan METAR
LFMP 271100Z 28004KT 240V360 9999 FEW045 08/M03 Q1023 NOSIG=
Perpignan TAF
TAF LFMP 271100Z 2712/2812 32010KT 9999 FEW040 BKN060 BECMG 2715/2717
SCT020 BKN040 TEMPO 2718/2803 8000 SHRA BECMG 2807/2809 32015G25KT
FEW040=
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1.8 Aids to Navigation
The LANET - ILS 33 approach procedure at Perpignan - Rivesaltes (see chart below) uses
the following radio-navigation equipment:
• a locator (PL on the 351 kHz frequency);
• an ILS on runway 33 (PL on the 111.75 MHz frequency) associated with the DME installed
　
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