al attitude law engages:

nate law with no protection is active (no load factor limitation)

aw is active
anical law is active
available. Therefore, USE MAN PITCH TRIM is displayed on the PFDs
LAW is displayed on the ECAM.
returns within the normal flight envelope, the abnormal attitude law disengages and
ditions remain for the remainder of the flight:
nate law without reduced protection is active, Refer to DSC-27-20-20 Alternate Law
ed Protection
aw is active
ate law is active
AW is displayed on the ECAM.

MECHANICAL BACK-UP
1088.0001001 / 17 MAR 17

e mechanical backup is to achieve all safety objectives in MMEL dispatch

age a temporary and total electrical loss, the temporary loss of five fly-by-wire
ss of both elevators, or the total loss of ailerons and spoilers.

ally applies trim to the THS to control the aircraft in pitch.

ay “MAN PITCH TRIM ONLY” in red.
 AIRCRAFT SYSTEMS APPLICABLE MSN: CFM - MSN 01296 | IAE - MSN 04008-04113

FLIGHT CONTROLS AIRCRAFT SYSTEMS

A318/A319/A320/A321 FLIGHT CONTROLS
FLIGHT CREW FLIGHT CONTROL SYSTEM - NORMAL LAW
OPERATING MANUAL A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - NORMAL LAW
OPERATING MANUAL
AOA Protection

APPLICABLE MSN: CFM - MSN 01296 | IAE - MSN 04008-04113

AIRCRAFT SYSTEMS
FLIGHT CONTROLS APPLICABLE MSN: CFM - MSN 01296 | IAE - MSN 04008-04113
Vα PROT, Vα Floor, Vα MAX are mainly computed based on the AOA, and therefore they vary
A318/A319/A320/A321
Note: 1. The ECAM displays an overspeed warning at VMO + 4 kt and MMO + 0.006.
AIRCRAFT SYSTEMS
withCREW
FLIGHT configuration, weightFLIGHT
and loadCONTROL
factor ( Refer to DSC-22_10-50-20 Characteristic
SYSTEM - RECONFIGURATION CONTROL LAWS Speeds ). 2. At high altitude, this may result in activation of the angle of attack protection.
The AOA
OPERATING MANUAL will not exceed αMAX, even if the flight crew gently pulls the sidestick all the way back. Depending on the ELAC standard, the crew FLIGHT CONTROLS
may have to push on the stick to get out of
A318/A319/A320/A321
The flight crew can hold full back sidestick, if it is needed, and the aircraft stabilizes at an AOA this protection
FLIGHT CREW law. FLIGHT CONTROL SYSTEM - NORMAL LAW
close to but less than Fly-by-Wire Status Awareness viaflight
the crew
PFDcan make gentle turns, if OPERATING MANUAL
the 1 g stall. When flying at αMAX, the
Ident.: DSC-27-20-10-20-A-00001077.0001001 / 21 MAR 16
necessary. If the flight crew releases the sidestick, the AOA returns to αPROT and stays there.
As the aircraft enters protection at the amber and black strip (αPROT), the system inhibits further LOW ENERGY AURAL ALERT ( IF INSTALLED)
nose-up trim beyond the point already reached. The nose-down trim remains available. The low energy aural alert is computed by the FAC (Refer to DSC-22_40-10 General).
Note: At takeoff, the αPROT is equal to the αMAX for 5 s.
This High AOA protection has priority over all other protections.
The aircraft can also enter αPROT at a high flight level, where it protects the aircraft from the
buffet boundary. Like in low speed or low flight level, if the sidestick is simply released to neutral,
the aircraft maintains the alpha for αPROT. Therefore, when leaving a turn after entering αPROT,
the aircraft may climb with the sidestick free.
Alpha for αPROT is reduced as a function of Mach.
If the flight crew flies into αPROT, they should leave it as soon as other considerations allow.
This is achieved by easing forward on the sidestick to reduce alpha below the value of αPROT.
The flight crew should also simultaneously add thrust (if the αFloor has not yet been activated, or
cancelled).

GTA A318/A319/A320/A321 FLEET DSC-27-20-10-20 P 8/12

FCOM ←D→ 23 NOV 21 GTA A318/A319/A320/A321 FLEET DSC-27-20-10-20 P 11/12
FOR TRAINING PURPOSES ONLY FCOM ←D 23 NOV 21
FOR TRAINING PURPOSES ONLY

The PF, therefore, has full authority to perform a high speed/steep dive escape maneuver, when
Therefore, by simply looking at this main instrument (PFD), the flight crew is immediately aware of required, via a reflex action on the sidestick.
the status of flight controls, and the operational consequences. The high speed protection is deactivated, when the aircraft speed decreases below VMO/MMO,
where the usual normal control laws are recovered.
The autopilot disconnects at VMO + 15 kt and MMO + 0.04.