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three possible) for a gear confirms the gear down and locked. One green and
two red triangles for a gear still indicates down and locked. Red shows gear in
transit and no triangle indicates gear uplocked.
The gear doors will remain down after manual gravity extension.
The gear lights by the gear handle are powered through (hard wired) LGCIU 1,
if LGCIU 1 is not powered the lights will not operate.
The gear handle has a red down arrow that will illuminate if gear is up with flaps
3 or FULL below about 700’ (landing configuration). ECAM will alert.
Nose Wheel Steering
Nose Wheel Steering gets inputs from: Capt. & F/O steering hand wheels
(max deflection is 75°, starts reducing above 20 kts to 0° at 70 kts.), Rudder
pedals (max deflection is 6°, starts reducing above 40 knots to 0° at 130 kts.),
and Autopilot. A rudder disconnect is on the hand steering wheel for use during
Flight Control Check. A lever on the nose gear deactivates steering to enable
US Airways Airbus A319, A320, A321 Notes
27
towing. A green NW STRG DISC message will show on ECAM and will turn
amber on second engine start when lever is activated.
Nose wheel steering is enabled with hydraulic pressure when:
 Nose gear doors closed
 A/SKID & N/W STRG switch on
 Towing control lever in normal position
 At least one engine operating
 Aircraft on ground
Nose wheel steering is disabled after manual gear extension.
Note: There have been problems with the Nose Wheel Gear Electrical Box
failing to deactivate the nosewheel steering during engine starts when the
nosewheel steering lever was in the deactivate position. Airbus has not yet
engineered a fix for the problem, therefore US Airways has instituted a (hopefully)
temporary solution of turning OFF the A/SKID & N/W STRG switch during the
Before Start Checklist flow and turning it back ON during the After Start Checklist
flow.
US Airways Airbus A319, A320, A321 Notes
28
Flight Controls
Flight Control Laws:
Multiple failures are required to revert from normal law. “Multiple failures of
redundant systems”
Normal Flighton
ground takeoff in-flight landing on ground
Ground Mode Flight Mode Flight Mode Flare Mode Ground Mode
Direct blend from
Direct to
Normal
Normal Normal with
slight pitch
down added
at 50’ for flare
Direct
Normal Law: for a given amount of sidestick deflection a given amount of G
loading (pitch, elevators) or roll rate (roll, ailerons, spoilers) regardless of
airspeed. Pitch is always kept in trim automatically. Flare mode gives slight pitch
down after 50’ for flare. Bank past 33° requires constant input or will
automatically return to 33°. “Hard” protections. Green equals signs “=”
Normal Law Protections (think of as “A320 mode”):
Bank Yaw Pitch Low Speed High Speed Load
Roll rate
proportional
to side stick
deflection
67° Max
(at 45°
autopilot
disconnect)
Turn
Coordination
& Yaw
Dampening
Load Factor
proportional
to stick
deflection
Max 30°
nose up
Max 15°
nose down
Nonoverrideable
AOA
protection
α Prot
Low energy
warn.
α Floor
α Max
Nonoverrideable
nose up
command
prevents
overspeed at
Vmo/Mmo
Clean/Flaps 1
+2.5G/-1.0G
Flaps
Extended
+2.0G/-0.0G
Alternate Law: Flight control will revert to alternate law after multiple failures of
redundant systems. Autotrim still available. “Soft” protections. No protection in
roll, roll goes to direct. Pitch goes to direct for landing when landing gear
extended (no “flare mode”). It is possible to be in Alternate law without speed
Stability and/or Yaw Dampening. Aircraft can stall. Amber “X’s”
Alternate Law Protections (think of as “737-300 mode”):
Bank Yaw Pitch Low Speed High Speed Load
Roll Direct
No
protections
Yaw
Dampening
Load Factor
proportional
to stick
deflection
No flare
mode, goes
to direct for
landing
Low speed
stability
Overrideable
nose down
command to
prevent stall
Stall Warning
High Speed
Stability
Overrideable
nose up
command to
prevent
overspeed
Clean/Flaps 1
+2.5G/-1.0G
Flaps
Extended
+2.0G/-0.0G
US Airways Airbus A319, A320, A321 Notes
　
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