**ON A/C 001-049, 051-099, 101-149, 201-299,
 (Ref. Fig. 001)
R **ON A/C 151-199, 401-499,
 (Ref. Fig. 001A)
 **ON A/C 301-399,
 (Ref. Fig. 001B)

  1EFF : ALL  1 27-00-00Page 1 1 1 Aug 01/05 1 1 1CES 1

 Flight Control Surfaces (A320)
 Figure 001

R 1EFF : 001-049, 051-099, 101-149, 201-299, 1 27-00-00Page 2 1 1 May 01/05 1 1 1CES 1

 Flight Control Surfaces (A319)
 Figure 001A

R 1EFF : 151-199, 401-499, 1 27-00-00Page 3 1 1 Aug 01/05 1 1 1CES 1

 Flight Control Surfaces (A321)
 Figure 001B 
R 1EFF :  301-399,  1  27-00-00 Page 4 
1  1  Aug 01/04
 1  1
 1CES  1

R **ON A/C ALL

R  The roll and pitch controls of the aircraft are electrical. They are 
R  based on two different types of digital computers (ELAC and SEC), each of 
R  them being able to control the aircraft in both axes. Monitoring and 
R  redundancy within the flight control system, aircraft sensors, power and 
R  hydraulic generation ensure a high degree of availability of the 
R  electrical control. The basic yaw control is hydromechanical as well as 
R  the alternate horizontal stabilizer control, thus providing the ability 
R  to keep the aircraft in flight during a temporary complete loss of 
R  electrical power. However, in normal conditions, some rudder control 
R  functions (trim, travel limitation) are achieved by the FAC. 
R  The normal pitch control law is basically the closed loop control of the 
R  load factor, and includes flight envelope protections. The normal lateral 
R  control law combines the roll rate control, turn coordination and Dutch 
R  roll damping functions. 
R
 C. Ailerons
 The roll control of the aircraft is achieved by one wing tip aileron
 augmented by four spoilers on each wing. The ailerons are manually
 controlled from the side stick controllers or automatically in autopilot
 function.
 Each aileron can be powered by two servocontrols signalled by two
 Elevator and Aileron Computers (ELAC) and supplied from different
 hydraulic systems. In normal operation, the roll function of the ailerons
 is achieved through the ELAC 1 and the associated servocontrols in active
 mode, the ELAC 2 being in standby and its associated servocontrols in
 damping mode. In the event of a failure, the ailerons become
 automatically controlled by the ELAC 2 (roll) and the associated
 servocontrols switched to the active mode, the others being now damped.
 If a multiple failure condition causes the loss of the control of the two
 servocontrols of an aileron, the servocontrols automatically switch to
 the damping mode. This operating mode is also automatically engaged in
 the event of loss of pressure.
 Two independent side stick controllers are installed in the cockpit. They
 include the roll and pitch position transducers and feel mechanisms, and
 a solenoid-operated detent that locks the control lever in neutral
 position when the autopilot is engaged.
 D. Rudder
 The rudder mainly permits to achieve the yaw control.
 The rudder is actuated by three servo controls.
 The servo controls can be driven:
 - in manual mode:
 either mechanically from the pedals , 

R 1EFF : ALL 1 27-00-00Page 5 1 1 Aug 01/04 1 1 1CES 1 or electrically from the side stick and/or the rudder pedals

 -in autopilot control mode: from the FMGECs. The rudder is powered by three servo controls mechanically signalled from the pedals through a single load path linkage fitted with a centering spring device that holds the servocontrol input in the neutral position if a disconnection occurs. Each set of pedals is fitted with a position transducer. Feel is provided by a spring rod, the zero force position of which is controlled by an electrical trim actuator. A solenoid-operated mechanism increases the feel force threshold when the autopilot is engaged. Two yaw-damper electrohydraulic servoactuators connected to a common output lever drive the linkage through a differential lever arrangement. One servoactuator is normally operating, the other being by-passed. A spring rod is provided to center the actuators when both of them are depressurized. The maximum control stroke is restricted by the Travel Limitation Unit as a function of the airspeed. The trim actuator, the yaw damper servoactuators and the travel limitation unit are normally controlled by the Flight Augmentation Computer (FAC) 1, the FAC 2 being in standby. In addition to their basic function, the trim actuator and the yaw damper servoactuators are used to introduce the autopilot signals. Rudder immobilization or runaway in the event of a servocontrol valve jamming is prevented by a spring rod and pressure relief valve arrangement.
　
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