QRH — Control-Surface Jam and Loss of Control

Flight-control failures come in two temperaments. One is a system degradation — a computer drops, a law steps down (the subject of Law Degradation and EFCS Computer Failures). The aircraft still handles; it just carries fewer protections. The other is a physical incapacitation of a surface — a control surface jams at a deflection, a trim runs away to one side, or the high-lift surfaces will not deploy. Nothing resets these. You accept the degraded configuration and fly it home on technique.

This article walks the four QRH operating-technique procedures that cover that second family, all drawn from FCOM PRO-ABN-F_CTL:

1. RUDDER JAM / RUD PEDAL JAM
2. RUDDER TRIM RUNAWAY
3. LANDING WITH SLATS OR FLAPS JAMMED
4. NO FLAPS NO SLATS LANDING

These are simulator-recurrent items and, more importantly, the scenarios where an A330 pilot genuinely flies the aeroplane by hand. The single rule from the chapter's opening article is cashed in here over and over. Two warnings up front:

[!warning]- The rudder has no envelope protection, and the travel limiter is not a structural protection.

Per FCOM DSC-27-10-10, Normal Law guards pitch and roll but as on conventional aircraft, the rudder has no such protection. The FCTM is blunter still: per FCTM AS-RUD, aggressive, full or nearly full, opposite rudder pedal inputs must not be applied because they can lead to loads higher than the limit, and can result in structural damage or failure, and the rudder travel limiter function is not designed to prevent structural damage or failure. Every rudder-related procedure below is therefore built on one reflex: level the wings with roll, keep the feet quiet. The instinct to stamp on opposite rudder to "fix" a jam or a runaway is the single most dangerous response available.

[!warning]- RUDDER JAM and RUDDER TRIM RUNAWAY are two separate QRH procedures with different landing configurations.

They feel like the same failure and are routinely confused. They are not. RUDDER JAM lands at FLAP 2; RUDDER TRIM RUNAWAY lands in NORMAL configuration. The "level with roll / steady heading sideslip" wording that everyone remembers lives in the TRIM RUNAWAY procedure, not in RUDDER JAM. Keep the two distinct from the first second.

1. Two families, one philosophy

The four procedures split cleanly into a yaw family and a high-lift family, but they share a single mental approach: the system will not heal itself, so the crew accepts a deficient configuration and compensates with technique — for yaw, by restraint on the pedals and a crosswind limit; for high-lift, by flying speeds computed from the actual surface position down a long runway.

                  Flight-control physical incapacitation
              (operating-technique procedures, per PRO-ABN-F_CTL [QRH])
                                    │
              ┌─────────────────────┴─────────────────────┐
              ▼                                            ▼
   FAMILY A — yaw incapacitation              FAMILY B — high-lift incapacitation
   (rudder / trim problem)                    (slats or flaps stuck)
   core: gentle rudder, level with roll,      core: speed by ACTUAL position,
         limit the crosswind                        long runway, steady attitude
   ┌──────────────────────────────┐           ┌──────────────────────────────┐
   │ RUDDER JAM / PEDAL JAM        │           │ SLATS OR FLAPS JAMMED        │
   │   → FLAP 2 landing            │           │   → trust PFD, disregard VFE  │
   │   → MAX XWIND 15 kt,          │           │   → SLATS at 0: MAX 220 t,    │
   │     avoid the deflected side  │           │     jettison, fixed step-down │
   │   → diff braking, sym reverse │           │ NO FLAPS NO SLATS LANDING    │
   │ RUDDER TRIM RUNAWAY           │           │   → GREEN DOT, CONF 1 for SRS │
   │   → level with roll,          │           │   → long approach, no float   │
   │     NORMAL CONF landing       │           │                              │
   └──────────────────────────────┘           └──────────────────────────────┘

2. RUDDER JAM / RUD PEDAL JAM

A rudder (or pedal) jammed at a deflection does not spin the aircraft. It produces a sustained sideslip, and the sideslip then induces a concealed roll through dihedral effect (the mechanism is developed in Rudder and Yaw). The QRH does not try to talk you out of the roll with the rudder — it gives you a landing configuration and a speed schedule and tells you to manage the ground roll. Per FCOM PRO-ABN-F_CTL [QRH] RUDDER JAM / RUDDER PEDAL JAM:

Use the F/CTL SD page for a visual check of the rudder position. This procedure also applies to RUDDER PEDAL JAM cases. LDG DIST PROC ... APPLY. For approach: AVOID LANDING WITH XWIND FROM THE SIDE WHERE THE RUDDER IS DEFLECTED. MAX CROSSWIND FOR LDG: 15 kt. FOR LDG ... FLAP LVR 2. GPWS FLAP MODE ... OFF.

and the speed and ground-roll half:

If all engines operative: SPD selector ... VLS + 15 kt. SPEED AND TRAJECTORY ... STABILIZE ASAP. In the case of engine-out: SPD selector ... 170 kt. SPEED AND TRAJECTORY ... STABILIZE ASAP. AP ... OFF. A/THR ... OFF. FOR GO AROUND: SPD SEL 170 kt. For landing: DIFFERENTIAL BRAKING ... USE ASAP. REVERSER: SYMMETRIC USE ONLY. Use the nosewheel steering handle below 100 kt, only in the case of RUDDER PEDAL JAM.

The procedure decoded, action by action:

• Land at FLAP 2, not the normal FLAP 3. One detent less of high lift trades a little landing speed margin for a configuration that demands less of the crippled directional control. GPWS FLAP MODE OFF stops the non-standard configuration from raising spurious ground-proximity alerts (the same GPWS logic seen in High-Lift Failures).
• Speed. All engines: VLS + 15 kt for margin. Engine-out: a flat 170 kt flown by hand with AP and A/THR OFF — a jammed rudder will fight the autopilot's directional logic and the autothrust's asymmetry handling, so you take both away. The go-around target is 170 kt as well.
• The ground-roll trio. Differential braking as soon as possible to recover directional control; reverser symmetric only, because one-sided reverse adds its own yawing moment and would drive the aircraft off the centreline; and the nosewheel steering handle below 100 kt — but only for a RUDDER PEDAL jam, where the surface itself is free and only the pedal path is stuck.
• Crosswind. A hard limit of 15 kt, and the wind must come from the side opposite to the rudder's deflection.

[!warning]- Choosing the runway so the crosswind is away from the deflected rudder is a dispatch-style decision, not a landing technique.

With the rudder frozen at a deflection your ability to trim out a crosswind is already spent. If the crosswind then comes from the same side the rudder is already deflected toward, the two effects stack and you have essentially no margin left. So the runway and landing direction are chosen up front to put the wind on the other side, with the residual capped at 15 kt. You make this decision in the descent, not in the flare.

Autoland with a RUD PEDAL fault

The associated STATUS page adds one subtlety for the pedal-fault case. Per FCOM PRO-ABN-F_CTL (F/CTL RUD PEDAL FAULT):

MAX X WIND FOR LDG: 15 KT. ... BEFORE AUTOLAND: RUD TRIM (AP OFF) ... RESET. Manual landing is preferred, however autoland can be performed. ... As the rudder pedal is faulty, the autopilot cannot apply rudder trim on the rudder surface, but it still internally computes rudder trim up to its maximum value.

Manual landing is preferred, but autoland is permitted. The catch is that the autopilot keeps computing a rudder-trim demand internally — up to its maximum — even though it cannot apply it through the faulty pedal channel. Left unchecked, that stored trim is injected at the align mode just before touchdown and could throw the aircraft laterally. The fix is the RUD TRIM RESET (with AP OFF) before autoland, which clears the accumulated internal value.

3. RUDDER TRIM RUNAWAY

A rudder-trim runaway sounds alarming, but the bounding fact is reassuring: the trim can only drive the rudder as far as the speed-scheduled travel limiter currently allows — and per the rudder description the maximum travel gradually reduces as the speed increases (see Rudder and Yaw). So the runaway is never unbounded at a given speed; it merely gains room as you slow down. This is the procedure that carries the "level with roll" wording. Per FCOM PRO-ABN-F_CTL [QRH] RUDDER TRIM RUNAWAY:

USE LATERAL CONTROL TO LEVEL WINGS. USE RUDDER WITH CARE. USE RUDDER PEDALS TO CENTER RUDDER. Check the rudder position on the F/CTL SD page. Note: This failure is seen mainly as uncommanded roll (induced by yaw). In most conditions, the aircraft stabilizes in a steady heading sideslip. For continued flight, either maintain rudder central or leave the aircraft in a steady stabilized heading sideslip, but ensure that all changes between rudder centralized and steady heading sideslip are made smoothly. As speed is reduced, the FCPC may allow more rudder to be applied by the trim runaway. USE NORMAL CONF FOR LANDING.

The technique unpacked:

• Why it shows up as roll, not a spin. The trim deflects the rudder; the rudder produces sideslip; the sideslip, through dihedral effect, induces roll. What you feel is the aircraft rolling off — the root cause is in yaw. Do not chase it with opposite rudder.
• The correct response is lateral. Use roll (ailerons and roll spoilers) to level the wings and let the aircraft settle into a steady heading sideslip — nose offset slightly, heading steady, wings level — while bringing the rudder back toward centre with the pedals. Any transition between "rudder centred" and "steady sideslip" is made smoothly, never abruptly.
• Low speed needs more discipline. As you slow, the FCPC permits a larger rudder deflection, so the runaway can push the surface further — the restraint matters most in the low-speed regime.
• Landing configuration is NORMAL — the contrast with RUDDER JAM (FLAP 2) is the detail most often muddled.

The FCTM explains why "gentle and smooth" is a structural matter, not a handling preference, and it explicitly lists trim runaway among the abnormals where the crew may use the pedals to recover the rudder. Per FCTM AS-RUD:

Rudder trim runaway: The flight crew uses the rudder pedals in order to return the rudder to neutral.

[!warning]- The instinct to "correct" a jam or runaway with firm opposite rudder is exactly backwards.

Hearing "rudder problem", many pilots reach for opposite pedal to push the surface back. That is the most hazardous reaction available: the rudder has no protection, and a firm opposite input stacked on the already-deflected surface can overstress the fin in an instant. Per FCTM AS-RUD the travel limiter is not designed to prevent structural damage. The correct instinct is the opposite of the obvious one — keep your hand on the sidestick and level with roll; keep your feet light.

4. LANDING WITH SLATS OR FLAPS JAMMED

When a slat or flap channel jams (the FLAPS/SLATS LOCKED mechanism is in High-Lift Failures), the whole approach is rebuilt around the actual surface position. Per FCOM PRO-ABN-F_CTL [QRH] LANDING WITH SLATS OR FLAPS JAMMED:

If SLATS jammed at 0: MAX RECOMMENDED WEIGHT FOR LANDING: 220 t (485 klb). FUEL JETTISON ... CONSIDER. LDG DIST PROC ... APPLY. Determine flap lever position for landing. ... MANEUVER WITH CARE. Note: The OVERSPEED alert and VLS displayed on the PFD, are computed according to the actual flaps/slats position. Disregard VFE, VFE NEXT displayed on PFD.

Three points carry the case:

• Fly speeds for where the surfaces are, not where the lever sits (the core counter-intuitive point). The PFD computes VLS and the over-speed line from the true slat/flap angle, so you trust the speed scale and ignore VFE / VFE NEXT. The selected configuration is, in effect, a fiction.
• Slats jammed at 0 is the worst case. A clean leading edge stalls at a low angle of attack, so the recommended landing weight is capped at 220 t (485 klb), fuel jettison is considered to get under it, and the approach speeds are the highest in the procedure.
• MANEUVER WITH CARE. A deficient configuration manoeuvres poorly; every turn and configuration change is gentle, with margin preserved.

The two deceleration schedules

The operational heart of the procedure is the staged deceleration-and-configuration sequence, and the QRH gives two distinct paths. For slats jammed at 0 it is a fixed ladder. Per FCOM PRO-ABN-F_CTL [QRH] LANDING WITH SLATS OR FLAPS JAMMED:

If SLATS jammed at 0, for approach: ... SPD SEL ... 235 kt. AT 235 kt: SELECT FLAPS LEVER 1. SPD SEL ... 215 kt. ... AT 215 kt: SELECT FLAPS LEVER 2. DECELERATE TO 188 kt. ... 188 kt is the maximum approach speed for aircraft with gross weight close to MTOW in CONF 2.

For a flap jam, or slats jammed at a non-zero angle, the path instead tracks VFE NEXT down the page:

If FLAPS jammed, OR if SLATS jammed > 0, for approach: Repeat the following until landing configuration is reached: SPD SEL ... VFE NEXT - 5 kt. AT VFE NEXT: SELECT FLAPS LEVER ONE STEP DOWN. ... When in landing CONF and in final approach: DECELERATE TO CALCULATED VAPP. ... AP BELOW 500 ft AGL: DO NOT USE.

Reading the two together:

• Slats jammed at 0 is a fixed staircase — 235 → FLAP 1 → 215 → FLAP 2 → 188 kt — because the slats are pinned and only the flaps can be moved, in two steps, to shed drag and decelerate. 188 kt is the CONF 2 approach ceiling near MTOW.
• Any other jam follows VFE NEXT − 5 kt, dropping the lever one step at each VFE NEXT, looping until the landing configuration is reached, then decelerating to the calculated VAPP. This keeps you below the over-speed line while configuring in stable steps.
• The autopilot is usable, but not below 500 ft AGL — it is not tuned for the abnormal configuration.

The overweight A/THR trap

One non-obvious item is sourced explicitly. Per FCOM PRO-ABN-F_CTL [QRH] LANDING WITH SLATS OR FLAPS JAMMED:

Above 220 t (485 klb), it is necessary to temporarily disconnect the A/THR to prevent rapid deceleration down to stall warning and select a speed slightly below VLS. A/THR can be re-engaged when the landing configuration is established.

[!warning]- Above 220 t you may have to disconnect the autothrust on purpose to stop it decelerating you into the stall warning.

While configuring at high weight, the autothrust chasing the next target speed can drive the aircraft down toward the stall warning before the surfaces have extended. The QRH therefore directs you to temporarily disconnect A/THR and hold a speed slightly below VLS, re-engaging only once the landing configuration is established. The same applies if Alpha Prot with Alpha Floor activates — disconnect A/THR first. Reaching for the thrust levers to add energy is the obvious move; the procedure asks you to take the autothrust away.

5. NO FLAPS NO SLATS LANDING

The extreme case — slats and flaps both stuck at 0, a clean (CONF 0) wing all the way to the runway. Per FCOM PRO-ABN-F_CTL [QRH] NO FLAPS NO SLATS LANDING:

LDG DIST PROC ... APPLY. SPD SEL ... GREEN DOT. GPWS FLAP MODE ... OFF. FLAPS LEVER ... CONF 1. Set the FLAPS lever to CONF 1, in order to enable engagement of the SRS guidance mode, in the case of a go-around. The SRS guidance mode may not engage if the landing gear is up. Disregard VFE. ... Plan a long stabilized approach.

and the final-approach close-out:

For final approach: A/THR ... OFF. SPD SEL ... VAPP. Select VLS on the PFD (or VREF + 50 kt, if VLS is not available). AP BELOW 500 ft AGL: DO NOT USE. AT 500 ft: REDUCE SPEED TO OBTAIN VLS - 5 kt (OR VREF + 45 kt) AT TOUCHDOWN.

What this looks like from the seat:

• Fast. With no high lift the stall speed is high, so the approach is flown at GREEN DOT (the clean-configuration best lift-to-drag speed) — much faster than a normal approach. The reference is VLS (≈ VREF + 50 kt), reducing after 500 ft to VLS − 5 kt (≈ VREF + 45 kt) at touchdown.
• A/THR OFF, flown by hand on final. A clean wing carries a lot of energy and the autothrust struggles to manage it precisely, so the final approach is hand-flown on the thrust levers.
• Flat and long. High speed plus low drag means the aircraft is reluctant to come down: plan a flatter, longer, earlier-managed approach.
• Landing distance is much greater — the LDG DIST PROC recomputes it, and a longer runway, possibly a diversion, may be required.
• GPWS FLAP MODE OFF, because the flap information (stuck at 0) is unreliable and would raise false alerts.

[!warning]- Setting the FLAPS lever to CONF 1 is for go-around guidance, not for lift — the surfaces cannot move.

With slats and flaps jammed at 0, selecting CONF 1 produces no aerodynamic change at all. Its only purpose is to allow the SRS guidance mode to engage in case of a go-around (and SRS may not engage with the gear up). It is a "for the logic, not for the aerodynamics" action, and it is the detail students most often misread. Likewise, disregard VFE: the PFD's VFE tracks the lever, so it will display a false value.

[!warning]- A clean-wing landing is the one time not to flare for a soft touchdown.

The reflex on any landing is to ease into a gentle flare. With no high lift the aircraft is fast and slick and will float if you try it, eating runway you do not have. Fly the computed speed onto the aiming point and accept a firmer touchdown — put accuracy and no-float ahead of softness.

6. Operational decision points

Six quick scenes turn the four procedures into reflexes:

1. In the cruise the aircraft rolls off to the left and the rudder does nothing; the F/CTL SD page shows the rudder jammed left (RUDDER JAM). Relax the feet, level with roll and let it sit in a heading sideslip; pick a landing direction that puts the crosswind on the right (the non-deflected side), capped at 15 kt; land FLAP 2 (not FLAP 3) with GPWS FLAP MODE OFF; all engines VLS + 15 kt (engine-out 170 kt, AP/A/THR OFF); on the ground use differential braking and symmetric reverse; prefer a manual landing.
2. The rudder trim runs steadily to one side (RUD TRIM RUNAWAY — a separate procedure from RUDDER JAM). Level with roll, centre the rudder with the pedals, keep the feet light, land in NORMAL configuration; remember the runaway gains authority as you slow.
3. F/CTL FLAPS LOCKED on selection, flaps jammed at 1, slats normal. Step down on VFE NEXT − 5 kt (one detent at each VFE NEXT), fly the PFD-computed VLS / over-speed (disregard VFE), decelerate to the calculated VAPP on final, recompute landing distance, manoeuvre with care, no AP below 500 ft.
4. Slats jammed at 0 (the worst case). Cap landing weight at 220 t, consider jettison, run the fixed ladder 235 → FLAP 1 → 215 → FLAP 2 → 188 kt, and above 220 t disconnect A/THR temporarily to avoid decelerating into the stall warning. Choose a long runway.
5. Slats and flaps both jammed at CONF 0 (NO FLAPS NO SLATS). GREEN DOT, set the lever to CONF 1 for SRS (not for lift), GPWS FLAP MODE OFF, A/THR OFF on final, approach at VLS (≈ VREF + 50) reducing to VLS − 5 (≈ VREF + 45) at touchdown, long flat approach, steady accurate touchdown with no float, much longer landing distance, divert to a long runway if needed.
6. The common thread. For the high-lift jams the autopilot is available to 500 ft AGL (monitored); for the rudder cases a manual landing is preferred. All four come down to the same sentence: accept the deficient configuration, compensate with technique, and keep margin in hand.

Self-test

[!note]- Q1. A yaw incapacitation (jam or trim runaway) — what does the aircraft mainly do, and why the insistence on "level with roll, don't stamp the rudder"?

It shows up mainly as uncommanded roll induced by yaw: the deflected rudder makes sideslip, and the sideslip induces roll, so in most conditions the aircraft settles into a steady heading sideslip (the verbatim wording is in the RUDDER TRIM RUNAWAY procedure, but the mechanism applies to RUDDER JAM too). You level it with roll (ailerons and roll spoilers) and keep the feet light because the rudder has no envelope protection — a firm opposite input stacked on the already-deflected surface can overstress the fin, and per FCTM AS-RUD the travel limiter is not designed to prevent structural damage. Transitions between centred rudder and steady sideslip are made smoothly.

[!note]- Q2. Why is the crosswind limit for a jammed rudder only 15 kt, and why avoid a crosswind from the deflected side?

With the rudder frozen at a deflection, the capacity to trim out a crosswind is largely used up. If the wind also comes from the side the rudder is already deflected toward, the two effects add and almost no margin remains. So the runway and landing direction are chosen so the crosswind comes from the opposite side, with the residual limited to 15 kt — a runway-selection decision made in the descent, not a flare technique.

[!note]- Q3. After a slat/flap jam, how are the landing speed and configuration set, and why ignore VFE?

The PFD computes the OVERSPEED alert and VLS from the actual slat/flap position, so the crew trusts the speed scale and disregards VFE / VFE NEXT. Two configuration paths exist: slats jammed at 0 runs the fixed ladder 235 → FLAP 1 → 215 → FLAP 2 → 188 kt; a flap jam or slats > 0 steps down on VFE NEXT − 5 kt (one detent at each VFE NEXT) until the landing configuration is reached, then decelerates to the calculated VAPP. Above 220 t the A/THR is temporarily disconnected to prevent a rapid deceleration into the stall warning. Slats jammed at 0 is the worst case — weight capped at 220 t, jettison considered.

[!note]- Q4. What is the biggest difference between a no-flaps-no-slats landing and a normal landing, and why set the lever to CONF 1?

No high lift means a high stall speed, so the approach is flown fast at GREEN DOT, with a flatter attitude and high energy that makes the aircraft "float" if flared — so never flare for softness; touch down on speed and accurately, and expect a much longer landing distance (and possibly a diversion to a long runway). GPWS FLAP MODE is OFF. Setting the lever to CONF 1 is not for lift (the surfaces are jammed at 0) — it is purely to allow the SRS guidance mode to engage for a go-around. Final approach is hand-flown with A/THR OFF, at VLS (≈ VREF + 50), reducing to VLS − 5 (≈ VREF + 45) at touchdown.

[!note]- Q5. How far can the autopilot be used in these procedures?

For the slat/flap jams, the AP must not be used below 500 ft AGL (it is not tuned for the abnormal configuration). For the rudder cases a manual landing is preferred; an autoland can be performed, but for a RUD PEDAL FAULT the RUD TRIM must be RESET with AP OFF before autoland — otherwise the internally computed maximum rudder trim is injected at the align mode and could throw the aircraft laterally just before touchdown.

[!note]- Q6. RUDDER JAM and RUDDER TRIM RUNAWAY — what is the one configuration item that distinguishes them at the landing?

The landing configuration. RUDDER JAM lands at FLAP 2 (one detent less than normal, with GPWS FLAP MODE OFF), while RUDDER TRIM RUNAWAY lands in NORMAL configuration. They are two separate QRH procedures, and confusing the landing configuration is the classic trap.

Key takeaways

References

Per FCOM PRO-ABN-F_CTL [QRH] RUDDER JAM / RUDDER PEDAL JAM (F/CTL SD visual check; also applies to pedal jam; LDG DIST PROC; avoid crosswind from the deflected side; MAX crosswind 15 kt; FLAP LVR 2; GPWS FLAP MODE OFF; all-engines VLS + 15 kt, engine-out 170 kt with AP and A/THR OFF; go-around 170 kt; differential braking ASAP; symmetric reverser only; nosewheel-steering handle below 100 kt only for RUDDER PEDAL JAM). Per FCOM PRO-ABN-F_CTL [QRH] RUDDER TRIM RUNAWAY (use lateral control to level wings; use rudder with care; centre the rudder with the pedals; uncommanded roll induced by yaw; steady heading sideslip; smooth transitions; FCPC allows more rudder as speed reduces; USE NORMAL CONF FOR LANDING). Per FCOM PRO-ABN-F_CTL (F/CTL RUD PEDAL FAULT STATUS — MAX crosswind 15 kt; RUD TRIM (AP OFF) RESET before autoland; manual landing preferred; AP internally computes rudder trim to maximum but cannot apply it). Per FCOM PRO-ABN-F_CTL [QRH] LANDING WITH SLATS OR FLAPS JAMMED (determine flap lever position; SLATS jammed at 0 → MAX recommended landing weight 220 t / 485 klb, fuel jettison, LDG DIST PROC, MANEUVER WITH CARE; OVERSPEED and VLS computed to actual position, disregard VFE / VFE NEXT; fixed ladder 235 → FLAP 1 → 215 → FLAP 2 → 188 kt with 188 kt the CONF 2 approach ceiling near MTOW; VFE NEXT − 5 kt one-step-down schedule for flaps jammed or slats > 0; decelerate to calculated VAPP; AP not below 500 ft AGL; above 220 t temporarily disconnect A/THR to avoid deceleration to stall warning). Per FCOM PRO-ABN-F_CTL [QRH] NO FLAPS NO SLATS LANDING (GREEN DOT; GPWS FLAP MODE OFF; FLAPS LEVER CONF 1 to enable SRS for go-around; disregard VFE; long stabilised approach; final approach A/THR OFF; VLS or VREF + 50 kt; AP not below 500 ft AGL; VLS − 5 / VREF + 45 at touchdown). Per FCOM DSC-27-10-10 (as on conventional aircraft, the rudder has no such protection). Per FCTM AS-RUD (no aggressive, full or nearly full opposite rudder inputs — structural-load and travel-limiter caveat; rudder-trim runaway listed as a sanctioned use of the pedals to return the rudder to neutral). Mechanism background per Rudder and Yaw (rudder-by-wire, travel limiter), High-Lift Failures (FLAPS/SLATS LOCKED mechanism and ECAM index), Control-Surface Fault Spectrum and Flight Control Fundamentals (rudder no-protection rule). The yaw → sideslip → induced-roll chain, the "worst case at slats 0 because of low stall AoA" rationale, and the "high-energy clean wing must not be floated" technique point are integrative synthesis from the cited passages, not verbatim manual statements.

Independent study material, not an Airbus publication and not endorsed by the manufacturer. Always defer to the current operator FCOM, FCTM, and QRH for operational use.