What does an A320 ELAC 2 fault or 'NO GO' mean?
An Airbus A320 ELAC 2 fault means the second Elevator Aileron Computer is unavailable because it failed, was switched off, lost power or failed its self-test. NO GO means its built-in test has not declared it serviceable. Redundancy is reduced, so crews follow ECAM and approved dispatch procedures.
For our Aviation & Real-World Flying readers, the key distinction is that NO GO describes the computer’s status, not necessarily the dispatch status of the entire aircraft. The fault must be assessed in its exact electrical, maintenance and operational context.
What does ELAC 2 control on the Airbus A320?
ELAC 2 is one of two primary fly-by-wire computers that process sidestick and autopilot demands and command the elevators and ailerons. ELAC 2 normally handles elevator control, while ELAC 1 normally handles the ailerons; each provides important backup capability for the other.
With an isolated ELAC 2 failure, ELAC 1 can normally assume the required pitch-control function while continuing to command the ailerons. The aeroplane does not suddenly lose its elevators or sidestick, but one layer of redundancy has gone. Our guide to the A320’s controls, displays and fly-by-wire computers explains how these systems fit together.
What is the difference between ELAC 2 FAULT and NO GO?
| Indication | Meaning | What it requires |
|---|---|---|
F/CTL ELAC 2 FAULT | ECAM has detected that ELAC 2 is unavailable or faulty. | Follow the displayed ECAM procedure and check the resulting STATUS information. |
ELAC 2 FAULT light | The overhead flight-control panel reports a computer fault. It may appear briefly during a self-test. | Investigate if it remains illuminated after normal power-up and initialisation. |
NO GO on a BITE, maintenance or add-on status page | The computer has not passed or completed its built-in test in the present configuration. | Correct the power or configuration problem, or obtain maintenance action before assessing dispatch. |
NO GO is not normally an A320 flight mode. In some simulators it is a simplified status generated by an electronic flight bag or maintenance interface rather than a standard ECAM message.
Can an A320 fly with an ELAC 2 fault?
An isolated ELAC 2 failure does not normally cause total flight-control loss, and Normal Law can generally remain available through ELAC 1 and the remaining flight-control computers. Accompanying computer, electrical, hydraulic or data faults can produce a more serious degradation, so the complete ECAM picture matters.
In flight, pilots follow ECAM rather than experimenting with switches or attempting undocumented resets. The ECAM indications and action workflow show why the first caution and the later STATUS page must be read together.
On the ground, a persistent ELAC 2 fault is not cleared merely because the controls still move. Some operator-approved Minimum Equipment Lists may permit dispatch with one ELAC inoperative under specific conditions; other fault combinations do not. The aircraft’s approved MEL, maintenance findings and remaining system status determine whether it may depart.
Why does ELAC 2 show NO GO during simulator start-up?
A brief ELAC fault during initial electrical power-up can be the computer running its self-test or reacting to an interrupted power supply. It should not be treated as a genuine failure unless it remains after the aircraft has stable AC and DC power and has completed its initialisation.
Persistent simulator indications are commonly caused by:
- starting from an incomplete or incorrectly saved panel state;
- unstable external, battery, APU or generator power during initialisation;
- the ELAC 2 pushbutton being selected off, sometimes through an unintended controller binding;
- a failure injected through the simulator or aircraft’s maintenance system;
- persistent wear or failure data retained by a high-fidelity add-on;
- a systems-modelling limitation or corrupted session state.
Less detailed aircraft may display NO GO without modelling the real A320’s full fault logic. That label should therefore be interpreted using the documentation for the aircraft being flown, not assumed to reproduce an airline maintenance page exactly.
How should you clear an ELAC 2 fault in a simulator?
- Stabilise the electrical supply. Complete the aircraft’s normal power-up flow and allow its computers to finish initialising. Our A320 simulator operating sequence provides the wider start-up context.
- Read the exact indication. Distinguish an ECAM
F/CTL ELAC 2 FAULTfrom an overhead light or aNO GOentry on an add-on maintenance page. - Check the FLT CTL panel. Confirm ELAC 2 has not been switched off by the saved state, a hardware assignment or an accidental input.
- Inspect simulated failures. Disable an injected fault or repair it through the aircraft’s own maintenance function where applicable.
- Use only a documented reset. If the add-on’s procedure calls for cycling ELAC 2, do it once in the stated ground configuration. Repeatedly cycling flight-control computers is not valid troubleshooting and must not be copied into real-world operation.
- Reload a known-good state if necessary. If the message persists without a modelled failure, restarting the aircraft or scenario can identify a saved-state or session problem. It does not represent a real maintenance repair.
Pressing the ECAM CLR key only advances or clears the displayed message; it does not restore the failed computer. A fault that returns after proper power-up and the aircraft’s documented reset should be treated as persistent.