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11.5. FCU faults
Loss of a single channel will result in the spare channel automatically taking over. All that is required is a cross check of the baro refs.
Loss of both channels leads to loss of all FCU and EFIS panels. The autopilots and autothrust are lost and parameters that are normally controlled by the panels revert to sensible default values. If the weather radar image remains displayed, disregard it since the scale will be incorrect.
[AUTO FLT FCU 1(2)(1+2) FAULT, FCOM DSC.22_10.50, FCOM PRO.ABN.22]
5.9. SEC fault
Each SEC controls either 1 or 2 spoilers per wing. SEC 1 and 2 also provide back up for the ELACs (see Section 5.8, “ELAC fault”). Loss of a SEC leads to loss of its associated spoilers. SEC 1 provides spoiler position to the FACs. If speedbrakes are deployed with SEC 1 u/s and SEC 3 operative, spoiler 2 will deploy without a corresponding increase in VLS. Therefore, do not use speedbrake if SEC 1 is affected (it won’t do much anyway!).
Pairs of SECs also provide the signal for reverse thrust lever angle to the reversers and spoiler deployment to the autobrake. A dual SEC failure will therefore lead to a loss of a reverser and loss of autobraking.
If all SECs are lost, all the above holds true. Furthermore the flight controls revert to Alternate Law due to the complete loss of spoilers. Also, due to routing of LGCIU data to the ELACs via the SECs, Direct Law will occur at slat extension rather than gear extension.
An attempt should be made to reset the affected SEC(s).
[F/CTL SEC 1(2)(3) FAULT, FCOM DSC.27.20.40, FCOM PRO.ABN.27]
5.8. ELAC fault
In normal operations, ELAC 1 controls the ailerons and ELAC 2 controls the elevators and stabiliser. Failure of a single ELAC will result in failover to the remaining computer. Provided no uncommanded manoeuvres occurred, an attempt can be made to reset the failed ELAC.
Failure of both ELACs leads to loss of ailerons and hence Alternate Law. One of the SECs will take over control of the elevators and stabiliser. Again, an attempt can be made to reset the computers.
If the fault is designated a pitch fault, only the pitch function of the associated ELAC is lost.
[F/CTL ELAC 1(2) FAULT, FCOM DSC.27.20.40, FCOM PRO.ABN.27]
Can't think of an alternative explanation for how the horizontal stabilizer would have been lost completely though short of the tail breaking off. AFAIK if both the hydraulic controls fail, there's a cable back up on the A320.
Fire burning through the floor would cut the flight control cables and leave the aircraft out of control. The pilots would be trying to save the aircraft and probably not worried about radioing a distress call.
I'm betting the deicing unit in the window caught fire. There was an issue a few years ago where they warned that it could short and start a cockpit fire.