The European Union Aviation Safety Agency (EASA) has issued an Emergency Airworthiness Directive (EAD 2025-0268-E) after an Airbus A320 experienced an uncommanded and limited pitch-down event during flight. The autopilot remained engaged throughout the brief altitude loss, and the aircraft continued uneventfully.
A preliminary Airbus assessment found that a malfunction of the Elevator Aileron Computer (ELAC) B L104) was a possible contributing factor. EASA now requires affected operators to remove this unit and replace it with a serviceable ELAC B L103+. The directive applies across a wide range of Airbus A319, A320 and A321 CEO and NEO variants.
Mandatory Action Before Next Flight
EASA’s emergency directive takes effect on 29 November 2025 at 23:59 UTC and mandates that any aircraft equipped with the affected ELAC be modified before its next flight. Operators may conduct a limited ferry flight, up to three cycles, non-ETOPS, without passengers, solely to position the aircraft for maintenance. After replacement, reinstalling an affected ELAC is not permitted. Aircraft without the affected unit may not have one installed in the future.
EASA issued the directive without the usual consultation phase, citing the need for immediate action. According to the AD, if the issue is not corrected, it could “in the worst-case scenario” lead to an uncommanded elevator movement and potentially exceed the aircraft’s structural capability.
Airbus AOT Preceded the Emergency AD
The Emergency AD follows Airbus’s release of Alert Operators Transmission, issued on the same date which identified the risk that intense solar radiation may corrupt data critical to the functioning of flight controls.
The AOT advises immediate precautionary action from operators to implement the available software and/or hardware protection, and “ensure the fleet is safe to fly”.
Airbus acknowledged the potential for operational disruption that this would cause.
While Airbus and EASA have not identified the incident that triggered this Emergency AD, the timing has led to widespread industry focus on the incident involving JetBlue flight 1230 operating from Cancún to Newark that experienced a mid-air flight control issue and was diverted to Tampa International Airport. Read more about what we know about the JetBlue A320 mid-air flight control issue here.
Implications for A320-Family Fleets
The directive affects a large portion of the global A320-Family fleet because any aircraft listed in the applicability section regardless of age or engine type must be assessed for the presence of the ELAC B L104.
Operators worldwide have to schedule and implement the required modifications “before the next flight”.
EASA separates the A320 Family into Group 1 and Group 2 aircraft for this directive. Group 1 aircraft are those that have the affected ELAC B L104 installed in the configurations identified by Airbus, and these must be modified before next flight. Group 2 aircraft do not have the affected unit and therefore do not require immediate action. This means only a portion of the A320 fleet is affected, and the exact numbers are not publicly disclosed. However, airlines with large A319, A320 and A321 fleets will still face short-term operational pressure as they identify which of their aircraft fall into Group 1 and schedule the required replacements at short notice.
This is a significant safety development for the A320 Family and reflects a rapid sequence of actions by Airbus and EASA following a confirmed pitch down event. Airbus identified a potential contributing component, issued an AOT, and EASA followed with an Emergency AD mandating immediate replacement. The AD effectively grounds affected aircraft from commercial service until the ELAC is replaced. Operators now face immediate logistical and operational pressure as they work to ensure compliance across their fleets.
Also Read: The JetBlue A320 Mid-Air Flight Control Issue: What We Know So Far
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