27-Flight Control

A319/A320/A321
TECHNICAL TRAINING MANUAL

MECHANICS / ELECTRICS & AVIONICS COURSE

27 FLIGHT CONTROLS

This document must be used for training purpose only
Under no circumstances should this document be used as a reference.
It will not be updated.
All rights reserved.
No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of Airbus Industrie.
GENERAL
** System Presentation (1) 1 . . . . . . . . . . . . . . . . . . . . . . .
** Fly By Wire Philosophy (1) 11 . . . . . . . . . . . . . . . . . . .
** System Control and Indicating (1) 15 . . . . . . . . . . .
** E.F.C.S. Presentation (1) 21 . . . . . . . . . . . . . . . . . . . .
** Control Law Presentation (1) 25 . . . . . . . . . . . . . . . . .
** Side Stick OPS & Priority Indication (1) 43 . . . .
** ECAM Page Presentation (1) 61 . . . . . . . . . . . . . . . . . . .
PITCH
** Pitch Control Normal D/O (3) 71 . . . . . . . . . . . . . . . . .
** Pitch Control Abnormal D/O (3) 77 . . . . . . . . . . . . . . .
** Elevator Servo Control Operation (3) 83 . . . . . . . .
** Elevator Components (3) 91 . . . . . . . . . . . . . . . . . . . . . .
** THS Actuator Operation (3) 95 . . . . . . . . . . . . . . . . . . .
** THS Components (3) 99 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ROLL/YAW
** Roll Control Normal D/O (3) 103 . . . . . . . . . . . . . . . . .
** Roll Control Abnormal Operation (3) 107 . . . . . . . .
** Yaw Control Normal D/O (3) 111 . . . . . . . . . . . . . . . . . .
** Yaw Control Abnormal D/O (3) 117 . . . . . . . . . . . . . . . .
** Aileron Servo Control Operation (3) 121 . . . . . . . .
** Aileron Components (3) 127 . . . . . . . . . . . . . . . . . . . . . .
** Spoiler Servo Control Operation (3) 131 . . . . . . . .
** Spoiler Components (3) 139 . . . . . . . . . . . . . . . . . . . . . .
** Rudder Trim Actuator D/O (3) 143 . . . . . . . . . . . . . . . .
** Rudder Servo Control Operation (3) 147 . . . . . . . . .
** Rudder Limiter Operation (3) 155 . . . . . . . . . . . . . . . .
** Yaw Damper Servo Actuator Operation (3) 161 . . . .
** Rudder Components (FWD) (3) 171 . . . . . . . . . . . . . . . . .
** Rudder Components (AFT) (3) 181 . . . . . . . . . . . . . . . . .
** Speed Brake & Ground Spoiler D/O (3) 197 . . . . . . .
EFCS GENERAL
** Flight Control Warnings (3) 207 . . . . . . . . . . . . . . . . .
** EFCS Control Interface (3) 211 . . . . . . . . . . . . . . . . . .
** EFCS Monitor Interface (3) 239 . . . . . . . . . . . . . . . . . .
** EFCS Components (3) 243 . . . . . . . . . . . . . . . . . . . . . . . . .
SLATS AND FLAPS SYSTEM
** Slats/Flaps System Presentation (1) 255 . . . . . . . .
** Slats/Flaps Control & POS
Indication(1)320/319 261 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
** Slats/Flaps Control & POS
Indication(1)(A321) 277 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
** Slats/Flaps Control (3) 293 . . . . . . . . . . . . . . . . . . . . .
** Slats/Flaps Abnormal OPS (Locking) (3) 301 . . . . .
** Slats/Flaps Abnormal OPS (Half Speed) (3) 311 . .
** Slat Mechanical Drive D/O (3) 319 . . . . . . . . . . . . . . .
** Flap Mechanical Drive D/O (3) (A320/A319) 325 . .
** Flap Mechanical Drive D/O (3) (A321) 331 . . . . . . .
** Flaps Drive Stations D/O (3) 337 . . . . . . . . . . . . . . . .
** Flaps Attachment FAIL Detect Principle(3) 345 . .
** Flap Transmission Components (3) 349 . . . . . . . . . . .
** Slat Transmission Components (3) 361 . . . . . . . . . . .
** Slats/Flaps Control & Monitoring CMPNTS(3) 373 .
** Flaps Power Control Unit Components (3) 379 . . . .
** Slats Power Control Unit Components (3) 383 . . . .
** Slats/Flaps Warnings (3) 389 . . . . . . . . . . . . . . . . . . . .
** SFCC Control Interfaces (3) 395 . . . . . . . . . . . . . . . . .
** SFCC Monitor Interfaces (3) 399 . . . . . . . . . . . . . . . . .
MAINTENANCE PRACTICES
SPECIFIC PAGES
** CFDS Specific Page Presentation (3) 405 . . . . . .
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A319/A320/A321 TECHNICAL TRAINING MANUAL
27 FLIGHT CONTROLS MECHANICS / ELECTRICS & AVIONICS COURSE
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27 FLIGHT CONTROLS
UFD4200 TABLE OF CONTENTS Page
27 CONTENTS
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27 FLIGHT CONTROLS
UFD4200 TABLE OF CONTENTS Page
27 CONTENTS
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27 - FLIGHT CONTROLS
27-00-00 SYSTEM PRESENTATION
CONTENTS:
Introduction
Pitch
Roll
Yaw
Speed Brakes
Ground Spoilers
High Lift
Aileron Droop
Computers
Safety Precautions
Maintenance Practices
Self Examination
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SYSTEM PRESENTATION
INTRODUCTION
The surfaces are made of composite materials except
the slats which are made of aluminium alloy.
All the flight control surfaces are:
- electrically controlled and
- hydraulically operated.
There is a mechanical back up on the:
- Pitch axis (Trimmable Horizontal Stabilizer),
- Yaw axis (rudder).
PITCH
The pitch control is achieved by two elevators and the
Trimmable Horizontal Stabilizer (THS).
Elevators are used for short term activity.
The THS is used for long term activity.
ROLL
The roll control is achieved by one aileron and
spoilers number 2,3,4 and 5 on each wing, numbered
from wing root to wing tip.
Associated to the rudder, they ensure the automatic
roll/yaw coordination during turns.
YAW
The yaw control is provided by the rudder.
If the turn is initiated from the rudder pedals, the
roll spoilers and the ailerons ensure the automatic
roll/yaw turn coordination. The rudder is also used
for dutch roll damping.
SPEED BRAKE
The speed brake function is achieved by spoilers number
2,3,4. The speed brake function is activated to
increase the drag. Roll orders and speed brake orders
are added with priority given to the roll function.
GROUND SPOILERS
The ground spoiler function is achieved by all the
spoiler surfaces. The ground spoiler function is
activated to destroy the lift at touch-down and
roll-out phases or aborted take-off.
HIGH LIFT
The high lift function is achieved by the slats, the
flaps and the ailerons. There are two flaps and five
slats on each wing, numbered from wing root to wing
tip.
The slats, in conjunction with the flaps and drooped
ailerons ensure lift augmentation for take-off,
approach and landing.
The A321 is equipped with double slotted flaps.
AILERON DROOP
The ailerons are deflected downwards when the flaps
are extended to follow the contour of the wing.
The aileron droop function increases the lift on the
part of the wing which is not equipped with flaps.
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COMPUTERS
A computer arrangement permanently controls and
monitors the flight control surfaces, it also records
and stores faults.
This computer arrangement includes Elevator Aileron
Computers (ELACs) and Spoiler Elevator Computers
(SECs) able to control the aircraft in the roll and
pitch axes.
- 2 Elevator Aileron Computers (ELACs)
- 3 Spoiler Elevator Computers (SECs)
Two Flight Augmentation Computers (FACs) control the
yaw axis.
Two Slat and Flap Control Computers (SFCCs) are used
to control the slats and flaps and two Flight Control
Data Concentrators (FCDCs) permit the indicating and
maintenance functions to be achieved.
In A/P Mode the FMGC sends order to the EFCS.
This is the computer arrangement for Manual Mode.
Be aware that in case of failure of both ELACs, the
SECs directly receive signals from the side sticks.
In manual mode, in case of failure, one ELAC or one
SEC is able to control the aircraft on the roll and
pitch axes.
Two FCDCs are used to interface between the flight
control computers (ELACs and SECs) and the aircraft
systems (FWCs - CFDS ...).
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SYSTEM PRESENTATION
COMPUTERS (CONTD)
The ELACs, SECs and FACs elaborate the flight control
laws, including flight envelope protection which
optimize the control of the A/C.
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SYSTEM PRESENTATION - COMPUTERS (CONTD)
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SAFETY PRECAUTIONS
The precautions to be taken before operating the flight
control surfaces are:
- WARNING: Put safety devices and a warning
notice in position.
- WARNING: Make sure that the travel ranges of
the surfaces are clear before you
pressurize/depressurize a hydraulic
system.
- WARNING: Make sure that the controls agree
with the position of the items they
operate before you pressurize a
hydraulic system.
- WARNING: Make sure that the landing gear
safety locks and the wheel chocks are
in position.
MAINTENANCE PRACTICES
Rigging has to be performed on the three axes including
the slats and flaps.
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SELF EXAMINATION
Which surfaces are used for lift dumping?
A - All spoilers
B - Spoilers 1 to 3
C - Spoilers 1 to 4
Which surfaces are used to control the roll?
A - Spoilers 1 to 5
B - Ailerons and spoilers 3 to 5
C - Ailerons and spoilers 2 to 5.
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27-90-00 FLY BY WIRE PHILOSOPHY
CONTENTS
General
Control Column
Mechanical Linkage
Autopilot Servo
Artificial Feel
Servo Actuator
Control Wheel Steering Function
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FLY BY WIRE PHILOSOPHY
GENERAL
All the flight control surfaces are now electrically
controlled and hydraulically operated. In addition,
the stabilizer and the rudder have an hydromechanical
control back-up in case of electrical failure.
The main advantage of this philosophy is an improvement
in redundancy, in handling qualities, in weight saving
and thus in performance.
CONTROL COLUMN
The control column has been replaced by the side stick.
MECHANICAL LINKAGE
The mechanical channel is replaced by electrical wiring
and computers. These computers control the
servo-actuators.
The computers elaborate the flight control laws,
including flight envelope protection, which optimize
the control of the aircraft.
AUTOPILOT SERVO
The autopilot commands are directly transmitted to the
computers.
ARTIFICIAL FEEL
The modulated artificial feel is replaced by the side
stick centering spring.
SERVO ACTUATOR
The mechanical feedback of the conventional
servoactuator is replaced by an electrical feedback
to the computers.
CONTROL WHEEL STEERING FUNCTION
The Control Wheel Steering (CWS) function is ensured
by the computers which use the aircraft response to
maintain the required attitude.
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FLY BY WIRE PHILOSOPHY
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27-00-00 SYSTEM CONTROL AND INDICATING
CONTENTS:
Side Sticks
Speed Brake Lever
THS Mechanical Control
Rudder Pedals
Slat/Flap Control Lever
Rudder Trim
Flight Control Panels
ECAM Pages
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SYSTEM CONTROL AND INDICATING
SIDE STICKS
The side sticks, one on each lateral console, are used
for manual pitch and roll control. They control the
surfaces through the flight control computers.
The handgrip includes two pushbuttons, one used for
autopilot disconnection or side stick priority and the
other one for the radio.
For some maintenance procedures, it is necessary to
lock the side sticks with a pin in pitch and roll
neutral position.
SPEED BRAKE LEVER
The speed brake lever controls the position of the
speed brake surfaces and the manual preselection of
the ground spoilers.
To select a required position of the speed brake
surface, the lever has to be pushed down and placed
in the required position.
A "hard point" is provided at 1/2 speed brake position.
To arm the ground spoilers the lever must be pulled
up when in RETRACTED position.
THS MECHANICAL CONTROL
Both pitch trim wheels provide mechanical control of
the THS and have priority over electrical control. The
THS mechanical control must be used when the automatic
pitch trim is not available.
Trim position is indicated in degrees on a scale
adjacent to each trim wheel. Following nose wheel touch
down, pitch trim wheels return automatically to 0, as
the pitch attitude becomes less than 2.5.
RUDDER PEDALS
Two sets of pedals enable the rudder mechanical
control.
These pedals have individual adjustment devices so
that the pilots can set them to their personal
settings.
SLAT/FLAP CONTROL LEVER
The lever is connected to the command sensor unit which
translates the mechanical demand into electrical
signals for the Slat Flap Control Computers.
The FLAPS lever selects simultaneous operation of slats
and flaps and the collar must be lifted before
selection of any position. The five lever positions
correspond to the following surface positions (see
table).
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RUDDER TRIM
The rudder trim order is transmitted to the trim
actuator through the Flight Augmentation Computers.
1 - Rudder trim reset pushbutton switch (Resets the
trim position to zero).
2 - Rudder trim control switch (Controls the rudder
trim actuator which moves the neutral point of the
artificial feel).
3 - Rudder trim indicator (Displays rudder trim
direction L or R and value 0 to 20).
FLIGHT CONTROL PANELS
The computer pushbuttons serve to energize,
de-energize and reset the Elevator and Aileron
Computers(ELACs), the Spoiler Elevator Computers
(SECs) and the Flight Augmentation Computers (FACs).
OFF : In white, when the corresponding computer is
switched off.
FAULT : Comes on amber, accompanied by an ECAM caution
activation, when a failure is detected. The
FAULT light goes off when OFF is selected.
The side stick priority lights indicate the loss of
priority and the taking of priority in front of the
pilots.
When both side sticks are activated, without any
actions on the priority switch, both the CAPT and F/O
green lights come on.
The red arrow light comes on in front of the pilot
losing priority.
CAPT or F/O green light, comes on in front of the pilot
taking priority if the deactivated side stick is not
at neutral.
ECAM PAGES
The flight control system uses three ECAM pages, the
flight control ECAM page and the wheel ECAM page for
the primary surface indication, and the engine warning
display for the slat and flap indications.
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SYSTEM CONTROL AND INDICATING T
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27-00-00 EFCS PRESENTATION
CONTENTS:
Surfaces
Actuators
Computers
Active servo controls
Reconfiguration Priorities
Self examination
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EFCS PRESENTATION
SURFACES
All the flight control surfaces are hydraulically
operated by actuators which receive electrical signals
from the computers. The rudder and the Trimmable
Horizontal Stabilizer (THS) can also be mechanically
controlled.
ACTUATORS
All the actuators are hydraulically powered by one of
the three hydraulic circuits, except the rudder trim
actuator, the rudder travel limitation actuator and
the THS servo-motors which are electrically driven.
COMPUTERS
The relationship between actuators and computers is
indicated on the schematic. The left or right elevator
actuators are connected to two computers, one ELAC and
one SEC
- ELAC: ELevator Aileron Computer
- SEC: Spoiler Elevator Computer
ACTIVE SERVO CONTROLS
There are two servo controls for each aileron, for
each elevator and for the yaw damping function. In
normal configuration, one servo control actuates the
surface. It is called active servo control. The second,
which follows the surface deflection, is in damping
mode.
When only manual pitch trim is available, the centering
mode is applied to the elevators. The actuators are
hydraulically maintained in neutral position.
RECONFIGURATION PRIORITIES
In case of failure, the damping servo control and
related computer are set to the active mode.
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EFCS PRESENTATION
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SELF EXAMINATION
Which surfaces can be mechanically controlled ?
A - Elevators and THS.
B - Ailerons and THS.
C - Rudder and THS.
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27-90-00 CONTROL LAW PRESENTATION
CONTENTS:
Normal Laws
Law Reconfigurations
Alternate laws
Direct law
Mechanical Back-up
Self Examination
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CONTROL LAW PRESENTATION
NORMAL LAWS
In normal conditions, the normal laws are used to
compute the surface deflection orders.
Normal laws provide a FULL FLIGHT ENVELOPE PROTECTION.
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CONTROL LAW PRESENTATION - NORMAL LAWS - BASIC PRINCIPLE
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NORMAL LAWS (CONTINUED)
There are three principal control modes:
- the ground mode,
- the flight mode,
- and the flare mode.
During the ground mode, a direct relationship exists
between the stick, elevators and roll control surfaces.
Also, the rudder is mechanically controlled by the
pedals and the yaw damper function is available.
The ground mode is activated after the flare mode when
the main landing gear shock absorbers are compressed
with pitch attitude confirmation.
In flight mode, the NORMAL LAWS are:
- Nz law for the pitch control, including load
factor protection,
- lateral normal law for the lateral
control(roll+yaw), including bank angle
protection,
- highspeed (VMO),
- pitch attitude (Theta),
- and stall (Angle Of Attack) protections.
The flight mode is activated after the ground mode
when the main landing gear shock absorbers are extended
with pitch attitude confirmation.
The NORMAL LAWS in flare mode are:
- flare law in place of Nz law for the pitch
control to allow conventional flare,
- lateral normal law,
- and stall protection.
The flare mode is activated after the flight mode below
a certain altitude.
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EFFECTIVITY
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CONTROL LAW PRESENTATION - NORMAL LAWS
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EFFECTIVITY
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LAW RECONFIGURATIONS
The reconfiguration of control laws in pitch axis and
in lateral axis.
Control law reconfigurations are divided into two
families:
- ALTERNATE
- DIRECT
There is no loss of normal law after a single failure.
The transfer from normal to alternate laws is automatic
and depends on the number and nature of failures.
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EFFECTIVITY
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CONTROL LAW PRESENTATION - LAW RECONFIGURATION
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EFFECTIVITY
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ALTERNATE LAWS
The alternate laws are automatically introduced as
soon as the normal laws are lost.
The alternate laws provide, for the pitch axis:
- load factor protection,
- high and low speed stability (alternate high
speed protection and alternate high angle of
attack protection).
The roll axis is in direct law.
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EFFECTIVITY
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CONTROL LAW PRESENTATION - ALTERNATE LAW WITH REDUCED PROTECTIONS
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EFFECTIVITY
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ALTERNATE LAWS
In alternate law without protection, the high and low
speed stability are lost.
Only the load factor limitation is provided.
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EFFECTIVITY
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CONTROL LAW PRESENTATION - ALTERNATE LAW WITHOUT PROTECTION T
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EFFECTIVITY
ALL
DIRECT LAW
This law is automatically activated on ground.
The direct law can be activated in flight following
failures if the normal and the alternate laws can no
longer be performed.
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EFFECTIVITY
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CONTROL LAW PRESENTATION - DIRECT LAW
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EFFECTIVITY
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DIRECT LAW
A direct relationship between the side stick and the
surfaces is used.
In direct law, all the protections are lost.
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EFFECTIVITY
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CONTROL LAW PRESENTATION - DIRECT LAW - BASIC PRINCIPLE
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EFFECTIVITY
ALL
MECHANICAL BACK-UP
The mechanical back-up permits the aircraft to be
controlled during a temporary complete loss of
electrical power or flight controls computers.
The longitudinal control is achieved using the trim
wheels as the elevators are kept at zero deflection.
The lateral control is achieved from pedals.
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EFFECTIVITY
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CONTROL LAW PRESENTATION - MECHANICAL BACK-UP T
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EFFECTIVITY
ALL
SELF EXAMINATION
In normal conditions, what are the active
protections in flare mode?
A - Bank angle and stall protections.
B - Bank angle and high speed protections.
C - Stall protection only.
What are the active protections in direct law?
A - Stall protection only.
B - No protection.
C - High speed protection.
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EFFECTIVITY
ALL
27-00-00 SIDE STICK OPERATION AND
PRIORITY INDICATION
CONTENTS:
Introduction
Priority Logic
Autopilot Disconnection
Self Examination
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EFFECTIVITY
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SIDE STICK OPERATION AND PRIORITY INDICATION
INTRODUCTION
The Captain and the First Officer side stick assemblies
are similar. Their ergonomic characteristics are
adapted for use with the left hand at the Captains
station and with the right hand at the First Officers
station.
When a side stick is not used, it is springloaded to
neutral position.
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EFFECTIVITY
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SIDE STICK OPERATION AND PRIORITY INDICATION - INTRODUCTION
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EFFECTIVITY
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PRIORITY LOGIC
This logic is achieved in the Flight Control Computers
(Elevator Aileron Computers and Spoiler Elevator
Computers).
The CAPT side stick is moved first.
When a side stick is moved, an electrical signal
related to its angle deflection is sent to the system
computers.
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EFFECTIVITY
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SIDE STICK OPERATION AND PRIORITY INDICATION - PRIORITY LOGIC
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EFFECTIVITY
ALL
PRIORITY LOGIC
When both side sticks are deflected with no action on
any priority switch, the two green priority lights
(CAPT and F/O) flash and the aural indication "DUAL
INPUT" is generated every 5 seconds, as long as both
side sticks remain deflected.
When both side sticks are moved in the same direction,
the signals are algebrically added. The sum is limited
to the surface maximum deflection.
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EFFECTIVITY
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EFFECTIVITY
ALL
PRIORITY LOGIC
If the side sticks are moved in opposite directions,
the resulting demand is the difference between them.
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EFFECTIVITY
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EFFECTIVITY
ALL
PRIORITY LOGIC
By pressing in and holding his take over pushbutton,
the Captain will deactivate the other side stick. A
red light will come on in front of the First Officer
whose stick is deactivated, accompanied by an audio
call out: PRIORITY LEFT. A green light will come on
in front of the Captain who has taken control when the
deactivated side stick is not in the neutral position.
The same logic applies if the First Officer activates
his take over pushbutton.
Keeping the take over p/b pressed in for more than 30
seconds will latch the system and maintain the
priority.
At any time, momentarilly pressing the take over
pushbutton of the other side stick will reset the
system.
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EFFECTIVITY
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EFFECTIVITY
ALL
PRIORITY LOGIC
When the deactivated side stick is released to neutral,
the green light goes off.
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EFFECTIVITY
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EFFECTIVITY
ALL
PRIORITY LOGIC
If the CAPT take over pushbutton is pressed for 30
seconds or less, or if another input from the other
side stick pushbuttons is made, the priority is
cancelled and the system returns to normal operation.
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EFFECTIVITY
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EFFECTIVITY
ALL
AUTOPILOT DISCONNECTION
When engaged, the autopilot mode can be disengaged
when one take over pushbutton is activated.
The autopilot can also be disengaged by applying a
force on the side stick above a given threshold.
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EFFECTIVITY
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SIDE STICK OPERATION AND PRIORITY INDICATION - AUTOPILOT DISCONNECTION
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EFFECTIVITY
ALL
SELF EXAMINATION
What happens when both side sticks are moved in the
same or opposite direction?
A - The surface movement is proportional to
the algebraic sum of the deflection of
both side sticks.
B - The surface movement is proportional to
the movement of the last side stick
deflected.
C - The surface movement is proportional to
the movement of the first side stick
deflected.
How is it possible to inhibit the output of the
other side stick?
A - By pulling harder than the other pilot.
B - By pressing in the take over pushbutton.
C - The captain is always right.
What happens if the take over pushbutton of one
side stick is pressed in for more than 40 seconds?
A - The other side stick remains deactivated
after the take over pushbutton is
released.
B - The other side stick remains activated
after the take over pushbutton is
released.
C - Both side sticks are deactivated.
How can a deactivated side stick be reactivated?
A - By a momentary action on the take over
pushbutton of any side stick.
B - By pulling the deactivated side stick
harder than the other pilot.
C - By a simultaneous action on both take
over pushbuttons.
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EFFECTIVITY
ALL
27-00-00 ECAM PAGE PRESENTATION
CONTENTS:
Spoiler / Speed Brake
Hydraulic System Pressure
ELAC / SEC
Aileron / Roll Spoilers
Ground Spoilers
Elevator Position
Pitch Trim Position
Rudder Position
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EFFECTIVITY
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ECAM PAGE PRESENTATION
SPOILER / SPEED BRAKE
Each spoiler and speed brake indication is green when
the surface is operative and amber when inoperative.
HYDRAULIC SYSTEM PRESSURE
The hydraulic system pressure indication is normally
green and becomes amber in case of low pressure.
ELAC / SEC
The Elevator Aileron Computer (ELAC) and Spoiler
Elevator Computer (SEC) reference numbers are normally
green and become amber in case of failure.
AILERON / ROLL SPOILERS
The aileron position is indicated by a green index on
a white scale.
They become amber if both actuators are inoperative.
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EFFECTIVITY
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ECAM PAGE PRESENTATION T
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EFFECTIVITY
ALL
GROUND SPOILERS
At landing, the WHEEL page appears automatically on
the lower ECAM and shows the ground spoilers status.
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EFFECTIVITY
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EFFECTIVITY
ALL
ELEVATOR POSITION
The elevator position is indicated by a green index
on a white scale. They become amber if both actuators
are inoperative.
PITCH TRIM POSITION
The normally green pitch trim position indication
becomes amber in case of green and yellow hydraulic
system low pressure.
The PITCH TRIM inscription is normally white. It
becomes amber in case of Trimmable Horizontal
Stabilizer jam.
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EFFECTIVITY
ALL
RUDDER POSITION
The normally green rudder position indication becomes
amber in case of low pressure of blue, green and yellow
hydraulic systems.
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EFFECTIVITY
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EFFECTIVITY
ALL
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EFFECTIVITY
ALL
27-00-00 PITCH CONTROL NORMAL D/O
CONTENTS:
Side Stick
Elevator Aileron Computer (ELAC)
Spoiler Elevator Computer (SEC)
Flight Management Guidance Computer (FMGC)
Elevators
Trimmable Horizontal Stabilizer (THS)
Trim Wheels
Self Examination
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EFFECTIVITY
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PITCH CONTROL NORMAL D/O
SIDE STICK
The side stick sends electrical orders to the Elevator
Aileron Computers and Spoiler Elevator Computers.
ELEVATOR AILERON COMPUTER (ELAC)
There are 2 ELACs. ELAC 2 normally controls the
elevators and trimmable horizontal stabilizer with
ELAC 1 as a back-up.
In case of ELAC 2 failure, ELAC 1 automatically takes
over.
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EFFECTIVITY
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EFFECTIVITY
ALL
SPOILER ELEVATOR COMPUTER (SEC)
In case of dual ELAC failure, SEC 1 or 2 automatically
takes over pitch control.
FLIGHT MANAGEMENT and GUIDANCE COMPUTER (FMGC)
When the auto pilot is engaged, the Flight Management
and Guidance Computer sends auto pilot commands to the
ELACs.
ELEVATORS
Each elevator is powered by two actuators, one in
active mode, the other in damping mode with automatic
change over in case of failure.
Both actuators become active in case of large pitch
demands.
The green and yellow actuators are controlled by ELAC
2 and the blue actuators are controlled by ELAC 1.
TRIMMABLE HORIZONTAL STABILIZER (THS)
The trimmable horizontal stabilizer is positioned by
a screw actuator driven by two hydraulic motors which
are controlled by one of three electric motors.
One electrical trim motor is operative at a time and
the other 2 are in stand-by.
Motor 1 is controlled by ELAC 2, motor 2 by ELAC 1 or
SEC 1, motor 3 by SEC 2.
TRIM WHEELS
The Mechanical trim which has priority over the
electrical trim, is operated from the manual trim
wheels.
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PITCH CONTROL NORMAL D/O - SPOILER ELEVATOR COMPUTER T
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SELF EXAMINATION
The Elevator and the THS are normally controlled by
ELAC 2. What happens if ELAC 2 fails ?
A - Pitch control is automatically
transferred to ELAC 1.
B - Pitch control is automatically
transferred to SEC 1 and SEC 2.
C - Pitch control is lost.
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27-90-00 PITCH CONTROL ABNORMAL D/O
CONTENTS:
Alternate Law in Elevator and Aileron Computer (With
Protection)
Alternate Law in Elevator and Aileron Computer (Without
Protection)
Alternate Law in Spoiler Elevator Computer
Direct Law
Mechanical Back-Up
Pitch Law Reconfigurations
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PITCH CONTROL ABNORMAL D/O
ALTERNATE LAW IN ELEVATOR AND AILERON COMPUTER (With
Protections)
If the normal law of ELAC 2 fails, the control passes
to ELAC 1. If the normal law of both ELACs fails, the
alternate law takes over.
The failures lead to an activation of the alternate
law with reduced protections.
Alternate law with reduced protections (Load factor
and stability augmentation) is active in ELAC 1 (or
2) if:
- double self-detected Air Data Reference (ADR)
or Inertial Reference (IR) failure or
- 2nd not self-detected ADR failure (Angle of
attack disagree) or
- double hydraulic failure B and G or Y and G or
- loss of ROLL normal law.
- Alternate law active in ELAC 1 with emergency
electrical supply (Emergency Generator
running).
ALTERNATE LAW IN ELEVATOR AND AILERON COMPUTER (Without
Protections)
Depending on the failures, the pitch channel can switch
to an alternate law without protections.
Alternate law without protection (Stability
augmentation lost, load factor protection retained)
is active in ELAC 1 (or 2) if:
- 2nd not self-detected Air Data Reference (ADR)
failure (Vcas or M disagree) or
- Triple ADR failure.
ALTERNATE LAW IN SPOILER ELEVATOR COMPUTER
After a double ELAC failure, alternate law with or
without stability augmentation, becomes active in the
Spoiler Elevator Computer.
DIRECT LAW
If the alternate law is lost, the direct law computed
in ELAC 1 or 2 becomes active.
Pitch Direct law active if:
- Dual Inertial Reference (IR) failure (2nd not
self-detected) or
- Triple IR failure or
- Failure of the Radio altimeters (when L/G
extended).
The auto trim is lost and the crew has to use the
mechanical trim.
In case of loss of both ELACs when the alternate law
is already lost, the direct law computed in SEC 1 or
2 becomes active.
MECHANICAL BACK-UP
In case of total electrical failure or loss of all
computers, pitch control can be achieved by the
mechanical trim system.
Mechanical back-up by trim wheels active if:
- All computers lost or
- Total electrical failure
The four elevator actuators are in centering mode.
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PITCH LAW RECONFIGURATIONS
This diagram summarises the pitch law
reconfigurations.
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PITCH CONTROL ABNORMAL D/O - PITCH LAW RECONFIGURATIONS
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EFFECTIVITY
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27-34-00 ELEVATOR SERVO CONTROL OPERATION
CONTENTS:
Active Mode
Damping Mode
Re-Centering Mode
Self Examination
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ELEVATOR SERVO CONTROL OPERATION
ACTIVE MODE
When the elevator servo control is in the active mode
it is pressurized and both solenoid valves are
de-energized.
The servo valve is controlled by one computer at a
time.
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EFFECTIVITY
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ELEVATOR SERVO CONTROL OPERATION - ACTIVE MODE
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DAMPING MODE
In case of a computer failure, the corresponding
solenoid valve is energized by the other computer and
the elevator servo control is in the damping mode as
it is when the actuator is depressurized.
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EFFECTIVITY
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ELEVATOR SERVO CONTROL OPERATION - DAMPING MODE
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RE-CENTERING MODE
When the elevator servo control is in the re-centering
mode;
It is pressurized, both solenoid valves are
de-energized and no command signals are provided to
the Servo valve.
Due to the centering device the servo control actuator
is maintained hydraulically in its neutral position.
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EFFECTIVITY
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ELEVATOR SERVO CONTROL OPERATION - RE-CENTERING MODE
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EFFECTIVITY
ALL
SELF EXAMINATION
Which mode is adopted by the elevator servo control
when both solenoid valves are de-energized, no
electrical command signal is provided and hydraulic
pressure is available ?
A - Active.
B - Damping.
C - Re-centering.
In what mode would the actuator be, with one
solenoid valve energized and pressure available?
A - Active.
B - Damping.
C - Re-centering.
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EFFECTIVITY
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27-30-00 ELEVATOR COMPONENTS
CONTENTS:
Elevator Servo Control
Servo Control Filter
Mode Selector Valve Transducer
Solenoid Valves
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ELEVATOR COMPONENTS
ELEVATOR SERVO CONTROL
IDENTIFICATION
FIN: 34CE1, 34CE4
LOCATION
ZONE: 335, 345
SERVO CONTROL FILTER
IDENTIFICATION
FIN:
LOCATION
ZONE: 335, 345
MODE SELECTOR VALVE TRANSDUCER
IDENTIFICATION
FIN:
LOCATION
ZONE: 335, 345
SOLENOID VALVES
IDENTIFICATION
FIN:
LOCATION
ZONE: 335, 345
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ELEVATOR COMPONENTS - ELEVATOR SERVO CONTROL - SERVO CONTROL FILTER -
MODE SELECTOR VALVE TRANSDUCER - SOLENOID VALVES
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27-40-00 THS ACTUATOR OPERATION
CONTENTS:
Hydraulic Motors
Valve Blocks
Pressure Off Brakes
Electrical Motors
Position Transducers
Manual Mode
Electric Mode
Jamming Mode
Self examination
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THS ACTUATOR OPERATION
HYDRAULIC MOTORS
Both hydraulic motors drive the ball screw actuator
through a power differential gearbox.
It moves up or down a ball nut on which the Trimmable
Horizontal Stabilizer (THS) surface is mounted.
VALVE BLOCKS
One valve block is provided for each hydraulic motor.
PRESSURE OF BRAKES
The pressure-off brakes are applied in case of
hydraulic pressure loss.
ELECTRICAL MOTORS
Three electrical motors are provided.
Each is driven by the Electrical Flight Control System
through its corresponding computer.
Electrical motors are controlled :
- by ELAC 2 for M1,
- by ELAC 1 or SEC 1 for M2,
- by SEC 2 for M3.
POSITION TRANSDUCERS
Position transducers are installed to feed back the
actual position of the override mechanism output and
of the ball screw position to the Electrical Flight
Control System computer.
MANUAL MODE
The THS actuator can be operated manually from the THS
trim hand wheels on the center pedestal in the cockpit.
They have priority over the electric trim thanks to
the override mechanism.
ELECTRIC MODE
Normally the THS actuator is operated by one electrical
trim motor through an Electrical Flight Control System
computer.
Feedback is given to the THS trim hand wheels in the
cockpit.
JAMMING MODE
If one control valve or its driving mechanism is jammed
the hydraulic supply of both hydraulic motors is cut
by the shut-off valve control device in each valve
block.
Both pressure off brakes are applied. The THS is
immobilized and locked.
Reset is possible by depressurization of both hydraulic
systems.
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EFFECTIVITY
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EFFECTIVITY
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SELF EXAMINATION
What happens if an electric trim motor fails ?
A - THS electric trim is lost.
B - THS trims at half speed.
C - THS electric trim is fully available.
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27-40-00 THS COMPONENTS
CONTENTS:
THS Actuator
Electronic Control Module
Pitch Trim Actuator
Command Position Transducer
Monitor Position Transducer
Valve Block
Valve Block Filter
Hydraulic Motor
Pressure-Off Brakes
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EFFECTIVITY
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THS COMPONENTS
THS ACTUATOR
IDENTIFICATION
FIN: 9CE
LOCATION
ZONE: 311
ELECTRONIC CONTROL MODULE
IDENTIFICATION
FIN:
LOCATION
ZONE: 311
PITCH TRIM ACTUATOR
IDENTIFICATION
FIN:
LOCATION
ZONE: 311
COMMAND POSITION TRANSDUCER
IDENTIFICATION
FIN:
LOCATION
ZONE: 311
MONITOR POSITION TRANSDUCER
IDENTIFICATION
FIN:
LOCATION
ZONE: 311
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THS COMPONENTS - THS ACTUATOR - ELEC CTL MODULE - PITCH TRIM ACTUATOR - CMD POS
TRANSDUCER - MON POS TRANSDUCER - VLV BLOCK - FILTER - HYDRAULIC MOTOR - PRESS OFF BRAKES
EFFECTIVITY
27-40-00
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THS COMPONENTS
VALVE BLOCK
IDENTIFICATION
FIN:
LOCATION
ZONE: 311, 312
VALVE BLOCK FILTER
IDENTIFICATION
FIN:
LOCATION
ZONE: 311, 312
HYDRAULIC MOTOR
IDENTIFICATION
FIN:
LOCATION
ZONE: 311, 312
PRESSURE-OFF BRAKES
IDENTIFICATION
FIN:
LOCATION
ZONE: 311, 312
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EFFECTIVITY
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27-00-00 ROLL CONTROL NORMAL D/O
CONTENTS:
Side Stick
Flight Augmentation Computer (FAC)
Flight Management and Guidance Computer (FMGC)
Ailerons
Spoilers
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ROLL CONTROL NORMAL D/O
SIDE STICK
The Side stick sends electrical orders to the Elevator
Aileron Computers (ELACs) and Spoiler Elevator
Computers (SECs).
ELAC
There are two ELACs: ELAC 1 normally controls the
ailerons, with ELAC 2 as back-up.
In case of failure of ELAC 1, ELAC 2 will automatically
take control.
SEC
Using orders coming from the ELACs, each SEC sends
orders to one or two pairs of spoilers, without
back-up.
FAC
Flight Augmentation Computer 1 (FAC 1), with FAC 2 as
back-up, transmits turn coordination orders for the
rudder.
FMGC
When the autopilot is engaged, the Flight Management
and Guidance Computer (FMGC) sends roll commands to
the ELACs and the FACs, and to the SECs through the
ELACs.
AILERONS
There are two electrically controlled hydraulic
actuators per aileron, one in active mode, the other
in damping mode.
The left Blue and right Green actuators are controlled
by ELAC 1 and the two other actuators by ELAC 2.
All aileron actuators revert to damping mode in case
of a double ELAC failure or Green and Blue hydraulic
low pressure.
SPOILERS
Each spoiler is powered by one hydraulic actuator.
Surfaces are automatically retracted if a fault is
detected by the monitoring system or if there is no
electrical supply.
In case of loss of hydraulic power supply:
- if retracted, the surface remains retracted,
- if not retracted, the surface will maintain
existing deflection or less if pushed down
by aerodynamic forces (to the zero hinge
moment position).
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ROLL CONTROL NORMAL D/O
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EFFECTIVITY
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THIS PAGE LEFT INTENTIONALLY BLANK
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EFFECTIVITY
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27-00-00 ROLL CONTROL ABNORMAL D/O
CONTENTS
Computer Failures
Servo Control Failures
Electrical Failure
Self Examination
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ROLL CONTROL ABNORMAL D/O
COMPUTER FAILURES
A computer failure can engage a lateral abnormal
configuration. The loss of Elevator Aileron Computer
1 (ELAC 1) leads to select ELAC 2 active.
ELAC 2 computes the lateral orders in normal law and
transmits them to the Spoiler Elevator Computers for
the roll spoilers.
In case of loss of both ELACs only spoilers are
available. The SECs control the roll in direct law and
the yaw damping function normal law is lost.
SERVO CONTROL FAILURES
In case of failure of one aileron servo control, the
second one takes over and is controlled by the other
ELAC.
ELAC 1 still computes the orders and ELAC 2 is in slave
mode. The right green servo control is controlled by
ELAC 1 and the left green servo control by ELAC 2.
In case of failure of both ELAC 1 servo controls, then
ELAC 2 does the computation and controls its servo
controls.
In case of failure of both servo controls of a same
aileron, the other aileron is still operated.
In case of failure of a spoiler servo control, the
opposite surface is retracted.
ELECTRICAL FAILURE
In case of total electrical loss, induced roll is
obtained by using the rudder pedals which have a
mechanical control.
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ROLL CONTROL ABNORMAL D/O
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SELF EXAMINATION
In case of loss of the green hydraulic pressure,
the roll is achieved by:
A - Ailerons and spoilers 2,3,4,5?
B - Aierons and spoilers 2,3,4?
C - Spoilers 2,3,4 only?
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27-00-00 YAW CONTROL NORMAL D/O
CONTENTS:
General
Rudder Pedals
Elevator Aileron Computer
Flight Augmentation Computer
Flight Management and Guidance Computer
Rudder
Rudder Trim
Rudder Limitation
Yaw Damping
Self Examination
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YAW CONTROL NORMAL D/O
GENERAL
The yaw control is performed by the rudder, with a
maximum deflection of 25 (30 for the A319), and is
controlled by deflection of the pedals.
The rudder is operated by three moving body
servocontrols with a common mechanical input. This
mechanical input can receive commands from:
- rudder pedal input (mechanical control)
- rudder trim actuator (electrical control)
- yaw damper input (electrical control)
RUDDER PEDALS
The two pairs of rudder pedals are connected together.
They are linked by a cable loop to the mechanical
summer unit which in turn is connected to the hydraulic
rudder actuators via a differential unit.
Mechanical rudder control is always available from the
rudder pedals.
The pedal position signals are sent to the Elevator
Aileron Computers (ELACs) by the transducer (XDCR)
unit.
ELEVATOR AILERON COMPUTER
In manual flight, the ELACs transmit the yaw damping,
turn coordination and rudder trim commands to the
Flight Augmentation Computers (FACs).
The yaw damping and the turn coordination orders do
not move the rudder pedals (no feedback).
FLIGHT AUGMENTATION COMPUTER
The two FACs control the yaw damper servo controls,
the rudder trim and the rudder travel limitation unit.
FAC 1 has priority. FAC 2 is in hot stand-by.
FLIGHT MANAGEMENT AND GUIDANCE COMPUTER
When the autopilot is engaged, the Flight Management
and Guidance Computers (FMGCs) send commands to the
FACs for rudder trimming, yaw control and yaw damping
function.
RUDDER
The rudder is powered by three hydraulic actuators
operating in parallel.
RUDDER TRIM
The rudder trim is achieved by two electric motors,
each controlled by its associated FAC.
In manual flight:
- The pilot can apply rudder trim at 1/sec from
the RUD TRIM rotary switch.
In automatic flight:
- The asymmetry compensation function is
available in case of lateral asymmetry.
- The yaw automatic trim is active for lateral
asymmetry and engine failure compensation at
5/sec.
Trimming causes rudder pedal movement.
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RUDDER LIMITATION
Rudder deflection limiting is achieved by a variable
stop unit driven by two electric motors. Each motor
is controlled by its associated FAC.
The rudder deflection becomes limited as speed is
increased.
YAW DAMPING
The two yaw dampers servo controls are connected to
the rudder hydraulic actuators through a mechanical
differential unit: each servo actuator is controlled
by its associated FAC.
No feedback to the rudder pedals is provided thanks
to the differential unit.
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SELF EXAMINATION
How many hydraulic systems power the rudder ?
A - One.
B - Two.
C - Three.
Which signals cause rudder pedal movements ?
A - Yaw damping signals.
B - Rudder trim signals.
C - Turn coordination signals.
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27-00-00 YAW CONTROL ABNORMAL D/O
CONTENTS:
Alternate Law
Yaw Mechanical
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YAW CONTROL ABNORMAL D/O
ALTERNATE LAW
The alternate yaw damper law computed in the Flight
Augmentation Computer becomes active if the roll normal
law fails. Turn coordination is no longer available.
The alternate yaw damper law also becomes active in
case:
- 2 ADRs or 2 IRs or 2 ELACs or both ailerons or
all spoilers fail or B+G hydraulic low pressure
or loss of pitch normal law.
- The alternate law in FAC 1 is active with the
emergency electrical supply (Emergency
generator running).
- The yaw damper authority is limited to +/- 5
o
rudder deflection.
YAW MECHANICAL
The mechanical rudder control, which is available at
all times, must be used following the failures shown
below:
- 2 FACs or 3 ADRs or 3 IRs or G+Y hydraulic low
pressure or electrical power on batteries only.
NOTE: In case of a dual FAC failure, a specific channel
in each FAC selects the rudder limit low speed
configuration when the slats are extended.
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YAW CONTROL ABNORMAL D/O
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27-14-00 AILERON SERVO CONTROL OPERATION
CONTENTS:
Active Mode
Damping Mode
Self Examination
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AILERON SERVO CONTROL OPERATION
ACTIVE MODE
In the active mode, the aileron servo-control actuator
is pressurized and the solenoid valve energized by the
computer.
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AILERON SERVO CONTROL OPERATION - ACTIVE MODE
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AILERON SERVO CONTROL OPERATION
DAMPING MODE
If the solenoid valve is de-energized or the
servo-control actuator is not pressurized, the servo
control actuator is in damping mode.
In damping mode, the actuator follows the control
surface movements.
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AILERON SERVO CONTROL OPERATION - DAMPING MODE T
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SELF EXAMINATION
When is the aileron servo-control actuator in
damping mode ?
A - When there is no command signal to the
servo valve.
B - Only when the solenoid valve is
de-energized.
C - When the solenoid valve is de-energized
or the actuator is not pressurized.
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27-14-00 AILERON COMPONENTS
CONTENTS:
Aileron Servo Control
Hydraulic Filter
Servo Valve
Solenoid Valve
Mode Selector Valve Transducer
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AILERON COMPONENTS
AILERON SERVO CONTROL
IDENTIFICATION
FIN: 33CE1, 33CE2, 33CE3, 33CE4
LOCATION
ZONE: 575, 675
COMPONENT DESCRIPTION
If one Aileron Servo Control is inoperative it must
remain mechanically connected and hydraulically
supplied for dispatch.
HYDRAULIC FILTER
IDENTIFICATION
FIN:
LOCATION
ZONE: 575, 675
SERVO VALVE
IDENTIFICATION
FIN:
LOCATION
ZONE: 575, 675
SOLENOID VALVE
IDENTIFICATION
FIN:
LOCATION
ZONE: 575, 675
MODE SELECTOR VALVE TRANSDUCER
IDENTIFICATION
FIN:
LOCATION
ZONE: 575, 675
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AILERON COMPONENTS - AILERON SERVO CONTROL - HYDRAULIC FILTER - SERVO VALVE -
SOLENOID VALVE - MODE SELECTOR VALVE TRANSDUCER
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27-64-00 SPOILER SERVO CONTROL OPERATION
CONTENTS:
Active Mode
Biased Mode
Locked Mode
Manual Mode
Self Examination
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SPOILER SERVO CONTROL OPERATION
ACTIVE MODE
In active mode the spoiler servo control actuator is
hydraulically supplied.
According to the command signal to the servo valve the
spoiler surface will extend or retract.
BIASED MODE
The servo-control actuator is pressurized.
Due to an electrical failure the command signal is
lost.
The biased servo valve pressurizes the retraction
chamber.
The spoiler actuator stays pressurized and the spoiler
remains retracted.
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SPOILER SERVO CONTROL OPERATION - ACTIVE MODE - BIASED MODE
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LOCKED MODE
In locked mode, the hydraulic pressure is lost.
The closing valve closes the retraction chamber.
The surface can only be moved towards the retracted
position, pushed by aerodynamical forces.
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SPOILER SERVO CONTROL OPERATION - LOCKED MODE
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MANUAL MODE
To be unlocked, the servo control actuator must be
depressurized.
The maintenance unlocking device can be engaged thanks
to a key equipped with a red flame. This tool can not
be removed when the servo control is in maintenance
mode.
Once the maintenance unlocking device is engaged the
spoiler surface can be raised manually for inspection
purposes.
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SPOILER SERVO CONTROL OPERATION - MANUAL MODE
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SELF EXAMINATION
Following a hydraulic system failure in flight,
what does each spoiler do ?
A - It is retracted by the biased
servo-valve.
B - It is retracted by aerodynamical forces
and locked.
C - It is locked and stops in its actual
position.
How can a spoiler be raised on ground ?
A - By de pressurizing the hydraulic system
and using the maintenance unlocking
device.
B - By pressing the SEC p/b on the flight
control panel.
C - By using the maintenance unlocking
device with the actuator pressurized and
SEC p/b operated
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27-60-00 SPOILER COMPONENTS
CONTENTS:
Spoiler Servo Control
Spoiler Servo Control Filter
Spoiler Servo Control Servo Valve
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SPOILER COMPONENTS
SPOILER SERVO CONTROL
IDENTIFICATION
FIN: 31CE1, 31CE2, 31CE3, 31CE4, 31CE5, 31CE6, 31CE7,
31CE8, 31CE9, 31CE10.
LOCATION
ZONE: 574, 674, 583, 683, 584, 684, 585, 685.
SPOILER SERVO CONTROL FILTER
IDENTIFICATION
FIN:
LOCATION
ZONE: 574, 674, 583, 683, 584, 684, 585, 685.
SPOILER SERVO CONTROL SERVO VALVE
IDENTIFICATION
FIN:
LOCATION
ZONE: 574, 674, 583, 683, 584, 684, 585, 685.
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SPOILER COMPONENTS - SPOILER SERVO CONTROL - SPOILER SERVO CONTROL FILTER - SPOILER SERVO
CONTROL SERVO VALVE
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27-22-00 RUDDER TRIM ACTUATOR (D/O)
CONTENTS:
General
Controls
Description/Operation
Self examination
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RUDDER TRIM ACTUATOR (D/O)
GENERAL
The rudder trim actuator is installed on the rudder
system, in the tail area and is one of the mechanical
inputs of the rudder servocontrols.
The rudder trim actuator enables the zero force
position of the artificial feel and trim unit to be
adjusted.
CONTROLS
The rudder trim actuator is an electromechanical unit
which converts the electrical input from the FACs
(Flight Augmentation Computer) into a rotation of its
output shaft.
The rudder trim actuator can be controlled either by
the rudder trim control switch located in the center
pedestal of the cockpit, in manual mode, or by the
FMGCs (Flight Management & Guidance Computer) in A/P
mode.
In both cases orders are sent via the FACs.
DESCRIPTION/OPERATION
The rudder trim actuator has 2 DC motors, installed
on the same shaft. Each one is controlled by an
independent electronic module. With only one motor
operating at a time (via FAC1 or 2).
The motors, permanently coupled to a reduction gear,
drive the output shaft, via a torque limiter. Then the
output shaft drives 4 RVDTs, transmitting the output
shaft position signal to the FACs.
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RUDDER TRIM ACTUATOR (D/O)
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SELF EXAMINATION
Which computers control the rudder trim actuator in
manual mode?
A - The FMGCs only.
B - The FACs only.
C - The FMGCs and the FACs.
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27-20-00 RUDDER SERVO CONTROL OPERATION
CONTENTS:
Active Mode
Damping Mode
Jammed Control Valve
Self Examination
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RUDDER SERVO CONTROL OPERATION
ACTIVE MODE
When the rudder servo control actuator is in active
mode, the actuator moves to the right or to the left
according to the control valve position.
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RUDDER SERVO CONTROL OPERATION - ACTIVE MODE
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DAMPING MODE
The rudder servo control actuator changes to damping
mode, as soon as the hydraulic pressure supply is cut.
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RUDDER SERVO CONTROL OPERATION - DAMPING MODE T
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JAMMED CONTROL VALVE
If the control valve jams, the rudder servo control
actuator follows the rudder surface movement, ensured
by the other rudder servo controls.
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RUDDER SERVO CONTROL OPERATION - JAMMED CONTROL MODE T
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EFFECTIVITY
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SELF EXAMINATION
Which modes exist for a rudder servo control
actuator ?
A - A re-centering and active mode.
B - A re-centering and damping mode.
C - An active and damping mode.
What causes the rudder servo actuator to go to
damping mode ?
A - When hydraulic pressure is lost.
B - When ELAC 1 signal is lost.
C - When Fac 2 and 3 signals are lost.
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27-23-00 RUDDER LIMITER OPERATION
CONTENTS:
Low Speed Configuration
Variable Limitation
High Speed Configuration
Flight Augmentation Computer Failure
Self examination
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RUDDER LIMITER OPERATION
LOW SPEED CONFIGURATION
Under 160 Knots the stops are in low speed
configuration.
Full input/output lever movement to the rudder servo
control is available.
VARIABLE LIMITATION
Between 160 and 380 kts the rudder deflection is
limited as a function of a speed.
The corresponding law is computed by the Flight
Augmentation Computers (FACs).
HIGH SPEED CONFIGURATION
Above 380 knots the stops are in high speed
configuration.
Only limited input/output lever movement to the rudder
servo control is available.
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FLIGHT AUGMENTATION COMPUTER (FAC) FAILURE
If both FACs fail, the rudder travel limitation value
is frozen immediately.
In this case, the stops return to the low speed
configuration when the slats are extended.
Thus, the pilot has the full rudder deflection
available.
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RUDDER LIMITER OPERATION - FAC FAILURE
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SELF EXAMINATION
What happens if a double FAC failure occurs ?
A - The stops stay in high speed
configuration.
B - The stops stay where they were at the
moment of the failure.
C - The stops return to the low speed
configuration when the slats are
extended.
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27-26-00 YAW DAMPER SERVO ACTUATOR
OPERATION
CONTENTS:
Active Mode
Monitoring
Bypass Mode (Both SV De-energized)
Bypass Mode (One SV De-energized only)
Bypass Mode (Hydraulic failure)
Self Examination
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YAW DAMPER SERVO ACTUATOR OPERATION
ACTIVE MODE
The actuator is in active mode when both solenoid
valves are energized and hydraulic pressure servo valve
is available. The two selector valves are connected
to the servovalve outputs and allow the servo actuator
to operate in active mode.
In this case the pressure switch is not activated.
The feedback transducer (LVDT type) provides the
servoloop feedback information to the FACs.
FAC 1 controls and monitors the green servo actuator
and FAC 2 the yellow one.
MONITORING
A pressure switch fitted to the servo actuator detects
any different position between the selector valves.
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YAW DAMPER SERVO ACTUATOR OPERATION - ACTIVE MODE
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BYPASS MODE (Both SV De-energized)
The two solenoid valves are de-energized and the
associated selector valves are set to the bypass mode
under the action of their spring. The two piston
chambers are, in this case, interconnected.
The pressure switch is not activated.
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YAW DAMPER SERVO ACTUATOR OPERATION - BYPASS MODE (Both SV De-energized)
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BYPASS MODE (One SV De-energized only)
In case of a single electrical failure causing one
selector valve to be in bypass mode, the other being
in active mode, the result lies in the interconnection
of the two actuator chambers, thus the actuator is in
bypass mode.
In this way, thanks to the pressure switch, which is
now connected to the supply pressure, this abnormal
configuration is indicated to the FACs.
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YAW DAMPER SERVO ACTUATOR OPERATION - BYPASS MODE (One SV De-energized only)
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BYPASS MODE (Hydraulic Failure)
With no hydraulic pressure, the two selector valves
are set, under the action of their spring, in bypass
mode, thus the two chambers of the piston are
interconnected.
In this case, the pressure switch is not activated.
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YAW DAMPER SERVO ACTUATOR OPERATION - BYPASS MODE (Hydraulic Failure)
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SELF EXAMINATION
Which EFCS computers control and monitor the yaw
damper servo actuators ?
A - ELACs and SECs.
B - ELACs and SECs and FACs.
C - FACs.
In which position is the actuator when both
solenoids are de-energized ?
A - Re-centering mode.
B - Active mode.
C - Bypass mode.
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27-20-00 RUDDER CHANNEL COMPONENTS (FWD)
CONTENTS:
Rack Assembly
Rudder Pedal Position Transmitter
Cable Tension Regulator
Rudder Trim Control Switch
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RUDDER CHANNEL COMPONENTS (FWD)
RACK ASSEMBLY
IDENTIFICATION
FIN:
LOCATION
ZONE:
Two interconnected pairs of pedals drive the rudder,
firstly, through a mechanical linkage located under
the cockpit floor.
A lever-controlled rack assembly is used to adjust the
position of the pedals.
Then, levers attached to each pedal provide braking
inputs when the pedals turn about their axes.
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RUDDER CHANNEL COMPONENTS (FWD) - RACK ASSEMBLY
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RUDDER PEDAL POSITION TRANSMITTER
IDENTIFICATION
FIN: 25CE1, 25CE2
LOCATION
ZONE: 121, 122
The transducer units (RVDTs) send Rudder pedal
positions to the EFCS.
Left and right units are not interchangeable.
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RUDDER CHANNEL COMPONENTS (FWD) - RUDDER PEDAL POSITION TRANSMITTER
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CABLE TENSION REGULATOR
IDENTIFICATION
FIN: 103CM
LOCATION
ZONE: 125
The tension regulator maintains a constant tension on
the cable. This absorbs relative variations in length
due to thermal expansion, cabin pressurization and
structural deformations.
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RUDDER CHANNEL COMPONENTS (FWD) - CABLE TENSION REGULATOR
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RUDDER TRIM CONTROL SWITCH
IDENTIFICATION
FIN: 9CC
LOCATION
ZONE: 211
PANEL: 110VU
This is a 3 position rotary switch spring loaded to
the neutral (center) position.
The direction of rudder trim travel depends on the
direction of the switch rotation (Left or Right), the
rudder trim value is indicated on the digital
indicator.
The reset p/b switch permits the rudder trim to be
reset to zero.
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RUDDER CHANNEL COMPONENTS (FWD) - RUDDER TRIM CONTROL SWITCH
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27-20-00 RUDDER CHANNEL COMPONENTS (AFT)
CONTENTS:
Rudder Trim Actuator
Rudder Artificial Feel and Trim Unit and A/P Solenoid
Rudder Travel Limitation Unit
Rudder Servocontrol
Yaw Damper Servo-Actuator
Transducer Units
Centering Spring Rods
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RUDDER CHANNEL COMPONENTS (AFT)
RUDDER TRIM ACTUATOR
IDENTIFICATION
FIN: 10CC
LOCATION
ZONE: 325
The rudder trim actuator has two independant DC motors
(electronic assembly) coupled to a reduction gear
driving the output shaft via a torque limiter.
The output shaft drives 4 RVDTs.
An externally visible index shows the zero position
of the output shaft.
The electronic module is an LRU.
The output shaft includes a rigging point to get the
neutral position.
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RUDDER CHANNEL COMPONENTS (AFT) - RUDDER TRIM ACTUATOR
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RUDDER ARTIFICIAL FEEL AND TRIM UNIT
LOCATION
ZONE: 325
The artificial feel is engaged in Auto-Pilot mode. It
consists of a trim screwjack and a constant-resisting
load spring-rod that the trim screwjack holds in the
neutral position.
It comprises a system which can override the Auto-Pilot
mode.
AUTO PILOT SOLENOID
IDENTIFICATION
FIN: 16CA
LOCATION
ZONE: 325
This solenoid is controlled by the autopilot to stiffen
the pedals.
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RUDDER CHANNEL COMPONENTS (AFT)- ARTIFICIAL FEEL AND TRIM UNIT AND A/P SOLENOID
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RUDDER TRAVEL LIMITATION UNIT
IDENTIFICATION
FIN: 4CC
LOCATION
ZONE: 325
The travel limitation unit comprises 2 brushless
electric motors separately controlled by an electronic
assembly. Each motor drives a mechanical device linked
to the input levers. Movement is transmitted to 2 RVDTs
and indicate the position of the variable stop.
Two rigging pins are used to set the two levers to the
zero position.
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RUDDER CHANNEL COMPONENTS (AFT) - RUDDER TRAVEL LIMITATION UNIT
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RUDDER SERVOCONTROL
IDENTIFICATION
FIN: 1025GM, 2025GM, 3025GM
LOCATION
ZONE: 325
The rudder is actuated by three identical moving body
servocontrols (interchangeable) which operate
simultaneously.
Each servocontrol is powered by a different hydraulic
system.
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RUDDER CHANNEL COMPONENTS (AFT) - RUDDER SERVOCONTROL
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YAW DAMPER SERVO-ACTUATOR
IDENTIFICATION
FIN: 3CC1, 3CC2.
LOCATION
ZONE: 325
The two electro-hydraulic servo-actuators are
interchangeable.
The following components are LRUs:
- filter
- solenoid valves
- servovalve
- pressure switch.
No rigging operation is necessary to replace the yaw
damper.
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RUDDER CHANNEL COMPONENTS (AFT) - YAW DAMPER SERVO-ACTUATOR
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TRANSDUCER UNITS
IDENTIFICATION
FIN: 42WV Rudder
2CC Yaw Damper
LOCATION
ZONE: 325
The rudder transducer unit and the yaw damper
transducer unit consist of a casing in which are
installed two RVDTs (energized by 26V 400Hz) driven
by an input lever.
The rudder transducer unit transmits rudder position
information to the EFCS. The other transducer unit
transmits yaw damper position monitoring to the FACs.
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EFFECTIVITY
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RUDDER CHANNEL COMPONENTS (AFT) - RUDDER AND YAW DAMPER TRANSDUCER UNITS
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CENTERING SPRING RODS
IDENTIFICATION
FIN:
LOCATION
ZONE: 325
These centering spring rods must be installed unloaded.
The centering spring rods maintain the servocontrol
input levers to a near neutral position, in case of
disconnection or leakage in the mechanical device.
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RUDDER CHANNEL COMPONENTS (AFT) - CENTERING SPRING RODS
EFFECTIVITY
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27-60-00 SPEED BRAKE AND GROUND SPOILER
DESCRIPTION AND OPERATION
CONTENTS
Speed Brake Function
Speed Brake Logic
Ground Spoiler Function
Ground Spoiler Logic
Self Examination
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SPEED BRAKE AND GROUND SPOILER DESCRIPTION AND OPERATION
SPEED BRAKE FUNCTION
The Speed Brake Function is commanded in the flight
phase following a pilots action on the speed brake
lever.
The surfaces ensuring this function are spoilers 2
thru 4.
When one surface is not available on one wing, the
symmetrical one, on the other wing, is inhibited.
The switching to alternate or direct laws does not
affect the Speed Brake Function.
The pitching moment associated to speed brake extension
or retraction is compensated by the pitch control laws.
PRIORITIES :
- The roll order has priority over the Speed
Brake Function.
When the sum of roll and speed brake commands,
relative to one surface, is greater than the
maximum possible deflection, the symmetrical
surface is retracted until the difference
between the two surfaces is equal to the roll
order.
- If the angle of attack protection is activated
with speed brakes extended, the speed brakes
are automatically retracted.
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EFFECTIVITY
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Page 199
EFFECTIVITY
ALL
SPEED BRAKE LOGIC
Here is the speed brake function logic in detail.
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1
4
0
5
-
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0
2

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EFFECTIVITY
27-60-00
Page 4
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EFFECTIVITY
ALL
T
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1
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0
5
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2

L
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3
SPEED BRAKE AND GROUND SPOILER DESCRIPTION AND OPERATION - SPEED BRAKE LOGIC
EFFECTIVITY
27-60-00
Page 5
Jul 31/00
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Page 201
EFFECTIVITY
ALL
GROUND SPOILER FUNCTION
When the logic conditions, which determine the lift
dumper extension, are fulfilled, a deflection order
is sent to spoilers 1 to 5, to 10 or 50 extension
depending on the state of both main landing gear legs
(compressed or not).
Ground spoilers are ARMED when the speed brake control
lever is pulled up, on manual mode.
Moreover, a Pitch Precommand at Ground Spoiler
extension/retraction avoids induced pitch effects (in
normal or A/P mode).
The Ground Spoiler Function is automatic.
T
M
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F
C
1
4
0
5
-
T
0
3

L
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EFFECTIVITY
27-60-00
Page 6
Jul 31/00
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EFFECTIVITY
ALL
T
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1
4
0
5
-
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0
3

L
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L

3
SPEED BRAKE AND GROUND SPOILER DESCRIPTION AND OPERATION - GROUND SPOILER FUNCTION
EFFECTIVITY
27-60-00
Page 7
Jul 31/00
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Page 203
EFFECTIVITY
ALL
GROUND SPOILER LOGIC
Here are the Ground Spoiler function and Partial Lift
Damping function logics in detail.
The Partial Lift Dumping function is elaborated in the
SECs and activated at reverse selection if only one
main landing gear leg is compressed. Spoilers 1 to 5
are partially deflected in order to lower the second
gear leg on to the ground and consequently to activate
the Ground Spoiler function.
For normal landing (both MLG legs compressed) the
Partial Lift Damping function is masked by the Ground
Spoiler function.
As soon as both Main Landing Gear legs are compressed,
the Ground Spoiler function is activated.
T
M
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F
C
1
4
0
5
-
T
0
4

L
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EFFECTIVITY
27-60-00
Page 8
Jul 31/00
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EFFECTIVITY
ALL
T
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F
C
1
4
0
5
-
T
0
4

L
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E
L

3
SPEED BRAKE AND GROUND SPOILER DESCRIPTION AND OPERATION - GROUND SPOILER LOGIC
EFFECTIVITY
27-60-00
Page 9
Jul 31/00
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Page 205
EFFECTIVITY
ALL
SELF EXAMINATION
What happens when the sum of roll and speed brake
commands exceeds the maximum possible deflection of
a spoiler ?
A - The speed brake function is inhibited.
B - All spoilers receive an additional
deployment order until one reaches its
maximum possible deflection.
C - The symmetrical surface is retracted
until the difference between the two
surfaces is equal to the roll order.
What are the necessary conditions for ground
spoiler preselection ?
A - Ground spoilers armed and both throttles
at idle or one throttle at reverse and
the other one at not more than idle.
B - Ground spoilers not armed and both
throttles at idle.
C - Both throttles at idle only.
T
M
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F
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1
4
0
5

L
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EFFECTIVITY
27-60-00
Page 10
Jul 31/00
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EFFECTIVITY
ALL
27-00-00 FLIGHT CONTROL WARNINGS
CONTENTS:
Elevator Aileron Computer Pitch Fault
Elevator Aileron Computer Fault
Alternate Law
Aileron Servo Fault
Aileron Fault
Stabilizer Jam
Spoiler Fault
Sidestick Configuration Fault
T
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F
C
1
5
0
2

L
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L

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EFFECTIVITY
27-00-00
Page 1
Aug 31/97
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Page 207
EFFECTIVITY
ALL
T
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F
C
1
5
0
2
-
P
0
1

L
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L

3
FLIGHT CONTROL WARNINGS
EFFECTIVITY
27-00-00
Page 2
Aug 31/97
_
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Page 208
EFFECTIVITY
ALL
T
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F
C
1
5
0
2
-
P
0
2

L
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L

3
FLIGHT CONTROL WARNINGS
EFFECTIVITY
27-00-00
Page 3
Aug 31/97
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Page 209
EFFECTIVITY
ALL
T
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F
C
1
5
0
2

L
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EFFECTIVITY
27-00-00
Page 4
Aug 31/97
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Page 210
EFFECTIVITY
ALL
27-90-00 EFCS CONTROL INTERFACE
CONTENTS:
Pilot Orders
Flight Control Panels
Hydraulic Pressure
Rudder Pedal Position
Flight Management Guidance Computer
Flight Augmentation Computer
Air Data Inertial Reference System
Landing Gear Control and Interface Unit
Slat and Flap Control Computer
Radio Altimeter
Braking/Steering Control Unit
Wheel Tachometer
Accelerometer
Self Examination
T
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L
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0
2

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EFFECTIVITY
27-90-00
Page 1
May 31/00
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Page 211
EFFECTIVITY
ALL
EFCS CONTROL INTERFACE
PILOT ORDERS
The pilot orders like side stick, speed brake, ground
spoiler or throttle position signals, are transmitted
to the ELACs and SECs.
According to these inputs and their control laws, the
computers calculate the elevator, aileron, spoiler,
THS and rudder deflection.
T
M
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C
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G
0
2
-
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1

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EFFECTIVITY
27-90-00
Page 2
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Page 212
EFFECTIVITY
ALL
EFCS CONTROL INTERFACE - PILOT ORDERS T
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EFFECTIVITY
27-90-00
Page 3
May 31/00
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Page 213
EFFECTIVITY
ALL
FLIGHT CONTROL PANELS
Push buttons located on the overhead panels (23VU and
24VU) are used to engage/disengage or reset their
respective computers software.
T
M
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L
G
0
2
-
T
0
2

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EFFECTIVITY
27-90-00
Page 4
May 31/00
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Page 214
EFFECTIVITY
ALL
EFCS CONTROL INTERFACE - FLIGHT CONTROL PANELS
T
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0
2
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0
2

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EFFECTIVITY
27-90-00
Page 5
May 31/00
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Page 215
EFFECTIVITY
ALL
HYDRAULIC PRESSURE
The hydraulic pressure status is sent to the ELACs and
SECs for activation or deactivation of the related
servo controls and laws.
T
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C
L
G
0
2
-
T
0
3

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EFFECTIVITY
27-90-00
Page 6
May 31/00
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Page 216
EFFECTIVITY
ALL
T
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C
L
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0
2
-
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0
3

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3
EFCS CONTROL INTERFACE - HYDRAULIC PRESSURE
EFFECTIVITY
27-90-00
Page 7
May 31/00
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Page 217
EFFECTIVITY
ALL
RUDDER PEDAL POSITION
The rudder pedal position is sent to the ELACs for
turn coordination computation, which is then performed
through the FACs.
T
M
U
F
C
L
G
0
2
-
T
0
4

L
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3
EFFECTIVITY
27-90-00
Page 8
May 31/00
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Page 218
EFFECTIVITY
ALL
EFCS CONTROL INTERFACE - RUDDER PEDAL POSITION
T
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L
G
0
2
-
P
0
4

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3
EFFECTIVITY
27-90-00
Page 9
May 31/00
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Page 219
EFFECTIVITY
ALL
FLIGHT MANAGEMENT GUIDANCE COMPUTER (FMGC)
If the auto pilot is active, pitch, roll and yaw orders
computed by the FMGC are sent to the ELACs and FACs,
which control and monitor the surface deflections.
T
M
U
F
C
L
G
0
2
-
T
0
5

L
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3
EFFECTIVITY
27-90-00
Page 10
May 31/00
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Page 220
EFFECTIVITY
ALL
EFCS CONTROL INTERFACE - FMGC
T
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F
C
L
G
0
2
-
P
0
5

L
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E
L

3
EFFECTIVITY
27-90-00
Page 11
May 31/00
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Page 221
EFFECTIVITY
ALL
FLIGHT AUGMENTATION COMPUTER (FAC)
The FACs receive rudder deflection information
computed either by the ELACs or FMGCs for dutch roll
damping, engine failure compensation and turn
coordination.
T
M
U
F
C
L
G
0
2
-
T
0
6

L
E
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L

3
EFFECTIVITY
27-90-00
Page 12
May 31/00
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Page 222
EFFECTIVITY
ALL
EFCS CONTROL INTERFACE - FAC
T
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C
L
G
0
2
-
P
0
6

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3
EFFECTIVITY
27-90-00
Page 13
May 31/00
_
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Page 223
EFFECTIVITY
ALL
AIR DATA INERTIAL REFERENCE SYSTEM (ADIRS)
The ADIRS transmits air data and inertial reference
data to the ELACs and SECs for flight envelope
protection computation.
T
M
U
F
C
L
G
0
2
-
T
0
7

L
E
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E
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3
EFFECTIVITY
27-90-00
Page 14
May 31/00
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Page 224
EFFECTIVITY
ALL
EFCS CONTROL INTERFACE - ADIRS
T
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F
C
L
G
0
2
-
P
0
7

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3
EFFECTIVITY
27-90-00
Page 15
May 31/00
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Page 225
EFFECTIVITY
ALL
LANDING GEAR CONTROL AND INTERFACE UNIT
The Landing Gear Control Interface Units (LGCIUs)
transmit landing gear position information to the ELACs
and SECs.
T
M
U
F
C
L
G
0
2
-
T
0
8

L
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E
L

3
EFFECTIVITY
27-90-00
Page 16
May 31/00
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Page 226
EFFECTIVITY
ALL
EFCS CONTROL INTERFACE - LGCIU
T
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L
G
0
2
-
P
0
8

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3
EFFECTIVITY
27-90-00
Page 17
May 31/00
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Page 227
EFFECTIVITY
ALL
SLAT AND FLAP CONTROL COMPUTER
The Slat Flap Control Computers (SFCCs) transmit slat
flap surface position to the ELACs and SECs for law
computation.
T
M
U
F
C
L
G
0
2
-
T
0
9

L
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3
EFFECTIVITY
27-90-00
Page 18
May 31/00
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Page 228
EFFECTIVITY
ALL
EFCS CONTROL INTERFACE - SFCC
T
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C
L
G
0
2
-
P
0
9

L
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3
EFFECTIVITY
27-90-00
Page 19
May 31/00
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Page 229
EFFECTIVITY
ALL
RADIO ALTIMETER
The Radio Altimeter (RA) transmits the altitude
information to the ELACs for flare law activation.
T
M
U
F
C
L
G
0
2
-
T
1
0

L
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3
EFFECTIVITY
27-90-00
Page 20
May 31/00
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Page 230
EFFECTIVITY
ALL
EFCS CONTROL INTERFACE - RADIO ALTIMETER
T
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L
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0
2
-
P
1
0

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EFFECTIVITY
27-90-00
Page 21
May 31/00
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Page 231
EFFECTIVITY
ALL
BRAKING/STEERING CONTROL UNIT
The Braking Steering Control Unit (BSCU) receives
information from the ELACs for the nose wheel steering
system and from the SECs for the auto brake function.
T
M
U
F
C
L
G
0
2
-
T
1
1

L
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3
EFFECTIVITY
27-90-00
Page 22
May 31/00
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Page 232
EFFECTIVITY
ALL
EFCS CONTROL INTERFACE - BSCU
T
M
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F
C
L
G
0
2
-
P
1
1

L
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3
EFFECTIVITY
27-90-00
Page 23
May 31/00
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Page 233
EFFECTIVITY
ALL
WHEEL TACHOMETER
Each main landing gear wheel speed is transmitted by
wheel tachometers to the SECs for ground spoiler
extension.
T
M
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F
C
L
G
0
2
-
T
1
2

L
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3
EFFECTIVITY
27-90-00
Page 24
May 31/00
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Page 234
EFFECTIVITY
ALL
EFCS CONTROL INTERFACE - WHEEL TACHOMETER
T
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L
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0
2
-
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1
2

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EFFECTIVITY
27-90-00
Page 25
May 31/00
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Page 235
EFFECTIVITY
ALL
ACCELEROMETER
The vertical accelerometers, installed in the FWD cargo
compartment, transmit the vertical acceleration of the
aircraft to the ELACs and SECs.
The vertical accelerometers are also used for the
computation of Pitch Trim function and Load Factor
function.
T
M
U
F
C
L
G
0
2
-
T
1
3

L
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L

3
EFFECTIVITY
27-90-00
Page 26
May 31/00
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Page 236
EFFECTIVITY
ALL
EFCS CONTROL INTERFACE - ACCELEROMETER
T
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L
G
0
2
-
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1
3

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EFFECTIVITY
27-90-00
Page 27
May 31/00
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Page 237
EFFECTIVITY
ALL
SELF EXAMINATION
Which computers receive the side stick orders ?
A - Only the ELACs
B - The ELACs and the SECs
C - The FCDCs
For which functions are the vertical accelerometers
used ?
A - Load factor function
B - Pitch trim function, computation of the
normal law, yaw damper function and load
factor function.
C - Pitch trim function, computation of the
normal law and load factor function.
T
M
U
F
C
L
G
0
2

L
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EFFECTIVITY
27-90-00
Page 28
May 31/00
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Page 238
EFFECTIVITY
ALL
27 -FLIGHT CONTROLS
27-90-00 ELECTRICAL FLIGHT CONTROL SYSTEM
MONITOR INTERFACE
CONTENTS:
FLIGHT WARNING COMPUTERS/ELECTRONIC CENTRALIZED
AIRCRAFT MONITORING
CENTRALIZED FAULT DISPLAY INTERFACE UNIT/MULTIPURPOSE
CONTROL AND DISPLAY UNIT
Self Examination
T
M
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L
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0
1

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EFFECTIVITY
27-90-00
Page 1
Oct 31/94
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EFFECTIVITY
ALL
ELECTRICAL FLIGHT CONTROL SYSTEM MONITOR INTERFACE
FLIGHT WARNING COMPUTERS/ELECTRONIC CENTRALIZED
AIRCRAFT MONITORING
The Flight Control system failures are sent to the
Flight Warning Computers (FWCs) by the Flight Control
Data Concentrators (FCDCs).
The FWCs elaborate the failure messages for display
on the Engine/Warning Display (EWD).
The Flight Warning Computers receive Flight Control
data from the Flight Control Data Concentrators for
the indication on the ECAM displays.
CENTRALIZED FAULT DISPLAY INTERFACE UNIT/MULTIPURPOSE
CONTROL AND DISPLAY UNIT
Data are exchanged between the Flight Control Data
Concentrators (FCDCs) and the Centralized Fault
Display System (CFDS), which enable two communication
modes, normal mode and interactive mode.
Normal mode:
- The FCDCs send the Flight Control system
failures to the CFDS.
- The CFDS adds general data (time, date, ATA
chapter, flight phase, leg) to the failure
message in order to be displayed on the MCDU.
Interactive mode: The CFDS send to the FCDCs:
- The request for consultation of the BITE inside
each computer.
- The maintenance test request.
The Centralized Fault Display Interface Unit receives
faulty LRU data from the FCDCs which are displayed on
the MCDU for trouble-shooting and test purposes.
T
M
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0
1
-
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EFFECTIVITY
27-90-00
Page 2
Oct 31/94
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Page 240
EFFECTIVITY
ALL
ELECTRICAL FLIGHT CONTROL SYSTEM MONITOR INTERFACE
T
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1
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1

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EFFECTIVITY
27-90-00
Page 3
Oct 31/94
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Page 241
EFFECTIVITY
ALL
SELF EXAMINATION
To which EFCS computers is the CFDIU connected ?
A - To the ELACs and SECs
B - Only to the FCDCs
C - To the ELACs
To which EFCS computers is the FWC connected ?
A - To the SECs
B - To the ELACs and SECs
C - Only to the FCDCs
T
M
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EFFECTIVITY
27-90-00
Page 4
Oct 31/94
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Page 242
EFFECTIVITY
ALL
27-90-00 EFCS COMPONENTS
CONTENTS:
Flight Control Data Concentrator (FCDC)
Side Stick
Side Stick Transducer Unit (SSTU)
Speed Brake Control Transducer Unit
Accelerometer
T
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EFFECTIVITY
27-90-00
Page 1
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Page 243
EFFECTIVITY
ALL
EFCS COMPONENTS
IDENTIFICATION
FIN: 2CE1, 2CE2
LOCATION
ZONE: 83VU, 84VU
T
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EFFECTIVITY
27-90-00
Page 2
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Page 244
EFFECTIVITY
ALL
EFCS COMPONENTS - ELAC
T
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EFFECTIVITY
27-90-00
Page 3
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Page 245
EFFECTIVITY
ALL
EFCS COMPONENTS
IDENTIFICATION
FIN: 1CE1, 1CE2, 1CE3
LOCATION
ZONE: 83VU, 84VU, 93VU
T
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EFFECTIVITY
27-90-00
Page 4
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Page 246
EFFECTIVITY
ALL
EFCS COMPONENTS - SEC
T
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0
2
-
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0
2

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EFFECTIVITY
27-90-00
Page 5
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Page 247
EFFECTIVITY
ALL
EFCS COMPONENTS
Flight Control Data Concentrator (FCDC)
IDENTIFICATION
FIN: 3CE1, 3CE2
LOCATION
ZONE: 83VU, 84VU
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EFCS COMPONENTS - FCDC
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EFCS COMPONENTS
SIDE STICK
IDENTIFICATION
FIN: 4CE
LOCATION
ZONE: 182VU, 193VU
SIDE STICK TRANSDUCER UNIT (SSTU)
IDENTIFICATION
FIN: 4CE1, 4CE4
LOCATION
ZONE: 182VU, 193VU
The SSTU is a part of the sidestick assembly.
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EFCS COMPONENTS - SIDE STICK - SSTU
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EFCS COMPONENTS
SPEED BRAKE CONTROL TRANSDUCER UNIT
IDENTIFICATION
FIN: 7CE
LOCATION
ZONE: 11VU
There are two potentiometers per SEC in the speed brake
control transducer unit.
ACCELEROMETER
IDENTIFICATION
FIN: 12CE1, 12CE2, 12CE3, 12CE4.
LOCATION
ZONE: 131VU, 132VU
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EFCS COMPONENTS - SPEED BRAKE CONTROL TRANSDUCER UNIT - ACCELEROMETER
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27-00-00 SLATS/FLAPS SYSTEM PRESENTATION
CONTENTS:
General
Slat / Flap Lever
Slat / Flap Control Computers (SFCCs)
Power Control Units (PCUs)
Position Pick-Off Units (PPUs)
Wing Tip Brakes (WTBs)
Flap Sensors
Self Examination
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SLATS/FLAPS SYSTEM PRESENTATION
GENERAL
The high lift system includes two trailing edge flaps
(double slotted for the A321) and five leading edge
slats on each wing. The surfaces are numbered from the
wing root to the wing tip.
The position of the surfaces is selected from a control
lever which transmits the demand to the Slat Flap
Control Computers (SFCCs) through a Command Sensor
Unit.
The SFCCs, which are identical, ensure the control and
monitoring of the slat and flap system. On lever
demand, the SFCCs send signals to the Power Control
Units (PCUs) to energize the valve blocks. Two
hydraulic motors in each Power Control Unit provide
hydraulic actuation. Each of them is powered by a
different hydraulic system and has its own valve block
and pressure off brake.
The valve blocks control the direction of rotation and
the speed of their related PCU output shaft.
The hydraulic motors move the transmission through a
differential gearbox. Then torque shafts and gearboxes
transmit the mechanical power to the actuators which
drive the surfaces. Wing tip brakes are provided in
order to stop and lock the system when certain types
of failures are detected. Feedback signals, sent by
dedicated Position Pick Off Units, are used by the
computers to control and monitor the system.
A Feedback PPU provides signals concerning the PCU
output position, while two Asymmetry PPUs send
information about surfaces actual position. In
addition, signals from an Instrumentation PPU are used
for position indicating on the ECAM.
SLAT / FLAP LEVER
Slat and flap positions are simultaneously selected
using a single control lever located on the center
pedestal.
Moving the lever rotates the input shaft of the Command
Sensor Unit which translates the mechanical demand
into electrical signals for the SFCCs.
SLAT / FLAP CONTROL COMPUTERS
Two Slat Flap Control Computers (SFCCs) control and
monitor the system. Each computer includes one slat
and one flap channel. A cross talk allows transfer of
data between the SFCCs. On lever demand, each channel
generates commands to energize its associated PCU valve
block and control its related motors.
The computers monitor the slat and flap drives and
lock the appropriate channel, should a critical failure
occur.
They also inhibit slat retraction from position 1 to
0 at high angle of attack or low speed (alpha-lock
function ).
With one SFCC inoperative, both slat and flap systems
operate at half speed.
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POWER CONTROL UNITS
Each PCU incorporates two separate hydraulic motors
powered through an electrically signalled valve block
which receives drive commands from the SFCCs.
The motor output shafts on each PCU are coupled through
a differential gearbox to drive the slat and flap
mechanical channels.
A Pressure Off Brake on each motor locks the
transmission:
- when the selected position is reached.
- when there are no drive commands.
- or in case of hydraulic power failure.
If one motor is inoperative, ( i.e. hydraulic failure
or SFCC failure ), the remaining motor provides full
output torque at half speed.
POSITION PICK-OFF UNITS
The SFCCs monitor surface operation through dedicated
Position Pick-Off Units.
A Feedback unit and an Instrumentation PPU are mounted
on each PCU. An Asymmetry PPU is installed at the end
of the transmission system on each wing.
The Intrumentation PPUs provide slat/flap actual
position data for indication on the ECAM through the
Flight Warning Computer. The Asymmetry and Feedback
PPUs are used by the computers to monitor asymmetry,
runaway or overspeed conditions.
Asymmetry is detected on disagreement between the two
APPU signals.
Runaway is detected by comparison of both APPU and
FPPU signals.
Overspeed is detected when overspeed of one or more
PPUs occurs due to high aerodynamic loads acting in
the same direction as the transmission.
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WING TIP BRAKES
The Wing Tip Brakes (WTBs) stop and hold the
transmission if the SFCCs detect certain types of
failures such as asymmetry, runaway or overspeed.
They are conceived as pressure on type brakes. They
are released when solenoids are de-energized. Each
Wing Tip Brake is equipped with two solenoid valves
each controlled by a SFCC and supplied by an hydraulic
system. In normal flight conditions , the solenoids
are de-energized.
The segregation of the hydraulic circuits results in
either one being able to keep the brakes applied. With
one SFCC inoperative, the second one is still able to
apply the Wing Tip Brake. Flap locking by the WTB does
not prevent slat operation and vice versa. Once applied
the WTB can be reset on ground only via the Centralized
Fault Display System.
FLAP SENSORS
A flap disconnect detection system inhibits further
flap operation when a flap attachment failure is
detected.
It consists of two proximity sensors on each
interconnecting strut (on each wing), which measure
differential movement between inner and outer flaps.
An electrically controlled, mechanically actuated
sensor unit including two sensors is installed on
the flap interconnecting strut.
If a flap disconnect is detected, the flap PCU is
de-energized and the Pressure Off Brakes are
applied in order to stop the transmission.
Further flap operation is inhibited (WTBs are not
applied).
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SELF EXAMINATION
What are the conseqences of one flap PCU motor
inoperative ?
A - No consequence. The movement of the flap
surfaces is not affected.
B - The system is locked and flap movement
is no longer possible.
C - The flap surfaces extend (retract) at
half speed.
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27-00-00 SLATS AND FLAPS CONTROL AND
POSITION INDICATION
CONTENTS:
Slats / Flaps Control Lever
Slats / Flaps Extension On Ground
Slats / Flaps Retraction On Ground
Slats / Flaps Extension In Flight
Slats / Flaps Retraction In Flight
Automatic Retraction In Flight
Slats Alpha-Lock Protection
Self Examination
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SLATS AND FLAPS CONTROL AND POSITION INDICATION
SLATS / FLAPS CONTROL LEVER
The Slats / Flaps control lever is located in the
cockpit on the center pedestal.
It is connected to the Command Sensor Unit which
transforms the mechanical demand into electrical
signals for the Slat / Flap Control Computers (SFCCs).
The lever selects simultaneous operation of the slats
selection of any position.
The relationship between the lever position, flight
phase and slat flap angles is shown here.
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SLATS AND FLAPS CONTROL AND POSITION INDICATION - CONTROL LEVER
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SLATS / FLAPS EXTENSION ON GROUND
The white points on the ECAM display are the selectable
Slat / Flap positions. These white points are not
displayed in clean configuration.
A word "FLAP" appears on the ECAM display when the
slats and flaps are not fully retracted.
When a new position is selected, the position number,
the word "FLAP" and the selected position triangles
are displayed in cyan.
When the selected position is reached, the position
number, and triangles become green. The word "FLAP"
becomes white. A green line is added to the display.
When the flaps are set to full, the word FULL replaces
the flap position number.
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SLATS AND FLAPS CONTROL AND POSITION INDICATION - EXTENSION ON GROUND
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SLATS / FLAPS RETRACTION ON GROUND
With the aircraft on ground, the configuration is 1+F.
Once the surfaces have reached the fully retracted
position, the clean configuration is displayed on the
ECAM display.
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SLATS AND FLAPS CONTROL AND POSITION INDICATION - RETRACTION ON GROUND
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SLATS / FLAPS EXTENSION IN FLIGHT
In flight, there are two configurations, depending on
speed, for extension from 0 to position 1:
- Speed above 100kt.
- Speed below 100kt.
For position 2 to Full, the deflection angles are the
same as those mentioned for extension on ground.
NOTE : Extension to position 1 on ground both Slats
and Flaps extend.
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SLATS AND FLAPS CONTROL AND POSITION INDICATION - EXTENSION IN FLIGHT T
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SLATS / FLAPS RETRACTION IN FLIGHT
Retraction from fully extended, to position 3 and from
position 3 to position 2 is identical to surface
retraction on ground.
There are two configurations, depending on speed, for
retraction to position 1 in flight:
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SLATS AND FLAPS CONTROL AND POSITION INDICATION - RETRACTION IN FLIGHT
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AUTOMATIC RETRACTION IN FLIGHT
The present speed is lower than 210 knots and the
configuration is 1+F.
The flap auto function is engaged. When the computed
airspeed reaches 210 knots, the flaps retract
automatically to 0 and the new slat flap configuration
is 1.
Note that, when take off is performed in config 1+F,
flaps fully retract automatically at 210 knots if
config 0 is not selected after take off.
- Speed below 210kt - Slats 18 / Flaps 10
- Speed above 210kt - Slats 18 / Flaps 0
After an automatic flap retraction, there is no
automatic re-extension if the speed drops below 210
knots.
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SLATS AND FLAPS CONTROL AND POSITION INDICATION - AUTOMATIC RETRACTION IN FLIGHT
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SLATS ALPHA-LOCK PROTECTION
Slat retraction from position 1 to 0 is inhibited to
prevent the aircraft from stalling when the Angle Of
Attack (AOA) is high (alpha-lock) or the speed is too
low.
The slat channels of the SFCCs receive corrected Angle
Of Attack (AOA) and computed airspeed (CAS) provided
by the ADIRUs for use in alpha lock computation. A
cyan pulsing "A-LOCK" message is displayed to indicate
the retraction inhibition.
Slat retraction from 18 to 0 is prevented if:
- AOA greater than 8.5 or CAS lower than 148kt.
The alpha-lock function is reset if:
- AOA lower than 7.6 and CAS greater than 154kt.
The function is not active if:
- The aircraft is on ground with CAS lower than
60kt.
- AOA exceeds 85 or CAS drops below 148kt
while retraction from 18 to 0 has already
started.
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SLATS AND FLAPS CONTROL AND POSITION INDICATION - SLATS ALPHA-LOCK PROTECTION
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SELF EXAMINATION
What happens when Slats/Flaps configuration is 1+F
and the CAS reaches 210 knots?
A - Flaps retract automatically to 0 and the
new Slats/Flaps configuration is 1.
B - Flaps extend automatically because the
speed is too high.
C - The alpha lock function is engaged
because the CAS is too high.
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27-00-00 SLATS AND FLAPS CONTROL AND
POSITION INDICATION
CONTENTS:
Slats / Flaps Control Lever
Slats / Flaps Extension On Ground
Slats / Flaps Retraction On Ground
Slats / Flaps Extension In Flight
Slats / Flaps Retraction In Flight
Automatic Retraction In Flight
Slats Alpha-Lock Protection
Self Examination
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SLATS / FLAPS CONTROL LEVER
The Slats / Flaps control lever is located in the
cockpit on the center pedestal.
It is connected to the Command Sensor Unit which
transforms the mechanical demand into electrical
signals for the Slat / Flap Control Computers (SFCCs).
The lever selects simultaneous operation of the slats
selection of any position.
The relationship between the lever position, flight
phase and slat flap angles is shown here.
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SLATS AND FLAPS CONTROL AND POSITION INDICATION - CONTROL LEVER T
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SLATS / FLAPS EXTENSION ON GROUND
The white points on the ECAM display are the selectable
Slat / Flap positions. These white points are not
displayed in clean configuration.
A word "FLAP" appears on the ECAM display when the
slats and flaps are not fully retracted.
When a new position is selected, the position number,
the word "FLAP" and the selected position triangles
are displayed in cyan.
When the selected position is reached, the position
number, and triangles become green. The word "FLAP"
becomes white. A green line is added to the display.
When the flaps are set to full, the word FULL replaces
the flap position number.
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SLATS / FLAPS RETRACTION ON GROUND
With the aircraft on ground, the configuration is 1+F.
Once the surfaces have reached the fully retracted
position, the clean configuration is displayed on the
ECAM display.
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SLATS / FLAPS EXTENSION IN FLIGHT
In flight, there are two configurations, depending on
speed, for extension from 0 to position 1.
- Speed above 100 kt.
- Speed below 100 kt.
For position 2 to Full, the deflection angles are the
same as those mentioned for extension on ground.
NOTE : Extension to position 1 on ground both Slats
and Flaps extend.
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SLATS / FLAPS RETRACTION IN FLIGHT
Retraction from fully extended, to position 3 and from
position 3 to position 2 is identical to surface
retraction on ground.
There are two configurations, depending on speed, for
retraction to position 1 in flight:
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AUTOMATIC RETRACTION IN FLIGHT
The present speed is lower than 210 knots and the
configuration is 1+F.
The flap auto function is engaged. When the computed
airspeed reaches 210 knots, the flaps retract
automatically to 0 and the new slat flap configuration
is 1.
Note that, when take off is performed in config 1+F,
flaps fully retract automatically at 210 knots if
config 0 is not selected after take off.
- Speed below 210kt - Slats 18 / Flaps 10,
- Speed above 210kt - Slats 18 / Flaps 0.
After an automatic flap retraction, there is no
automatic re-extension if the speed drops below 210
knots.
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SLATS AND FLAPS CONTROL AND POSITION INDICATION - AUTOMATIC RETRACTION IN FLIGHT T
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SLATS ALPHA-LOCK PROTECTION
Slat retraction from position 1 to 0 is inhibited to
prevent the aircraft from stalling when the Angle Of
Attack is high (alpha-lock) or the speed is too low.
The slat channels of the SFCCs receive corrected Angle
Of Attack (AOA) and computed airspeed (CAS) provided
by the ADIRUs for use in alpha lock computation. A
cyan pulsing "A-LOCK" message is displayed to indicate
the retraction inhibition.
Slat retraction from 18 to 0 is prevented if:
- AOA greater than 8 or CAS lower than 165kt.
The alpha-lock function is reset if:
- AOA lower than 7.1 and CAS greater than 171kt.
The function is not active if:
- The aircraft is on ground with CAS lower than
60kt.
- AOA exceeds 8 or CAS drops below 165kt
while retraction from 18 to 0 has already
started.
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SLATS AND FLAPS CONTROL AND POSITION INDICATION - SLATS ALPHA-LOCK PROTECTION T
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SELF EXAMINATION
What happens when Slat/Flap configuration is 1+F
and the CAS reaches 210 knots?
A - Flaps retract automatically to 0 and the
new Slat/Flap configuration is 1.
B - Flaps extend automatically because the
speed is too high.
C - The alpha lock function is engaged
because the CAS is too high.
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27-00-00 SLATS/FLAPS CONTROL
CONTENTS:
Extension Sequence
Self Examination
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SLATS/FLAPS CONTROL
EXTENSION SEQUENCE
This presentation shows detailed operation of the Power
Control Unit (PCU) and the Slat Flap Control Computer
(SFCC), through a normal extension sequence.
As slat and flap control is identical, only the flap
system is shown.
Each valve block includes three solenoid valves. Two
of them, called directional valves, command the control
valve spool for retraction (RET) or extension (EXT),
while the enable solenoid valve (ENB) controls the
Pressure Off Brake (POB).
Moving the slat flap lever rotates the Command Sensor
Unit (CSU) which issues a new position demand signal
to each Slat Flap Control Computer (SFCC).
This signal is processed in flap lanes 1 and 2.
The position demand and the actual position from the
Feedback Position Pick off Unit (FPPU) are compared
in the SFCC flap lanes.
If the demanded and actual positions are different,
each lane generates command signals.
The command signals generated by each lane are
compared.
If the command signals are in agreement, drive commands
are generated for PCU valve block activation.
Each SFCC controls its related solenoid valve.
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SLATS/FLAPS CONTROL - EXTENSION SEQUENCE
EFFECTIVITY
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SLATS/FLAPS CONTROL
EXTENSION SEQUENCE
As the extend solenoid is energized, the control valve
spool moves from neutral towards the fully deflected
position.
The direction of valve spool movements controls the
direction of rotation of the motor.
The degree of valve spool movement controls the
rotation speed of the motor.
The position of the control valve spool is monitored
by a Linear Variable Differential Transducer (LVDT)
mounted on one end of the valve block.
The enable solenoid valve is energized to release the
Pressure Off Brake (POB), and the flaps begin to
extend.
With the control valve spool fully deflected, the
maximum available fluid flow is directed to the motors
which run at full speed for flap extension.
As the flaps approach the demanded position, the
retract solenoid is energized permitting the control
valve spool to move back to neutral position.
The control valve spool movement reduces the fluid
flow which in turn reduces the motor speed.
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SLATS/FLAPS CONTROL
EXTENSION SEQUENCE
When the flaps reach the demanded position, all
solenoid valves are de-energized and the Pressure Off
Brake is applied.
The motor stops and the Pressure Off Brake (POB) is
applied to lock the flaps until a new position is
demanded.
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EFFECTIVITY
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SELF EXAMINATION
What is the Pressure Off Brake controlled by ?
A - One of the two directional valves.
B - The enable solenoid valve.
C - The Linear Variable Differential
Transducer.
Why is the retract solenoid energized during
extension ?
A - To reduce the rate of flap travel.
B - To increase fluid flow to the motor.
C - To lock flaps until next position demand.
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EFFECTIVITY
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27-00-00 SLATS/FLAPS ABNORMAL OPERATION
(LOCKING)
CONTENTS:
General
Asymmetry
Runaway
Overspeed
Uncommanded Movement
Failure Monitoring
Self Examination
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SLATS/FLAPS ABNORMAL OPERATION (LOCKING)
GENERAL
Here is a brief reminder of the wing tip brake
application logic. Asymmetry, Runaway, Overspeed and
Uncommanded Movement are detected by cross comparison
of Asymmetry Position Pick-off Unit (APPU) and Feedback
Position Pick-off Unit (FPPU) signals.
If any of these failures are detected by a Slat Flap
Control Computer (SFCC) and confirmed by the second
one, the wing tip brakes are applied.
Note that if an SFCC does not operate, the other SFCC
receives a WTB-arm signal automatically.
Thus, if the second SFCC subsequently detects a
failure, a solenoid valve on each WTB is energized.
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ASYMMETRY
Asymmetry is defined as a positional difference
between the left hand and right hand Asymmetry PPUs.
Asymmetry is usually due to a broken shaft between
both APPUs.
The Asymmetry threshold is above 5 synchro
positional difference between both APPUs.
RUNAWAY
A Runaway is given as a positional difference between
both Asymmetry PPUs and the Feedback PPU.
Runaway on slats can occur when a component of the
torque shaft drive, common to the LH and RH wings
breaks, leaving the slat system free from the PCU POB.
This results in airloads tending to retract the
surfaces.
Runaway on flaps can only be possible if the power
control unit gear box is broken. Depending on the
broken position, the airload tends to retract or extend
the flaps.
OVERSPEED
An Overspeed is detected when the rotation speed of
the torque shafts measured at the PPUs is too high.
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UNCOMMANDED MOVEMENT
Uncommanded Movement is defined as a movement away
from the selected position by a value which exceeds
the threshold.
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FAILURE MONITORING
The Power Control Unit (PCU) is in operation.
The extend solenoid valve and the pressure off brake
solenoid valve are energized and the flaps extend.
Position Pick-off Unit information is used for system
monitoring.
Asymmetry is detected by SFCC1.
Once asymmetry has been detected by an SFCC, its
associated valve block is de-energized.
A "WTB arm" signal is sent to the SFCC2 flap channel
to check whether asymmetry is confirmed or not.
If the asymmetry is confirmed by SFCC2, a "WTB arm"
signal is sent to the WTB solenoids, PCUs are
de-energized and the software latched (reset on ground
only via the CFDS).
If asymmetry is not confirmed by the second computer,
the first system is considered faulty.
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SELF EXAMINATION
Which type of failure is detected with a position
difference between both APPUs ?
A - An asymmetry.
B - An overspeed.
C - A runaway.
Once the WTBs have been applied, is it possible to
reset them in flight ?
A - Yes, by making any new selection with
the control lever.
B - Yes, by making a reverse selection with
the control lever.
C - No, reset is possible on ground only.
How can a flap runaway be detected ?
A - By comparison between the SFCC commands
and the Asymmetry PPU signals.
B - By comparison between the SFCC commands
and the Feedback PPU signals.
C - By comparison between Asymmetry PPU and
Feedback PPU signals.
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EFFECTIVITY
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27-00-00 SLATS/FLAPS ABNORMAL OPERATION
(HALF SPEED)
CONTENTS:
Presentation
Slat Flap Control Computer (SFCC) Failure
Hydraulic Failure
Spool Valve Jam
Self Examination
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SLATS/FLAPS ABNORMAL OPERATION (HALF SPEED)
PRESENTATION
We will study examples of abnormal operations which
cause the system to operate at half speed. As Slat and
Flap operation is identical, only flaps will be shown.
When half speed is detected, a level 1 caution is
generated and a fault message is displayed on the ECAM.
SLAT AND FLAP CONTROL COMPUTER (SFCC) FAILURE
In this example Slat Flap Control Computer 2 flap
channel is inoperative and Slat Flap Control Computer
1 operates normally.
Each flap channel lane of the SFCC 1, generates command
signals.
The drive commands, generated in the POWER CONTROL
UNIT control input stage, control the related solenoid
valve in the flap Power Control Unit.
Only the related green hydraulic motor is operative.
As valve block 24CV is not energized, the Pressure Off
Brake holds the output shaft of the yellow hydraulic
motor. Due to the reaction of one half of the
differential gearbox, the operative motor provides
full output torque at half speed.
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HYDRAULIC FAILURE
Each SFCC channel monitors the hydraulic pressure for
its associated PCU motor. Signals from the Linear
Variable Differential Transducer (LVDT) are used to
compare the position of the control valve with the
drive command orders.
In this example, a green hydraulic low pressure is
detected by SFCC1.
As soon as the hydraulic pressure drop is detected,
the PCU valve block solenoids are de-energized.
The Pressure Off Brake holds the output shaft of the
green hydraulic motor.
Only the valve block 24CV is energized, so only the
yellow hydraulic motor is operative.
Due to the reaction of one half of the differential
gearbox, the operative yellow motor provides full
output torque at half speed to the gearbox output
shaft. As the green hydraulic system also supplies one
Slat PCU motor, the slat system is affected as well.
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SPOOL VALVE JAM
In this example, a green control spool valve jam,
causes a flap movement slower than the minimum speed
for two-motor operation.
Each SFCC flap channel monitors the transmission system
for half speed operation.
Such a case can only be detected when both control
spool valves are selected in full speed configuration
(Half speed monitoring).
The half speed monitoring system detects the jammed
spool valve and thus the solenoid valves are
de-energized.
Due to the differential gearbox, the remaining
operative motor provides full differential gearbox
output torque at half speed.
Half speed monitoring is inhibited when the aircraft
is on ground.
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SLATS/FLAPS ABNORMAL OPERATION (HALF SPEED) - SPOOL VALVE JAM T
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EFFECTIVITY
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SELF EXAMINATION
With a flap PCU spool valve jam, what level of
caution is generated ?
A - A level 1 caution.
B - A level 2 caution.
C - A level 3 caution.
When is the half speed monitor active ?
A - As soon as a directional valve is
energized.
B - When the control valve is in full speed
position.
C - Always.
SFCC1 flap channel has failed. What are the
consequences for the flap system ?
A - The flap system is locked by the WTB.
B - The flap system is not affected.
C - The flap system operates at half speed.
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27-84-00 SLAT MECHANICAL DRIVE
CONTENTS:
General
Power Control Unit (PCU)
Torque Shafts
Gearboxes
Actuators
Tracks
Torque Limiters
Wing Tip Brakes (WTB)
Asymmetry Position Pick Off Units (APPU)
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SLAT MECHANICAL DRIVE
GENERAL
Torque shafts and gearboxes transmit power from the
Power Control Unit (PCU) to actuators which drive the
slat operating mechanism.
POWER CONTROL UNIT (PCU)
The Power Control Unit (PCU) incorporates two hydraulic
motors, each controlled by an electrically signaled
valve block.
The slat PCU drives the slat transmission system via
a single output shaft.
TORQUE SHAFTS
The rotation of the torque shafts drives all gearboxes
and rotary actuator input shafts simultaneously and
at the same speed.
Steady bearings, attached to the structure, support
the torque shafts where small angular changes of
alignment occur.
GEARBOXES
Six gearboxes are used in the slat transmission system
where changes in torque shaft alignment occur.
One 19 degrees bevel gearbox (A) changes alignment
under the wing center box.
One T-gearbox changes (B) alignment through 90 degrees
in each wing.
Two 63.5

degrees bevel gearboxes (C) take drive from
below each wing level into the wing leading edge.
ACTUATORS
The actuators produce the torque and speed reduction
necessary to drive the slats at the required rate.
Each actuator drives its associated slat track through
a pinion driven by the actuator output shaft.
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SLAT MECHANICAL DRIVE - PCU - TORQUE SHAFTS - GEARBOXES - ACTUATORS
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SLAT MECHANICAL DRIVE
TRACKS
The slats are attached to the forward ends of the
tracks which run in guide rollers.
Slat 1 is supported by four tracks, but only T2 and
T3 are driven.
T1 and T4 prevent slat loss in case of attachment
failure.Slats outboard of the pylon are supported by
two driven tracks.
TORQUE LIMITERS
Each actuator incorporates a bi-directional torque
limiter which protects the structure from overload.
WING TIP BRAKES (WTB)
The Wing Tip Brakes stop and hold the transmission if
the Slat Flap Control Computers detect abnormal
operation such as asymmetry and runaway.
Once applied, the Wing Tip Brakes can only be reset
on the ground by maintenance action via the Centralized
Fault Display System (CFDS).
ASYMMETRY POSITION PICK OFF UNITS (APPU)
The Asymmetry Position Pick Off Units enable the Slat
Flap Control Computers to monitor the system for
asymmetry and runaway conditions.
One Asymmetry PPU is mounted outboard of track 12 in
each wing.
It provides slat actual position to the Slat Flap
Control Computers (SFCC).
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SELF EXAMINATION
Why does slat 1 have four tracks ?
A - To prevent slat asymmetry.
B - To prevent slat loss.
C - To prevent structure overload.
Where are the Wing Tip Brakes located ?
A - At the wing tip, outboard of the APPU.
B - Between track 11 and 12, in each wing.
C - Between track 7 and 8, in each wing.
Where are the torque limiters located ?
A - On the torque shafts.
B - On the actuators.
C - On the PCU output shaft.
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27-50-00 FLAPS MECHANICAL DRIVE D/O
CONTENTS:
Power Control Unit
Torque Shafts
Gearboxes
Actuators
Torque Limiters
Wing Tip Brakes
Asymmetry PPUs
Tracks
Self Examination
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FLAPS MECHANICAL DRIVE D/O
POWER CONTROL UNIT
The Power Control Unit incorporates two hydraulic
motors, each one controlled by an electrically signaled
valve block.
The flap PCU drives the flap transmission output
shafts.
TORQUE SHAFTS
and rotary actuator input shafts simultaneously, at
the same speed.
the torque shafts where small angular changes are
present.
GEARBOXES
Three types of one to one ratio gearboxes are used in
the flap transmission where large changes in torque
shaft alignment are present.
A right angle gearbox changes alignment through 90
degrees for input to track 1 offset gearbox.
A line gearbox transmits the drive along the rear face
of the rear false spar.
A 19 degree bevel gearbox aligns the drive with the
rear spar.
ACTUATORS
One actuator operates the flap mechanism at each track.
It provides the torque and speed reduction necessary
to drive the flap at the required rate.
Each actuator is driven by an offset gearbox which
transmits power from the torque shaft to the plug-in
rotary actuator.
TORQUE LIMITERS
WING TIP BRAKES
The Wing Tip Brakes stop and hold the transmission if
the Slat Flap Control Computers detect abnormal
operation such as asymmetry, runaway or overspeed.
on the ground, by maintenance action via the
Centralized Fault Display System (CFDS).
ASYMMETRY POSITION PICK OFF UNITS (APPUs)
The Asymmetry Position Pick off Units enable the Slat
One Asymmetry Position Pick off Unit (APPU) is mounted
on the offset gearbox at track 4 in each wing. It
provides flap actual position to the Slat Flap Control
Computers (SFCC).
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TRACKS
Flaps are supported on carriages traveling on straight
tracks. A link arm, outboard of each track, transmits
drive from the actuator to the flap.
Tracks 2, 3 and 4 are similar. Track 1, attached to
the fuselage, uses a different configuration.
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SELF EXAMINATION
A - At the wing tips
B - Between tracks 3 and 4 in each wing
C - Attached to track 4 offset gearbox
A - On the actuator offset gearbox
B - On the actuator drive lever
C - On the steady bearing
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27-50-00 FLAPS MECHANICAL DRIVE D/O
CONTENTS:
Power Control Unit
Torque Shafts
Gearboxes
Actuators
Torque Limiters
Wing Tip Brakes
Asymmetry PPUs
Tracks
Self Examination
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POWER CONTROL UNIT
The Power Control Unit incorporates two hydraulic
motors, each one controlled by an electrically signaled
valve block.
The flap PCU drives the flap transmission output
shafts.
TORQUE SHAFTS
and rotary actuator input shafts simultaneously, at
the same speed.
the torque shafts where small angular changes are
present.
GEARBOXES
Three types of one to one ratio gearboxes are used in
the flap transmission where large changes in torque
shaft alignment are present.
A right angle gearbox changes alignment through 90
degrees for input to track 1 offset gearbox.
A line gearbox moves drive path onto the rear face of
the rear false spar.
A 19 degree bevel gearbox aligns the drive with the
rear spar.
ACTUATORS
One actuator operates the flap mechanism at each track.
It provides the torque and speed reduction necessary
to drive the flap at the required rate.
Each actuator is driven by an offset gearbox which
transmits power from the torque shaft to the plug-in
rotary actuator.
TORQUE LIMITERS
WING TIP BRAKES
The Wing Tip Brakes (WTB) stop and hold the
transmission if the Slat Flap Control Computers detect
abnormal operation such as asymmetry, runaway or
overspeed.
on the ground, by maintenance action via the
Centralized Fault Display System (CFDS).
ASYMMETRY POSITION PICK OFF UNITS (APPUs)
The Asymmetry Position Pick off Units enable the Slat
One Asymmetry Position Pick off Unit (APPU) is mounted
on the offset gearbox at track 4 in each wing. It
provides flap actual position to the Slat Flap Control
Computers (SFCC).
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TRACKS
Flaps are supported on carriages traveling on straight
tracks. A link arm, outboard of each track, transmits
drive from the actuator to the flap.
Tracks 2, 3 and 4 are similar. Track 1, attached to
the fuselage, uses a different configuration.
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SELF EXAMINATION
A - At the wing tips
B - Between tracks 3 and 4 in each wing
C - Attached to track 4 offset gearbox
A - On the actuator offset gearbox
B - On the actuator drive lever
C - On the steady bearing
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27-54-00 FLAPS DRIVE STATION D/O
CONTENTS:
General
Flap Drives
Flap and Track Fairings
Self Examination
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FLAPS DRIVE STATION D/O
GENERAL
Each flap is supported by carriages which run on tracks
extending from the wing rear spar. Each carriage has
a containment device to hold it on the track if a
failure occurs.
The carriages, tracks and beams at tracks 2, 3 and 4
are of similar construction.
Track 1 is attached to the fuselage.
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FLAPS DRIVE STATION D/O - GENERAL
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FLAP DRIVES
Carriage 1 is suspended below the track and travels
on four vertical load and two side-load rollers.
The rollers contain bearings which are
grease-lubricated via grease points on the carriage.
Carriages 2, 3 and 4 are retained on their track by
six vertical and four side-load rollers.
The rollers are lubricated through grease points at
the front and rear of the carriage.
A fail-safe hook retains the flap on the track in the
event of structural failure of the carriage.
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FLAPS DRIVE STATION D/O - FLAP DRIVES
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FLAP AND TRACK FAIRINGS
A flap link arm is attached to the flap bottom surface
immediately outboard of each track position.
The forward end of each link arm is bolted to the drive
lever on its associated actuator.
At tracks 2, 3 and 4 a track fairing operating arm is
attached to the flap bottom surface.
The operating arm is connected to a linkage which
operates the moveable track fairing during flap
extension and retraction.
The link arms transmit the drive from the rotary
actuators directly to the flap surface.
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SELF EXAMINATION
How many rollers are there on carriages at tracks
2, 3 and 4?
A - Six vertical-load and four side-load
rollers.
B - Four vertical-load and two side-load
rollers.
C - two vertical-load and four side-load
rollers.
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27-51-00 FLAPS ATTACHMENT FAILURE
DETECTION PRINCIPLE
CONTENTS:
Sensors
Landing Gear Control and Interface Units (LGCIUs)
Slat Flap Control Computers (SFCCs)
Self Examination
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FLAPS ATTACHMENT FAILURE DETECTION PRINCIPLE
SENSORS
Two flap disconnect sensors are fitted on the
interconnecting strut between inner and outer flaps
on each wing.
The flap disconnect sensors, which are proximity
sensors, detect any flap disconnection.
LANDING GEAR CONTROL and INTERFACE UNITS (LGCIUs)
Each Landing Gear Control Interface Unit (LGCIU)
receives signals from two sensors and transmits this
data to its related Slat/Flap Control Computer.
The LGCIUs are used to process signals from proximity
sensors.
SLAT FLAP CONTROL COMPUTERS (SFCCs)
Thanks to the computer cross talk, each Slat Flap
Control Computer (SFCC) monitors any flap
disconnection.
If an attachment failure has been detected by both
SFCCs, both valve block solenoids on the Power Control
Unit (PCU) are de-energized and the system is stopped
by the Pressure Off Brakes.
In this case, the Wing Tip Brakes are not applied.
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FLAPS ATTACHMENT FAILURE DETECTION PRINCIPLE
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SELF EXAMINATION
Which computers monitor the flap disconnection data?
A - The SFCCs which pass the information to
the LGCIUs.
B - The LGCIUs which transmit the
information to the SFCCs.
C - The LGCIUs only.
From which sensors does each LGCIU receive
information ?
A - All four disconnect sensors.
B - One sensor on each wing.
C - Two sensors on one wing.
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27-54-00 FLAP TRANSMISSION COMPONENTS
CONTENTS:
Right Angle Gearbox
Universal Joints
Steady Bearing Assembly
Torque Shaft Assembly
Carriage
Line Gearbox
Actuators
Bevel Gearbox - 19
Torque Limiters
Flap Track Fairing
Wing Tip Brake
Flap Asymmetry Position Pick off Unit
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FLAP TRANSMISSION COMPONENTS
RIGHT ANGLE GEARBOX
IDENTIFICATION
FIN: 6203CM, 6253CM
LOCATION
ZONE: 147, 148
The gearbox has a 1.1 ratio. It is filled with grease.
Lip seals on the input and output shafts prevent the
ingress of foreign matter.
Inspection plugs are provided for maintenance.
UNIVERSAL JOINTS
Universal joints are bolted to the ends of the torque
shafts.
This permits small angular changes of alignment, and
wind flexing.
STEADY BEARING ASSEMBLY
Steady bearings, attached to the structure, hold the
shafts where necessary.
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FLAP TRANSMISSION COMPONENTS - RIGHT ANGLE GEARBOX - UNIVERSAL JOINTS - STEADY BEARING
ASSEMBLY
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TORQUE SHAFT ASSEMBLY
The torque shafts are connected through universal
joints and supported in steady bearings.
They are made from stainless steel.
CARRIAGE
IDENTIFICATION
FIN: 6205CM, 6255CM
LOCATION
ZONE: 147, 148
The carriage at track 1 hangs below the track and
comprises four vertical load and two side-load rollers.
Six vertical and four side load rollers hold the other
carriages on their track.
Each carriage incorporates a fail safe hook to prevent
flap detachment.
LINE GEARBOX
IDENTIFICATION
FIN: 6209CM, 6259CM
LOCATION
ZONE: 573, 673
The LINE gearbox has a 1.1 ratio.
Bearings, seals and methods of lubrication and
inspection are the same as those used on the right
angle gearbox.
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FLAP TRANSMISSION COMPONENTS - TORQUE SHAFT ASSEMBLY - CARRIAGE - LINE GEARBOX
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ACTUATORS
IDENTIFICATION
FIN: 6205CM, 6255CM
LOCATION
ZONE: 147, 148
A rotary actuator driven by an offset gearbox operates
the flap mechanism at each flap track.
Actuator at track 1:
The rotary actuator is bolted to the offset gearbox
casing and is driven by its output shaft.
Input torque from the offset gearbox is transmitted
by a first stage gear train to the power stage of the
actuator.
Similar to that described at T1 but a longer version
of rotary actuator is used.
Similar to actuator at T1 but bevel gears instead of
spur gears in the offset gearbox.
Similar to actuator at T1 but bevel gears instead of
spur gears are used in the offset gearbox which has a
separate spur gear to drive the APPU.
BEVEL GEARBOX - 19 DEGREES
IDENTIFICATION
FIN: 6217CM, 6267CM
LOCATION
ZONE: 575, 675
The bevel gearbox has a 1.1 ratio.
inspection are the same as those used on the right
angle gearbox.
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FLAP TRANSMISSION COMPONENTS - ACTUATORS - BEVEL GEARBOX - 19
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TORQUE LIMITERS
A bi-directional torque limiter is incorporated in the
transmission input of each actuator.
A latching mechanical indicator shows if a lock out
torque has occurred.
FLAP TRACK FAIRING
A flap link arm is attached to the bottom flap surface
outboard of each track and transmits the drive from
the actuator directly to the flap.
Attached to the flap bottom, at tracks 2,3 and 4, is
an arm which operates the moveable track fairing during
flap movement.
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WING TIP BRAKE
IDENTIFICATION
FIN: 33CV, 34CV
LOCATION
ZONE: 575, 675
If pressure is not available to one piston, the other
piston provides sufficient torque to stop and hold the
torque shaft.
Access: 575EB/675EB between T3 and T4.
FLAP ASYMMETRY POSITION PICK OFF UNIT
IDENTIFICATION
FIN: 29CV, 30CV
LOCATION
ZONE: 575, 675
One Asymmetry Position Pick off Unit (APPU) is located
at the end of the transmission system in each wing.
They are identical to and interchangeable with the
Feedback Position Pick off Unit (FPPU) and the
Instrument Position Pick off Unit (IPPU).
Access: 575FB/675FB.
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27-84-00 SLAT TRANSMISSION COMPONENTS
CONTENTS:
Bevel Gearbox - 19
T Gearbox
Universal Joints
Steady Bearing Assembly
Torque Shafts
Bevel Gearbox - 63.5
Actuators
Torque Limiters
Slat Track Installation
Wing Tip Brakes
Asymmetry Position Pick Off Units
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SLAT TRANSMISSION COMPONENTS
BEVEL GEARBOX - 19
IDENTIFICATION
FIN: 6003CM
LOCATION
ZONE: 191
The bevel gearbox has a 1:1 ratio.
It is pre-packed with grease and incorporates unsealed
stainless bearings.
Inspection plugs are provided for on condition
maintenance.
T GEARBOX
IDENTIFICATION
FIN: 6005CM
LOCATION
ZONE: 191
The gearbox has a 1:1 ratio.
Bearings, seals, and methods of lubrication and
inspection are similar to those used on the 19 bevel
gearbox.
UNIVERSAL JOINTS
Universal joints are bolted to the ends of the torque
shafts.
This permits small angular changes of alignment and
wing flexing.
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SLAT TRANSMISSION COMPONENTS - 19 BEVEL GEARBOX - T GEARBOX - UNIVERSAL JOINTS
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STEADY BEARING ASSEMBLY
Steady bearings, attached to the structure, hold the
shafts where small angular changes of alignment are
present.
TORQUE SHAFTS
The torque shaft made from stainless steel are
connected through universal joints and supported in
steady bearings.
6012CM, 6062CM, 6024CM, 6074CM, 6034CM, 6084CM have
an additional flanged joint at the middle point of the
shaft.
BEVEL GEARBOX 63.5
IDENTIFICATION
FIN: 6009CM, 6059CM, 6011CM, 6061CM
LOCATION
ZONE: 191, 192
There are four 63.5 degree bevel gearboxes.
inspection are the same as those used on the 19 degrees
bevel gearbox.
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SLAT TRANSMISSION COMPONENTS - STEADY BEARING ASSEMBLY - TORQUE SHAFTS -
63.5 BEVEL GEARBOX
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ACTUATORS
IDENTIFICATION
FIN: 6013CM, 6063CM
LOCATION
ZONE: 521, 621
Two sizes of actuators are used.
The large diameter ones at T2 and T3 incorporate
additional gearing but construction and operation is
similar for all actuators.
They are pre-packed with grease for "life time"
lubrication.
Vent holes are provided in the casing for drainage of
any accumulated moisture.
TORQUE LIMITERS
IDENTIFICATION
FIN: 6013CM, 6063CM
LOCATION
ZONE: 521, 621
limiter which prevents excessive torque being
transmitted to the output.
A latching mechanical indicator is provided to show
when lock-out torque has occurred.
The mechanism may be reset by reverse operation but
the indicator remains extended until cancelled
manually.
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SLAT TRANSMISSION COMPONENTS - ACTUATORS - TORQUE LIMITERS
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SLAT TRACK INSTALLATION
IDENTIFICATION
FIN: 6013CM, 6063CM
LOCATION
ZONE: 521, 621
Each track runs in grease-lubricated vertical and side
load-rollers.
A fixed stop is provided at each end of the driven
tracks.
A gear track engages a pinion driven by the actuator
output shaft.
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SLAT TRANSMISSION COMPONENTS - SLAT TRACK INSTALLATION
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WING TIP BRAKES
IDENTIFICATION
FIN: 35CV, 36CV
LOCATION
ZONE: 522, 622
If the pressure is not available to one piston, the
other piston provides sufficient torque to stop and
hold the torque shaft.
ACCESS: 522SB / 622SB
ASYMMETRY PPUs
IDENTIFICATION
FIN: 31CV, 32CV
LOCATION
ZONE: 522, 622
One Asymmetry Position Pick off Unit (APPU) is located
outboard of track 12 on each wing. APPUs are identical
to and interchangeable with the Feedback Position Pick
off Unit (FPPU) and the Instrument Position Pick off
Unit (IPPU).
An adapter plate connects the APPU to the slat
transmission.
ACCESS: 522UB / 622UB
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SLAT TRANSMISSION COMPONENTS - WING TIP BRAKES - ASYMMETRY PPUs
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27-51-00 SLATS/FLAPS CONTROL AND
MONITORING COMPONENTS
CONTENTS:
Slats/Flaps Control Lever and Command Sensor Unit
Slats/Flaps Control Computers
Flap Disconnect Sensors
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SLATS/FLAPS CONTROL AND MONITORING COMPONENTS
SLATS/FLAPS CONTROL LEVER AND COMMAND SENSOR UNIT
IDENTIFICATION
FIN: 51CV
LOCATION
ZONE: 220
SLATS/FLAPS CONTROL COMPUTERS
IDENTIFICATION
FIN: 21CV, 22CV
LOCATION
ZONE: 127, 128
Slat Flap Control System (SFCS) n
o
2 flap channel may
be inoperative provided:
- Slats, Flaps and associated monitoring and
protection systems are fully operable on SFCS
1 and
- Operation of SFCS 1 Wing Tip Brakes are
confirmed by test before each flight and
- all ELAC, SEC, LGCIU, RA, FAC and ADIRS are
operative.
NOTE: Minimum idle on ground function is inoperative.
Refer to 73-20-07
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SLATS/FLAPS CONTROL AND MONITORING COMPONENTS - SLATS/FLAPS CONTROL LEVER AND COMMAND
SENSOR UNIT - SLATS/FLAPS CONTROL COMPUTERS
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SLATS/FLAPS CONTROL AND MONITORING COMPONENTS
FLAP DISCONNECT SENSORS
IDENTIFICATION
FIN: 38CV, 40CV, 37CV, 39CV
LOCATION
ZONE: 680, 580
Two flap disconnect sensors (on each wing) are fitted
on the interconnecting strut between inner and outer
flaps.
The flap disconnect sensors, which are proximity
sensors, detect any flap disconnection.
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SLATS/FLAPS CONTROL AND MONITORING COMPONENTS - FLAP DISCONNECT SENSORS
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27-54-00 FLAPS POWER CONTROL UNIT
COMPONENTS
CONTENTS:
Valve Blocks
Hydraulic Motors
Pressure Off Brakes
Position Pick Off Units
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FLAPS POWER CONTROL UNIT COMPONENTS
VALVE BLOCKS
IDENTIFICATION
FIN: 23CV, 24CV
LOCATION
ZONE: 147, 148
Valve blocks are identical and interchangeable with
those fitted to the slats PCU.
The solenoid valves, identical and interchangeable,
can be replaced without removing the valve blocks from
the PCU.
HYDRAULIC MOTORS
IDENTIFICATION
FIN:
LOCATION
ZONE: 147, 148
The Green or Yellow hydraulic motors may be inoperative
provided the Blue SLAT motor to remains operative
(refer to MMEL 27-51-01 A).
If the yellow flap motor fails and then the blue slat
motor, the flaps and slats system will operate on the
green system only.
This will involve a green low pressure and therefore
may lead to an under speed detection by SFCC 1 & 2
which will cause the system to lock.
To prevent such an event, the blue slat motor must be
operational if the aircraft is to be dispatched with
an inoperative yellow flap hydraulic motor.
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BRAKES - POSITION PICK OFF UNITS
EFFECTIVITY
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FLAPS POWER CONTROL UNIT COMPONENTS
PRESSURE OFF BRAKES
IDENTIFICATION
FIN:
LOCATION
ZONE: 147, 148
To replace the Pressure Off Brake, the associated
hydraulic motor must be removed first.
They are identical to those installed on the slats
PCU.
POSITION PICK OFF UNITS
IDENTIFICATION
FIN: 3CN, 27CV
LOCATION
ZONE: 147, 148
The IPPU and FPPU are identical to those fitted on the
slats PCU.
They are identical and interchangeable with the APPU
and can be replaced without removing the PCU from the
A/C.
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27-84-00 SLATS POWER CONTROL UNIT
COMPONENTS
CONTENTS:
PCU Valve Blocks
PCU Hydraulic Motors
Pressure Off Brakes
Instrument Position Pick Off Units / Feedback Position
Pick Off Units
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SLATS POWER CONTROL UNIT COMPONENTS
PCU VALVE BLOCKS
IDENTIFICATION
FIN: 25CV, 26CV
LOCATION
ZONE: 147, 148
Valve blocks are identical and interchangeable with
those fitted to the flap PCU.
The solenoid valves, identical and interchangeable can
be replaced without removing the valve blocks from the
PCU.
PCU HYDRAULIC MOTORS
IDENTIFICATION
FIN:
LOCATION
ZONE: 147, 148
Slat and Flap Control System n
o
2 slat channel may be
inoperative provided:
1) Slats, flaps and associated monitoring and
protection systems are fully operable on SFCS n
o
1 and
2) Operation of SFCS 1 Wing Tip Brakes are confirmed
by test before each flight and
3) All ELACs, SECs, LGCIUs, RAs, FACs and ADIRS are
operative.
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SLATS POWER CONTROL UNIT COMPONENTS - PCU VALVE BLOCKS - PCU HYDRAULIC MOTORS
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SLATS POWER CONTROL UNIT COMPONENTS
PRESSURE OFF BRAKES
IDENTIFICATION
FIN:
LOCATION
ZONE: 147, 148
To replace the POB, the associated motor must be
removed first.
Instrument Position Pick Off Units / Feedback Position
Pick Off Units
IDENTIFICATION
FIN: 4CN, 28CV
LOCATION
ZONE: 147, 148
The IPPU and FPPU are identical and interchangeable
with the APPU and can be replaced without removing the
PCU.
They are identical to those fitted on the flap PCU.
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EFFECTIVITY
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27-00-00 SLATS/FLAPS WARNINGS
CONTENTS:
Slats/Flaps Fault
Slats/Flaps Locked
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SLATS/FLAPS WARNINGS
SLATS/FLAPS FAULT
The present configuration is position 2 in flight.
In case of slat or flap fault, the MASTER CAUTION comes
on, an aural warning sounds and the word FLAP becomes
amber.
The failure is displayed on the ECAM page.
In this example, the selected flap position has not
been reached, the position number and the triangle
remain cyan and the green line turns to amber.
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SLATS/FLAPS WARNINGS - SLATS/FLAPS FAULT
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SLATS/FLAPS WARNINGS
SLATS/FLAPS LOCKED
The present configuration is 3 position.
In case of locked slat or flap, the MASTER CAUTION
comes on, an aural warning sounds and the word FLAP
becomes amber.
The failure is displayed on the ECAM page.
In this example, the selected slat position has not
been reached, the position number and the triangle
remain cyan and the green line turns to amber.
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SLATS/FLAPS WARNINGS - SLATS/FLAPS LOCKED
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27-00-00 SLAT FLAP CONTROL COMPUTER
CONTROL INTERFACES
CONTENTS:
Command Sensor Unit (CSU)
LH and RH Asymmetry Position Pick off Units (APPUs)
Feedback Position Pick off Units (FPPU)
LH and RH Wing Tip Brakes
Power Control Unit (PCU)
Air Data/Inertial Reference Units (ADIRUs)
Landing Gear and Control Interface Units 1 and 2
(LGCIU1 and 2)
Centralized Fault and Display Interface Unit (CFDIU)
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SLAT FLAP CONTROL COMPUTER CONTROL INTERFACES
COMMAND SENSOR UNIT (CSU)
The Command Sensor Unit sends two discrete signals to
each channel for a new Slat/Flap position demand.
LH and RH ASYMMETRY Position Pick off Units (APPUs)
The Asymmetry Position Pick Off Units send synchro
signals to each channel for asymmetry detection and
system monitoring.
FEEDBACK Position Pick off Units (FPPU)
The position of the Power Control Unit output shaft
is measured by the Feedback Position Pick Off Unit and
sent to the computers for system control and
monitoring.
WING TIP BRAKES (WTB)
Discrete outputs from the computers are sent to the
Wing Tip Brakes for solenoid valve control.
POWER CONTROL UNIT (PCU)
Discrete outputs from the computers are transmitted
to the Power Control Unit for solenoid valve control.
Analog signals are sent by the Linear Variable
Differential Transducers to monitor the control spool
valves of the PCU.
AIR DATA / INERTIAL REFERENCE UNITS (ADIRUs)
Air Data / Inertial Reference Units 1 and 2 send
corrected angle of attack and computed air speed data
for ALPHA LOCK computation.
LANDING GEAR CONTROL AND INTERFACE UNITS (LGCIUs)
Landing Gear Control and Interface Units send flap
disconnect data for control of flap attachment failure
detection.
CENTRALIZED FAULT AND DISPLAY INTERFACE UNIT (CFDIU)
The CFDIU sends data about failure environment and
command words for BITE tests.
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SLAT FLAP CONTROL COMPUTER CONTROL INTERFACES
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27-00-00 SFCC MONITOR INTERFACES
CONTENTS:
Flight Warning Computers
System Data Acquisition Concentrators
Elevator and Aileron Computers - Spoiler Elevator
Computers
Flight Augmentation Computers
Ground Proximity Warning Computer
Centralized Fault Display Interface Unit
Air Data/Inertial Reference Units
Cabin Intercommunication Data System
Engine Interface Units
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SFCC MONITOR INTERFACES
FLIGHT WARNING COMPUTERS (FWCs)
The Instrumentation Position Pick off Units supply
slat/flap position data to the Flight Warning Computer,
for warning activation.
SYSTEM DATA ACQUISITION CONCENTRATORS (SDACs)
The System Data Acquisition Concentrators receive
ARINC data in order to generate the appropriate ECAM
displays. Information received from the SFCCs can be
displayed after the flight on operator request. Level
2 cautions, resulting from flap system faults, are
processed in the System Data Acquisition Concentrators
(SDACs) and then displayed on the ECAM upper display.
Slat channel interface is identical.
ELEVATOR and AILERON COMPUTERS (ELACs), SPOILER
ELEVATOR COMPUTERS (SECs)
Position data received from the Slat Flap Control
Computers are used for electrical flight control law
selection.
FLIGHT AUGMENTATION COMPUTERS (FACs)
Position data sent to the Flight Augmentation Computers
are used for flight envelope protection computation.
GROUND PROXIMITY WARNING COMPUTER (GPWC)
The Ground Proximity Warning Computer receives the
flap position data for approach and landing via the
control panel 21VU.
There is no slat information sent by the SFCC slat
channel
CENTRALIZED FAULT DISPLAY INTERFACE UNIT (CFDIU)
The Centralized Fault Display Interface Unit receives
failure data from the Slat Flap Control Computers and
command words for the BITE test.
Information received from the SFCCs can be displayed
after the flight on operator request.
Test plugs can be used for trouble-shooting when the
Centralized Fault Display System is inoperative or not
installed.
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AIR DATA/INERTIAL REFERENCE UNITS (ADIRUs)
Flap position data are used by the Air Data / Inertial
Reference Unit for Angle Of Attack and static source
correction.
Flaps higher than 9
o
and 34
o
data are used for Angle
Of Attack correction.
Flaps higher than 19
o
is used for the static source
correction. There is no slat channel interface to the
Air Data / Inertial Reference Units.
CABIN INTERCOMMUNICATION DATA SYSTEM (CIDS)
The Cabin Intercommunication Data System receives slat
flap position discretes for automatic lighting of cabin
passenger signs.
ENGINE INTERFACE UNITS (EIUs)
The Engine Interface Unit receives a slat flap lever
retracted position discrete for minimum idle.
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27-00-00 CFDS SPECIFIC PAGE PRESENTATION
CONTENTS:
EFCS 1 (Specific Pages)
SFCC-1 (Specific Pages)
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CFDS SPECIFIC PAGE PRESENTATION
EFCS 1
LAST LEG REPORT
The LAST LEG REPORT displays all the system failures
which appeared during the last flight.
The failure messages contain the name of the failed
LRU associated with the time at which the failure
occured and the ATA reference.
TROUBLE SHOOTING DATA
The TROUBLE SHOOTING DATA displays complementary fault
information concerning the system status before and
after the failure occurence.
This function can be called from the "LAST LEG REPORT"
and "PREVIOUS LEGS REPORT".
EFCS 1
PREVIOUS LEGS REPORT
The PREVIOUS LEGS REPORT presents failure messages
having affected the system during the previous 64
flight legs.
The additional information presented is identical to
that presented in the LAST LEG REPORT.
EFCS 1
MEMORY
The bite memory is used for workshop maintenance only.
It gives information in hexadecimal code.
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EFCS 1
TEST
CAUTION : SURFACES WILL MOVE
AILERON DAMPING TEST
This test is driven by the FCDC and performed by the
two ELACs.
For each movement the FCDC memorizes a deflection speed
and a pressure drop, then it deducts a damp factor.
The test is not satisfactory when one of the four damp
factors is lower than the minimum value.
Tested components : aileron servo control actuators
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CFDS SPECIFIC PAGE PRESENTATION T
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SFCC-1
Normally two SFCC menu pages are transmitted to the
CFDS by the selected SFCC.
But, in case of:
- PIN PROGRAMMING DISAGREEMENT
If there is a Pin Programming disagreement
installation, the SFCC transmits a " PIN PROG
DISAGREE " message.
In this case, no further pages shall be
provided.
- SLAT CHANNEL NOT AVAILBLE
If slat channel is selected but not available
the SFCC transmits a " SLAT NOT AVAILABLE "
message in all options.
SLT SYSTEM STATUS
The display features the faults (class 1 or 2)
affecting the system at the time of interrogation.
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SFCC-1
SLAT TEST RESET
SFCC TEST FAILURE REPORT (MEMORY READ OUT)
Failure data from the automatic integrity test (PWR
UP TEST) or from the maintenance test (SFCC-TEST) is
stored in the SFCC TEST FAILURE REPORT.
If there is no failure, therefore no report, the "NO
FAULTS" message is displayed.
To read the failure message, the corresponding failure
report has to be selected.
On selection of one PWR UP TEST report, the failure
message is displayed.
NOTE: "L1: OUTPUT DISCRETES" denotes failure messages
about LANE 1.
"L2: OUTPUT DISCRETES" denotes failure messages
about LANE 2.
WTB-RESET
When the START WTB RESET key is pressed, the associated
WTB solenoid valves are reset and the result is
displayed.
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SFCC-1
SLT SYSTEM DATA
PPU
The slat PPU data is refreshed every 5 seconds with
updated data.
NOTE: "272.3" represents the decimal value of the
synchro angles.
"C1A" represents the hexadecimal value of the
same data.
ARINC 429 INPUT STATUS
Whatever the selection SLAT ARINC INPUT STATUS or FLAP
ARINC INPUT STATUS the display has the same
presentation. Except for FLAP an additional STATUS
message is displayed concerning ARINC 429 inputs from
LGCIU: ("LGCIU OK").
DISCRETE INPUTS
The status of the slat discrete inputs is displayed
on the MCDU.
NOTE: "$" represents function set (1) or function reset
(0).
"%" represents logic 1 or logic 0 as determined
by input circuit.
"AOG" means Aircraft On Ground.
"SGOI" means System Ground Operation Inhibit.
NOTE: The following data are available only in the
flap channel.
"XX...XX" replaces FLAP RELIEF ENABLED or FLAP
RELIEF DISABLED or FLAP RELIEF CODING FAIL
"YY...YY" replaces MAX FLAP 25 DEG or MAX FLAP
CODING FAIL
X-LINK INPUT
Each channel receives and validates the following
information:
- LABEL 23 Attachment data
- LABEL 60 Diagnosis data
- LABEL 61 Unused
- LABEL 62 System Status Word data
- LABEL 63 FPPU Synchro Angle data
- LABEL 64 LH APPU Synchro Angle data
- LABEL 65 RH APPU Synchro Angle data
- LABEL 67 WTB/POB data word
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SFCC-1
TROUBLE SHOOTING DATA
The "TROUBLE SHOOTING DATA" item provides additional
data about the failures (all classes) recorded during
the last and previous legs.
The failure selected on the previous page is displayed
with its snapshot data at the occurence of this
failure.
SFCC-1
ON GROUND FAULTS
The MCDU displays the faults stored in the "on ground
failure memory"(generally limited to the 3 last faults
recorded).
But if no failures are stored, the MCDU displays the
"NO FAULTS" message.
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27-Flight Control

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TECHNICAL TRAINING MANUAL

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