01

27 - FLIGHT CONTROLS

General Principles -The control is achieved through conventional surfaces. The

roll and pitch controls of the aircraft are electrical. They are based on two
different types of digital computers (ELAC and SEC), each of them being able to
control the aircraft in both axes. Monitoring and redundancy within the flight
control system, aircraft sensors, power and hydraulic generation ensure a high
degree of availability of the electrical control. The basic yaw control is
hydromechanical as well as the alternate horizontal stabilizer control, thus
providing the ability to keep the aircraft in flight during a temporary complete loss
of electrical power. However, in normal conditions, some rudder control functions
(trim, travel limitation) are achieved by the FAC. The normal pitch control law is
basically the closed loop control of the load factor, and includes flight envelope
protections. The normal lateral control law combines the roll rate control, turn
coordination and Dutch roll damping functions.

Ailerons - The roll control of the aircraft is achieved by one wing tip aileron
augmented by four spoilers on each wing. The ailerons are manually controlled
from the side stick controllers or automatically in autopilot function. Each aileron
can be powered by two servocontrolssignalled by two Elevator and Aileron
Computers (ELAC) and supplied from different hydraulic systems. In normal
operation, the roll function of the ailerons is achieved through the ELAC 1 and the
associated servocontrols in active mode, the ELAC 2 being in standby and its
associated servocontrols in damping mode. In the event of a failure, the ailerons
become automatically controlled by the ELAC 2 (roll) and the associated
servocontrols switched to the active mode, the others being now damped. If a
multiple failure condition causes the loss of the control of the two servocontrols
of an aileron, the servocontrols automatically switch to the damping mode. This
operating mode is also automatically engaged in the event of loss of pressure.
Two independent side stick controllers are installed in the cockpit. They include
the roll and pitch position transducers and feel mechanisms, and a solenoid-
operated detent that locks the control lever in neutral position when the
autopilot is engaged.

Rudder- The rudder mainly permits to achieve the yaw control. The rudder is
actuated by three servo controls. The servo controls can be driven: - in manual
mode: either mechanically from the pedals , or electrically from the side stick
and/or the rudder pedals in autopilot control mode: from the FMGECs. The
rudder is powered by three servo controls mechanically signalled from the pedals
through a single load path linkage fitted with a centering spring device that holds
the servocontrol input in the neutral position if a disconnection occurs. Each set
of pedals is fitted with a position transducer. Feel is provided by a spring rod, the
zero force position of which is controlled by an electrical trim actuator. A
solenoid-operated mechanism increases the feel force threshold when the
autopilot is engaged. Two yaw-damper electrohydraulic servoactuators
connected to a common output lever drive the linkage through a differential lever
arrangement. One servoactuator is normally operating, the other being by-
passed. A spring rod is provided to center the actuators when both of them are
depressurized. The maximum control stroke is restricted by the Travel Limitation
Unit as a function of the airspeed. The trim actuator, the yaw damper
servoactuators and the travel limitation unit are normally controlled by the Flight
Augmentation Computer (FAC) 1, the FAC 2 being in standby. In addition to their
basic function, the trim

02

actuator and the yaw damper servoactuators are used to introduce the autopilot
signals. Rudder immobilization or runaway in the event of a servocontrol valve
jamming is prevented by a spring rod and pressure relief valve arrangement.

Elevators - The pitch control of the aircraft is achieved by two mechanically

independent elevators controlled manually from the side stick controllers or
automatically in autopilot function. Each elevator can be driven by two
electrohydraulic servocontrolssignalled by the ELACs or SEC 1 or 2, and supplied
from different hydraulic systems. In normal operation the elevators are controlled
by the ELAC 2 and the associated servocontrols in active mode, the other
computers being in standby and the servocontrols in damping mode. In the event
of a high load-factor demand that would cause one servocontrol to stall, the
second servocontrol is operated. In the event of failure, the elevators are
controled by ELAC1, then by SEC2 or SEC1. In the event of the loss of control of
the two servocontrols of the elevator, the servocontrols are automatically
switched to a centering mode and hold the surface in the neutral position
(Electrical control loss). In the event of the loss of the two hydraulic systems
supplying the servocontrols of one elevator, the damping mode becomes
automatically engaged. The side stick controller operation for the pitch control is
similar to the roll control.

Trimmable Horizontal Stabilizer -The pitch trim function is achieved by the

Trimmable Horizontal Stabilizer (THS) either automatically in normal in-flight
manual mode or autopilot function or manually from the handwheels in normal
ground operation or in-flight failure condition. The THS is moved and held by a
THS actuator that includes a double load-path ball screw powered by two
differentially coupled hydraulic motors mechanically servocontrolled. The ball
screw is fitted with a no-back brake, the motors are fitted with pressure-off
brakes. The control loops include a device that applies both pressure-off brakes in
the event of either control valve jamming. The input shaft of the THS actuator is
normally driven by an electrical motor servocontrolled by the ELAC 2, two other
motors controlled respectively by ELAC 1 or SEC 1 and SEC 2. The input shaft of
the THS actuator can also be manually driven by the pilots through a mechanical
linkage normally moved by the handwheels. An overriding mechanism gives the
priority to the mechanical control over the electrical control.

Spoilers- Five spoiler surfaces are provided on each wing to achieve the functions
below : · roll spoiler (surfaces 2 to 5) · speedbrake (surfaces 2 to 4) · ground
spoilers (all surfaces). These surfaces are manually controlled from the side stick
controllers (roll spoilers), speedbrake control lever (speedbrake) or automatically
in autopilot and ground spoiler function. Each surface is controlled by one
servocontrol supplied from the Green, Yellow or Blue system and signalled from
the SEC 1, 2 or 3. The combination of the different functions is achieved in the
computers. In the event of an electrical failure, the associated surface is
hydraulically held down. In the event of a hydraulic failure, the servocontrol is
hydraulically locked in one direction to prevent the surface from raising. In both
cases the control of the symmetrical surface is automatically inhibited.

03

Electrical Flight Control System

General - The Electrical Flight Control System includes the ELACs, the SECs, the
Flight Control Data Concentrators (FCDCs) and vertical accelerometers.

The EFCS is built according to the principles below : (a) Redundancy and
dissimilarity- The EFCS includes two ELACs, three SECs, two FCDCs and four
accelerometers. The ELACs and SECs are both able to achieve the roll and pitch
control of the aircraft. These two types of computer differ by their internal
architecture, hardware, type of microprocessor, software. For each computer
type, the control and monitoring software are different. (b) Monitoring -The
monitoring of each computer (ELAC, SEC) is achieved as follows: · Monitoring
channel: Each computer consists of two physically and electrically-separated
channels, one being dedicated to the control functions, the other to the
monitoring of these. These two channels perform the actuator command signal
computation using different digital processes. The monitoring channel
permanently compares the results of these computations and inhibits the signal
to the actuator, should a discrepancy occur. · Self-monitoring capacity : Each
channel is able to detect the failure of the critical signals it receives or emits and
to detect internal failures by test of the processor and monitoring of its internal
power supply. · Cross-talk : Each control and associated monitoring channel
permanently exchanges information via digital buses, therefore consolidating and
validating information received from different sensors. · Automatic power-on and
pressure-on safety tests performed without movement of the surfaces. (c)
Installation -The installation takes into account the principles below : · Wiring
installation : specific connectors are used for the EFCS. Electrical routes 1 are
used for items powered from the emergency electrical supply, routes 2 are used
for items powered from the normal electrical supply. Control signals are routed in
routes S, monitoring signals are routed in routes M. In the sections exposed to
the engine burst the EFCS cables are shared between the normal and deviated
routes. · Protection against lightning strikes : in the exposed areas the wires are
installed in metal shields - for each signal the wires are twisted. The grounding of
signals is not achieved in the exposed areas. Aileron-related wires are routed in
the leading edge whereas spoiler-related wires are in the trailing edge. The inputs
of the computers include low-pass filters and overvoltage protections if the
associated wires are routed in exposed areas.

(2) Control laws- The different control laws and associated protections, as listed
below may be used, depending on the integrity of the flight control and flight
augmentation systems and their peripherals. They are implemented in the
computer.

(3) Roll and yaw controls : (a) Roll normal law - This is the combined control of
the ailerons, spoiler surfaces 2 to 5 and rudder from the side stick controllers
coupled according to the priority logic. In flight, it achieves the control and the
limitation of the roll rate, providing a neutral spiral stability up to 33 degrees of
bank angle, the turn coordination and the dutch roll damping. It requires gains
depending on the ground/flight condition, airspeed and configuration. On the
ground it provides a fixed relationship between the side stick controller angle and
the aileron and spoiler deflections. The rudder

04

can also be directly controlled either mechanically from the pedals or from the
trim switches. The rudder deflection is limited as a function of the airspeed.

(b) Roll direct law - This is the control of the aileron and spoiler surfaces 2 to 5
from the side stick controllers coupled according to the priority logic. It achieves
the control of the above surface angles using gains depending on the
configuration.
(c) Alternate yaw control - This is the direct control of the rudder from the pedals
or the trim switches complemented by a limited-authority dutch-roll damping
function using gains depending on the configuration. The rudder deflection is
limited as a function of the airspeed.

(4) Pitch control : (a) Pitch normal law - This is the combined control of the
elevators and THS from the side stick controllers coupled according to the priority
logic to achieve the load factor control. It requires load factor and pitch attitude
rate feedbacks, variable gains depending on ground/flight condition, radio
altimeters, airspeed and configuration. It includes a high angle-of-attack
protection and a load factor limitation that cannot be overriden by the crew, and
an overspeed protection. On the ground, it provides a fixed relationship between
the side stick controller angle and the elevator deflections.

(b) Pitch alternate law - This is the control of the elevators and the THS, if
operative, from the side stick controllers coupled according to the priority logic to
achieve the load factor control. It uses limited authority load factor and pitch rate
feedbacks and gains depending on the configuration. It includes a load factor
limitation that cannot be overriden by the crew and alternate protections.

(c) Pitch direct law - This is the control of the elevator angle from the side stick
controllers coupled according to the priority logic with a gain depending on the
configuration. Pitch trim can be achieved via the mechanical control of the THS.

(5) Speedbrake control- This is the control of the position of the spoiler surfaces
2 to 4 from the speedbrake control lever.

(6) Ground spoiler control- This is the automatic full deployment of all the
spoiler surfaces at touch down.

(7) Description of Flap and Slat Control : (a) Flap Control Achieved on each wing
by one inboard flap and one outboard flap. (b) Slat Control Lift Augmenting
Achieved on each wing by five slats.

Flight Controls Power Supply A. Electrical Power Supply - The ELAC 1 and SEC 1
are each supplied from a DC essential busbar (4PP for the ELAC 1 and SEC 1), the
battery 1 taking over instantaneously through a dedicated diode device (Power
Supply Uncoupling Unit) when the voltage level drops below the battery output
voltage. A relay ensures the battery supply line breaking on the ground 30s after
the second engine shut down. The ELAC 2, and the THS motor 1 are normally
supplied from the DC normal busbar 2PP. In case of loss of this busbar
(particularly after the loss of both main generation channels,

05

or after a double main TRU failure), these supplies are automatically switched
over to the battery 2 by means of two relays, for a fixed period of 30s. The SEC 2,
the SEC 3, the THS electrical motor 3 , and FCDC 2 are supplied from the DC
normal busbar 2PP. The THS electrical motor 2 is supplied from the DC essential
busbar 4PP. The FCDC 1 is supplied from the DC essential busbar 8PP

B. Hydraulic Power Supply - The flight controls are powered by the three
independent hydraulic systems ; redundancy is such that with two hydraulic
systems failed, the remaining system can operate the aircraft within an
acceptable range of the flight envelope. Hydraulic characteristics of flight control
components are given in the component description paragraphs. (1) Priority
Valves - Priority valves are installed upstream of the components below : · Blue
system : slat power control unit (PCU) motor · Green system : flap and slat PCU
motors · Yellow system : flap PCU motor in order to avoid supply pressure of the
main flight control components dropping below approximately 130 bars (1885
psi) when various hydraulic user systems are operated simultaneously. (2)
Leakage Measurement Valves- Ground maintenance isolation valve blocks are
installed in the flight controls hydraulic supply lines to allow measurement of
internal leakage of the components installed downstream of these valves and
valve jamming detection tests. (3) Safety Valve - To preserve the Green system in
case of engine burst, a safety valve is installed.

AILERON

General -One aileron (operational at all speeds) and four spoilers ensure roll
control on each wing. The Elevator and Aileron Computers electrically control the
ailerons. The Spoilers and Elevator Computers electrically control the spoilers. The
two side stick controllers deliver electrical signals which are used for the
computation of the control orders. The operation of the artificial feel system is
independent of the flight conditions. There is no roll trim control. Two
electrohydraulic servocontrolshydraulically actuate each aileron. One
electrohydraulic servocontrol hydraulically actuates each spoiler. The position of
the surfaces is indicated on the lower ECAM display unit through the Flight
Control Data Concentrator (FCDC) . On ground, with hydraulic systems not
pressurized, the ailerons may or may not droop down to the servocontrol stop
depending on the scatter of bearing and seal friction.

System Description A. Interface with the Autopilot System. In AP mode, the

FMGC orders are received by the ELACs which transfer to the SECs the order
which correspond to roll spoiler control. The position of the side stick control is
not slaved to the AP control orders. The pilots can cancel the automatic mode,
through the override of a disengaging system (which includes a spring device and
a solenoid) installed in each side stick

AILERON AND HYDRAULIC ACTUATION

The hydraulic actuation is achieved by two electrohydraulic servocontrols for each

aileron.

General- The four fixed-body servocontrols (two per aileron) are interchangeable.

06

Operation after a hydraulic failure- The closing valves (2) and (3) close and isolate
the servocontrol from the hydraulic system of the aircraft. If there is a rupture of
the aircraft return line, the return relief valve holds the volume of fluid in the fluid
reserve. The mode selector valve moves under the action of its spring. Then the
servocontrol operates in the damping mode.
Special Case After hydraulic depressurization - a difference in droop speed and
travel between the two ailerons is possible. This is because of the variations of
friction in the attachments and the servo control. This difference is correct.

RUDDER

General - One rudder surface provides the yaw control. The main control is
mechanical. The trim control is electrically [Link] artificial feel is ensured
by: · a spring rod, the stiffness of which is independent from the flight conditions,
· a centering spring. At high speeds, a travel limitation unit limits the rudder travel
in relation to the airspeed . This is to prevent the transmission of excessive loads
to the structure by the rudder. Three fixed-body servocontrols with mechanical
input provide the hydraulic actuation .The position of the rudder is shown on the
lower display unit of the ECAM system

. A. Interface with the Autoflight System- An electric trim actuator is connected to

the artificial feel and trim unit upstream of the travel limitation unit. In all the
modes, it drives the complete control via a spring device that the pilots can
override. Two yaw damper servo-actuators are installed between the artificial feel
and trim unit and the travel limitation unit. They drive the aft control via a
differential linkage. The signals of the yaw damper servo-actuators are added to
those of the pilots up to the maximum travel allowed by the travel limitation unit.
Two transducer units near the pedals send data to the FACs via the ELACs.

B. Interface with the Braking System -Levers attached to each pedal provide
braking inputs when the pedals turn about their axis.

C. Interface with the Nosewheel Steering System -. The pedal transducer units
send data to the BSCU via the ELACs for the nosewheel steering system.

RUDDER MECHANICAL CONTROL

General -Three mechanically-controlled fixed-body servocontrols operate the

rudder. Two interconnected pairs of pedals drive a mechanical linkage. This
linkage is single up to the artificial feel and trim unit and up to the actuating lever
of the middle servocontrol. An adjuster which consists of a lever-controlled rack
assembly is used to adjust the position of the pedal assembly. Downstream of the
actuating lever of the middle servocontrol, the linkage is duplicated up to the
travel limitation unit (which is fail safe). Thus, any single disconnection does not
involve a loss of travel limitation without a loss of rudder control. This is to avoid
a hidden failure of the travel limitation due to single failure. The yaw damper
signals are introduced through a differential mechanism, located downstream of
the aft cable run.

07

Component Description :A. Cable Tension Regulator 103CM -One cable tension
regulator maintains a constant tension on the cable (22 daN plus or minus 3 daN
(49.5 lbf plus or minus 7 lbf)). It has a provision for the installation of a special tool
used to install the regulator on the aircraft.

B. Servocontrol Actuating Spring Rod- The actuating spring rod of the rudder
servocontrol prevents the runaway of the control system if an input lever jams on
its servocontrol body. It permits the control of the other two servocontrols if a
spool valve jams.

C. Centering Spring Rod of the Upper and Middle Servocontrols -This centering
spring-rod is used in the event of a rupture or disconnection of the linkage
between the artificial feel and the middleservocontrol actuating lever. It avoids a
rudder deflection greater than 2 deg. with vertical acceleration Mz = 1g and
greater than 15 deg. with vertical acceleration Mz = 2.5g .

D. Rods, Cables (1) Rods - The push-pull rods are adjustable or non-adjustable
length rods. They have replaceable ends. In order to eliminate the influence of
extreme temperature differences between outside and inside the rudder, the
control rods on the rudder mechanical linkages are made of carbon fiber. (2)
Cables -The flexible cables (3.2 mm/0.126 in. dia.) are made of zinc-coated carbon
steel. The cable end-fittings are foolproofed and turnbuckles are clip-locked. The
fairleads are of the static type. Their supports permit the passage of the cable
end-fittings. At bulkheads, the cables are fed through pressure seals.
E. Stops and Rigging Facilities (1) Pedal stops- Pedal maximum travel is limited in
both directions by non adjustable stops. (2) Rudder operational stops - Maximum
input to the servocontrols is limited by the travel limitation unit. (3) Rudder travel
stops- These are the stroke end stops (non adjustable) of the servocontrols, never
reached in normal operation. (4) Rudder structural stops - when the servocontrols
are not installed. There are no specially designed stops between the rudder and
the structure of the vertical stabilizer. (5) Adjustable lever- The length of one of
the levers between the pedals and the tension regulator is adjustable in order to
maintain maximum travel of the rudder within the design limits. (6) Rigging pins -
Rigging pin holes are provided. (7) Pedals position adjustment- The rudder pedals
adjustment range is approximately 0 to 12 graduations.

RUDDER TRIM ACTUATION

General : The rudder trim control is electrically signalled. An electric actuator

installed in the tail area drives a trim screwjack via a rotary shaft and universal
joints. The actuator is manually controlled via the FACs from the control panel
located on the center pedestal, at a constant speed. A reset function initiated
when you press a RESET pushbutton switch on the control panel permits to null
the rudder trim position through the FACs. The rudder trim position is shown on
the control panel. The FACs also control the trim actuator in AP mode. NOTE: The
maximum admissible rudder trim limits indicated on the control panel when the
aircraft is stabilized in heading with the AP engaged are RH 1 DEG and LH 2.3 DEG.

08

3. Component Description :A. Rudder Trim Actuator - 10CC (1) The actuator has
two 3-phase asynchronous motors installed on the same shaft (but they are
electrically independent and controlled by independent plug-in electronic
assemblies). The motors are permanently coupled to a reduction gear which
drives the output shafts via a torque limiter. (2) Non-locking rotary stops limit the
actuator stroke. (3) The main output shaft is internally duplicated by a second
shaft which permits a duplicate recopy (this duplication prevents the loss of the
four transducers if there is a single rupture). (4) The output shaft drives four
inductive transducer units : · the main output shaft drives the feedback
transducer unit of one channel and the monitoring transducer unit of the other
channel through a reduction gear · the internal output shaft drives the other two
transducer units in the same manner. (5) An externally-visible index on the last
actuating gear of one of the transducer units shows the zero position of the
output shaft. (6) A tapered rigging pin is used to set the output shaft at mid
angular travel (zero trim position and zero reference for setting of transducers).
There is no damage if a motor is energized with the pin in position. (7) The
actuator is sealed and has a desiccant patch, the color of which is externally
visible. (8) Electronic assembly : · a monitoring output makes the test of the
electronic circuitry possible · a monitoring power supply permits the automatic
test of the electronic assembly at each FAC.

4. Control and Indicating A. Control Panel- The RUD TRIM control panel includes : ·
a RUD TRIM control switch · a RESET pushbutton switch · a RUD TRIM indicator (1)
RUD TRIM control switch- 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. (2) RESET pushbutton switch -This pushbutton
switch permits to automatically reset the rudder trim to zero. After a RESET
selection through push action on the pushbutton switch, this switch returns to its
initial position. (3) RUD TRIM indicator -A digital indicator (1/10 resolution) shows
the rudder trim travel together with the direction (L or R).

ARTIFICIAL FEEL AND RUDDER TRAVEL LIMITING – ACTUATION

Rudder Artificial Feel - An artificial feel and trim unit is installed downstream of
the cable quadrant. It consists of a trim screwjack (Ref. 27-22) and a constant-
resisting load spring-rod that the trim screwjack holds in the neutral position. The
artificial feel and trim unit also comprises a system which overrides the autopilot.
This system is engaged when the AP mode is selected. The function of the spring
rod is: · to provide an artificial feel load proportional to the rudder deflection, · to
provide an accurate centering of the surface to neutral in the absence of a control
input, · to hold the upstream control at neutral when the yaw damper
servoactuator supplies signals to the servocontrol. NOTE: The centering spring
force is added to the artificial feel force that the artificial feel and trim unit
supplies (Ref. 27-21).

Rudder Travel Limiting -The rudder-travel limiting system limits the control inputs
to the servocontrols to change the rudder travel in relation to the airspeed (Vc).
The limitation is such that the maximum deflection of the rudder remains lower
than the deflection which would induce limit loads on the structure, throughout
the flight envelope. The system is made of a travel limitation unit which is under
the control of the Flight Augmentation Computers (FACs) (Ref. ch. 22). A
simplified emergency control

09

system (open loop) brings back automatically the stops to the "low-speed"
position when the two FACs are failed and slats are extended.

3. Component Description :A. Rudder-Travel Limitation Unit (TLU) 4CC (1)

General- The mechanical design of the TLU is such that a single mechanical failure
(rupture or disconnection) cannot cause the loss of the travel limitation function.
The TLU has two brushless electric motors separately controlled by an electronic
assembly. Each motor drives two screws via a reduction gear and permits the
symmetrical linear displacement of two nuts used as adjustable stops. (The two
nuts have opposite pitches). A non-locking rotary stop limits the stroke of one of
the screw/nut assemblies which are irreversible. There are two levers on each
connection shaft; one is connected to the input rod and the other is used as a
punctual stop. The movement of each screw is transmitted to a transducer unit
(RVDT) via a reduction gear which permits to indicate the position of the variable
stop. Two rigging pins are used to set the two levers to the zero position (mid
stroke). To prevent icing, there is a heating system which includes two coils and
their regulating thermostats.

B. Normal control circuit -The motor itself is a 3-phase asynchronous motor with
no brushes: · the associated electronic set supplies the motor windings with
variable voltage and variable frequency which are function of the input signal
(representative of the position error), · the system permits to get torque/speed
characteristics for the motor equivalent to those obtained with a DC motor, · a
relay isolates the motor windings from the electronic set output when its coil is
not energized by the enable signal. Moreover, in this situation, the output signals
are sent back to the monitoring circuits for comparison with fixed thresholds · the
command signal that the computer dedicated to each electronic set sends is a DC
current which varies between plus or minus 8 mA into a 500-ohm resistor (for the
computer, the motor is equivalent to a standard servovalve), · another relay
upstream of the actuator and controlled by the computer supplies the 28VDC
power.

C. Emergency control circuit -When the two FACs can no longer achieve normal
control (for example if the two electronic power sets of the TLU are failed), an
emergency control brings back the stops to the low speed configuration
(maximum possible deflection of the rudder) when slats are extended. For this,
the motor is used as a 2-phase asynchronous motor energized by 26 V 400 Hz
power. This control mode is achieved when the coil of a specific relay is energized
for a period of 30 s approx (this time is greatly sufficient to bring back the stops to
the low speed configuration). The motor is then able to sustain the energization
of the windings during a long period, without any rotation, because the stops are
reached.

RUDDER HYDRAULIC ACTUATION

General -Three fixed-body servocontrols with mechanical input are used to

hydraulically actuate the rudder. Each servocontrol is powered by a different
hydraulic system.

RUDDER POSITION INDICATING 1. General -The position of the rudder is shown

on the lower display unit of the ECAM system. This position is transmitted to the
SDAC through a position transducer. A triangle NSA950200 is sticked on the tail
cone structure. At the zero position, the center of gravity of this

10
triangle is in line with the rudder lower trailing edge NOTE: The rudder trim
travel is shown on the rudder trim indicator in the form of a digital value. This
information is supplied by the FAC through a position transducer installed on trim
actuator (Ref.27-22).

YAW DAMPER ACTUATION

General-Two electrohydraulic yaw damper servo-actuators under the control

of the FACs (Ref. 22-61) are installed between the artificial feel and trim unit and
the travel limitation unit (TLU). They drive the aft control via a differential linkage.
The yaw damper servo-actuator orders are added to those of the pilots up to the
maximum travel that the TLU permits. One of the two servo-actuators is active,
the other remains in standby (bypass mode). In the event of a double hydraulic
failure, a centering spring rod sets the two yaw damper servo-actuators to the
neutral position.

Component Description A. Yaw Damper Servo-Actuator 3CC1 , 3CC2 (1)

General -The two electrohydraulic servo-actuators are interchangeable. Each
servo-actuator includes : · one piston with a transducer unit (LVDT) isolated from
the hydraulic fluid · one valve group which includes mainly : one servovalve (2)
two solenoid valves (1) two mode selector valves (3) one pressure switch (5) The
design is such that a single failure cannot prevent the selection of the bypass
mode.

ELEVATOR

General -two elevators hinged on the trimmable horizontal stabilizer (THS) ensure
the pitch [Link] elevators are controlled by : · the Elevator and Aileron
Computers in the normal mode · the Spoiler and Elevator Computers in case of
ELAC failure. The control orders are computed from signals that the two
electrically-coupled side stick controllers send. The artificial feel system operates
independently of the flight conditions. Two electrohydraulic
servocontrolshydraulically actuate each elevator. The position of the elevators is
shown on the lower display unit of the ECAM system via the Flight Control Data
Concentrator . On ground, with hydraulic systems not pressurized, the elevators
may or may not droop down to the servocontrol stop depending on the scatter of
bearing and seal friction.

Interface with the Autopilot System - In the AP mode, the ELACs receive the
FMGC orders and transfer them to the servocontrols. The pilots can cancel the
automatic mode through the override of a disengagement system, installed on
each side stick controller. The disengagement system includes a spring device and
a solenoid energized by the FMGCs.

ELEVATOR AND HYDRAULIC ACTUATION

General -Two electrohydraulic servocontrols hydraulically actuate each elevator.

Component Description : A. Elevator Servocontrol 34CE1 , 34CE2 , 34CE3 ,

34CE4 -

General - Each elevator is equipped with two interchangeable fixed-body

electrically-controlled servo controls. Each servo control is connected to two
ELACs and to two SECs. NOTE: vibrations could occur in

11

the following configuration: · vibrations along the cabin and in the cockpit and ·
elevator control with SECs active and ELACs not active, No trouble shooting is
necesary (elevator oscillations are wider in SEC mode than ELAC mode). Each
elevator is actuated by a servo control in the active mode, while the other is in
the damping mode. the active computer achieves the closed loop control of one
servo control and commands the damping mode on the adjacent servo control. In
the normal configuration, the inboard servo control is in the active mode.

Special case After hydraulic depressurization -a difference in droop speed and

travel between the two elevators is possible. This is because of the variations of
friction in the attachments and the servo control. This difference is correct.

During flight, vibrations may occur with the current elevator neutral setting
combined with backlash at the elevator servo control attachments. To avoid this
situation, the elevator zero position is shifted 0.5 deg nose-up, trailing edge
upwards

TRIMMABLE HORIZONTAL STABILIZER (THS)

General -Atrimmable horizontal stabilizer (THS) hinged on the rear part of the
fuselage ensures the pitch trim control. The two elevators are hinged on the THS.
An actuator with a fail-safe ball screwjack (Ref. 27-44) drives the THS, its
structural attachments are also fail-safe. Three electric motors ensure the normal
control of the actuator. They are under the control of the two ELACs and the two
SECs. The actuator achieves the autotrim function of the manual or auto-flight
modes and automatically places the THS at the center of the green band at
touchdown. The standby control is mechanical. The pilots can override the
electrical control via the mechanical control system, through the application of a
sufficient force to the control wheels. An override mechanism in the THS actuator
is used for that purpose. The override mechanism reverts to the electrical control
after release of the mechanical control.

THS MECHANICAL CONTROL

General - An actuator operates the trimmable horizontal stabilizer. The

mechanical control includes two rotating control wheels installed on the center
pedestal. They drive a chain and cable loop up to the mechanical input of the
actuator

Component Description A. Cable Tension Compensator - One cable tension

compensator maintains a constant tension on the cables. B. Stop and Rigging
Facilities A non-adjustable rotation stop installed in the center pedestal limits the
travel of the control wheel. Another mechanical rotation stop is installed in the
THS actuator, at the input shaft. The end-of-stroke stops of the actuator ball
screwjack provide the structural stops of the THS. Rigging pin holes are provided
to facilitate the rigging.

Leading Particulars · pitch trim control wheel radius: 116 mm (4.5669 in.) travel:
1.87 revolutions A/C nose down (including 0.01 revolution of overstroke) 6.32
revolutions A/C nose up (including 0.01 revolution of overstroke). · THS maximum
authority: 4 deg A/C nose down, 13.5 deg A/C nose up ·

12

THS HYDRAULIC ACTUATION

General -The Trimmable Horizontal Stabilizer (THS) actuator moves the control
surface of the THS. The THS actuator is an electro-hydraulic unit that changes the
mechanical or the electrical pitch-trim commands into mechanical movements.
The THS actuator has two hydraulic motors and a Pitch-Trim Actuator (PTA). The
PTA controls the hydraulic actuation. Two hydraulic systems, the Yellow and the
Green hydraulic system supply the hydraulic motors. The Yellow and Green
hydraulic systems have independent fluid supplies. The access door 312AR gives
access to the THS actuator.

System Description - The THS actuator moves the THS. The THS actuator is an
electro-hydraulic unit. Its component parts are: · Two hydraulic motors · One
pitch trim actuator · One fail-safe ball screwjack · One mechanical input shaft ·
Two pressure-off brakes · Two position transducer packs · One gear box · Two
hydraulic valve blocks · One upper secondary load path detection device
(Electrical Load Sensing device (ELSD)). The THS of the aircraft is operated by the
THS actuator to get the longitudinal pitch-trim control of the aircraft. The THS
actuator controls the deflection of the THS mechanically by a servosystem. The
servosystem has an input signal which is an electrical position sequence,
transmitted by the Elevator Aileron Computer (ELAC) and the Spoiler Elevator
Computer (SEC). The input signal is transmitted to the PTA which is part of the
THS actuator and moves the gear trains of the control loop. A mechanical input
link is connected to the gear trains of the control loop through an override
mechanism. This permits the pilot to override the ELAC and SEC signals with the
control wheel in the cockpit. If there is a loss of the hydraulic power or control
signal, the THS actuator makes sure that the THS is fully immobilized. The two
hydraulic systems supply fluid independently to the hydraulic motors. Output
force from the hydraulic motors is transmitted to the screw shaft through a power
differential gear followed by a reducing gear. Therefore it is possible to operate
on one circuit at half of the maximum speed. The double control loop gear sends
the input and the reset signals to the valve blocks. A comparison system makes
sure that the THS actuator is immobilized if one control valve or one of the
control gear loops locks. In the normal operation mode, the SEC and the ELAC
automatically or electrically signal the pitch trim. The computers transmit the
signals to one of the three electric motors of the PTA. The electric motor moves
the double control gear loop. In case of failure of upper primary load path
components, an upper secondary load path detection device (ELSD) will be
activated. The THS actuator has the subsequent items to make maintenance
easier. These items include: · inspection windows which permit a visual inspection
of the power gear teeth, · a cranking shaft which is used to manually crank the
power differential output shaft. This then permits the release of the pressure-off
brakes with a special tool, also to test the pressure-off brakes with both brakes
engaged, · an oil drain port with a magnetic plug, · the fill and drain adaptors to
replace oil, · an oil breather to keep the interior of the gear box at atmospheric
pressure, · a grease nipple on the flange of the ball nut permits the lubrication of
the nut, · a rigging pin located at the mechanical input to put the stabilizer at the
zero degree position, · a mechanical indicator to show no-back wear, · two
mounting devices are on each side of the gear box; this permits an easier
removal, · an oil level sight glass to see the level of the oil in the gear box

13

A. Hydraulic Motors - Two hydraulic motors are installed on the THS actuator.
Each hydraulic motor is a fixed displacement type. The hydraulic fluid enters the
pressure port and causes the rotating group to turn. The rotating group has nine
pistons. These pistons move in their bores in the cylinder barrel when the cylinder
turns. Turning of the cylinder barrel gives the necessary torque. The torque is
transmitted through a splined drive shaft to the gear box of the THS actuator. Two
drain tubes are installed below the flanges of the hydraulic motors. These drain
tubes drain the leakage of the hydraulic motors.
B. Fail-Safe Ball Screw-Jack- (1) Fail Safe System -A fail-safe tie bar goes through
the center of the screw shaft and prevents axial separation of the screw shaft. The
fail-safe ball screw-jack has two load paths. The primary load path transmits the
load and the secondary path stays free of any load. If the primary load path is
axially separated, the secondary path takes the load and prevents damage to the
ball screw-jack. Therefore the two ends continue to turn if the screw shaft is
fractured. (2) Ball Screw-Jack - The ball screw-jack is made up of the ball screw
and the fail-safe ball nut. The fail-safe ball nut has three transport guides, a
threaded fail-safe unit wiper and ice chipper. The mechanical input shaft limits
the range of travel of the screw-jack. (3) No-Back System - The THS actuator has a
no-back system that has a no-back brake which is of a ratchet and pawl type. The
no-back brake holds the ball screw in its last position. It prevents movement of
the ball screw under aerodynamic loads. A no-back wear detection device in the
form of an indicator (no-back wear indicator) is installed on the lower side of the
gear box. The indicator has a cam roller which faces the top edge of the claw-
stop. This finds the gap which agrees with the wear limit to be detected. If a high
wear does occur, a compressive external load causes the top claw-stop to move
up to a higher position. This causes the top claw-stop to touch the cam roller of
the indicator. This then makes the red finger of the indicator "pop" out and give a
visual wear alarm. (4) ELSD - The THS actuator has an upper secondary load path
detection device. In case of failure of an upper primary load path components,
the ELSD will disturb the THS actuator RVDT MON 2 signal and the FCC will detect
it. A message "ELAC2 PITCH FAULT" will appear on the ECAM.

C. Control Valve Blocks- The THS actuator has two control valve blocks. The two
valve blocks control the operation of the THS actuator. Each valve block has: · a
high pressure (HP) filter, · an inlet and outlet port, · two input control shafts, · a
control valve, · a shut-off valve, · a POB control valve, · a control device for the
shut-off valve. The control valve blocks supply pressure to the hydraulic motors
and to the brake release piston. The control valve blocks can be installed on the
left hand (LH) or on the right hand (RH) side of the THS actuator.

D. Gearbox -The gearbox is in a split housing. The two housing parts are made of
a light metal alloy. The two housing parts are referred to as the upper casing and
the lower casing. The upper casing holds the screw and no-back housing
assembly. It also supports the two hydraulic motors, the mechanical input lever
and the control position transducer. The lower casing supports: · the PTA, · the
monitor position transducer, · the two pressure-off brakes, · two hydraulic block
valves, · the magnetic drain plug. In the gearbox is the oil which is necessary to
lubricate the internal components. The level of the oil can be checked visually
through an oil level sight glass. The oil level sight glass is on the upper casing.

14

E. Pressure-Off Brakes -Each hydraulic motor shaft has a POB. Each POB is located
at the output shaft of their related hydraulic motor. The POB is a dry brake with a
hydraulic release which is used to lock the shaft of the motor. The shaft of the
motor is locked if a failure occurs in the hydraulic system or in a hydraulic motor.
It thus lets the second motor fully control the ball screw through the power
differential.

F. Pitch Trim Actuator -The pitch trim actuator (PTA) has: (1) Three brushless
motors, each with an electro-magnetic clutch. In the normal mode, one clutch will
be applied (energized) and the others de-clutched (de-energized). The output of
the three motors is connected to move the input shaft through a reduction gear.
(2) Three electronic sets, one to control each motor. The electronic sets also
control the signal from the ELAC/SEC computers. (3) An override mechanism with
three microswitches. It is installed downstream of the reduction gearbox. The
override mechanism is connected mechanically to the input shaft.

G. Position Transducer - The THS actuator has two inductive position transducer
packages. They are the command position transducer and the monitor position
transducer. The command position transducer is used to find the position of the
override mechanism output/input control sequence to the control system of the
THS actuator. The monitor position transducer is used to find the position of the
ball screw.

H. Structural Components -The structural components include: · The

attachments to the horizontal stabilizer, · The attachments to the THS actuator
and to the structure. · The ball screw and the ball nut. The THS actuator is
connected to the horizontal stabilizer through the dual concentric axles, the
attachment plates and the fail safe plates. These are installed to the trunnions of
the ball nut. A primary ring gimbal attaches the THS actuator to the structure. The
primary ring gimbal is installed on the two linking axles of the no-back housing
spigots. The structural components are of a two-path configuration. On the
secondary load path there is usually no load.

J. Line Replaceable Units (LRU) 024-150- The Line Replaceable Units (LRU)
connected to the THS actuator are as follows: · electronic control module of each
of the electric motors, · pitch trim actuator, · position transducer packs, · filter, ·
hydraulic motors. The Line Replaceable Units (LRU) connected to the THS actuator
are as follows: · Electronic control module of each of the electric motors · Pitch
trim actuator · Position transducer packs · Filter · Hydraulic motors · ELSD.

THS POSITION INDICATING

General - On the center pedestal, adjacent to each pitch-trim control wheel, the
THS position is indicated by an index on a scale painted green over the normal
takeoff range (2.5 deg. aircraft NOSE DN to 2.5 deg. aircraft NOSE UP). The THS
position is repeated via the FCDC (Ref. 27-95) on the lower ECAM display unit,
together with the hydraulic systems still available for the actuator. There is a
special reference mark painted on the THS and on the adjacent structure.

15

FLAPS

1. General - A. System Configuration - The aircraft has four flaps (two on each
trailing edge of the wing) and ten slats (five on each leading edge of the wing) to
increase lift during take-off and landing. The outboard flap is connected to the
flap track carriage at the track 3 and the track 4 positions by a failsafe bolt
assembly. The inboard flap is connected to the track 2 carriage by a failsafe bolt
assembly and to the pendulum assembly on the track 1 carriage by the flap
trunnion. The carriages move along the tracks which are part of the flap-track
beam assemblies. An interconnecting strut connects the inboard and the
outboard flaps. Proximity sensors on the interconnecting strut send signals to
stop the flap movement, if the strut moves more than the specified limit. Two
Slat/Flap Control Computers (SFCC1 and SFCC2) monitor and control the flaps. An
Instrumentation Position Pick-Off Unit (IPPU) is installed on the Power Control
Unit (PCU). The IPPU sends signals to the Electronic Instrument System (EIS),
which shows the position of the flaps. A Feedback Position Pick-Off Unit (FPPU)
gives signals of the output shaft position of the PCU. Two Asymmetry Position
Pick-Off Units (APPU) give signals of the flap position or speed. The SFCC1 and the
SFCC2 receive and monitor the signals from the FPPU and the APPUs.

3. System Description - A. Electrical Control and Monitoring System - The slat

and flap control lever controls the position of the flaps. The Command Sensor
Unit (CSU) identifies the position of the slat and flap control lever and sends
related signals to each SFCC. Each SFCC controls the valve block of a hydraulic
motor, which is part of the flap PCU. The FPPU, which is part of the flap PCU, and
the two APPUs send related signals to the SFCCs. If the SFCCs find a failure in the
system, the Wing Tip Brakes (WTB) operate to hold the transmission and the PCU
is stopped. B. Hydraulic Actuation and Power Transmission (Ref. 27-54-00) A
hydro-mechanical PCU supplies mechanical power to the power transmission
system. The PCU has two separate hydraulic motors and two Pressure-Off Brakes
(POB). Each hydraulic motor has an electrically controlled valve block, which
receives signals from a SFCC. Torque shafts and gearboxes in the fuselage and
the wings transmit the mechanical power from the flap PCU to the actuators,
which move the flaps. Each flap has two actuators. Actuator 1 is installed on track
beam 1 and the actuators 2, 3 and 4 are installed on the rear spar. Torque limiters
in the actuators prevent the mechanical overload of the structure.

7. Operation/Control and Indicating

A. Extension and Retraction of the Flaps - The operation of the flaps is hydro-
mechanical. The PCU operates the mechanical transmission system which moves
the flaps to the set position. The CSU changes the mechanical signals from the
slat and flap control lever into electrical signals. These are sent to the SFCC1 and
the SFCC2. They compare the position signal with that from the FPPU. When there
is a difference between the signals, the SFCC sends a discrete signal to its related
valve block of the flap PCU. Each valve block lets hydraulic fluid flow to and from
its hydraulic motor, in relation to the signal from the SFCC. It thus controls the
direction in which the hydraulic motor turns (for extension and retraction of the
flaps) and its speed (low or high speed). The torque from the hydraulic motors is
transmitted to

16

the differential gearbox, which connects the two motors. The mechanical
transmission system then transmits the torque to the actuators which move the
flaps.

B. Hydraulic Actuation and Power Transmission -The two hydraulic motors in the
PCU give hydraulic actuation. Each hydraulic motor gets power from a different
hydraulic system, the Green hydraulic system or the Yellow. Each hydraulic
motor has a valve block and POB. The valve blocks control the direction of
rotation and the speed of the output shaft of the PCU. The POB holds the output
shaft of the hydraulic motor: · against torque from the airloads · when there is a
failure in its related hydraulic system · to lock the transmission at the same time
as the WTB. The flap system will operate at half speed if there is a failure of: ·
one electrical supply · one hydraulic system · one SFCC, or the failure of one of
two electrical components · one engine.

C. Asymmetry and Power Transmission Monitoring - The SFCC1 and the SFCC2
continuously compare position data from the APPUs and the FPPU to monitor the
system. They use this data to find asymmetry, runaway and speed failure
conditions. When one SFCC monitors a failure condition: · the other SFCC
receives a WTB-arm signal · the related PCU motor stops and its POB operates ·
the system operates at half speed. If the other SFCC also sends a WTB-arm
signal: · the applicable WTBs operate · the other PCU motor stops · the system
locks and gives a warning to the flight crew.
D. Position Indicating - The upper display unit of the ECAM system shows the
position of the flaps. The IPPU, which is installed on the PCU, supplies flap
position data to the flight data recorder and the Flight Warning Computer (FWC) .
A visual check of the position of the flaps can be done through the windows in the
fuselage that are adjacent to the flaps. The windows to be used are identified by a
brown triangle on the sidewall panel above them.

FLAPS ELECTRICAL CONTROL AND MONITORING

General - The electrical control and monitoring system of the flaps has: · a
manually operated slat/flap control lever · a Command Sensor Unit (CSU) 51CV ·
two Slat and Flap Control Computers (SFCC1 and SFCC2) 21CV, 22CV · two
electrically controlled valve blocks 23CV(24CV) installed on the flaps Power
Control Unit (PCU) 6201CM · a Feedback Position Pick-Off Unit (FPPU) 27CV · two
Asymmetry Position Pick-Off Units (APPU) 29CV(30CV) · two Wing Tip Brakes
(WTB) 33CV(34CV) · two flap interconnecting struts, each with two flap-
attachment failure detection sensors 37CV, 39CV (38CV, 40CV). The functions of
the flaps electrical control and monitoring system are: · to control the valve blocks
electrically · to control the WTBs electrically · to receive data from and send data
to the related systems · to monitor the power transmission for correct operation ·
to monitor the control system and power transmission for component failure · to
monitor the inputs from and outputs to the related systems. The slat/flap
control lever controls the position of the flaps. The CSU identifies the position of
the slat/flap control lever and sends related signals to each SFCC. Each SFCC
controls a valve block of a hydraulic motor, which is part of the flap PCU. The
two SFCCs monitor the operation of the transmission system. The FPPU (which is
part of the flaps PCU) and the two APPUs send signals to the SFCCs. They identify
component failures of the transmission system and the control system. The

17

Pressure-Off Brakes (POB) of the PCU and the WTBs stop and hold the
transmission system when a failure occurs.
3. System Description A. Mechanical Input - The slat/flap control lever is installed
in the cockpit on panel 114VU. There are five possible positions for the lever
(identified as 0,1,2,3 and FULL)

The slat/flap control lever has two baulks. One baulk between position 1 and 2,
and one between position 3 and FULL. The baulks prevent a one-movement-
change of the lever position from FULL to 0. The lever turns a shaft which moves
the input shaft of the CSU through spur gears.

B. Electrical Control -The CSU is installed in the cockpit, immediately below the
slat and flap control lever on the panel 114VU. The CSU changes the mechanical
signals from the control lever into electrical signals to the SFCC1 and SFCC2. The
two SFCCs are installed in racks in the forward avionics compartment. The SFCCs
have power supplies with no relation between them. Each SFCC has the same
function and includes one flap channel and one slat channel. The flap channels
each control one of the two valve blocks on the flaps PCU. Each valve block has its
own different hydraulic supply . There are three solenoid valves at each valve
block. For the low speed mode, the SFCCs energize the retract/extend solenoid
valves and the POB solenoid. For the high speed mode, the SFCCs energize the
extend solenoid valve and the POB solenoid. The POB solenoid permits the
release of the POB of the hydraulic motor . An FPPU, which is attached to the
PCU, sends signals on the position of the flap transmission to the two SFCCs. The
PCU gearbox moves the FPPU. The FPPU has two synchro transmitters, which are
the same. One sends signals to the SFCC1, the other one to the SFCC2.

C. Wing Tip Brake (WTB) Control - The WTB is an electro-hydraulic pressure-on

brake. It is installed near the end of the transmission system in each wing. The
WTBs stop and hold the transmission if the SFCCs find some given types of
failures. Each WTB has two solenoid valves. Each solenoid valve controls one part
of a WTB. The hydraulic supply to each WTB is as follows: · the Blue and Yellow
systems supply the left WTB · the Blue and Green systems supply the right WTB.
The two battery buses (701PP for system 1 and 702PP for system 2) supply power
to the WTB solenoids through the SFCCs. This makes sure that power is available
to the WTB if there is an engine power failure. Each busbar supplies one solenoid
on each WTB. When the solenoids are energized, the system latches the circuit to
keep the solenoid valves open. When the WTBs operate, the transmission locks.
The circuit can only be set back (reset) on the ground through the Centralized
Fault Display System (CFDS). The two SFCCs control the LH and the RH WTB. Each
SFCC controls one solenoid on each WTB.

D. Monitoring -The two SFCCs monitor the flap system continuously for failures
in: · the operation of the power transmission system · the Line Replaceable Units
(LRU) · the input and output signals · the power supplies. Failures in the flap
system will not give, but may lead to class 1 level 3 warnings which are generated
by the Electronic Centralized Aircraft Monitoring (ECAM) system. The ECAM
system shows class 1, level 1 and level 2 cautions to the flight crew. The SFCCs
supply failure data to the ECAM system through: · the System Data Acquisition
Concentrators (SDAC)· the Flight Warning Computers (FWC) · the Display
Management Computers (DMC). The ECAM gives a Maintenance Status
Reminder

18

for class 2 failures. The SFCCs supply all the related data of failures to the
Centralized Fault Display System (CFDS).

(1) Monitoring of the Power Transmission Systems -The SFCCs monitor the power
transmission system for these failures: · asymmetry (a position difference
between the two APPUs) · runaway (a position difference between the APPUs and
the FPPU) · uncommanded movement (a movement in the wrong direction, or
movement away from the last set position) · overspeed (the faster movement of
one or more PPUs) · flap disconnect · system jam · half speed · low hydraulic
pressure · control valve position. To monitor the power transmission system, the
SFCCs compare the CSU signals with the position data. The SFCCs receive the
position data from: · the two APPUs · the FPPU · the valve blocks · the flap-
attachment failure detection sensors. An APPU is installed at the end of the
transmission system in each wing. The APPUs are the same as, and
interchangeable with, the FPPU. One synchro transmitter in each APPU sends
position data to the SFCC1. The other synchro transmitter in each APPU sends
position data to the SFCC2. The control valve of each valve block has a Linear
Variable Differential Transducer (LVDT) . The LVDT sends valve position data to
its related SFCC. The position of the valve is directly related to the hydraulic
pressure available at the valve block. An interconnecting strut connects the
inboard and the outboard flaps. It has two flap-attachment failure detection
sensors. The flap-attachment failure detection sensors monitor the connected
flaps for a position difference out of the specified limits. Each flap-attachment
failure detection sensor sends a signal to one of the two Landing Gear Control and
Interface Units (LGCIU). Each LGCIU gets a signal from one sensor on each wing
and sends the data to its related SFCC. The SFCC monitors the data and sends it to
the other SFCC through the cross-computer link. The SFCCs receive data from all
four flap-attachment failure detection sensors.

(2) LRU Monitoring - The SFCCs monitor these LRUs for failures: · SFCC1 and
SFCC2 · the CSU · the two WTBs · the two APPUs · the FPPU · the valve blocks of
the flap PCU · the flap disconnect sensors · the hydraulic motors. The SFCCs keep
the data related to the failures in their memories.

(3) Monitoring of Input and Output Signals - The SFCCs monitor these input and
output signals: · the ARINC 429 inputs from other systems · the ARINC 429 inputs
from the cross-computer link (other SFCC) · the installation coding · the operation
mode coding · the ground inhibit · the ARINC 429 outputs (wraparound) If the
above signals are not in the specified limits, the SFCCs keep the data related to
the failure in its memory. The SFCCs transmit the data to the CFDS. Other
discrete inputs are: · the Aircraft On Ground (AOG) discrete · the WTB-arm input.

(4) Monitoring of Power Supplies - The SFCCs monitor these power supplies: · the
SFCC DC Supply · the WTB DC Supply · the synchro excitation power generated by
the SFCCs · the LVDT synchro excitation power generated by the SFCCs. If the
voltage is not in the specified limits, the SFCCs keep the data related to the failure
in its memory. The SFCCs transmit the data to the CFDS. If the SFCC DC supply or
the synchro excitation power is not in the specified limits, the flight crew get a
failure indication
 19

6. Component Description

A. Slat/Flap Control Lever - The slat/flap control lever has: · an attachment plate ·
a housing · a lever assembly · a five-position gate. The rectangular attachment
plate has a slot for the movement of the lever assembly and connects to the
center pedestal and the housing. The housing contains: · the CSU · the lever
assembly · a pinion · a five-position gate. The lever assembly has a spring-loaded
plunger, a quadrant that connects to the pinion and a knob with a collar. A pin at
the lower end of the spring-loaded plunger engages in one of the notches of the
five-position gate. A baulk above the second and forth notches of the five-position
gate stops a one-movement change of the lever position (from the 0 position to
the FULL position). When the collar is lifted (against the pressure of the spring-
loaded plunger) the pin comes clear of the notch of the five-position gate. To
move the lever past the baulk, the collar must be released. As the lever moves
from one position to the next the quadrant turns the pinion. The pinion (which
has a splined shaft with one spline uncut to give a master spline) turns the rotary
switch of the CSU.

B. Command Sensor Unit - The CSU is a sealed unit which changes the
mechanical signals from the slat/flap control lever to electrical signals. The CSU
has: · a housing · a drive shaft · four rotary switches · a friction brake · two
electrical connectors. The drive shaft has external splines, with one spline
removed to give a master spline. There are two zero-marks, one on the end of the
drive shaft and one on the housing. When the zero-marks are aligned, the CSU is
at mechanical zero. The drive shaft has a drive-gear which engages with the input
gears of the rotary switches. When the drive shaft turns, the four rotary switches
are operated at the same time. Each rotary switch has a shaft with two sets of five
tracks. The tracks give the same switching patterns as the switches turn. Each set
of tracks has five detent patterns and four out-of-detent patterns. The sliding
contact connects two adjacent tracks to return for the detent patterns. For the
out-of-detent patterns, the sliding contact connects only one of tracks 2, 3, 4 or 5
to return (Ref. Table 1). The friction brake has a spring-loaded friction disc pack
installed on the drive shaft of the CSU. The friction brake has two functions: · to
hold the CSU in the last set position after a drive shaft failure · to apply friction to
the drive shaft. The rotary switches connect to two electrical connectors. Signals
from one set of tracks on each switch go to connector A. Signals from the other
set of tracks go to connector B

C. Slat and Flap Control Computer -ARINC 600 5 MCU cases contain the SFCC1
and the SFCC2. Each computer is the same and has two channels, one for the
slats, the other one for the flaps. Each channel has two lanes (lane ONE and lane
TWO) and include: · one Power Supply Unit (PSU) · one lane ONE Processor/Input
Module · one lane TWO Processor Module · one ARINC/Synchro Module · one
Output Module. The slat and flap channels together, have one common services
module. Each channel has its own 28V DC power unit. One 28V DC input supplies
the two PSUs which have no relation between them. Each PSU supplies its
channel with the necessary internal voltages. The two lanes in each channel have
different hardware and software: · lane ONE has an INTEL 80C186 microprocessor
(software programmed in assembler language) · lane TWO has a MOTOROLA
68HC000 microprocessor (software programmed in Pascal language). The
ARINC/Synchro Module has two functions: · ARINC 429

20

Communications · Synchro to digital conversion. The Output Module has three

functions: · to collect and make an analysis of the data from lanes ONE and TWO ·
output data to the related valve blocks · move data between lanes ONE and TWO
through the dual-ported Random Access Memory (RAM) and a common non-
volatile store (EPROM). The Common Services Module supplies: · cross-channel
communications through the RAM · WTB logic · system bus arbitration · LVDT
oscillator. Each SFCC channel has an Installation-Coding input and an Operation
Mode-Coding input. The Installation-Coding enables the SFCC to identify position
1 or 2 installation. The Operation Mode-Coding lets each channel find the
difference between the operation modes related to aircraft versions: · the flap
operation mode 1 (relief enabled) · the flap operation mode 2 (relief disabled) ·
the slat operation mode 1 · the slat operation mode 2 . The flap operation
modes 1 and 2 are related to the flap relief function. This function operates when
the aircraft is at the flap relief speed. At this speed the flap relief function signals
the flaps to retract a small amount to prevent too much load on the flaps.
Because the flap loads are less than the maximum permitted loads, all aircraft are
in the flap operation mode 2 (relief disabled). Pin programming disables/enables
the flap relief function.

D. Valve Block -The valve block is a sub-component of the flaps PCU specified in
(Ref. 27-54-00).

E. Feedback Position Pick-Off Unit (FPPU) - The FPPU has: · a splined input shaft
· a spring-loaded locking plate · the reduction gears · a reduction gear housing ·
two synchro transmitters which work independently · a synchro cover · an
electrical connector block · a cover plate. The spring-loaded locking plate holds
the splined input shaft from the removed FPPU. When the FPPU is installed in the
aircraft, the mount of the FPPU pushes the locking plate away from the shaft
splines. The input shaft moves the reduction gears which are in the reduction gear
housing. The reduction gears turn the two synchro transmitters which are below
the synchro cover. The electrical connector block is installed on the reduction
gear housing. The electrical connector block has two connectors, one for each
synchrotransmitter. The connectors are identified as A and B. The cover plate is
installed on the reduction gear housing. There is a window in the cover plate to
monitor adjustment of the FPPU to zero. When the input shaft turns through 140
revolutions it gives 360 deg. synchro transmitter output. For full travel of the
flaps, the angular output of each syncro transmitter is 251.97 deg. To adjust the
FPPU electrically to zero, no electrical test equipment is necessary. For zero
adjustment, there are three moving and three fixed indicators: · two fixed
pointers on the reduction gear housing · one zero mark on the driving gear · one
orange zero indicator · one fixed zero mark on the input shaft locking plate · one
zero mark on the end of the input shaft.

F. Asymmetry Position Pick-Off Unit (APPU) -The two APPUs are the same as and
interchangeable with the FPPU.
G. Wing Tip Brake - The WTB is an electro-hydraulic, pressure-on disc-brake. The
WTB has: · a central housing · a friction disc pack · a through torque shaft · two
hydraulic manifolds · two annular pistons · two solenoid valves · two electrical
connectors. The central housing contains the friction disc pack which has an
alternate stator and rotor discs. The central housing holds the stator discs,
external splines

21

on the torque shaft drive the rotor discs. The internal splines at each end of the
torque shaft engage with the flap transmission system. At each end of the central
housing is a hydraulic manifold which contains an annular piston. The torque shaft
passes through the center of the two pistons. A solenoid valve and an electrical
connector are installed on each manifold. Each hydraulic manifold is supplied by
a different hydraulic system. The solenoid valves control the supply of fluid
pressure to the pistons. When the solenoids are energized, the hydraulic pressure
moves the piston and puts the brake on. When the solenoids are de-energized,
the brakes are released and the drive shaft can turn freely. If one solenoid does
not operate, the second solenoid valve is sufficient to operate the friction brake
set.

H. Flap Interconnecting Strut - The flap interconnecting strut has these

functions: · it lets the inner and the outer flaps move independently by a specified
limit · it gives a different load path for the flap drive system if there is an
attachment failure · it sends data to the SFCC when the independent movement
of the inner and outer flaps is more than the specified limit · it absorbs energy if a
flap drive disconnect occurs. The flap interconnecting strut has: · a housing · two
flap-attachment failure detection sensors · an actuating rod · a target · a ball piece
· a sleeve. The housing contains the actuating rod, the sleeve and the ball piece.
The target is at the end of the actuating rod. The two sensors on the housing align
with the targets on the actuating rod, with the flaps in their normal position. The
actuating rod has a total travel of 18 mm (0.7087 in.) in each direction from the
center position. The limit of independent movement between the flaps is 14.5
mm (0.5709 in.). The sensors send a target-far signal to the LGCIU if the target
moves more than 15 mm (0.5906 in.) from the center position.

FLAPS HYDRAULIC ACTUATION AND POWER TRANSMISSION

General –Ahydromechanical Power Control Unit (PCU) in the fuselage supplies the
mechanical power to the flap transmission system. The PCU has two hydraulic
motors. Each motor has a Pressure-Off Brake (POB) and a valve block, which is
electrically controlled. Torque shafts and gearboxes transmit the mechanical
power from the PCU to the offset gearboxes of the actuators. The offset
gearboxes then transmit the power through their torque limiters to the rotary
actuators, which move the flap transmission system. The torque limiters control
the transmission of torque from the offset gearboxes to keep the torque in the
specified limits. The torque limiters prevent the mechanical overload of the rotary
actuators.

3. System Description

A. Hydraulic Actuation- Two of the three hydraulic systems supply fluid pressure
through a priority valve to the PCU: · the GREEN hydraulic system supplies valve
block 23CV · the YELLOW hydraulic system supplies valve block 24CV · the priority
valves are set when the pressure drops below 140 bar (2030 psi). Each valve block
controls the flow of hydraulic fluid to the related hydraulic motor and its POB.
Each POB stops and holds the output shaft of the related hydraulic motor when: ·
the solenoids of the related valve block are de-energized because of a normal PCU
shutdown sequence · there is not enough pressure in the related hydraulic system
· one of the failures given in occurs. A differential gearbox connects the output
shafts of the hydraulic motors and transmits their torque to the power
transmission

22

system. If a POB engages and holds its motor, the remaining motor moves the
transmission system at half speed but at full torque.
 B. Power Transmission - In each wing, the transmission system includes: · torque
shafts · a right angle gearbox at the wing root. This changes the drive alignment
through 90 degrees for input to the track 1 actuator · a line gearbox. This moves
the drive path forward onto the rear face of the false rear spar · a 19 degree bevel
gearbox. This puts the drive into line with the rear spar · four actuators. Each
actuator consists of an offset gearbox, a torque limiter and a plug-in rotary
actuator · a Wing Tip Brake (WTB) · An Asymmetry Position Pick-Off Unit (APPU).
The torque shafts transmit power from the PCU to the gearboxes and actuators.
Universal joints connect the torque shafts and steady bearings support them.
Each input gearbox has a torque limiter which operates in both directions. Each
torque limiter has a lock-out torque value set as necessary for its location. The
torque limiters protect the wing structure and the actuators from a torque
overload which could occur by a flap mechanism failure. A mechanical indicator
on each actuator latches if a lock-out occurs. You can set the indicator again when
the aircraft is on the ground. Drive levers on the actuator output shafts move the
flaps through flap link arms. Bolts attach the flap link arms to the flap bottom
surface. To prevent extension or retraction overtravel each drive lever has
mechanical stops. Engagement of the stops does not occur at a time of normal
operation. Wing Tip Brakes (WTB) give asymmetry and runaway protection . The
offset gearbox of the track 4 actuator drives an Asymmetry Position Pick-off Unit
(APPU) . Carriages, which roll freely on staight tracks, hold each flap. Track
installation is on beams below the wing. Vertical-load rollers and side-load rollers
keep the carriages on the tracks. 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 made almost the same. Attached to the fuselage is track 1, which uses a
different configuration as that at tracks 2, 3 or 4. Attached to the flap bottom
surface at tracks 2, 3 and 4 are brackets. Connected to the brackets is a linkage
which operates the hinged part of the track fairing during flap extension and
retraction. At the end of each track are mechanical stops. The stops prevent
retraction overtravel and makes sure that the flap do not disengage at the end of
flap extension. Engagement of the stops does not occur at a time of normal
operation.
6. Component Description

A. Power Control Unit 6201CM- (1) Description- The flap PCU is a hydro-
mechanical unit. The main body, which is a case, contains a differential gearbox.
The Line Replaceable Units (LRUs) of the PCU are as follows: · two hydraulic
motors · two Pressure-Off Brakes (POB) · two valve blocks · six solenoid valves ·
two inlet filters · one Feedback Position Pick-off Unit (FPPU) · one Instrumentation
Position Pick-off Unit (IPPU). (a) Hydraulic Motor -Each multi-piston hydraulic
motor receives hydraulic pressure from a valve block. The output shaft of the
motor is connected to a POB. Hydraulic fluid lubricates the motor. The cylinders
of the motor are connected to two ports, referred to as the extend and retract
ports. When the valve block supplies hydraulic fluid to the extend port, the motor
moves in the direction necessary to extend the flaps. When hydraulic pressure is
supplied to the retract port, the motor moves in the opposite direction and the
flaps retract. (b) Pressure-Off Brake (POB) -A POB is attached to each

23

hydraulic motor. It holds the output shaft of the hydraulic motor when: · the
hydraulic motors do not operate · the related hydraulic system does not supply
sufficient hydraulic power · the WTB stops the flap transmission system because
of some system failures. The POB has a multiple friction-disk pack. Splines
connect the stators to the POB casing and the rotors to the shaft in the center of
the POB. Springs hold the friction disks together. When hydraulic pressure is
applied to the POB, the friction disks are disengaged (against the pressure of the
springs). To remove the POB, you must remove the related hydraulic motor first.
(c) Valve Block - The flap PCU has two valve blocks which are electrically
controlled. Each valve block controls the flow of hydraulic fluid to its related
hydraulic motor and POB. The Linear Variable Differential Transducer (LVDT) is
installed on one end of the valve block. The LVDT supplies a signal to the SFCC so
that the SFCC can monitor the position of the control valve spool. Installed on the
valve block opposite the LVDT are two directional solenoid valves and one POB
solenoid valve. The directional solenoid valves operate as the extend or the
retract solenoid valves. The POB solenoid valve operates as the brake solenoid
valve. The valve blocks are interchangeable with those fitted to the slat PCU.
Removal of the valve blocks is possible without the removal of the PCU from the
aircraft. The primary components of a valve block are: · a main control valve · an
inlet filter · five restrictors · two check valves · a pressure port · a return port · an
electrical connector. (d) Solenoid Valve - The solenoid valves of the PCU are the
same and interchangeable with each other and those on the WTB. Their removal
is possible without the removal of the valve blocks from the PCU. (e) Filter - The
inlet filter is installed at the pressure port. Its removal is possible without the
removal of the valve block from the PCU. (f) Differential Gearbox -The
differential gearbox contains a reduction and differential gear. The reduction and
differential gear transmits the movement from the hydraulic motors through the
PCU output bevel gear to the flap transmission system. The casing of the
differential gearbox also contains the intermediate gear which transmits the
movement to the IPPU and the FPPU. On the differential gearbox casing are
primary and secondary load points for the attachment of the PCU to the aircraft
structure. (g) Position Pick-Off Units - Two PPUs are installed in the flap PCU: · the
Instrumentation PPU (IPPU) · the Feedback PPU (FPPU) . They are the same as
the Asymmetry PPU (APPU) installed in the transmission system at each wing tip.
All PPUs are interchangeable. An intermediate gear transmits the movement from
the differential gearbox to the IPPU and the FPPU. Removal of the PPUs is possible
without the removal of the PCU from the aircraft.

B. Right Angle Gearbox 6203CM(6253CM) - A right-angle gearbox is installed in

each wing. Their gear ratio is 1:1. Bolts attach each right-angle gearbox to the
structure. The input and output shafts have splined ends for connection to the
torque shafts of the transmission system. The input and output shafts have
reversed lip seals which make sure that unwanted material does not get into the
gearbox. The gearbox is filled with grease. There are inspection plugs through
which you can examine the lubricant.

C. Line Gearbox 6209CM(6259CM) - The line gearbox has a ratio of 1:1. Bearings,
seals and the procedures for lubrication and inspection are almost the same as
those used on the right angle gearbox. D. Bevel Gearbox 6217CM(6267CM) -
The bevel gearbox has a ratio of 1:1. Bearings, seals and the procedures for
lubrication and inspection are almost the same as those used on the right angle
gearbox. E. Torque Shafts and Steady Bearings -Each torque shaft is a
splined/bolted assembly which has, as

24

applicable: · universal joints · flexible joints · a plunging joint. Universal joints

have two forkends connected with a cruciform bearing and can have splined
connections or flanged connections. Flanged connections are bolted to flanges on
the mating torque shaft and the splined connections connect with mating splines.
Splined connections can be one of two types, the movable type ('M'), or the fixed
type ('F'). Movable joints are free to move along the splines. Fixed joints have a
pin installed to stop any movement. The pins are held in position with a spring
clip. Universal joints let the torque shafts have large angular changes of
alignment as they turn. The flexible joint is an articulating spline-joint assembly
that has a male splined coupling and a female splined coupling. The couplings are
connected together with a swaged retainer to make a movable joint. The flexible
joints let the torque shafts have small angular changes of alignment as they turn.
The plunging joint has a universal joint which moves on splines inside a short
drive shaft. The plunging joint gives a flexible joint: · on the output side of the flap
1 actuator · on the input side of the line gearbox. Each torque shaft assembly has
at least one movable end connection. The movable end connection has an
indicator groove. This goes out of view when the splines at the connection are
correctly engaged. Steady bearings, which hold the torque shafts, are attached
to the structure with bolts. Two types of steady bearing are installed: · a self-
aligning ball bearing only · a self-aligning ball bearing and universal joint assembly.

F. Actuator Track 1 6205CM(6255CM) - The actuator is an assembly that has: · an

offset gearbox · a rotary actuator. (1) Offset Gearbox - Track 1 -The offset gearbox
has: · an actuator housing · a gear cover · a bevel housing · a torque limiter. The
actuator housing is a machined casting which contains the rotary actuator and the
torque limiter. The gear cover is bolted to the actuator housing and seals the
input side of the actuator. The bevel housing is bolted to the gear cover and
contains an input bevel gear. This engages with a bevel gear shaft that passes
through the torque limiter to transmit the output drive to the flap drive system.
An input gear is installed on the bevel gear shaft. The input gear engages with an
idler gear installed between the input gear and a gear wheel assembly. This gear
wheel assembly engages with, and transmits the drive to, the input gear of the
rotary actuator. The input bevel gear is held by one ball bearing and one taper
roller bearing. Two roller bearings hold the bevel gear shaft. The actuator
assembly (offset gearbox and rotary actuator) is lubricated with semi-fluid grease
and is filled through a vent plug in the bevel housing. (2) Torque Limiter - Track 1
-The torque limiter prevents a torque-overload if there is a malfunction in the flap
drive system. The torque limiter has: · a ball ramp device · five earthed plates · six
friction discs · two groups of six spring discs · a thrust cup · a lockout indicator.
The ball ramp device gives axial movement of the input gear when the input gear
turns at a lower speed than the bevel gear shaft. The device is a coupling made by
three balls. These are installed between the input gear and the bevel gear shaft in
machined grooves (ramps). The earthed plates and the friction discs are installed
on the input gear. The spring discs and the thrust cup are installed on the bevel
gear shaft. The lockout indicator gives a visual indication that the torque limiter
has operated. It has a lockout indicator arm and a plunger. These are operated by
movement of the thrust cup (3) Rotary Actuator - Track 1 The rotary actuator is
held in the actuator housing of the offset gearbox with two countersunk screws. It
is a reduction unit that gives a high torque/low speed output and has: · an input
end-cover · an input gear (first stage sun gear) · a short-flanged hub assembly

25

which has a short-flanged hub and a rotating ring gear · first-stage planet gears
(three) · an annulus gear assembly · power-stage planet gears (six) · a fixed ring
gear · a long-flanged hub assembly which has a long-flanged hub and an output
ring gear · an output shaft · an output end-cover. The input gear and first stage
planet gears are installed in bearings in the1 input end-cover and the short-
flanged hub assembly. The annulus gear and power-stage planet gears are
installed inside the ring gear, between the short-flanged hub and the long-flanged
hub assemblies. Each planet gear has three gears, front, center and rear. The
rear gear teeth on the first-stage planet gears engage with the annulus gear. The
annulus gear and the rotating ring gear engage with the front gear teeth on the
power-stage planet gears. The center gear teeth of the power-stage planet gears
engage with fixed ring gear. The rear gear teeth engage with the teeth of the
output ring gear. The output shaft goes through the output end-cover and is
splined into the flanged hub assemblies. A retaining plate is attached to the
output shaft to keep the output shaft and the input gear in position. The output
shaft is connected to the flap drive lever.

K. Flap Carriages -Carriage - Track 1 - The carriage at track 1 is machined from

aluminium alloy forging. Four vertical-load and two side-load rollers hold the
carriage on its track. The rollers are lubricated through grease points on the
carriage. Carriage - Track 2, 3 and 4 The carriages at tracks 2, 3 and 4 are
machined from aluminium alloy forgings. All three carriages are almost the same.
Six vertical-load and four side-load rollers hold each carriage on its track. The
rollers are lubricated through grease points on the carriage. A fail-safe hook keeps
the flap on the track if there is a structural failure of the carriage. Bolts attach the
carriages to the flaps. The bolts have eccentrics which let you adjust the flaps.

L. Flap and Track Fairing Operating Mechanism - Attached to the flap bottom
surface, immediately outboard of each track position, is a flap link arm. Bolted to
the drive lever, on its related actuator, is the forward end of each link arm. At
tracks 1 and 4 are links arms made of machined aluminium. At tracks 2 and 3 are
link arms made of machined titanium. The link arms transmit the movement from
the rotary actuators to the flap surface. Attached to the flap bottom surface, at
tracks 2, 3 and 4, is an arm which operates the track fairing. Attached to the
operating arm is a linkage which operates the moveable track fairing during flap
extension and retraction.

FLAPS POSITION INDICATING

General -The upper display unit of the Electronic Centralized Aircraft Monitoring
(ECAM) system shows the flap position. The display unit shows the flap position
together with the slat position and the direction of their movement. A full
description of the slat position indicating data is given in . The Instrumentation
Position Pick-Off Unit (IPPU) 3CN monitors the movement of the mechanical
transmission system. It thus monitors the operation and position of the flaps.

3. System Description -The IPPU is attached to the flap Power Control Unit (PCU).
An intermediate gear transmits the movement from the output shaft of the
differential gearbox to the IPPU. The IPPU sends the flap position data to the
Flight Warning Computers (FWC1, FWC2) (Ref. AMM D/O 31-53-00-00) . The
FWCs send the data to the Electronic Instrument System (EIS). The EIS shows the
position of the

26

flaps on the upper display unit of the ECAM system. The upper display unit uses
the shape of a wing to show the slat and flap positions. A grey symbol shows the
fixed center section of the wing. Green indications show the correct position of
the slats and flaps. When the slats and flaps are fully retracted, the green symbols
are shown on the two sides of the center section of the wing. White points show
the position of the flaps on the display. The white points are not shown when the
flaps and slats are fully retracted (clean configuration). The indication F, which is
usually white, shows the flap part of the display. The indication is not shown
when the aircraft is in the clean configuration. The upper display unit also shows:
· the position of the flap and slat control lever · the position of the flap surfaces ·
the direction and limit of the flap surface movement · when the flap locking
function is engaged · when the flap auto-command function is engaged · when a
system failure has occurred.

6. Component Description

A. Instrumentation Position Pickoff-Unit (IPPU) - The IPPU has: · a splined input

shaft · a spring-loaded locking plate · reduction gears · a reduction gear housing ·
two synchro transmitters which operate independently · a synchro cover · an
electrical connector assembly · a cover plate. When the IPPU is removed, the
spring-loaded locking plate holds the splined input shaft from the removed IPPU.
When the IPPU is installed, the mount of the IPPU pushes the locking plate away
from the shaft splines. The input shaft moves the reduction gears which are in the
reduction gear housing. The reduction gears turn the two synchro transmitters
which are below the synchro cover. The electrical connector assembly is installed
on the reduction gear housing. The electrical connector assembly has two
connectors, one for each synchro transmitter. The connectors are identified as A
and B. The cover plate is installed over an opening in the reduction gear housing.
There is a window in the cover plate to monitor adjustment of the IPPU to zero.
The IPPU is the same as the Feedback Position Pick-Off Unit (FPPU) and a full
description is given in .

7. Operation/Control and Indicating - When the flaps move, the upper display
unit shows: · the F indication in white · the position indication of the flap and slat
control lever as 0, 1 (1 + F when the flap auto-command function is engaged), 2, 3
or FULL in cyan · the flap symbol in green · a cyan symbol below the related white
point of the new flap position selection. When the flaps reach their new position:
· the flap symbol is shown around the related white point · the position indication
of the flap and slat control lever changes from cyan to green. · the cyan symbol
below the related white point goes out of view. If the flaps do not move to the
correct position: · the F indication changes from white to amber · the flap symbol
changes from green to amber · the position indication of the flap and slat control
lever stays cyan · the cyan symbol stays below the related white point of the flap
position selection.

A. Flap Protection (1) Flap Lock -If the Wing Tip Brakes (WTB) lock the flap
transmission system (e.g. in an asymmetry condition (Ref. 27-51-00)): · the white
F indication changes to amber · the flap symbol changes to amber · the position
indication of the flap and slat control lever stays cyan · the cyan symbol stays
below the related white point of the flap position selection. · an amber F LOCKED
message comes

27

on above the F indication. (2) System Failure - If the SFCCs send a failure message
to the EIS, or the System Data Acquisition Concentrators (SDAC1, SDAC2) send a
SFCC failure message: · the white F indication changes to amber · the flap symbol
changes from green to amber.
B. No Data at the Data Management Computer (DMC) Input (1) No Position Data
When no valid position data is available for the flaps at the DMC input: · the flap
position symbol goes out · the white points showing the flap positions go out ·
two amber crosses come on at the flap side of the display · the position indication
of the flap and slat control lever changes from green to cyan. (2) No Configuration
Indication When no valid configuration data is available from the DMC, two
amber crosses replace the lever position indicator.

SPOILER

1. General -Five spoilers numbered 1 thru 5 inboard to outboard are provided on

the rear upper surface of each wing. The spoilers are used for: - Roll function -
Speedbrake function - Ground spoilers function Each spoiler is electrically
controled and Hydraulically actuated by an electrohydraulic servocontrol (Ref 27-
64). They are two type of servocontrol with different overhaull .The inboard type
for spoilers 1,2 and 3. - The outboard type for spoilers 4 and 5. Three Spoiler
Elevator Computer (SEC) elaborate the surface deflection order. The spoilers 1
and 2 are associated with SEC 3. The spoilers 3 and 4 are associated with SEC 1.
The spoiler 5 is associated with SEC 2. Each SEC is organized around two channel: -
Command channel - Monitor channel The Command channel receives analog
sensor data,Arinc data and discrete signals in order to generate the flight
commands used to drive the correspondant servo control. The Monitor channel
receives independently the sensor information required to compute the control
law. Each SEC is also connected to two Flight Concentrator Data Computer
(FCDC) . The FCDC serves as an interface between the SEC's and; Display System
and Warning ,Maintenance System , Recording System . The position of all
spoilers and other surface are indicated on the lower ECAM Display Unit via the
FCDC.

2. System Description

A. Roll Function -The spoilers 2 thru 5 assist the ailerons in roll control. The Roll
axis is controlled and monitored by the three SEC's associated with ailerons. The
SEC's compute the surface deflection orders: In manual control mode, mainly
from the side sticks .In autopilot mode from the FMGS .
 B. Speedbrake Function - The speedbrake function is controlled and monitored
by the three SEC's with spoilers 2, 3 and 4. The speedbrake lever controls the
position of these spoilers and so is used for the preselection of ground spoilers
function.

SPOILER HYDRAULIC ACTUATION

General- The hydraulic actuation is achieved by one electrohydraulic servocontrol

with asymmetrical chambers, for each spoiler.

28

3. Component Description:: A. Servocontrols of Spoilers 1 thru 5 (1) General-

The five fixed body servocontrols (one per spoiler) are interchangeable.

LIFT AUGMENTING

1. General -A. System Configuration - The aircraft has five slats on the leading
edge of each wing. Together with the flaps ,they are used to increase lift. The slats
are installed on tracks which are attached to the leading edge of each wing. The
slats are attached, at the forward end, to circular-arc tracks. The tracks operate in
guide rollers. Two tracks support each of the four slats outboard of the engine
pylon. Four tracks support the slat inboard of the engine pylon. Two of the tracks
inboard, and each of the tracks outboard of the engine pylon, have curved rack
gears fitted. Each curved rack gear engages with a pinion. Plug-in rotary
actuators move the pinions. Power to the plug-in rotary actuators comes from the
transmission. An electrically controlled hydro-mechanical Power Control Unit
(PCU) gives power to move the transmission. Two Slat/Flap Control Computers
(SFCC1 and SFCC2) monitor and control the slats. An Instrumentation Position
Pick-Off Unit (IPPU) is installed on the Power Control Unit (PCU). It sends signals
to the Electronic Instrument System (EIS), which identifies the position of the
slats. A Feedback Position Pick-Off Unit (FPPU) gives signals of the output shaft
position of the PCU. Two Asymmetry Position Pick-Off Units (APPU) give signals of
the slat position or speed. The SFCC1 and the SFCC2 receive and monitor the
signals from the FPPU and the APPUs.
3. System Description-

A. Electrical Control and Monitoring - The electrical control and monitoring

system of the slats has: · a slat/flap control lever · a Command Sensor Unit (CSU) ·
two Slat/Flap Control Computers (SFCC) · two electrically controlled valve blocks
which are installed on the slat Power Control Unit (PCU) · a Feedback Position
Pick-off-Unit (FPPU) · two Asymmetry Position Pick-off-Units (APPU) · two Wing
Tip Brakes (WTB). The slat and flap control lever controls the position of the
slats. The Command Sensor Unit (CSU) identifies the position of the slat and flap
control lever and sends related signals to each SFCC. Each SFCC controls the valve
block of a hydraulic motor, which is part of the slat PCU. The FPPU, which is part
of the slat PCU, and the two APPUs send related signals to the SFCCs. If the SFCCs
find a failure in the system, the Wing Tip Brakes (WTB) stop and hold the
transmission and the PCU is stopped. NOTE: The SFCCs have a slat alpha lock/slat
baulk function which prevents the aircraft from stalling.

B. Hydraulic Actuation and Power Transmission - A hydro-mechanical PCU

supplies mechanical power to the power transmission system. The PCU has two
separate hydraulic motors and two Pressure-Off Brakes (POB). Each hydraulic
motor has an electrically controlled valve block, which receives signals from a
SFCC. Torque shafts and gearboxes in the fuselage and the wings transmit the
mechanical power from the slat PCU to the rotary actuators which move the slats.
Each slat has two rotary actuators, which are installed on the tracks. Torque
limiters in the transmission system and the rotary actuators prevent the
mechanical overload of the structure.

29

D. SFCC Memory- The SFCC memory keeps the last correct signal, which controls
the slat and flap position. The SFCCs compare a new CSU signal with the slat
position signal which comes from the FPPU. If a change of slat angle is necessary,
the PCU solenoids get electrical power. The slats move towards the new position
(Ref. 27-54-00). When the position data from the FPPU is the same as the CSU
signal, the slats stop. NOTE: Slat and flap movement always obeys the last correct
control lever movement. For example, when the lever moves from position 3 to
FULL, the slats will extend in the direction of the FULL position. If the lever returns
to position 3 before the slats reach position FULL, the direction of slat movement
changes and the slats move back to position 3.

E. Slat Alpha Lock/Speed Baulk -The Air Data/Inertial Reference Units (ADIRU)
supply corrected angle-of-attack (alpha) and computed air speed (CAS) data to the
SFCC. The SFCC use the data to prevent slat retraction at high alpha and/or low
CAS. Slat retraction is not possible if: · the alpha is more than 8.5 deg. · the CAS is
less than 148 knots. The function resets if alpha decreases below 7.6 deg. or CAS
increases over 154 knots. Alpha lock/speed baulk is not possible if: · the slat
retraction is set before alpha is more than 8.5 deg. or CAS less than 148 knots ·
the aircraft is on the ground with CAS below 60 knots. When the function is
active, the ECAM shows the message A LOCK (green, flashing) above the slat
position indication

F. Operation of the Wing Tip Brake- The WTBs lock the transmission system if
some given types of failure occur that requires it to lock the WTBs. (1) If one or
the other lane of the slat channel finds a failure: · the lane arms its own WTB
circuits · the other channel receives a WTB-arm discrete signal. (2) If one or the
other lane in the second slat channel also finds the failure: · the lane arms its own
WTB circuits · the first channel receives a WTB-arm discrete signal. When the
SFCCs receive a WTB-arm signal they energize the related WTB solenoid valves.
The WTBs lock the transmission system. If one SFCC does not operate, the other
SFCC receives a WTB-arm signal automatically. If the other SFCC finds some given
types of failure, one solenoid valve on each WTB gets electrical power. (3) Reset
The WTB can only be reset on the ground through the CFDS.

G. Monitoring for Failure Conditions

(1) Monitoring of the Power Transmission System- The SFCCs monitor: · the slat
position data from the APPUs and the FPPU · the rate of change of the slat
position data · the selected position from the CSU. The SFCCs use this data to
find: · an asymmetry · a runaway · an uncommanded movement · an overspeed.
(2) System Jam - The SFCC will find a system jam if the system speed is below 2%
nominal for more than 4 seconds. When the SFCCs find a system jam: · the valve
block solenoids on the PCU are de-energized · the POBs are applied and stop their
related hydraulic motors · the SFCCs give a class 1 level 2 caution and the ECAM
display unit shows a failure message. If the SFCCs receive a new correct CSU
signal, the SFCCs go back to their normal operation. If there is low hydraulic
pressure, the SFCCs stop system jam monitoring.

30

(3) LRU Monitoring - (a) SFCC1 and SFCC2- Each lane of each slat channel
receives output signals from the other lane in the same channel. Each lane
compares these signals with its own output signals. If there is a difference for
more than 320 milliseconds and minor failure steps are taken: · the solenoids on
the related valve block are de-energized · the POBs lock their related hydraulic
motor · the other channel receives a WTB-arm signal · the SFCCs give a class 1
level 1 caution and the ECAM display unit shows a failure message · the slats
operate at half speed. If the failure resets within 5 seconds, the channel returns
to its normal operation. The SFCCs cancel the caution and the WTB-arm signal. If
the failure is still there after 5 seconds then a major failure step is taken: · the
SFCC arms the WTB for the defective channel. The major failure step is also
taken if 10 minor failures occur within 3 minutes. If there is a failure in the two
slat channels: · the solenoids on the two valve blocks are de-energized · the POBs
lock their related hydraulic motor · the WTB for the two channels lock the
transmission system · the SFCCs give a class 1 level 2 caution and the ECAM
display unit shows a failure message · the slats do not operate until reset on the
ground. (b) CSU - The SFCCs monitor the CSU signals for the correct detent or
out-of-detent switch patterns. If the SFCCs receive an incorrect pattern for more
than 0.5 seconds: · the solenoids on the related valve block are de-energized · the
POBs lock their related hydraulic motor · the SFCCs give a level 1 caution and the
ECAM display unit shows a failure message. If the SFCCs receive an out-of-detent
pattern for more than 10 seconds: · the SFCCs give a class 1 level 2 caution after
the slats are at the last set position · the ECAM display unit shows a failure
message. If a CSU disadjust failure is detected: · the solenoids on the two valve
blocks are de-energized · the POBs lock their related hydraulic motor · each
channel arms its own WTB and sends a WTB-arm signal to the other channel · the
WTBs lock the transmission system · the SFCCs give a class 1 level 2 caution and
the ECAM display unit shows a failure message · the slats do not operate until
reset on the ground. (c) WTB -Each slat channel monitors its related WTB
solenoids for open circuit or short circuit. If there is a failure with the correct WTB
power available: · the ECAM display unit shows a failure message. (d) PPU -If one
slat channel finds failures because of PPU differences, but does not receive the
WTB-arm signal from the other channel: · the SFCC will find a failure in one
synchro of the related PPU · the solenoids on the related valve block are de-
energized · the POBs lock their related hydraulic motor · the related channel arms
its WTB · the other channel receives the WTB-arm signal · the SFCCs give a class 1
level 1 caution and the ECAM display unit shows a failure message · the slats
operate at half speed. (e) Valve Blocks- 1 LVDT Each slat channel monitors its
related LVDT for the correct operation. If there is a failure, the SFCCs memory
keeps the related data and sends it to the CFDS. If the failure stops the operation
of the motor: · the SFCCs give a class 1 level 1 caution and the ECAM display unit
shows a failure message · the slats operate at half speed. 2 Solenoid Valves Each
slat channel monitors the position of the solenoid valves on its related valve
block. The slat channels use the signals from the LVDT to compare the position of
the control valve with that commanded. If a valve does not close after a signal: ·
the channel will not try to drive the motor when the SFCC gets DC power · the
SFCCs give a class 1 level 1 caution and the ECAM display unit shows a failure
message · the slats operate at half speed.

3 Hydraulic Pressure - Each slat channel monitors the hydraulic pressure available
to move its related motor. It uses signals from the LVDT to compare the position
of the control valve with that commanded

31

If there is low pressure: · the SFCCs give a class 1 level 1 caution and the ECAM
display unit shows a failure message · the slats operate at half speed. When
hydraulic pressure goes back to its normal condition: · the SFCCs and the ECAM
system cancel the class 1 level 1 caution and the failure message · the slats
operate at normal speed. If low pressure is detected the SFCCs stop system jam
monitoring. (f) Hydraulic Motors - Each slat channel monitors the transmission
system for half speed operation when there is a hydraulic motor jam. The half
speed monitor operates only when the valves of the two valve blocks are in the
full speed position. If the slat movement is slower than the minimum speed for
two-motor operation: · the SFCCs give a class 1 level 1 caution after 8 seconds and
the ECAM display unit shows a failure message · the slats operate at half speed.
When the aircraft is on the ground, half speed monitoring stops.

(4) Monitoring of Input and Output Signals -(a) ARINC 429 Inputs from other
Systems Each slat channel monitors ARINC 429 inputs from the Air Data/Inertial
Reference Unit (ADIRU). (b) ARINC 429 Input from Cross-Computer Link Each slat
channel monitors the other slat channel for the correct operation. If there is no
data for more than 10 seconds, the CFDS gets a failure message. (c) Installation
Coding Each slat channel monitors its installation code inputs. If they find an
incorrect coding: · all ARINC 429 outputs, for that channel, change to no
computed data · the CFDS gets a failure message. (d) Operation Mode Coding
Each slat channel monitors its operation mode coding inputs. If they find an
incorrect coding: · the ARINC 429 slat and flap system status changes to no
computed data · the solenoids on the related valve block are de-energized · the
POBs lock their related hydraulic motor · the related channel arms its WTB · the
other channel receives the WTB-arm signal · the SFCCs give a class 1 level 1
caution and the ECAM display unit shows a failure message · the slats operate at
half speed. If the channel receives the WTB-arm signal from the other channel: ·
the WTBs lock the transmission system · the SFCCs give a class 1 level 2 caution
and the ECAM display unit shows a failure message. Reset is only possible on the
ground. (e) ARINC 429 Outputs (Wraparound) Each slat channel monitors its
ARINC 429 outputs. Wraparound inputs get the output data. If there is a
difference, the related output stops and the CFDS gets a failure message.

(5) Monitoring of Power Supplies - (a) SFCC DC Supply Each slat channel
monitors its primary 28V DC supply and its internal secondary power supply. If the
primary power supply goes below 15V DC, or the internal secondary power supply
does not operate: · the solenoids on the related valve block are de-energized · the
POB locks the related motor · the other channel receives the WTB-arm signal · the
SFCCs give a class 1 level 1 caution and the ECAM display unit shows a failure
message · the slats operate at half speed. NOTE: The failed channel does not arm
the WTB in case of interruption of all aircraft DC power. This is to stop the WTB
locking the system at the same time when the DC power fails. (b) WTB DC Supply
Each slat channel monitors the special power supply for its WTB. If the WTB
power input goes below 15V DC: · the ECAM display unit shows a failure message
· the CFDS gets a failure message. (c) Synchro Excitation Power Each slat channel
monitors the correct synchro excitation power. The internal secondary DC power
supplies the synchro excitation power. If the voltages or frequency are not
correct: · the solenoids on the related valve block are de-energized · the POB locks
the related motor · the channel arms the related WTB · the other channel receives
a WTB-arm signal · the SFCCs give a class 1

32

level 1 caution and the ECAM display unit shows a failure message · the slats
operate at half speed. If the synchro excitation power goes back to the correct
value, the slats will operate as normal. If the other channel receives the WTB-arm
signal: · the WTBs lock the transmission system · the SFCCs give a class 1 level 2
caution and the ECAM display unit shows a failure message. Reset is only
possible on the ground.

SLATS HYDRAULIC ACTUATION AND POWER TRANSMISSION

General -A hydro mechanical Power Control Unit (PCU) in the aircraft fuselage
supplies mechanical power to the slat transmission system. The PCU has two
hydraulic motors. Each motor has a Pressure-Off Brake (POB) and a valve block,
which is electrically controlled. Torque shafts and gearboxes in the fuselage and
the wings transmit the mechanical power from the slat PCU to the actuators,
which move the slats. There are two actuators for each slat. The actuators are
installed on the aircraft structure. Torque limiters in the transmission system and
in the actuators make sure that the load applied to the structure is not too high.
Wing tip brakes give asymmetry and runaway protection
3. System Description A. Hydraulic Actuation - Two of the three hydraulic systems
supply fluid pressure through a priority valve to the PCU: · the BLUE hydraulic
system supplies valve block 25CV · the GREEN hydraulic system supplies valve
block 26CV · the priority valves are set when the pressure drops below 140 bar
(2030 psi). Each valve block controls the flow of hydraulic fluid to the related
hydraulic motor and its POB. Each POB stops and holds the output shaft of the
related hydraulic motor when: · the solenoids of the related valve block are de-
energized because of a normal PCU shutdown sequence · there is not enough
pressure in the related hydraulic system · one of the failures given in occurs. A
differential gearbox connects the output shafts of the hydraulic motors and
transmits their torque to the power transmission system. If a POB engages and
holds its motor, the remaining motor moves the transmission system at half
speed but at full torque.

B. Power Transmission - The slat transmission system includes: · torque shafts

in the fuselage and wings · a 19 degree bevel gearbox which changes the direction
in which the drive is aligned · a T-gearbox which changes the direction in which
the drive is aligned through 90 degrees. This gives an output to each wing · two
63.5 degree bevel gearboxes at each wing root. These gearboxes move the drive
from below wing level to the wing leading edge · ten rotary actuators (two per
slat) in each wing. The torque shafts transmit power from the PCU to the
gearboxes and actuators. Universal joints connect the torque shafts and steady
bearings support them. Each input gearbox has a torque limiter which operates
in the two directions (extend/retract). Each torque limiter has a lock-out torque
value set as necessary for its location. The torque limiters protect the wing
structure and the actuators from a torque overload which could occur by a slat
transmission failure. A mechanical indicator on each actuator latches if a lock-out
occurs. You can set the indicator again when the aircraft is on the ground.
Attachment of the actuators is to housings. Bolts attach the housings to the
structure at tracks 2, 3 and 5 thru 12. Each actuator moves its related track
through a pinion. The actuator output shaft moves the pinion which engages with
a gear rack. Bolts attach the gear rack to the track. The tracks operate in vertical-
load rollers and
 33

side-load rollers. The tracks retract through holes in the front spar into sealed
containers. The sealed containers make a projection into the fuel tanks. Tracks 1
and 4 are made almost the same as the moved tracks but without the gear rack.
They are to prevent that slat 1 falls away if there is a slat attachment failure.

F. Actuator - There are two types of actuator in each wing. Those on tracks 2
and 3 are larger in diameter and include more gearing than the other actuators.
The assembly and operation is almost the same for all actuators. Each actuator
includes: · a cylindrical casing · a through shaft · a bidirectional torque limiter with
latching indicator · a sun gear · a power output stage. (This includes a compound
differential planetary arrangement of six planets, supported by rings) · an output
shaft which engages the track drive pinion. The large diameter actuator has a
first-stage reduction gear between the sun gear and the power output stage. The
differential ratio across the power output stage provides the high torque/low
speed operation of the actuators. Grease fills the actuators for life-time
lubrication. It is not possible to lubricate at regular times. Collected moisture
drains through bleed holes in the casing. Pivoted cover plates over the bleed
holes make sure that unwanted material does not get into the actuator. The cover
plates turn to permit the removal of grease from the bleed holes. This helps the
collected moisture to drain. The torque limiter has: · a ball ramp device with input
and output members · a friction disc pack spline-mounted to release too much
torque through the gearbox casing into the aircraft structure · a spring pack that is
set to a limit of a minimum of 120% of the maximum torque for operation · an
indicator which a spring clip usually keeps in the retracted position. The torque
limiter stops the transmission of too much torque into the output. It also makes
sure that the indication of torque peaks, which momentarily engage and release
the torque limiter, does not occur. (1) Operation Power input to the actuator
through-shaft moves the sun gear through the torque limiter. In the small
diameter actuator, the sun gear transmits power directly to the power output
stage. The power is then transmitted to the output shaft. In the large diameter
actuator, the sun gear moves the power output stage through the first-stage
reduction gear. When the torque necessary at the actuator output shaft is more
than the load value of the torque limiter spring: · the output member of the ball
ramp moves slowly, which causes the balls to move up the ramp · the output
member moves axially against spring 'A' into the clearance in the friction disc pack
· as input torque increases, brake friction in the friction disc pack sends too much
input torque through the gearbox casing into the aircraft structure. This limits the
output torque · more increase in input torque causes more axial movement of the
output member against spring 'B' · as spring 'B' compresses, the brake friction in
the friction disc pack makes sure that the input shaft does not turn · the indicator
extends to show that lock-out torque has occurred. The indication of the lock-
out torque occurs only: · when hydraulic-power-given torque is released through
the gearbox casing into the aircraft structure because of too much load
downstream. The system can be set again by operation in the opposite direction.
The indicator stays extended until it is cancelled manually.

G. Tracks - The circular-arc tracks are machined from steel and move in grease-
lubricated vertical-load and side-load rollers. Attached to the forward face of the
front spar are two ribs, one inboard and one outboard of the track. Attached to
the ribs are the rollers. The tracks retract through holes in the

34

front spar into sealed containers. The sealed containers make a projection into
the fuel tanks. At each end of each moved track is a fixed stop. On retraction, the
forward stops prevent damage to the track containers, slat and leading edge
structure. The stops on the rear of the track prevent that the slat falls from the
wing when the transmission system is disconnected. Engagement of the stops
does not occur during normal operation. The tracks are of inverted-U section.
Tracks 2, 3 and 5 thru 12 have a steel gear rack bolted in the track channel. The
gear rack engages with a pinion. Bearings between the track ribs support the
pinion. The actuator output shaft moves the pinion. When tracks 1 and 4 are
made, they can have spacers installed in the inverted-U channel. This is to get the
correct tolerance. The number of spacers can be between zero and four.

SLATS POSITION INDICATING

1. General The upper display unit of the Electronic Centralized Aircraft Monitoring
(ECAM) system shows the slat position. The display unit shows the slat position
together with the flap position and the direction of their movement. A full
description of the flap position indicating data is given in . The Instrumentation
Position Pick-Off Unit (IPPU) 4CN monitors the movement of the mechanical
transmission system. It thus monitors the operation and position of the slats.

ELECTRICAL FLIGHT CONTROL SYSTEM (EFCS)

General - The electrical flight control system (EFCS) is built around two types of
digital computers : · 2 ELACs (Elevator and Aileron Computers). · 3 SECs (Spoiler
and Elevator Computers). These computers generate the surface deflection
orders which correspond to the pilot orders and perform control of these surfaces
through the electrically-controlled servocontrols. These orders are monitored.
Another type of computer is provided : · 2 FCDCs (Flight Control Data
Concentrator) They isolate the ELACs and the SECs from the other A/C systems
and are used for maintenance tasks and data concentration. The electrical flight
control system (EFCS) performs several functions: · pitch control · lateral control ·
speedbrake function · ground spoiler function The electrical flight control system
uses the three A/C hydraulic systems. In case of complete loss of electrical supply,
the A/C remains controleable through the rudder mechanical control and THS
mechanical control.

3. System Description -The Electrical Flight Control System (EFCS) performs

several functions :

A. Flight Control Surfaces - There is 1 aileron and 5 spoilers on each wing. The roll
control is ensured by: · the 2 ailerons · the 4 outboard spoilers on each wing. The
spoilers 2, 3 and 4 of each wing ensure the speedbrake function. All the spoilers
ensure the ground spoiler function. The pitch control is ensured by: the 2 elevator
control surfaces, each one actuated by 2 servocontrols. 1 trimmable horizontal
stabilizer (THS) actuated by an electrohydraulic actuator. The yaw control is
ensured by the rudder which is actuated by 3 servocontrols mechanically
controlled and simultaneously active.
4. Power Supply - A. Hydraulic Power Supply - There are three independent
hydraulic systems: · the Blue system pressurized by an electric pump. · the Green
system pressurized by a pump driven by the

35

left engine. · the Yellow system pressurized by a pump driven by the right engine.
On the ground, an electric pump can pressurize directly the Yellow system. A
reversible power transfer unit (PTU) can pressurize the Yellow or Green system
from the other system. A ram air turbine (RAT) can pressurize the Blue system in
the event of an ultimate-emergency electrical supply.

B. Electrical Power Supply (1) General - The main power supply system has two
generators. Each one is located on one engine . A third generator, of equivalent
power and driven by the APU can be used on the ground or in flight to replace a
main generator. In normal configuration, each main generator supplies its side
which has: · a three-phase 400 Hz 115VAC main busbar · a transformer rectifier
unit (TRU) · a 28VDC main busbar. The two sides are completely separated. The
AC and DC essential busbars are connected to the side 1. If a main generator fails,
an automatic switching facility enables the simultaneous supply of the two main
AC busbars by the other main generator. However, the TRUs keep the two DC
sides isolated. If a main TRU fails, the essential DC busbars are automatically
isolated from the rest of the DC network and are supplied by the AC busbar 1XP
through a third TRU. The main DC busbars are simultaneously connected together
and supplied through the remaining TRU. If the AC busbar 2XP is failed, the
sequence is the same. If the AC busbar 1XP is failed, the DC and AC essential
busbars will be connected to the side 2 after action of the crew. In the event of a
power supply loss on the two sides (standby power configuration) : · the RAT
extension command is generated · the AC and DC essential busbars are
immediately supplied by the batteries. · after 7s the AC and DC essential busbars
are supplied by the standby generator. The RAT extension can be manually
controlled.

(2) Interface with the EFCS- The ELAC1 and the SEC1 are supplied from a DC
essential busbar (4PP for the ELAC1 and SEC1), the battery 1 taking over
instantaneously through a dedicated diode device (Power Supply Decoupling Unit)
when the voltage level drops below the battery output voltage.A relay ensures
the battery supply line breaking on the ground 30s after the second engine is shut
down. (after the third hydraulic pressure drop down). The ELAC2, and the THS
motor 1 are normally supplied from a DC normal busbar 2PP. In case of loss of this
busbar (particularly after loss of both main generation channels, or after a double
main TRU failure),these supplies are automatically switched over to the battery 2
by means of two relays, for a fixed period of 30s. These relays are automatically
re-energized if later on the Blue hydraulic pressure to falls, and during the landing
phase as soon as the nose landing gear is extended. On each of these four supply
lines must be added the solenoid valves associated with the computer and one of
the four accelerometers, with the following distribution:

! COMPUTER ! ACCELEROMETER !

! ELAC 1 ! 1 !

! SEC 1 ! 2 !

! ELAC 2 ! 3 !

! SEC 2 ! 4 !

36

The SEC 2, SEC 3, the THS electric motor 3, and the FCDC 2 are supplied from the
DC normal busbar 2PP. The THS electric motor 2 is supplied from the DC essential
busbar 4PP. The FCDC 1 is supplied from the DC essential busbar 8PP.

5. Functions- Performed in Normal Configuration -This section briefly describes

the functions of the electrical flight controls in normal mode, i.e without failures
which cause law degradation.

A. Pitch Control (1) General -The law is the fundamental mode of manual pitch
control. The law generates a load factor demand from the position of the side
stick and the inertial feedbacks. Protection against excessive load factor, Mach or
speed or angle of attack pitch attitude are also provided.
(2) Pitch control law -Three phases are considered: · flight, · flare, · ground. These
phases are determined by the computers and consolidated by the information
below : · radioaltimeter altitude, · R and L L/G compressed signals from the
LGCIUs, · Pitch attitude from the ADIRS, · wheel speed and spoiler activation from
the SECs. (a) Flight law -The law is activated. It combines the elevator control and
the THS controls (AUTOTRIM function). It generates a load factor demand as a
function of the position of the side sticks and inertial feedbacks. The gains depend
on the speed (Vc) and center of gravity. The main characteristics of the C* law
are: · load factor demand, · inclusion of the AUTOTRIM function, · compensation
of the lateral attitude up to 33°, · A/C response independent from the speed,
weight and center of gravity. The maximum surface deflection controlled by the
computers are: Elevator deflection: +15, -30 deg THS deflection: +3.5, -11 deg. (b)
Flare law - This law generates a longitudinal attitude value as a function of the
side stick demand, Nz feedbacks and pitch rate. The gains are function of the
speed (Vc) and center of gravity. The purpose of this law is to restore the
behaviour of a conventional aircraft down to the ground. (c) Ground law- The side
stick outputs directly control the surface position. Elevator kinematics on ground:
· ELACs "on" , 2 or 3 ADIRUs "on" and SECs "off". * If Vc< 70 kts, the deflection is +
15, - 30°. * If Vc> 70 kts, the deflection is + 15, - 20°. · ELACs "on" , ADIRUs "off"
and SECs "off". * Fixed Vc = 80 kts, the deflection is + 15, - 20°. · SECs "on" and
ELACs "off", the deflection is + 15, - 30°.

(3) THS control -The elevator orders are progressively transferred to the THS
through a low-speed integrator to decrease the drag. This is the AUTOTRIM
function. The THS movement is inhibited: · under 50 ft in manual mode (100 ft in
AP mode), · when the high-speed and Mach protection is active, · in case of
manual action on the hand wheel, · when the load factor is lower than 0.5 g, · in
case of abnormal condition law. The THS movement is limited in up direction: ·
when the alpha protection is active, · when the load factor is higher than 1.25g, ·
when the bank angle is above 33 deg, · in case of low speed protection (alternate
law).

(4) Protections -(a) Alpha (A0A) protection -In the normal law, when an angle-of-
attack threshold is reached (ALPHA PROT), the C* law is replaced by an alpha
protection law. In this case, an angle-of-attack value, proportional to the side stick
position, is calculated. The ALPHA PROT value is associated to a null order of the
side stick. The ALPHA MAX value is associated to a full nose-up order of the side
stick. This protection is de-activated by a pitch-down side stick order. (b) High-
speed protection -If a Vc or Mach

37

threshold is reached, a positive load factor demand is added to the C* law. This
positive load factor demand is proportional to the difference between the actual
Vc or Mach and the related threshold. This value is limited and decreases the
pilot's authority in nose down direction. This protection is active from takeoff to
landing. (c) Longitudinal attitude protection - Pilot pitch-up commands are
reduced linearly from a factor of 1 (theta max - 5°) to zero at (theta max and
above). Similarly, pitch-down commands are factored from 1 at (theta min + 5°) to
zero at (theta min and below). Pitch attitude feedback is phased in outside (theta
min/theta max). theta max = 30° at conf. 0 to 3 theta max = 25° in full. (d) Load
factor limitation -A maneuver protection is introduced in the C* law and restricts
the load factor within the limits below : · clean configuration : - 1 g, + 2.5 g, (CONF
0 - CONF 1) · flaps extended : 0, + 2g. (CONF 1+F, 2, 3, F) (5) Operation in normal
conditions The pitch laws are activated as described in the table below

B. Lateral Control (1) General - The normal law for the lateral control includes
the roll and yaw axis control. The ailerons and the spoilers 2, 3, 4 and 5 are the
roll control surfaces. The main characteristics of the lateral control law are as
follows: · side stick movement in roll processed as a roll rate demand, · turn
coordination automatically ensured, · lateral attitude limitation provided.

(2) Lateral normal law -Two phases must be considered: · flight, · ground. The
ground law is activated 0.5s after landing with longitudinal attitude lower than 8°.
The flight law is activated 0.5s after take-off with longitudinal attitude higher than
8°. (a) Flight law -The side stick movement in roll controls a roll rate in which the
gains are function of Vc and of the configuration. The maximum roll rate is 15°/s.
The characteristics of the roll law are: · in turn configuration, lateral attitude
maintained up to 32° with side stick at zero, · lateral attitude limited to 67° for full
side stick deflection, · automatic turn coordination, · Dutch roll damping, ·
minimization of sideslip. (b) Ground law- All feedbacks are inhibited. The side stick
movement directly controls the roll control surfaces (ailerons and spoilers). The
rudder is mechanically controlled by the pedals with the yaw damper function
always active.

(3) Roll control surface -Kinematics Full authority of surfaces is: · + or - 25 deg for
the ailerons, · maximum deflection of 35 deg for the spoilers. The spoilers 2, 3, 4
and 5 use the same deflection; from configuration 0 to configuration 3, a
threshold is included to minimize the drag. A 5 deg downward deflection of the
ailerons (droop) is active when the flaps are extended. This position is identified
by an index on the AIL scale of the ECAM F/CTL page (Ref 31-51). · The aileron
droop function is ensured by each ELAC. · The aileron droop function is active on
ground or in flight when the flaps are extended; in that case, a 5 deg downward
deflection of the ailerons is ordered by the ELAC1 (or by the ELAC2 if it is active on
the control of the ailerons). · The aileron droop function is available as long as one
ELAC is able to control the ailerons. · The ailerons are normally controlled by the
ELAC1 through the left Blue and the right Green servo-controls (active mode). The
ELAC2 is in stand-by, and the associated servo-controls are in damping mode. In
case of ELAC1 failure, the control of the ailerons is automatically transferred to
the ELAC2 which becomes active through the left Green and right Blue servo-
controls; in that case, the servo-controls dedicated to the ELAC1 revert to the
damping mode. In case of double ELAC failure, or Blue and Green hydraulic low
pressure, all ailerons servo-controls are in the damping mode.

38

(4) Rudder control The pedals mechanically control the rudder position. The
maximum rudder deflection is plus or minus 25° limited by the TLU. The trim
authority is plus or minus 20° and its deflection rate is 1°/s. The yaw orders from
the roll normal law are sent to the yaw damper servo-actuators and added to the
servocontrol mechanical input. Authority of these orders is given in the table
below:
C. Speedbrake Function - (1) General -The speedbrake function is ensured by the
spoilers 2, 3 and 4 and the associated SECs. The speedbrake deflection order is
dependent upon the speedbrake control lever position. Extension of the spoilers 2
is half the extension of the spoilers 3 and 4. The speedbrake order is combined
with roll orders. In flight, when the aircraft speed is more than 315 knots or Mach
0.75 with the autopilot engaged, the speedbrake retraction rate decreases
(approximately 25 seconds are necessary to retract the speedbrakes from FULL to
IN).

(2) Speedbrake order -The speedbrake order comes from the order received from
the speedbrake lever received by the SEC. The speedbrake control order is
inhibited: · if the monitoring of the speedbrake control transducer unit has
detected a failure (by means of the transducer unit range monitoring or
COM/MON comparison), · if the alpha protection is active, · if in FULL
configuration, · in case of single elevator configuration, · in case of loss of the Blue
and Green hydraulic pressures. · if at least one throttle lever is above MCT
(Maximum Continous Thrust) or · if full back stick associated with pitch altitude
protection, The deflection rate is limited to 5°/sec. In order to do the test of the
spoiler 1 on the ground, a 6° extension of the spoiler 1 is possible with the
speedbrake control lever.

D. Ground Spoiler Function - (1) General -The ground spoiler function is ensured
by all the spoilers. The surface deflection is 50 deg with an extension rate of 20
deg/s (in autopilot or manual mode).

(2) Activation of the ground spoiler function. (Ref. Fig. Ground Spoiler
Activation SHEET 1) The activation of the ground spoiler function is dependent
upon: (a) The function preselection: · speedbrake control lever in ARMED
position, or in extended position while the altitude is less than 6ft or one throttle
control lever in reverse position. (b) The two engines at low rate. (c) The main
landing gear wheel rotation is more than 72kts or both main landing gears
compressed while the altitude is less than 6ft. NOTE: The wheel speed condition is
inhibited after GND/FLT transition and is rearmed when the wheel rotation stops.
Therefore, after an aircraft bounce (aircraft airborne): - the spoilers remain
extended with the throttle control lever at idle - the spoilers retract if thrust
increases above idle (GA), and extend again after the next touchdown. The
preselection can also be made through the selection of reverse thrust: - on both
throttle control levers, or - on only one throttle control lever with the other lever
at a position less than 20 deg or speedbrake control lever in extended position
while the altitude is less than 6ft. The "two throttle levers at low rate" information
is given when the position of the two throttle control levers is less than 20 deg, or
one throttle lever is in REV position and the other is at less than CLB.

(3) Partial lift dumping - This function, computed in the SECs, is activated when
reverse thrust is selected if one main landing gear is not compressed or if both
main landing gears are compressed but retard is not achieved (throttle lever at
CLB or below) while the altitude is less than 6ft. Spoilers 1 thru 5 are

39

partially deflected in order to push down on the landing gears and thereforre
facilitate activation of the ground spoiler function.

E. Speedbrake Deflection Limitation and Aileron Rigging in the Up Position - (1)

Speedbrake deflection limitation On A320, to improve the loads in continous
turbulence condition, the speedbrake maximum deflection is reduce in clean
configuration in relation to aircraft weight. The deflection of spoiler 2, 3 and 4 is
given in the table below: Spoiler Deflection Mode Spoiler deflection values 1/2
deflection in manual mode 12.5°/25°/25° for W<MLW+2t 8°/16°/16° for
W>MLW+4t Full deflection in manual mode 20°/40°/40° for W<MLW+2t
12.5°/25°/25° for W>MLW+4t 1/2 deflection in AP mode 12.5°/25°/25° Full
deflection in AP mode 12.5°/25°/25° (1) Aileron rigging in the up position -The
speedbrake defection limitation is also related to a permanent rigging of the
ailerons in the up position. When the speedbrake are deflected, the ailerons are
symmetrically deflected up by 6°, in relation to the current speedbrake deflection
and the aircraft weight.

F. Load Alleviation Function (LAF) -(1) General The load alleviation function is
used to alleviate the loads on the wings. This is done through the upward
deflection of the control surfaces: · The two ailerons only, or · The two ailerons
associated with spoilers 4 and 5. The LAF has two sub-functions: · One that is
activated during a stable maneuver (aileron deflections only) · One that is
activated during discrete gust detection (aileron and spoiler deflections). The LAF
is available in clean configuration and in normal law only, with the autopilot
engaged or not. The LAF orders are added to those generated by the normal law.
The LAF generates surface deflection orders in relation to load factors from: ·
Gust, · Acceleration because of a bank, · Acceleration because of a side stick order
in pitch. (1) LAF (maneuver function) (deflection of the ailerons only) (a) Control
surfaces The LAF (maneuver function) uses the two ailerons only with an upward
deflection of 15° maximum (phased out with the speedbrake deflection). (a)
Inhibition conditions The LAF is not available when: · The flight control law is not
the "normal law" · The slat/flap is not in clean configuration · The wing tip brake is
ON · There is one-elevator configuration if there is a double hydraulic failure (Blue
and Yellow) · There is a failure of one aileron · There is a double accelerometer
failure in ELAC 1. (a) Deflection logic The ailerons are deflected in relation to the
Nz measured and thresholds. Then, when the ailerons are deflected, they stay
deflected for a minimum of 2.5 seconds (hold time). (1) LAF (discrete gust
function) (deflection of the ailerons and spoilers) (a) Control surfaces The LAF
(discrete gust function) uses: · The two ailerons with an upward deflection of 10°
maximum, and · Spoilers 4 and 5 with a deflection of 10° maximum (a) Inhibition
conditions The LAF is not available when: · The flight control law is not the
"normal law" · The slat/flap is not in clean configuration · The wing tip brake is ON
· There is a one-elevator configuration if there is double hydraulic failure (Blue
and Yellow) · There is a failure of one aileron · There is a double accelerometer
failure in ELAC 1. (a) Deflection logic The two ailerons and spoilers 4/5 are
deflected up when the vertical acceleration is more than 1.3g and the gust
detector algorithm is active. When activated, ailerons and spoilers stay deflected
for a minimum of 2.5 seconds (hold time). ** ON A/C ALL

G. Normal Configuration -(1) Computers - Each computer is active as follows: ·

ELAC 2: normal law in pitch with associated protections elevator control control of
THS electric motor No. 1. · ELAC 1: normal law in lateral aileron control. · SEC1, 2
and 3: control of their related spoilers from the orders from the normal lateral
law of the ELAC 1 speedbrake function, ground spoilers. The FAC1 controls the
rudder with the yaw damper servo-actuator 1 from the orders elaborated in the
ELAC 1. (2) Servocontrols (a) Elevators Each elevator can be actuated by two
different servocontrols. In normal operation, one

40

servocontrol per surface is active, the other is in the damping mode. On the left
elevator, the Green servocontrol is active. On the right elevator, the Yellow
servocontrol is active. On the two elevators, the Blue servocontrols are in
damping mode. (b) THS actuator The THS can be actuated by three different
electric motors. In normal operation, the electric motor No. 1 controls the two
hydraulic motors respectively supplied by the Green and Yellow systems. The
ELAC 1 performs a ground setting through the electric motor No. 2. (c) Ailerons
Each aileron can be actuated by two different servocontrols. In normal operation,
one servocontrol per aileron is active, the other is in damping mode. On the left
aileron, the Blue servocontrol is active. On the right aileron, the Green
servocontrol is active. The servocontrols, controlled by the ELAC 2, Green on the
left side and Blue on the right side are in the damping mode.

6. Functional Reconfiguration -The functions available in normal configuration can

be degraded depending on the failures which may affect the system. The resulting
functional reconfigurations depend on: · the level of redundancy of the external
information necessary for the normal laws, · predetermined functional status, ·
inclusion of laws in the computers.

A. Law Reconfiguration

(1) Pitch control -(a) Alternate law -When the information necessary for the
normal law can no longer be consolidated, the alternate law is activated. This law
can also be activated after certain system failures. The basic idea is to reduce the
authority of the parameters required for the law, while keeping the main
characteristics of the normal law. The gains are now dependent upon the
configuration. The pitch rate is limited to 5°/s. The flare law is replaced by the
direct law upon landing gear extension. The longitudinal attitude protection is no
longer activated. The alpha protection is replaced by a low-speed protection
when Vc becomes lower than a threshold (Vc PROT) a negative load factor
demand is added to the pilot command. The high-speed and Mach protection is
included as for the normal law, except for decreasing of pilot nose down
authority. (b) Direct law -When the information required for the C* law is no
longer valid or upon landing gear extension when the alternate law is active, the
direct law in pitch is activated. The side stick movement directly controls the
elevator position. The THS is mechanically controlled from the trim control wheel.
No protection is included. (c) Mechanical control -When the electrical flight
controls are lost, the THS is mechanically controlled from the trim control wheel.
The elevators are centered.

(2) Lateral control -After the loss of the normal pitch law or after certain system
failures, the direct lateral law is activated. The side stick movements directly
control the position of the ailerons and the spoilers 4 and 5. In the event of loss of
these surfaces, reconfigurations are introduced to keep a sufficient roll rate: · if
the two ailerons are no longer available, the spoilers 2 and 3 become active in
direct law, · if the spoilers 4 are no longer available, the spoilers 3 become active.
After the loss of the normal lateral law, the yaw alternate law activated in the
FACs ensures the Dutch-roll damping function. (3) Abnormal condition law If the
main aircraft parameters (Theta, phi.,Vc, M, alpha) exceed predetermined limits,
the abnormal condition law is activated i.e.: · in pitch control, the alternate law is

41

active without autotrim, · in lateral control, the direct law is active, · the rudder
control is mechanical. If the aircraft returns to level flight (0.9 g <Nz lower than or
= to 1.2 g) during 18s, the autotrim function is again active and the alternate law
for the rudder control is active. There is no reversion to direct law when landing
gear is extended.

B. Law Distribution in the Computers The distribution of the laws in the

computers is as follows: ----------
C. Functional Statuses -The various functional statuses possible are: · "normal
law" status: the normal laws are active in pitch and lateral control, · "alternate
law" status: the laws, alternate in pitch and direct in lateral are active, · "direct
law" status: the direct laws are active in pitch and lateral control. Upon loss of all
the EFCS control laws, standby mechanical controls in pitch and yaw are possible.

D. Logic of Transition between Different Statuses - The purpose of this logic is,
after failure, to force law degradations in a computer and take into account the
functional statuses then possible in all the computers. The "normal law" status
can only be authorized when: · the ELAC having priority in lateral meets the
requirements for engagement of the lateral normal laws, · the ELAC having
priority in pitch meets the requirements for engagement of the pitch and lateral
normal laws. If one ELAC with priority on one axis no longer meets the
requirements for the normal law, the "alternate law" status is adopted. If the
computer which has priority in pitch does not meet the requirements for
engagement of the alternate law, the "direct law" status is adopted.

7. System Reconfiguration Logic - A computer is engaged on one axis if: · it has

priority, · it has the capability to ensure control on this axis. This capability is
related to: · its status, · the status of its servoloops, · the status of the hydraulic
systems, · the status of the external sensors.

A. Switching Logics -The switching logics are as follows: · pitch control ELAC 2 ------
> ELAC 1 ------> SEC 2 ------> SEC 1, · lateral control ELAC 1 ----> ELAC 2. For this
switching logic, discrete links are included from each computer to the lower level
computers. These links are: · looped, · permanently monitored.

B. Conditions Related to the Computer Status -The EFCS computers can operate
normally when: · the engagement pushbutton switch is pressed, · the self-test
results are satisfactory.

C. Conditions Related to Servoloops -All the failures detected by the

servoloopmonitorings are self-held until the next computer reset through action
on the pushbutton switch or power supply rise. (1) Pitch servoloop An ELAC can
be engaged in pitch if its 3 pitch servoloops are valid. An SEC can be engaged in
pitch if one of the surface servoloops is valid. An elevator servoloop is declared
valid by a computer if the result of the monitorings below is satisfactory: ·
monitoring of the servovalve current, · monitoring of the servovalve selector
valve, · monitoring of the position of the servovalve spool valve, · monitoring of
the servocontrol position transducers, · monitoring of the mode selector valve, ·
monitoring of the mode selector valve position, · automatic tests launched at the
third hydraulic rise. A THS servoloop is declared valid by a computer if the result
of the monitorings below is satisfactory: · monitoring of the servomotor current, ·
monitoring of the THS position, · monitoring of the THS position transducers. ·

42

automatic test results: monitoring of the relay ensuring cutoff of the electric
motor, (2) Aileron servoloops An ELAC can be engaged in lateral if at least one of
the two aileron servoloops is valid. If the ELAC 1 can only drive one aileron, the
ELAC 2 drives the other aileron from the order computed by the ELAC 1. An
aileron servoloop is declared valid when the result of the monitorings below is
satisfactory: · monitoring of the servovalve current, · monitoring of the servovalve
failures, · monitoring of the servocontrol position transducer, · monitoring of the
discrete links between ELAC 1 and ELAC 2 (performed in the ELAC 1 only). · result
of automatic (launched or third hydraulic rise) test: monitoring of the mode
selector valve transducer , monitoring of the servocontrol modes. (3) Spoiler
servoloops A SEC can be engaged on a pair of spoilers when the two servoloops
are validated. The servoloops of a pair of spoilers are validated when: · the result
of the monitorings below is satisfactory: monitoring of position transducers,
monitoring of servovalve currents, monitoring of positions.

D. Conditions Related to Hydraulic Systems -The ELAC 2 can drive in pitch if the
Green and Yellow hydraulic systems are available or upon a dual hydraulic failure,
including the Blue system. The ELAC 1 can drive in pitch if the Blue hydraulic
supply is available. In lateral, a servoloop can only be validated if the related
hydraulic power source is available.

E. Conditions Related to Sensor Status -· In pitch The ELAC 2 loses priority upon
failure: · of one of the eight side-stick transducer units related to it, · of the two
accelerometers related to it (in normal electrical condition) · of one pedal-position
transducer unit, · of 2 radio-altimeters (only detected by the ELAC 2). The ELAC 1
loses priority in pitch upon failure of one of the 8 side stick transducer units which
are related to it: · In lateral The ELAC 1 loses priority upon failure: · of one of the 8
side stick transducer units, · of one pedal-position transducer unit. The ELAC 2 has
no longer priority upon failure of one of the eight side-stick transducer units. 8.
Miscellaneous Logics A. "Priority between Side-Sticks" logic The CAPT and F/O
stick orders are algebraically added. The takeover and priority pushbutton switch
on the side stick is used to take over and to disconnect the auto pilot. The
takeover and priority logic is described below: · the last pilot who presses the
pushbutton switch takes over and cancels the order from the other pilot. If the
pilot releases the P/BSW within the 30s which follow the takeover, his priority is
cancelled. If the pilot releases the P/BSW more than 30s after his takeover, he
keeps his takeover. This takeover can be cancelled through action on the P/BSW
of any side stick. Indications related to takeover: a red light comes on in front of
the pilot who has lost priority, a green light comes on in front of the pilot who has
priority as long as the stick which has not priority is not at zero. In case of
simultaneous action on Captain and First Officer side sticks, the green CAPT and
F/O legends located on SIDE STICK PRIORITY/CAPT and SIDE STICK PRIORITY F/O
(130, 131VU) flash at the same time. B. Elevator-Servocontrol Simultaneous-
Pressurization Logic the four servocontrols can be simultaneously active (the two
servo controls which are normally in damping mode become active in addition to
the two normally active ones) in the cases below: · elevator demand amplitude
greater than a threshold function of Vc, · in flare law or landing direct law if the
deflection demand is greater than 30°/s · in case of undetermined mode
detection (not in active, not in damping). The three possible configurations are:
when the ELAC2 has priority · ELAC 2 commands the active mode to the other
servocontrol which is controlled by the ELAC 1, · ELAC 2 commands the active
mode to the other servocontrol which is

43

controlled by the SEC 1, when the ELAC1 has priority · ELAC 1 commands the
active mode to the other servocontrol which is controlled by the SEC 2, When the
four servocontrols become active, the surface deflection rate can reach 50°/s.
When SEC 2 has priority · SEC 2 commands the active mode to the other
servocontrol which is controlled by the SEC 1. C. Elevator Oscillation Detection
The ELACs include a function to monitor specific oscillations of elevator surfaces
in order to protect the aircraft structure. If this system is activated the elevator
deflection is limited to few tenths of a degree around zero and both servocontrols
are simultaneously pressurized (on one surface only) when speed is above 170
kts. Full authority is progressively restored from 170 kts to 150 kts. If the
protection is activated it remains latched until next ELAC long autotest (ELAC low
hydraulic reset). D. Detection of a Manual Action on the Pitch-Trim Control Wheel
If the pilot acts on the pitch-trim control wheel he forces the position
commanded to the THS. (Electrical control is overriden by the mechanical
control). The electrical control has again priority as soon as the pilot releases the
control wheel. NOTE: In direct law, in normal law, in alternate law and in autotrim
the THS is manually controlled. E. THS Ground-Setting Logic 5s after landing the
ELAC 1 set the THS in the 0° position. The priority logic for the ground setting
function is as follows: E1 ------> E2 ------> S2 ------> S1.

F. Flight/Ground Logic computed in the ELACs - The Ground information is

validated: · if both main landing gears are seen compressed (left LGCIU1 and left
LGCIU2 and right LGCIU1 and right LGCIU2), or · if at least two of above four
information are seen compressed and radio altimeter information (consolidated
data) is lower than 50 ft, or · if the ground spoilers are extended from at least 2
SECs

ELEVATOR AILERON COMPUTER SYSTEM (ELAC)

General -The ELAC (Elevator and Aileron Computer) is in charge of the control of
the elevators and ailerons and of the THS positioning. Each aircraft has two ELACs.
Each computer has two units: · The COM unit which mainly calculates the
deflection orders as a function of the received signals and slaves the control
surfaces. · The MON unit which mainly checks that the orders are correctly
executed.
3. Power Supply The ELAC 1 is supplied from a DC essential busbar 4PP, the
battery 1 taking overinstantaneously through a dedicated diode device (Power
Supply Decoupling Unit) when the voltage level drops below the battery output
voltage. A relay ensures the battery supply line breaking on the ground 30s after
the second engine shut down. (Ref. Fig. ELAC 1 Power Supply (Principle) SHEET 1)
The ELAC 2 is normally supplied from the normal busbar 2PP. In case of loss of this
busbar (particularly after the loss of both main generation channels, or after a
double main TRU failure), this supply is automatically switched over to the battery
2 by means of two relays, for a fixed period of 30s. relays are automatically re-
energized if later on the blue hydraulic pressure falls and during the landing phase
as soon as the nose landing gear is extended.

SPOILER AND ELEVATOR COMPUTER (SEC)

General- The Spoiler Elevator Computer (SEC) is a sub-system of the Electrical

Flight Control System which controls the spoilers and, in standby mode, the pitch
control surfaces. The role of the SEC is to

44

convert pilot inputs into control surface movements, based on aircraft motion
information from roll and pitch transducers, accelerometers, speedbrake control
lever, etc. Each aircraft has three SECs The functions achieved are : · Roll · Ground
Spoiler · Speedbrake · Elevator and THS controls Each computer has two units: -
the COM unit which mainly calculates the deflection orders as a function of the
received signal and slaves the control surfaces. - the MON unit which mainly
checks that the orders are correctly executed.

3. Power Supply - The SEC1 is supplied from the DC essential busbar 4PP, the
battery 1 taking over instantaneously through a dedicated diode device (Power
Supply Decoupling Unit) when the voltage level drops below the battery output
voltage. A relay ensures the battery supply line breaking on the ground 30s after
the second engine is shut down. The SEC2 and SEC3 are supplied from the DC
normal busbar 2PP .

FLIGHT CONTROL DATA CONCENTRATOR (FCDC)

General - The Flight Control Data Concentrator (FCDC) is a part of the Electrical
Flight Control System (EFCS). It is a centralized subsystem that provides access to
EFCS status and failure information. The function of the FCDC is based on the
validation and concentration of in-flight and on-ground status and failure data.
The result of this operation will be stored in the FCDC failure memory or sent back
to the EFCS or transmitted to associated A/C subsystems.