Level III - Ata 27 Flight Controls

A380 TECHNICAL TRAINING MANUAL MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved No part of this manual may be reproduced in any form, by photostat, microfilm, retrieval system, or any other means, without the prior written permission of AIRBUS S.A.S.

A380 TECHNICAL TRAINING MANUAL

LEVEL III - ATA 27 FLIGHT CONTROLS Theory System Primary Flight Controls Primary Flight Controls: Controls Desc. (3) . . . . . . . . . . . . . . . . . . . . 2 PRIM FLT CTLs: Computation & Indicating Desc. (3) . . . . . . . . . . 20 PRIM FLT CTLs: Conventional Servocontrols Des (3) . . . . . . . . . . . 26 PRIM FLT CTLs: Electro-Hydrostatic ACTR Desc (3) . . . . . . . . . . . 48 PRIM FLT CTLs: Elec. Backup Hyd. ACTR Desc. (3) . . . . . . . . . . . 58 Primary Flight Controls: THS Actuator Desc. (3) . . . . . . . . . . . . . . . 84 Primary Flight Controls: Fly By Wire Desc. (3) . . . . . . . . . . . . . . . . 92 PRIM FLT CTLs: Electrical Backup System Desc. (3) . . . . . . . . . . 132 Primary Flight Controls Maintenance (3) . . . . . . . . . . . . . . . . . . . . 152 PRIM FLT CTLs Operation, Control & Indicating (3) . . . . . . . . . . 168

Secondary Flight Controls SEC FLT CTLs: Controls, Computation, Ind Desc (3) . . . . . . . . . . 290 Secondary Flight Controls: System Description (3) . . . . . . . . . . . . . 300 SEC FLT CTLs: Slat & Droop Nose Act & TX Desc (3) . . . . . . . . 320 SEC FLT CTLs: Flap Actuation & TX Desc. (3) . . . . . . . . . . . . . . . 338 Secondary Flight Controls Maintenance (3) . . . . . . . . . . . . . . . . . . 358 SEC FLT CTLs Operation, Control & Indicating (3) . . . . . . . . . . . . 370 Flight Controls Component Location (3) . . . . . . . . . . . . . . . . . . . . . 406

AIRBUS Documentation-Complementary Info.

L1W06161 - L0KT0T0

Documentation-Complementary Information (3) . . . . . . . . . . . . . . . 408

MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

TABLE OF CONTENTS

Apr 21, 2006 Page 1


PRIMARY FLIGHT CONTROLS: CONTROLS DESC. (3) General

L1W06161 - L0KT0T0 - LM27D1CTL000001

This module shows the various controls located inside the cockpit. Also, it shows the other inputs belonging to the primary flight controls.


PRIMARY FLIGHT CONTROLS: CONTROLS DESC. (3)

Apr 18, 2006 Page 2

L1W06161 - L0KT0T0 - LM27D1CTL000001


GENERAL MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 3



L1W06161 - L0KT0T0 - LM27D1CTL000001

Side Sticks The main functions of the side sticks are to: - transmit to the flight control computers and to the backup control module the lateral and longitudinal manual control orders, - generate spring loads to neutral position and artificial feel in function of the handgrip position, - hold the handgrip in neutral position when the auto-pilot (AP) mode is engaged, - generate resisting torque according to hand grip movement speed, - do the AP instinctive disconnects and priority take-over via the pushbutton dedicated to it, - do the connection for radio transmissions (ATA 23, not describe). The Line and Replaceable Units (LRUs) of the side sticks are: - the side stick assembly, - the side stick handgrip, - the side stick bellows, - the roll Side Stick Transducer and Damper Unit (SSTDU), - the pitch SSTDU and, - the solenoid. The roll and pitch SSTDUs send to the computers the positions of the side stick given by the pilots. Each SSTDU has 14 potentiometers. They transmit analogical signals to all computers and the backup control module as well. On the top of the side stick handgrip, there is the AP disconnect and takeover priority pushbutton switch. The pilot presses this button when he wants to disconnect the AP or when he wants to take the priority. Solenoid on each side stick locks side stick in AP mode.



Apr 18, 2006 Page 4

L1W06161 - L0KT0T0 - LM27D1CTL000001


SIDE STICKS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 5



L1W06161 - L0KT0T0 - LM27D1CTL000001

Rudder Pedals The main function of the rudder pedals is to give to the computers pure yaw order given by the pilots in manual mode. The two rudder pedal assemblies are interconnected by mechanical components (arms, bell cranks, interconnection rod...). The rudder pedals are connected to: - the pedal feel and trim unit, - the pedal damper and friction unit, - 2 pedal transducer units, The LRUs of the rudder pedals are: - the rudder pedals assembly, - the pedal sets, - the pedal feel and trim unit, - the pedal damper and friction unit and, - the 2 transducer units, The pedal feel and trim unit has three functions: - the pedal artificial feel in manual or AP modes, - the pedal trim and, - the pedal position transmission used for rudder control. The three functions are going to be detailed in another module. The pedal feel and trim unit are connected to the computers by means of analogical signals. The PRIMs controlled the solenoid to create forces in the AP mode. These forces generated are higher to avoid spurious commands at the rudder pedals. If necessary, autopilot disengagement is allowed by the flight crew. The pedal feel and damper unit generates a constant friction torque to prevent unwanted rudder pedal movement due to unbalanced weight which can occur in case of disconnection between the pedals and the pedal feel and trim unit. Also, it generates a resisting torque, function of the pedal input speed, to improve pilots feel. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 6

L1W06161 - L0KT0T0 - LM27D1CTL000001


RUDDER PEDALS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 7


PRIMARY FLIGHT CONTROLS: CONTROLS DESC. (3) Speedbrake/Ground Spoiler Lever

L1W06161 - L0KT0T0 - LM27D1CTL000001

The speedbrake/ground spoiler lever has two functions. The first function is the speedbrake function. According to the lever position, the potentiometers send analogical signals to the PRIMs according to the lever position. The deflection of the spoilers is not proportional to the lever position. The second function is the ground spoiler function. When the pilot pulls up the lever, the potentiometers measure a negative lever movement, which is sent to the PRIMs.



Apr 18, 2006 Page 8

L1W06161 - L0KT0T0 - LM27D1CTL000001


SPEEDBRAKE/GROUND SPOILER LEVER MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 9


PRIMARY FLIGHT CONTROLS: CONTROLS DESC. (3) Pitch Trim Control Switches/Rudder Trim Control Panel The pitch trim control switches and the rudder trim control panel are belonging to the same panel. This panel is an Integrated Control Panel (ICP) called 1115 VU.

Pitch Trim Control Switches The function of the pitch trim control switches is to send to the computers the pilot commands in manual mode. When the AUTOMATIC MODE is available, these switches are inhibited. Note that, the backup control module is connected to the pitch trim control switches.

Rudder Trim Control Panel

L1W06161 - L0KT0T0 - LM27D1CTL000001

The rudder trim control panel is connected to the SEC 1 and 3. It has the following functions: - send trim motor control orders given by the rudder trim control switch, - send trim reset orders given by the reset pushbutton switch and, - indicate the pedal trim position by means of the digital indicator. The rudder trim function will be explained in another module.



Apr 18, 2006 Page 10

L1W06161 - L0KT0T0 - LM27D1CTL000001


PITCH TRIM CONTROL SWITCHES/RUDDER TRIM CONTROL PANEL - PITCH TRIM CONTROL SWITCHES & RUDDER TRIM CONTROL PANEL MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 11


PRIMARY FLIGHT CONTROLS: CONTROLS DESC. (3) FAULT/RESET Pushbutton Switches

L1W06161 - L0KT0T0 - LM27D1CTL000001

The fault/reset pushbutton switches are installed on two ICPs. The push buttons related to PRIM 1, 2, 3 and SEC 1, 2, 3 are two position switches. These pushbutton switches are guarded to prevent spurious action. They are used for: - computer engagement (push-button switches pushed, OFF and FAULT legends off), - failure indication (push-button switch pushed, FAULT legend on), - computer reset, - computer neutralization (pushbutton switch released, OFF legend on).



Apr 18, 2006 Page 12

L1W06161 - L0KT0T0 - LM27D1CTL000001


FAULT/RESET PUSHBUTTON SWITCHES MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 13


PRIMARY FLIGHT CONTROLS: CONTROLS DESC. (3) Other Inputs In addition to the controls located inside the cockpit, the primary flight controls need other inputs.

Accelerometer Units The accelerometer units measure acceleration rates and give analogical signals to the PRIMs. This information is used for the computation of the flight control laws. There are 14 accelerometer units installed on the aircraft. There are 4 accelerometer units to give vertical acceleration rates (NZ) to the PRIMs for the NZ law computation. 4 others give lateral acceleration rates (NY) to the PRIMs for the lateral law computation. These 8 accelerometer units are installed in the center fuselage, in the forward cargo, in pressurized area. There are 6 accelerometer units installed in the outboard pylons, and in unpressurized area. They give to the PRIMs vertical acceleration rates (NZ LAF) for the Load Alleviation Function.

L1W06161 - L0KT0T0 - LM27D1CTL000001

Rate Gyrometer Units The 6 rate gyrometer units measure angular speeds and give digital signals to the PRIMs by ARINC 429.



Apr 18, 2006 Page 14

L1W06161 - L0KT0T0 - LM27D1CTL000001


OTHER INPUTS - ACCELEROMETER UNITS & RATE GYROMETER UNITS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 15


PRIMARY FLIGHT CONTROLS: CONTROLS DESC. (3) Other Inputs (continued) Elevator and Rudder Transducer Units

L1W06161 - L0KT0T0 - LM27D1CTL000001

The transducer units are installed on each elevator and each rudder surfaces. They give an analogical signal, function of the surfaces deflection, to all flight control computers, excepted to the backup control module. This information is used for the computation of the flight control laws.



Apr 18, 2006 Page 16

L1W06161 - L0KT0T0 - LM27D1CTL000001


OTHER INPUTS - ELEVATOR AND RUDDER TRANSDUCER UNITS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 17


PRIMARY FLIGHT CONTROLS: CONTROLS DESC. (3) Other Inputs (continued) Hydraulic Pressure Switches and Transmitters

L1W06161 - L0KT0T0 - LM27D1CTL000001

Three hydraulic pressure switches and one hydraulic pressure transmitter are installed on each manifold HP of each hydraulic circuit. The hydraulic pressure switches send to the computers the status of the hydraulic circuit by discrete signals. The hydraulic pressure transmitters send hydraulic pressure values by analogical signals to the computers. The data are used in the reconfiguration on different surfaces if there is a loss of one or two hydraulic circuits. Note that, the backup control module does not receive the hydraulic pressure by the switches or transmitters.



Apr 18, 2006 Page 18

L1W06161 - L0KT0T0 - LM27D1CTL000001


OTHER INPUTS - HYDRAULIC PRESSURE SWITCHES AND TRANSMITTERS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 19


PRIM FLT CTLS: COMPUTATION & INDICATING DESC. (3) General

L1W06161 - L0KT0T0 - LM27D2CPTIND001

This module shows the computer design of the primary flight controls (excepted the backup control module), and the interface with the indicating systems.


PRIM FLT CTLS: COMPUTATION & INDICATING DESC. (3)

Apr 18, 2006 Page 20





Apr 18, 2006 Page 21




Computer Design This topic shows the computer design for the PRIMs and SECs. A PRIM is made of two Line Replaceable Units (LRUs) called Flight Control and Guidance Units (FCGUs). So, PRIM 1 consists of FCGU 1A + 1B. Each SEC is a LRU. PRIMs and SECs have two channels "A" and "B". Each channel can be: - COMmand (COM) or, - MONitoring (MON). For example, for a servocontrol "X", the COM is done by the channel "A" while the MON is done by the channel "B". For a servocontrol "Y", the COM is done by the channel "B" and the MON is done by the channel "A". The COM channel generates the signal (OUTPUT) and valid the data by a switching device. This signal goes through the MON channel. If the MON channel agrees with the computed data, the MON closed the switching device, then the servocontrol receives the signal. The two channels receive the feedback signal (INPUT). The COM channel mainly calculates the deflection orders from the orders it receives and does the servoing of the servocontrols. The MON channel mainly checks that the orders are correctly executed. The COM/MON architecture avoids erroneous data generation. When a discrepancy is detected between COM and MON, the computer is deactivated.



Apr 18, 2006 Page 22



COMPUTER DESIGN MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 23


PRIM FLT CTLS: COMPUTATION & INDICATING DESC. (3) These data are used to: - generate alert annunciation of the flight control failures (aural and visual warnings) and, - define the flight control status. The warning messages of the flight control system are displayed on the EWD.

Indicating Interfaces - the CDS. - the side sticks priority lights and, - the fault/reset pushbutton switches.

FAULT/RESET Pushbutton Switches Each PRIM and each SEC when faulty sends to its related pushbuttons a fault signal, the legend in amber "FAULT" is displayed on the pushbutton.

Side Stick Priority Lights One side stick priority light is installed in front of each crewmember on the glare shield. Each FCDC sends two discrete signals to control the priority lights.


CDS Interfaces Each PRIM and each SEC is connected to the two FCDCs through the ADCN network. The PRIMs communicate directly with the CDS. The FCDCs communicate with the CDS as well. The SEC does not communicate with the CDS. The PRIMs and SECs send to the FCDCs the F/CTL data. With these data, the FCDC communicate with the CDS for F/CTL page elaboration of the SD. The interfaces from the FCDCs to the PFDs lets to: - display the side stick position, - display the THS and spoiler position on the lower part, - display the F/CTL messages and warning, The PRIMs send directly data to the CDS. They send the estimated and target sideslips, displayed on PFDs. The FCDCs send data to the Flight Warning System Application. This application is hosted in the CPIOM-C1 and C2. The communication between them is done via ADCN network. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 24



INDICATING INTERFACES - FAULT/RESET PUSHBUTTON SWITCHES ... CDS INTERFACES MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 25


PRIM FLT CTLS: CONVENTIONAL SERVOCONTROLS DES (3) General

L1W06161 - L0KT0T0 - LM27D3CONV00001

The conventional servocontrols are installed on the ailerons, the elevators and on some spoilers (1,2,3,4,7,8).


PRIM FLT CTLS: CONVENTIONAL SERVOCONTROLS DES (3)

Apr 18, 2006 Page 26

L1W06161 - L0KT0T0 - LM27D3CONV00001




Apr 18, 2006 Page 27


PRIM FLT CTLS: CONVENTIONAL SERVOCONTROLS DES (3) Aileron And Elevator Conventional Servocontrols: LRUs and Main Components

L1W06161 - L0KT0T0 - LM27D3CONV00001

The conventional servocontrols of the ailerons and elevators have the same main components. These main components are: - HP inlet and LP outlet ports, - electrical connectors, - an accumulator, - a mode LVT and, - a servovalve spool LVT (only for the elevator servocontrols). - a HP filter - a mode solenoid valve - a ServoValve (SV). These components are Line Replaceable Units (LRUs): - the HP filter, - the mode solenoid valve and, - the servovalve.



Apr 18, 2006 Page 28

L1W06161 - L0KT0T0 - LM27D3CONV00001


AILERON AND ELEVATOR CONVENTIONAL SERVOCONTROLS: LRUS AND MAIN COMPONENTS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 29


PRIM FLT CTLS: CONVENTIONAL SERVOCONTROLS DES (3) Aileron and Elevator Conventional Servocontrols: Mode and Operation

L1W06161 - L0KT0T0 - LM27D3CONV00001

The aim of this topic is to show the impact of a LRU replacement inside the servocontrol. Here, you can see the LRUs location and the LRUs function linked to the various modes. Each conventional servocontrol of the ailerons and elevators has two main operating modes. There are: - the ACTIVE MODE, which actuates the surface according to the electrical orders sent by the flight control computers, - the DAMPING MODE, which prevents the appearance of fluttering on the surface. The HP filter is connected after the HP port to avoid fluid pollution inside the servocontrol. The mode solenoid valve lets select the ACTIVE MODE or the DAMPING MODE. The servovalve is used for the control of the hydraulic flow inside the chambers for a rod retraction or extension.



Apr 18, 2006 Page 30

L1W06161 - L0KT0T0 - LM27D3CONV00001


AILERON AND ELEVATOR CONVENTIONAL SERVOCONTROLS: MODE AND OPERATION MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 31


PRIM FLT CTLS: CONVENTIONAL SERVOCONTROLS DES (3) Aileron and Elevator Conventional Servocontrols: Mode and Operation (continued)

L1W06161 - L0KT0T0 - LM27D3CONV00001

ACTIVE MODE The HP hydraulic circuit supplies the servocontrol through the HP filter and maintains the HP maintaining valve opened. The LP maintaining valve keeps a pressure inside the servocontrol return line higher than inside the LP hydraulic circuit; the accumulator is permanently connected to SV return port (R), thus, it enables the accumulator filling. The flight control computer sends a discrete signal to the mode solenoid valve, then, the mode valve is positioned in the ACTIVE MODE. The mode LVT provides to the computer an electrical signal representative of the mode valve position. Proportionally to an electrical order from the computer (rate command), the SV controls the hydraulic flow (so the rod speed of the actuator), connecting either the pressure port (P) with U2 and the return port (R) with U1 for a rod extension (or either P with U1 and R with U2 for a rod retraction). The feedback LVDT gives to the computer a feedback of the rod position for the "inner" control loop. For the elevator conventional servocontrols, the flight control computers receive two more data than for the aileron conventional servocontrols. There are: - the spool servovalve position and, - the surface position. The spool servovalve position is sent by the servovalve LVT. The surface position is sent by the surface RVDT installed on the aircraft structure.



Apr 18, 2006 Page 32

L1W06161 - L0KT0T0 - LM27D3CONV00001


AILERON AND ELEVATOR CONVENTIONAL SERVOCONTROLS: MODE AND OPERATION - ACTIVE MODE MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 33


PRIM FLT CTLS: CONVENTIONAL SERVOCONTROLS DES (3) Aileron and Elevator Conventional Servocontrols: Mode and Operation (continued) DAMPING MODE (Hydraulic Circuit Loss)

L1W06161 - L0KT0T0 - LM27D3CONV00001

In case of a hydraulic loss, the servocontrol switches from the ACTIVE MODE to the DAMPING MODE. The computer no longer controls and monitors the servocontrol. The HP maintaining valve is closed under its spring load effect, and so isolates the servocontrol from the HP hydraulic circuit. The LP maintaining valve keeps a pressure inside the servocontrol return line higher than inside the LP hydraulic circuit. The computer no longer sends an electrical order to the mode solenoid valve, so the mode valve is positioned in the DAMPING MODE under its spring load effect. The chamber CA and CB are connected through mode valve and through the damping restrictor. The accumulator compensates fluid volume variations inside the chambers due to the temperature variation. The anti-cavitation valves operate to enable the fluid transfer between the accumulator and the chambers when the fluid volume inside them decreases.



Apr 18, 2006 Page 34

L1W06161 - L0KT0T0 - LM27D3CONV00001


AILERON AND ELEVATOR CONVENTIONAL SERVOCONTROLS: MODE AND OPERATION - DAMPING MODE (HYDRAULIC CIRCUIT LOSS) MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 35


PRIM FLT CTLS: CONVENTIONAL SERVOCONTROLS DES (3) Spoiler Conventional Servocontrol: LRUs and Main Components

L1W06161 - L0KT0T0 - LM27D3CONV00001

The main components of the spoiler conventional servocontrol are: - HP inlet and LP outlet ports, - Electrical connectors, - Maintenance device, - HP filter, - Servovalve. The only LRUs of this servocontrol are the HP filter and the servovalve.



Apr 18, 2006 Page 36

L1W06161 - L0KT0T0 - LM27D3CONV00001


SPOILER CONVENTIONAL SERVOCONTROL: LRUS AND MAIN COMPONENTS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 37



L1W06161 - L0KT0T0 - LM27D3CONV00001

Spoiler Conventional Servocontrol: Mode and Operation The aim of this topic is to show the impact of a LRU replacement inside the servocontrol. Here, you can see the LRU location and the LRU function linked to the various modes. Each conventional servocontrol of the spoilers has four main operating modes. There are: - the HYDRAULIC MODE, - the RETRACTED MODE, - the BLOCKING MODE and, - the MAINTENANCE MODE. The HYDRAULIC MODE enables the spoiler to be actuated according to the electrical orders sent by the flight control computers. The RETRACTED MODE enables the spoiler to be retracted automatically to its zero position in case of rate command failure. The BLOCKING MODE avoids the spoiler to be extended. The MAINTENANCE MODE, the unit includes a manually mechanical device to enable the surfaces to be manually moved on ground for maintenance purposes, with no danger for the ground staff. The HP filter is connected after the HP port to avoid fluid pollution inside the servocontrol. The Servovalve enables to control the hydraulic flow inside the chambers for a rod retraction or extension.



Apr 18, 2006 Page 38

L1W06161 - L0KT0T0 - LM27D3CONV00001


SPOILER CONVENTIONAL SERVOCONTROL: MODE AND OPERATION MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 39


PRIM FLT CTLS: CONVENTIONAL SERVOCONTROLS DES (3) Spoiler Conventional Servocontrol: Mode and Operation (continued) HYDRAULIC MODE

L1W06161 - L0KT0T0 - LM27D3CONV00001

The HP hydraulic circuit supplies the servocontrol through the HP filter and maintains the HP maintaining valve and the blocking valve opened. The LP maintaining valve keeps a pressure inside the servocontrol return line higher than inside the LP hydraulic circuit. Proportionally to an electrical order from the computer, the SV controls the hydraulic flow connecting either the P port with U2 and the R port with U1 for a rod extension (or either P with U1 and R with U2 for a rod retraction). The feedback LVDT gives to the computer a feedback of the rod position for the inner loop function.



Apr 18, 2006 Page 40

L1W06161 - L0KT0T0 - LM27D3CONV00001


SPOILER CONVENTIONAL SERVOCONTROL: MODE AND OPERATION - HYDRAULIC MODE MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 41


PRIM FLT CTLS: CONVENTIONAL SERVOCONTROLS DES (3) Spoiler Conventional Servocontrol: Mode and Operation (continued) RETRACTED MODE (Rate Command Failure)

L1W06161 - L0KT0T0 - LM27D3CONV00001

The HP hydraulic circuit supplies the servocontrol through the HP filter and maintains the HP maintaining valve and the blocking valve opened. The LP maintaining valve keeps a pressure inside the servocontrol return line higher than inside the LP hydraulic circuit. The flight control computers no longer controls the servocontrol. The SV is in biased position connecting the P port with U1 and the R port with U2.



Apr 18, 2006 Page 42

L1W06161 - L0KT0T0 - LM27D3CONV00001


SPOILER CONVENTIONAL SERVOCONTROL: MODE AND OPERATION - RETRACTED MODE (RATE COMMAND FAILURE) MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 43


PRIM FLT CTLS: CONVENTIONAL SERVOCONTROLS DES (3) Spoiler Conventional Servocontrol: Mode and Operation (continued) BLOCKING MODE

L1W06161 - L0KT0T0 - LM27D3CONV00001

In case of a hydraulic loss, the servocontrol switches to the BLOCKING MODE. The HP maintaining valve is closed under its spring load effect, and so isolates the servocontrol from the HP hydraulic circuit. The LP maintaining valve keeps a pressure inside the servocontrol return line higher than inside the LP hydraulic circuit. The blocking valve is in the closed position (yellow ring). The SV is in biased position connecting the P port with U1 and the R port with U2. Under the air load, the fluid is expelled from the chamber CA and goes to the chamber CB through the SV and through the check valve. The surface extension blocking mode is achieved by the check valve belonging to the blocking valve (yellow ring).



Apr 18, 2006 Page 44

L1W06161 - L0KT0T0 - LM27D3CONV00001


SPOILER CONVENTIONAL SERVOCONTROL: MODE AND OPERATION - BLOCKING MODE MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 45


PRIM FLT CTLS: CONVENTIONAL SERVOCONTROLS DES (3) Spoiler Conventional Servocontrol: Mode and Operation (continued) MAINTENANCE MODE

L1W06161 - L0KT0T0 - LM27D3CONV00001

The maintenance device is in the maintenance position. The result is: - the blocking valve enables the servocontrol to be disconnected from the HP circuit, - the LP maintaining valve is opened, there is no residual pressure inside the servocontrol, The fluid can flow freely inside the servocontrol. Thus, the mechanic can move the spoiler.



Apr 18, 2006 Page 46

L1W06161 - L0KT0T0 - LM27D3CONV00001


SPOILER CONVENTIONAL SERVOCONTROL: MODE AND OPERATION - MAINTENANCE MODE MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 47


PRIM FLT CTLS: ELECTRO-HYDROSTATIC ACTR DESC (3) General

L1W06161 - L0KT0T0 - LM27D4EHA000001

The Electro-Hydrostatic Actuators (EHAs) are installed on: - the INDB ailerons, - the OUTB ailerons and, - the elevators.


PRIM FLT CTLS: ELECTRO-HYDROSTATIC ACTR DESC (3)

Apr 18, 2006 Page 48

L1W06161 - L0KT0T0 - LM27D4EHA000001




Apr 18, 2006 Page 49


PRIM FLT CTLS: ELECTRO-HYDROSTATIC ACTR DESC (3) Aileron and Elevator EHAs: LRUs and Main Components

L1W06161 - L0KT0T0 - LM27D4EHA000001

The EHAs of the ailerons and the elevators have the same main components: These components are: - HP inlet and LP outlet ports, - electrical connectors - the mode solenoid valve, - the mode LVT, - the accumulator, - the hydraulic pump, - the AC electrical motor and, - the electronic module. The electronic module is a Line Replaceable Unit (LRU).



Apr 18, 2006 Page 50

L1W06161 - L0KT0T0 - LM27D4EHA000001


AILERON AND ELEVATOR EHAS: LRUS AND MAIN COMPONENTS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 51


PRIM FLT CTLS: ELECTRO-HYDROSTATIC ACTR DESC (3) Aileron and Elevator EHAs: Mode and Operation

L1W06161 - L0KT0T0 - LM27D4EHA000001

The aim of this topic is to show the impact of a LRU replacement inside the EHA. Here, you can see the LRUs location and the LRUs function linked to the various modes. Each EHA of the ailerons and elevators has two main operating modes. There are: - the DAMPING MODE, which prevents the appearance of fluttering on the surface, - the ACTIVE MODE, which actuates the surface according to the electrical orders sent by the flight control computers. The electronic module controls and monitors the EHA. There is no surface RVDT installed on the ailerons for the monitoring of the surface position.



Apr 18, 2006 Page 52

L1W06161 - L0KT0T0 - LM27D4EHA000001


AILERON AND ELEVATOR EHAS: MODE AND OPERATION MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 53


PRIM FLT CTLS: ELECTRO-HYDROSTATIC ACTR DESC (3) Aileron and Elevator EHAs: Mode and Operation (continued) Damping Mode

L1W06161 - L0KT0T0 - LM27D4EHA000001

During a normal operation, the EHAs are in DAMPING MODE, the adjacent servocontrols (conventional) are in ACTIVE MODE. The 28 VDC electrical network supplies the electronic module of EHA through the relay controlled by the flight control computer. This enables the computer to monitor the EHA through the ARINC. The computer does not send an electrical order to the mode solenoid valve, so the mode valve is in the DAMPING MODE under its spring effect load. The mode valve position is monitored and sent to the electronic module. This one sent to the computer the mode valve position through the ARINC. The chambers CA and CB are connected through the mode valve and through the damping restrictor. The accumulator compensates fluid volume variations inside the chambers due to the temperature variation. The anti-cavitation valves operate to enable the fluid transfer between the accumulator and the chambers when the fluid volume inside them decreases.



Apr 18, 2006 Page 54

L1W06161 - L0KT0T0 - LM27D4EHA000001


AILERON AND ELEVATOR EHAS: MODE AND OPERATION - DAMPING MODE MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 55


PRIM FLT CTLS: ELECTRO-HYDROSTATIC ACTR DESC (3) Aileron and Elevator EHAs: Mode and Operation (continued)

L1W06161 - L0KT0T0 - LM27D4EHA000001

Active Mode If the conventional servocontrol is loss, it switches to the DAMPING MODE, then, the EHA switches to the ACTIVE MODE. The 115 VAC network supplies the electronic module through the Remote Control Circuit Breaker (RCCB) controlled by the computer to supply the electrical motor. The 28 VDC network still supplies the electronic module. The computer sends an "electronic module enable" signal to switch on the electronic module. The computer sends a "mode valve command" to select the mode solenoid valve in the ACTIVE MODE via the electronic module. The mode valve position is monitored by the mode LVT. The chambers CA and CB are now connected to the hydraulic pump ports. Proportionally to an electrical order from the computer (rate command), the electronic module controls the voltage sent to the electrical motor (so the rod speed of the actuator). The feedback LVDT gives to the computer a feedback of the rod position for the "inner" control loop. Also, for the elevators only, a surface RVDT sends the surface position to the computer for monitoring. To avoid cavitation inside the circuit, an accumulator compensates fluid variation through pump anti cavitation valves for the hydraulic pump and, through the piston anti cavitation valves for the chambers. Furthermore, load limiting valves avoid a too high pressure inside the circuit and, let the fluid to be expelled. Note that the ACTIVE MODE engagement is inhibited on ground.



Apr 18, 2006 Page 56

L1W06161 - L0KT0T0 - LM27D4EHA000001


AILERON AND ELEVATOR EHAS: MODE AND OPERATION - ACTIVE MODE MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 57


PRIM FLT CTLS: ELEC. BACKUP HYD. ACTR DESC. (3) General

L1W06161 - L0KT0T0 - LM27D5EBHA00001

The Electrical Backup Hydraulic Actuators (EBHAs) are installed on the rudders and on spoilers 5 and 6.


PRIM FLT CTLS: ELEC. BACKUP HYD. ACTR DESC. (3)

Apr 18, 2006 Page 58

L1W06161 - L0KT0T0 - LM27D5EBHA00001




Apr 18, 2006 Page 59


PRIM FLT CTLS: ELEC. BACKUP HYD. ACTR DESC. (3) Rudder EBHA: LRUs and Main Components

L1W06161 - L0KT0T0 - LM27D5EBHA00001

The main components of the rudder EBHAs are: - HP inlet and LP outlet ports, - electrical connectors, - an accumulator, - a hydraulic pump, - an AC electrical motor, - a electrical mode solenoid valve, - a hydraulic mode LVT - a electrical mode LVT, - a servovalve spool LVT, - the HP filter, - the hydraulic mode solenoid valve, - the ServoValve (SV) and, - the electronic module. These main components are Line Replaceable Units (LRUs): - the HP filter, - the hydraulic mode solenoid valve, - the ServoValve (SV) and, - the electronic module.



Apr 18, 2006 Page 60

L1W06161 - L0KT0T0 - LM27D5EBHA00001


RUDDER EBHA: LRUS AND MAIN COMPONENTS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 61



L1W06161 - L0KT0T0 - LM27D5EBHA00001

Rudder EBHAs: Mode and Operation The aim of this topic is to show the impact of a LRU replacement inside the servocontrol. Here, you can see the LRUs location and the LRUs function linked to the various modes. Each rudder EBHA has three main operating modes. There are - the DAMPING MODE, which prevents the appearance of fluttering on the surface. - the HYDRAULIC ACTIVE MODE, which actuates the surface according to the electrical orders sent by the flight control computers, the EBHA is hydraulically powered. - the ELECTRICAL ACTIVE MODE, which actuates the surface according to the electrical orders sent by the flight control computers too, the EBHA is electrically powered. The deflection speed is less high than in the HYDRAULIC ACTIVE MODE. The HP filter is connected after the HP port to avoid fluid pollution inside the EBHA. The hydraulic mode solenoid valve enables to select the HYDRAULIC ACTIVE MODE or the DAMPING MODE. The servovalve is used for the control of the hydraulic flow inside the chambers for a rod retraction or a rod extension. The electronic module controls and monitors the EBHA when this one is in the ELECTRICAL ACTIVE MODE.



Apr 18, 2006 Page 62

L1W06161 - L0KT0T0 - LM27D5EBHA00001


RUDDER EBHAS: MODE AND OPERATION MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 63


PRIM FLT CTLS: ELEC. BACKUP HYD. ACTR DESC. (3) Rudder EBHAs: Mode and Operation (continued) Damping Mode

L1W06161 - L0KT0T0 - LM27D5EBHA00001

The 115 VAC and 28 VDC network do not supply the EBHA. The flight control computer does not send a discrete signal to the hydraulic mode solenoid valve. Also, it does not send a discrete signal to the electrical mode solenoid valve too. The mode valves (hydraulic and electrical) are in the DAMPING MODE under their spring load effect. The computer monitors through the mode LVTs the position of the hydraulic and electrical mode valves. The chamber CA and CB are connected through the two mode valves and through the damping restrictor. The accumulator compensates fluid volume variations inside the chambers due to the temperature variation. The anti-cavitation valves operate to let the fluid transfer between the accumulator and the chambers when the fluid volume inside them decreases.



Apr 18, 2006 Page 64

L1W06161 - L0KT0T0 - LM27D5EBHA00001


RUDDER EBHAS: MODE AND OPERATION - DAMPING MODE MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 65


PRIM FLT CTLS: ELEC. BACKUP HYD. ACTR DESC. (3) Rudder EBHAs: Mode and Operation (continued)

L1W06161 - L0KT0T0 - LM27D5EBHA00001

Hydraulic Active Mode During a normal operation, the EBHA is in the HYDRAULIC ACTIVE MODE. The HP hydraulic circuit supplies the servocontrol through the HP filter and maintains the HP maintaining valve opened. The LP maintaining valve keeps a pressure inside the servocontrol return line higher than inside the LP hydraulic circuit; the accumulator is permanently connected to SV return port (R), thus, it enables the accumulator filling. The flight control computer sends an electrical order to the hydraulic mode solenoid valve, then, the mode valve is positioned in the ACTIVE MODE. The mode LVT gives to the computer an electrical signal representative of the mode valve position. The position of the other mode valve is sent to the computer for monitoring. Proportionally to an electrical order from the computer (rate command) to the SV through the electronic module (no 115 VAC network), the SV controls the hydraulic flow (so the rod speed of the actuator), connecting either the pressure port (P) with U2 and the return port (R) with U1 for a rod extension (or either P with U1 and R with U2 for a rod retraction). The SV position is always monitored by the computer. The feedback LVDT gives to the computer a feedback of the rod position for the "inner" control loop. Also, a surface RVDT sends the surface position to the computer for monitoring. To avoid force fighting during double pressurization of both EBHAs on a same surface, the computer receives a delta pressure data given by the differential pressure LVDT.



Apr 18, 2006 Page 66

L1W06161 - L0KT0T0 - LM27D5EBHA00001


RUDDER EBHAS: MODE AND OPERATION - HYDRAULIC ACTIVE MODE MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 67


PRIM FLT CTLS: ELEC. BACKUP HYD. ACTR DESC. (3) Rudder EBHAs: Mode and Operation (continued)

L1W06161 - L0KT0T0 - LM27D5EBHA00001

Electrical Active Mode If no EBHA can be switched to the HYDRAULIC ACTIVE MODE on a same rudder (hydraulic supplies lost), the EBHA is switched to the ELECTRICAL ACTIVE MODE. Note that, the deflection speed in this mode is less high than the deflection speed in the HYDRAULIC ACTIVE MODE. The 115 VAC network supplies the electronic module through the Remote Control Circuit Breaker (RCCB) controlled by the computer to supply the electrical motor. So it disables the computer to control the servovalve. The 28 VDC electrical network supplies the electronic module of the EBHA through the relay controlled by the flight control computer. This enables the computer to control and monitor the EBHA. The computer sends an "electronic module enable" signal to switch on the electronic module. The computer sends a "mode valve command" to select the mode solenoid valve in the ACTIVE MODE via the electronic module. The mode LVT sends an electrical signal to the computer to give the position of the mode valve. The position of the other mode valve (hydraulic) is sent to the computer for monitoring. The chambers CA and CB are now connected to the hydraulic pump ports. Proportionally to an electrical order from the computer (rate command), the electronic module controls the voltage sent to the electrical motor (so the rod speed of the actuator). The feedback LVDT gives to the computer a feedback of the rod position for the "inner" control loop. Also, a surface RVDT sends the surface position to the computer for monitoring. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

To avoid cavitation inside the circuit, an accumulator compensates fluid variation through pump anti cavitation valves for the hydraulic pump and, through the piston anti cavitation valves for the chambers. Furthermore, load limiting valves avoid a too high pressure inside the circuit and, let the fluid to be expelled. To avoid force fighting during double pressurization of both EBHAs on a same surface, the computer receives a delta pressure data given by the differential pressure LVDT. Note that the ELECTRICAL ACTIVE MODE engagement is inhibited on ground.


Apr 18, 2006 Page 68

L1W06161 - L0KT0T0 - LM27D5EBHA00001


RUDDER EBHAS: MODE AND OPERATION - ELECTRICAL ACTIVE MODE MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 69


PRIM FLT CTLS: ELEC. BACKUP HYD. ACTR DESC. (3) Spoiler EBHA: LRUs and Main Components

L1W06161 - L0KT0T0 - LM27D5EBHA00001

The main components of the spoiler EBHA are: - HP inlet and LP outlet ports, - electrical connectors, - an accumulator, - a hydraulic pump, - an AC electrical motor, - a mode LVT, - a maintenance device, - the HP filter, - the solenoid valve, - the servovalve, - the electronic module and, - the motor drain filter. These main components are LRUs: - the HP filter, - the solenoid valve, - the servovalve, - the electronic module and, - the motor drain filter.



Apr 18, 2006 Page 70

L1W06161 - L0KT0T0 - LM27D5EBHA00001


SPOILER EBHA: LRUS AND MAIN COMPONENTS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 71



L1W06161 - L0KT0T0 - LM27D5EBHA00001

Spoiler EBHA: Mode and Operation The aim of this topic is to show the impact of a LRU replacement inside the servocontrol. Here, you can see the LRUs location and the LRUs function linked to the various modes. Each spoiler EBHA has five main operating modes. There are: - the HYDRAULIC ACTIVE MODE, - the RETRACTED MODE, - the ELECTRICAL ACTIVE MODE, - the BLOCKING MODE and, - the MAINTENANCE MODE. The HYDRAULIC ACTIVE MODE enables the spoiler to be actuated according to the electrical orders sent by the flight control computers, the EBHA is hydraulically powered. The RETRACTED MODE enables the spoiler to be retracted automatically to its zero position in case of rate command failure. The ELECTRICAL ACTIVE MODE enables the spoiler to be actuated according to the electrical orders sent by the flight control computers too, the EBHA is electrically powered. The deflection speed is less high than in the HYDRAULIC ACTIVE MODE. The BLOCKING MODE avoids the spoiler to be extended under the airload. The MAINTENANCE MODE, the unit includes a manual mechanical device to enable the surfaces to be manually moved on ground for maintenance purposes, with no danger for the ground staff. The HP filter is connected after the HP port to avoid fluid pollution inside the EBHA. The solenoid valve is opened during the HYDRAULIC ACTIVE MODE, and closed during the ELECTRICAL ACTIVE MODE. It enables to connect or not the EBHA return line to the LP return line through the accumulator. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

The servovalve enables to control the hydraulic flow inside the chambers for a rod retraction or a rod extension. The electronic module controls and monitors the EBHA when this one is in the ELECTRICAL ACTIVE MODE. The motor drain filter avoids the electrical motor to be polluted by the hydraulic fluid.


Apr 18, 2006 Page 72

L1W06161 - L0KT0T0 - LM27D5EBHA00001


SPOILER EBHA: MODE AND OPERATION MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 73


PRIM FLT CTLS: ELEC. BACKUP HYD. ACTR DESC. (3) Spoiler EBHA: Mode and Operation (continued)

L1W06161 - L0KT0T0 - LM27D5EBHA00001

Hydraulic Active Mode The HP hydraulic circuit supplies the servocontrol through the HP filter and maintains the HP maintaining valve and the blocking valve "A" opened. The LP maintaining valve keeps a pressure inside the servocontrol return line higher than inside the LP hydraulic circuit. The mode valve is hydraulically opened, that allow the spoiler EBHA to be switched in the HYDRAULIC ACTIVE MODE. The solenoid valve is not energized connecting the accumulator with the LP return line through the restrictor. Then, a permanent leakage is established between the EBHA return line and the LP return line through the accumulator. Proportionally to an electrical order from the computer (rate command) to the SV through the electronic module, the SV controls the hydraulic flow (so the rod speed of the actuator), connecting either the pressure port (P) with U2 and the return port (R) with U1 for a rod extension (or either P with U1 and R with U2 for a rod retraction). When an antagonist load is applied to the surface, the blocking valve "B" is more or less opened under the CA pressure and the spring effect. It leaves a flow more or less important from CB. The feedback LVDT gives to the computer a feedback of the rod position for the "inner" loop function.



Apr 18, 2006 Page 74

L1W06161 - L0KT0T0 - LM27D5EBHA00001


SPOILER EBHA: MODE AND OPERATION - HYDRAULIC ACTIVE MODE MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 75


PRIM FLT CTLS: ELEC. BACKUP HYD. ACTR DESC. (3) Spoiler EBHA: Mode and Operation (continued) Retracted Mode (Rate Command Failure)

L1W06161 - L0KT0T0 - LM27D5EBHA00001

The HP hydraulic circuit still supplies the servocontrol through the HP filter and maintains the HP maintaining valve and the blocking valve "A" opened. The LP maintaining valve keeps a pressure inside the servocontrol return line higher than inside the LP hydraulic circuit. The mode valve is still hydraulically opened. The solenoid valve is not energized connecting the accumulator with the LP return line through the restrictor. The flight control computer no longer controls the servocontrol. The SV is in biased position connecting the P port with U1 and the R port with U2. The blocking valve "B" is closed. Then, it enables a surface retraction.



Apr 18, 2006 Page 76

L1W06161 - L0KT0T0 - LM27D5EBHA00001


SPOILER EBHA: MODE AND OPERATION - RETRACTED MODE (RATE COMMAND FAILURE) MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 77


PRIM FLT CTLS: ELEC. BACKUP HYD. ACTR DESC. (3) Spoiler EBHA: Mode and Operation (continued)

L1W06161 - L0KT0T0 - LM27D5EBHA00001

Electrical Active Mode If the hydraulic circuit is lost, the spoiler EBHA switches to the ELECTRICAL ACTIVE MODE. The HP and the LP maintaining valves are closed, the solenoid valve is closed too. The EBHA spoiler is isolated from the hydraulic circuit. The computer sends an "electronic module enable" signal to the electronic module to switch on the electronic module. The 115 VAC network supplies the electronic module through the RCCB controlled by the computer to supply the electrical motor. So it disables the computer to control the servovalve. The 28 VDC electrical network supplies the electronic module of EBHA through the relay controlled by the flight control computer. This enables the computer to control and monitor the EBHA. The mode valve is in the electrical position under its spring load effect (no hydraulic pressure command) connecting the chambers CA and CB to the hydraulic pump ports. The mode LVT sends an electrical signal to the computer through the electronic module to give the position of the mode valve. Proportionally to an electrical order from the computer (rate command), the electronic module controls the voltage sent to the electrical motor (so the rod speed of the actuator). The blocking valve "B" lets the fluid be expelled from the chamber CB to the pump return port. The feedback LVDT gives to the computer a feedback of the rod position for the "inner" control loop. To avoid cavitation inside the circuit, an accumulator compensates fluid variation through the shuttle valves. Furthermore, relief valves avoid a too high pressure inside the circuit and, let the fluid be expelled. Note that the ELECTRICAL ACTIVE MODE engagement is inhibited on ground. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 78

L1W06161 - L0KT0T0 - LM27D5EBHA00001


SPOILER EBHA: MODE AND OPERATION - ELECTRICAL ACTIVE MODE MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 79


PRIM FLT CTLS: ELEC. BACKUP HYD. ACTR DESC. (3) Spoiler EBHA: Mode and Operation (continued) Blocking Mode

L1W06161 - L0KT0T0 - LM27D5EBHA00001

If both power supplies (hydraulic and electrical) of the spoiler EBHA are lost, this one switches in the BLOCKING MODE. This mode enables the surface retraction but avoid the surface extension. The mode valve is in the electrical position under its spring load effect (no hydraulic pressure command) connecting the chambers CA and CB to the hydraulic pump ports. The blocking valve "A " and "B" are closed under their spring effect. The blocking valve "A" avoids the fluid transfer from CB due to the check valve inside the blocking valve "A" (yellow ring).



Apr 18, 2006 Page 80

L1W06161 - L0KT0T0 - LM27D5EBHA00001


SPOILER EBHA: MODE AND OPERATION - BLOCKING MODE MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 81


PRIM FLT CTLS: ELEC. BACKUP HYD. ACTR DESC. (3) Spoiler EBHA: Mode and Operation (continued) Maintenance Mode

L1W06161 - L0KT0T0 - LM27D5EBHA00001

The maintenance device is in the maintenance position. The result is: - the blocking valve enables the servocontrol to be disconnected from the HP circuit, - the LP maintaining valve is opened, there isno residual pressure inside the servocontrol, - the mode valve is in the hydraulic position. The fluid can flow freely inside the spoiler EBHA. Thus, the mechanic can move the spoiler.



Apr 18, 2006 Page 82

L1W06161 - L0KT0T0 - LM27D5EBHA00001


SPOILER EBHA: MODE AND OPERATION - MAINTENANCE MODE MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 83


PRIMARY FLIGHT CONTROLS: THS ACTUATOR DESC. (3) General

L1W06161 - L0KT0T0 - LM27D6THSA00001

The Trimmable Horizontal Stabilizer Actuator (THSA) links structurally the THS to the aircraft structure. Three motors, two hydraulics, and one electrical actuate the THS through a gearbox.


PRIMARY FLIGHT CONTROLS: THS ACTUATOR DESC. (3)

Apr 18, 2006 Page 84

L1W06161 - L0KT0T0 - LM27D6THSA00001




Apr 18, 2006 Page 85



L1W06161 - L0KT0T0 - LM27D6THSA00001

Trimmable Horizontal Stabilizer Actuator: LRUs and Main Components The aim of this topic is to show the impact of a LRU replacement inside the THSA. Here, you can see the LRUs location and the LRUs function linked to the various modes. The THSA has the main following components: - the ball screw assembly, - the gearbox, - the green Hydraulic Control Module (HCM), - the yellow HCM, - the electrical channel, - the position sensor units (resolvers pack "A" and "B"), - the Secondary Load path Loading Detection Devices (SLLDDs). The components of the green and yellow HCM are identical. These components are: - the hydraulic motor/brake assembly, - the Hydraulic Valve Block (HVB), - the ServoValve (SV) and its LVT, - the brake Solenoid Operated Valve "A" (SOV "A"), - the enable Solenoid Operated Valve "B" (SOV "B") and, - the pressure switch. The components of the hydraulic motor/brake assembly are: - the hydraulic motor and its position sensors (resolvers) and, - the Power Off Brake (POB) including its brake LVT. The HVB components are: - the main shuttle valve - the hydraulic screen filter, - the flow limiter (not shown), - the inlet check valve (not shown), - the anticavitation valves (not shown) and, - the relief valves (not shown). MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

The electrical channel has the following components: - the electrical control motor unit and, - the DC brush less electrical motor and its dual DC electric brakes. The SLLDD is divided into two units: - the Secondary Upper Load path Loading Detection Device (SULLDD) and, - Two Secondary Lower Load path Loading Detection Device (SLLLDDs). The basic purpose consists to give a cockpit alert of Secondary Load path (either upper or lower) loading. The SULLDD is designed to detect upper secondary load path loading, while the other called SLLLDDs are dedicated to detect lower secondary load path loading. They are connected in series, if detection appears, THS immobilization is commanded by the PRIM computers. These components are Line Replaceable Units (LRUs): - the HCMs, - the HVBs, - the hydraulic screen filters, - the hydraulic motor resolvers, - the hydraulic pressure switches, - the servovalves and their LVDTs, - the SOVs "A", - the SOVs "B", - the electronic motor and dual electric brakes, - the electrical motor control unit, - the position sensor units pack "A" and "B", - the secondary upper load path loading detection device, - the two secondary lower load path loading detection devices.


Apr 18, 2006 Page 86

L1W06161 - L0KT0T0 - LM27D6THSA00001


TRIMMABLE HORIZONTAL STABILIZER ACTUATOR: LRUS AND MAIN COMPONENTS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 87


PRIMARY FLIGHT CONTROLS: THS ACTUATOR DESC. (3) Trimmable Horizontal Stabilizer Actuator: Mode and Operation The first slide only shows the operation of the green HCM, but the yellow operation HCM is the same. In normal operation, the green hydraulic motor is active, the other one (the yellow) is in standby, and the electrical motor is not electrically supplied. Both hydraulic motors can be simultaneously activated when a high rate is requested. In case of failure on the hydraulic motors, the electrical motor is activated.

L1W06161 - L0KT0T0 - LM27D6THSA00001

HYDRAULIC MODE The HP hydraulic circuit supplies the green HCM through the HP filter and maintains the inlet check valve opened. The hydraulic pressure switch sends to the computer a data "pressure enable". The computer send to the servovalve a "null" position, this position is monitored by the LVDT servovalve. The computer sends a discrete signal to the brake SOV "A", the brake POB is not opened because there is no pressure at its port. Then, the computer sends a discrete signal to the enable SOV "B", the main shuttle valve opens supply pressure to the SOV "A" to release the POB. The POB position is monitored by the POB LVT. The main shuttle valve continues to move and connects the hydraulic motor ports to the servovalve ports. Proportionally to an electrical order from the computer (rate command), the SV controls the hydraulic flow. The flow limiter prevents motor over speed. The HYD motor speed is monitored by the resolvers. The resolvers pack "A" and pack "B" gives to the computer a feedback of the ballscrew for the "inner" control loop.



Apr 18, 2006 Page 88

L1W06161 - L0KT0T0 - LM27D6THSA00001


TRIMMABLE HORIZONTAL STABILIZER ACTUATOR: MODE AND OPERATION - HYDRAULIC MODE MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 89


PRIMARY FLIGHT CONTROLS: THS ACTUATOR DESC. (3) Trimmable Horizontal Stabilizer Actuator: Mode and Operation (continued) ELECTRICAL MODE

L1W06161 - L0KT0T0 - LM27D6THSA00001

If the two hydraulic circuits are lost for example, the electrical channel is switched on. The 115 VAC network supplies the electrical motor control unit through the Remote Control Circuit Breaker (RCCB) controlled by the computer. The computer sends a "motor enable" signal to switch on the control unit. For brakes releasing, two discrete orders (brakes 1 and 2 enable) are sent by the computer to the control unit. Then, the control unit sends two 270 VDC voltages to the two brakes. To control the electrical motor through a voltage sent by the control unit, the computer sends discrete signals called "motor control UP" or "DOWN". The resolvers pack "A" and pack "B" still gives to the computer a feedback of the ballscrew for the "inner" control loop.



Apr 18, 2006 Page 90

L1W06161 - L0KT0T0 - LM27D6THSA00001


TRIMMABLE HORIZONTAL STABILIZER ACTUATOR: MODE AND OPERATION - ELECTRICAL MODE MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 91


PRIMARY FLIGHT CONTROLS: FLY BY WIRE DESC. (3) General

L1W06161 - L0KT0T0 - LM27D7FBW000001

This module shows what is called the "fly by wire philosophy" for the A380. It shows the links between the inputs, the computers and, the surface servocontrols.


PRIMARY FLIGHT CONTROLS: FLY BY WIRE DESC. (3)

Apr 18, 2006 Page 92

L1W06161 - L0KT0T0 - LM27D7FBW000001




Apr 18, 2006 Page 93


PRIMARY FLIGHT CONTROLS: FLY BY WIRE DESC. (3) Computation Philosophy

L1W06161 - L0KT0T0 - LM27D7FBW000001

The PRIMARY flight controls have three PRIMs and three SECs. Each of them perform two functions: - the COMPUTATION function, which elaborates the aircraft objective, and also the surface deflection orders, - the EXECUTION function, which fulfils the servoing control of the surfaces. Only one PRIM at a time is the "MASTER". The COMPUTATION function of the "MASTER" receives the orders from the pilot in manual mode or, from the Flight Guidance (FG) in autopilot mode. The "MASTER" PRIM generates the surface deflection orders and sends them to the two other PRIMary systems and to the three SEcondary Computers. So, each PRIM, and each SEC signal their associated surfaces and do the "inner" control loop in their EXECUTION function. Also, in its COMPUTATION function, the "MASTER" does the "outer" control loop. This one compares the aircraft response with the aircraft objective to check if the demand has been reached.



Apr 18, 2006 Page 94

L1W06161 - L0KT0T0 - LM27D7FBW000001


COMPUTATION PHILOSOPHY MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 95


PRIMARY FLIGHT CONTROLS: FLY BY WIRE DESC. (3) Protections

Flight Control Laws: General The flight control laws can be divided into three main levels of laws. The NORMAL and ALTERNATE laws are only implemented into the PRIMs, while the DIRECT law is implemented into the PRIMs and into the SECs. The flight control laws are automatically switched from NORMAL to ALTERNATE and then to DIRECT according to the nature and the number of failures. Inside the NORMAL, ALTERNATE and, DIRECT laws, there are: - the pitch control laws, - the lateral control laws and, - the protections.

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Pitch Control Laws: NORMAL Laws The NORMAL law is composed of the pitch control laws, the lateral control laws and the protections. The Nz law is the normal law engaged during the flight phase. The objective of this law is to control the flight path of the aircraft, through a load factor demand. The Nz law changes a load factor demand (from pilots or autopilot) into a pitch order. The pitch control law does the automatic trim function. The pitch moment linked to roll surface deflection is compensated.

Lateral Normal Law (Y*) The objective of the lateral normal law (Y*) is to control the roll and yaw axes of the aircraft, through roll rate and sideslip demand. Also, the objectives of this law are to: - do Dutch roll damping and, - do yaw damping on ground. The Y* law is used for both manual and AP controls.


In the NORMAL laws, the protections are: - Load Factor protection - Pitch attitude protection - Angle Of Attack (AOA) protection - High speed protection - Bank Angle protection It secures the flight envelope, the load factor is limited to -1g to 2.5g in clean configuration while it is limited to 0 to 2g in high lift configuration. The protection limits the pitch attitude to -15° to +30° or -15° to +25° at low speed. It gives positive static stability at low speed and protects the aircraft against stall during maneuvering and wind gusts. The AOA protection is engaged during the flight phase and flare phase. The objective of the high speed protection is to limit the speed excursions beyond the maximum operating speed (VMO) whatever the side stick input. The high speed protection is engaged from lift off to touch down. Bank angle protection allows a bank angle until 66° in clean configuration and 60° in high lift configuration.

Flight Control Laws: ALTERNATE Laws If the NORMAL law is lost, the computers switch to ALTERNATE law. The pitch laws are still available but are less efficient than in NORMAL law. The lateral laws are still available but are less efficient than in NORMAL law. The lateral alternate law does the Dutch roll damping and turn coordination. The protections are overrideable by pilot inputs except load factor protection.


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A380 TECHNICAL TRAINING MANUAL Flight Control Laws: DIRECT Laws

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In the DIRECT law, the pitch control law has a "stabilized" pitch direct law. The "stabilized' pitch direct law controls the axis though elevator deflection proportionally to side stick input. Also, there is some attenuation according to the aircraft speed, configuration. The THS is controlled manually via the pitch trim control switches. The lateral law consists of Roll Direct Laws and Yaw Alternate Law with Yaw Damping. In the DIRECT law, the protections are totally lost.



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FLIGHT CONTROL LAWS: GENERAL ... FLIGHT CONTROL LAWS: DIRECT LAWS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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PRIMARY FLIGHT CONTROLS: FLY BY WIRE DESC. (3) Servocontrol Servoing And Reconfiguration This topic shows the servocontrol servoing operation. It shows the normal engagement of the computer on the ACTIVE servocontrol and, the switching reconfiguration philosophy after failures. The servocontrol servoing done by the backup control module (all computers lost) will be treated in the next module.

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Ailerons The OUTBD ailerons are driven by two conventional servocontrols. The INBD and MID ailerons are driven by one conventional servocontrol and one EHA. There are two computers (one PRIM and one SEC) connected to each servocontrol for each aileron (INBD and MID), excepted for the OUTBD ailerons where there is only one computer connected to each servocontrol. Furthermore, the conventional servocontrols of the INBD ailerons are connected to the backup control module. During normal operation, there is one engaged computer at a time on one aileron surface, which fulfils the "inner" control loop. The other computers are not engaged. Note that the computer engagement priority of the actuator servoing is totally independent from the computer engagement priority in law computation. The arrows show the reconfiguration logics in case of computer, control loop failures or power supplies (hydraulic or electrical) failures. In case of one left or right OUTBD servocontrol failure, the symmetrical one on the opposite wing is inhibited. Nevertheless, it is possible to control the INBD or MID aileron with one conventional servocontrol on one side and one EHA on the other side. The INBD aileron has been taken as an example to show how the reconfigurations are made after failures. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

Three failure examples have been taken. They are: - a power supply failure (green), - a computer failure (P1) and, - a control loop failure (wiring). On the INBD aileron, the conventional servocontrol is connected to PRIM 1 (P1), SEC 1 (S1) and to the backup control module (B). The EHA is connected to P2 and S2. The ServoValve (SV) receives from the computer an electrical signal representative of a surface deflection order. The SV controls the hydraulic flow inside the servocontrol actuator, so the piston rod direction and speed. The Motor Drive Electronics (MDE) controls the voltage sent to the electrical motor, in fact, it has the "same role" as a SV for a servocontrol. The feedback LVDTs give the piston rod position for the "inner" control loop. During normal operation, the conventional servocontrol is in ACTIVE MODE, the EHA is in DAMPING MODE. P1 sends to the SV an electrical signal. The feedback LVDT gives the piston rod position and P1 fulfils the "inner" control loop. If the green hydraulic circuit is lost (arrow 1), the conventional servocontrol switches to DAMPING MODE, the EHA switches to ACTIVE MODE. P2 sends to the MDE an electrical signal. The feedback LVDT gives the piston rod position and P2 fulfils the "inner" control loop. The EHA remains the only servocontrol that can actuate the surface because the conventional servocontrol has no longer its hydraulic power supply available. If P1 is lost (arrow 2), the conventional servocontrol switches to DAMPING MODE, the EHA switches to ACTIVE MODE. P2 sends to the MDE an electrical signal. The feedback LVDT gives the piston rod position and P2 fulfils the "inner" control loop.


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Furthermore, the conventional servocontrol is not lost, it can be controlled by S1 if there is a failure on the EHA. If the control loop is lost, for example a SV failure, a LVDT failure, or a wiring failure (arrow 3), the EHA switches to ACTIVE MODE, the conventional servocontrol switches to DAMPING MODE. In this case, the conventional servocontrol cannot be longer controlled by the computers (P1 and S1), the EHA remains the only servocontrol available to actuate the surface.



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SERVOCONTROL SERVOING AND RECONFIGURATION - AILERONS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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PRIMARY FLIGHT CONTROLS: FLY BY WIRE DESC. (3) Servocontrol Servoing And Reconfiguration (continued)

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Rudders Each rudder is driven by two Electrical Backup Hydraulic Actuators (EBHAs). There are two computers (one PRIM and one SEC) connected to each EBHA. The upper EBHAs of each rudder are connected to the backup control module. During normal operation, there is one engaged computer at a time on one rudder surface, which fulfils the "inner" control loop. The other computers are not engaged. The computer engagement priority of the actuator servoing is totally independent from the computer engagement priority in law computation. The arrows show the reconfiguration logics in case of computer, control loop failures or power supplies (hydraulic or electrical) failures. The two rudder operations are independent, an EBHA failure on one rudder has no consequences on the operation on the other rudder. The UPPER rudder has been taken as an example to show how the reconfigurations are made after failures. Three failure examples have been taken. They are: - power supply failures (green and after yellow), - a computer failure (P1) and, - a control loop failure (wiring). On the UPPER rudder, the upper EBHA is connected to P1, S1 and to the backup control module (B). The lower EBHA is connected to P2 and S2. When the EBHAs are in HYDRAULIC ACTIVE MODE, the SV receives from the computer an electrical signal representative of a surface When the EBHAs are in ELECTRICAL ACTIVE MODE (dual hydraulic circuit loss), the MDE controls the voltage sent to the electrical motor. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

The feedback LVDTs give the piston rod position for the "inner" control loop. During normal operation, the upper EBHA is in HYDRAULIC ACTIVE MODE, the lower EBHA is in DAMPING MODE. P1 sends to the SV an electrical signal. The feedback LVDT gives the piston rod position and P1 fulfils the "inner" control loop. If the yellow hydraulic circuit is lost (arrow 1), the upper EBHA switches to DAMPING MODE, the lower EBHA switches to HYDRAULIC ACTIVE MODE. P2 sends to the SV an electrical signal. The feedback LVDT gives the piston rod position and P2 fulfils the "inner" control loop. Now, if the green hydraulic is lost too (arrow 2), the lower EBHA switches to DAMPING MODE, the upper EBHA switches to ELECTRICAL ACTIVE MODE. P1 sends to the MDE an electrical signal. The feedback LVDT gives the piston rod position and P1 fulfils the "inner" control loop. If P1 is lost (arrow 3), the upper EBHA switches to DAMPING MODE, the lower EBHA switches to HYDRAULIC ACTIVE MODE. P2 sends to the SV an electrical signal. The feedback LVDT gives the piston rod position and P2 fulfils the "inner" control loop. Furthermore, the upper EBHA is not lost, it can be controlled by S1 if there is a failure on the lower EBHA. If the control loop is lost, for example a SV failure, a LVDT failure, or a wiring failure (arrow 4), the upper EBHA switches to DAMPING MODE, the lower EBHA switches to HYDRAULIC ACTIVE MODE. In this case, the upper EBHA can be no longer controlled by the computers (P1 and S1), the lower EBHA remains the only servocontrol available to actuate the surface. When high rate or large deflection demands are requested, both EBHAs can be switched to ACTIVE MODE in all cases, excepted when one EBHA cannot be engaged.


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SERVOCONTROL SERVOING AND RECONFIGURATION - RUDDERS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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Elevators Each elevator is driven by one conventional servocontrol and one EHA. There are two computers (one PRIM and one SEC) connected to each servocontrol for each elevator. Furthermore, the conventional servocontrols of the INBD elevators are connected to the backup control module. During normal operation, the elevator servocontrol operation is the same as the aileron servocontrol operation. There is one engaged computer at a time on one elevator surface, which fulfils the "inner" control loop. Note that the computer engagement priority of the actuator servoing is totally independent from the computer engagement priority in law computation. The arrows show the reconfiguration logics in case of computer, control loop failures or power supplies (hydraulic or electrical) failures. After a servocontrol failure on the OUTBD or INBD elevator, the symmetrical one is not inhibited. So, it is possible to control the OUTBD or INBD elevator with one conventional servocontrol on one side and one EHA on the other side. The INBD elevator has been taken as an example to show how the reconfigurations are made after failures. Three failure examples have been taken. They are: - a power supply failure (green), - a computer failure (P3) and, - a control loop failure (wiring). On the INBD elevator, the conventional servocontrol is connected to P3, S3 and to the backup control module (B). The EHA is connected to P1 and S1. The SV receives from the computer an electrical signal representative of a surface deflection order. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

The MDE controls the voltage sent to the electrical motor. The feedback LVDTs give the piston rod position for the "inner" control loop. During normal operation, the conventional servocontrol is in ACTIVE MODE, the EHA is in DAMPING MODE. P3 sends to the SV an electrical signal. The feedback LVDT gives the piston rod position and P3 fulfils the "inner" control loop. If the green hydraulic circuit is lost (arrow 1), the conventional servocontrol switches to DAMPING MODE, the EHA switches to ACTIVE MODE. P1 sends to the MDE an electrical signal. The feedback LVDT gives the piston rod position and P1 fulfils the "inner" control loop. The EHA remains the only servocontrol that can actuate the surface because the conventional servocontrol has no longer its hydraulic power supply. If P3 is lost (arrow 2), the conventional servocontrol switches to DAMPING MODE, the EHA switches to ACTIVE MODE. P1 sends to the MDE an electrical signal. The feedback LVDT gives the piston rod position and P1 fulfils the "inner" control loop. Furthermore, the conventional servocontrol is not lost, it can be controlled by S3 if there is a failure on the EHA. If the control loop is lost, for example a SV failure, a LVDT failure, or a wiring failure (arrow 3), the EHA switches to DAMPING MODE, the conventional servocontrol switches to ACTIVE MODE. In this case, the conventional servocontrol cannot be longer controlled by the computers (P3 and S3), the EHA remains the only servocontrol available to actuate the surface. In case of high rate or large deflection demands, both servocontrols can be switched to ACTIVE MODE in all cases, excepted when one EBHA cannot be engaged.


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SERVOCONTROL SERVOING AND RECONFIGURATION - ELEVATORS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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Trimmable Horizontal Stabilizer Three motors, two hydraulics, and one electrical actuate the THS through a gearbox and a screw jack. There are two computers (one PRIM and one SEC) connected to each hydraulic motor. Only one computer is connected to the electrical motor. Furthermore, the yellow hydraulic motor is connected to the backup control module. During normal operation, there is one engaged computer at a time, which fulfils the "inner" control loop. The computer engagement priority of the actuator servoing is totally independent from the computer engagement priority in law computation. The arrows show the reconfiguration logics in case of computer, control loop failures or power supplies (hydraulic or electrical) failures. After a motor failure, the hydraulic or electrical motors still allow the THS actuation. Failure examples have been taken to show how the reconfigurations are made after failures. Three failure examples have been taken. They are: - power supply failures (green and after yellow), - a computer failure (P3) and, - a control loop failure (wiring). On the THS Actuator (THSA), the green hydraulic motor is connected to P3 and S3. The yellow hydraulic motor is connected to P1, S1 and to the backup control module (B). The electrical motor is connected to P2. The SV receives from the computer an electrical signal representative of a THS deflection order. The Electrical Motor Control Unit (EMCU) controls the voltage sent to the electrical motor. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

The resolvers give the screw jack position for the "inner" control loop. During normal operation, the green hydraulic motor is in ACTIVE MODE, the yellow hydraulic motor is in STAND BY MODE and, the electrical motor is not electrically supplied (OFF MODE). P3 sends to the SV an electrical signal. The resolvers give the screw jack position and P3 fulfils the "inner" control loop. If the green hydraulic circuit is lost (arrow 1), the green hydraulic motor is LOST, the yellow hydraulic motor switches to ACTIVE MODE, the electrical motor still in OFF MODE. P1 sends to the SV an electrical signal. The resolvers give the screw jack position and P1 fulfils the "inner" control loop. Now, if the yellow hydraulic is lost too (arrow 2), the yellow hydraulic motor is LOST, the electrical motor switches to ACTIVE MODE. P2 sends to the electrical motor control unit an electrical signal. The resolvers give the screw jack position and P2 fulfils the "inner" control loop. If P3 is lost (arrow 3), the green hydraulic motor switches to STAND BY MODE, the yellow hydraulic motor switches to ACTIVE MODE and, the electrical motor still in OFF MODE. P1 sends to the SV an electrical signal. The resolvers give the screw jack position and P1 fulfils the "inner" control loop. Furthermore, the green hydraulic motor is not lost, it can be controlled by S3 if there is a failure on the yellow hydraulic motor. If the control loop is lost, for example a SV failure, a LVDT failure, or a wiring failure (arrow 4), the green hydraulic motor is LOST, the yellow hydraulic motor switches to ACTIVE MODE and, the electrical motor is still in OFF MODE. P1 sends to the SV an electrical signal. The resolvers give the screw jack position and P1 fulfils the "inner" control loop. In this case, the green hydraulic motor cannot be longer controlled by the computers (P3 and S3), the yellow hydraulic and the electrical motor remain the only motors available to actuate the surface.


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In case of high rate or large deflection demands, the hydraulic motors can be switched to ACTIVE MODE in all cases, excepted when one hydraulic motor cannot be engaged. Do not forget that the electrical motor is activated after failures on the hydraulic motors and it can only be used in AUTOMATIC MODE. If the AUTOMATIC MODE is lost, the pilots can control the THS via the pitch trim control switches but in such a case using the hydraulic motors. This mode is called MANUAL MODE. When the AUTOMATIC MODE is available, this mode has the priority over the MANUAL MODE, and the pitch trim control switches are inhibited.



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SERVOCONTROL SERVOING AND RECONFIGURATION - TRIMMABLE HORIZONTAL STABILIZER MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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Spoilers The spoilers are driven by only one servocontrol. Spoilers 1, 2, 3, 4, 7 and 8 are driven by a conventional servocontrol, whereas spoilers 5 and 6 are each driven by one EBHA. There is only one computer per servocontrol and per EBHA. The backup control module is not connected to the spoiler servocontrols. During normal operation, the computer controls its spoiler servocontrol and fulfils the "inner" control loop. After a servocontrol failure, the spoiler is retracted to its zero position and the spoiler is lost. For the conventional servocontrol, the symmetrical spoiler operation on the opposite wing is inhibited. But for an EBHA failure, the symmetrical EBHA still operates normally. Spoilers 6 and 7 have been taken as an example to show how the reconfigurations are made after failures. Three failure examples have been taken. They are: - a power supply failure (yellow for spoiler 7 and, green for spoiler 6), - a computer failure (S2 for spoiler 7 and, P1 for spoiler 6), - a control loop failure (wiring). During normal operation, the conventional servocontrol of spoiler 7 is in ACTIVE MODE, S2 sends to the SV a surface deflection order. The EBHA of spoiler 6 is in HYDRAULIC ACTIVE MODE, P1 sends to the SV a surface deflection order. The feedback LVDTs give the positions of the piston rod and, S2 and P1 fulfil their "inner" control loop. If the yellow hydraulic circuit is lost (arrow 1), the conventional servocontrol switches to BLOCKING MODE (SUPPLY FAILURE MODE). MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

In fact, spoiler 7 is retracted to its zero position under airloads. If S2 is lost (arrow 2), the conventional servocontrol switches to BLOCKING MODE (CONTROL FAILURE MODE). The consequence is the same as a hydraulic power supply loss, spoiler 7 is retracted to its zero position (SV in biased position) and the spoiler is lost. If the control loop is lost, for example a SV failure, a LVDT failure, or a wiring failure (arrow 3), the conventional servocontrol switches to BLOCKING MODE (CONTROL FAILURE MODE). Spoiler 7 is retracted to its zero position (SV in biased position) and the spoiler is lost. On the EBHA, if there is a computer failure (P1) or a control loop failure, the consequences are the same as conventional servocontrol failures. The spoiler is retracted to its zero position and the spoiler is lost. If the green hydraulic circuit is lost (arrow 4), the EBHA is not lost, this one switches to ELECTRICAL ACTIVE MODE, and still allows the spoiler operation.


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SERVOCONTROL SERVOING AND RECONFIGURATION - SPOILERS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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Main Functions: Lateral Function: Roll The ailerons and spoilers 3 to 8 are used for the roll function. Associated with the rudder used for the yaw function, these surfaces automatically do the lateral function. It does roll/yaw coordination during turns. In manual mode, the PRIMs and SECs receive roll orders coming from the roll Side Stick Transducer and Damper Unit (SSTDU) of the side sticks. In Autopilot (AP) mode, it is the Flight Guidance (FG) that sends the roll orders to the F/CTL part of the PRIMs. After computation of the roll surface deflection, the "MASTER" sends it to the other flight control computers. They fulfill the servoing of the ailerons and the roll spoilers. For computation of the flight control laws, aircraft response is needed ("outer loop"), for this the computers receive additional data. These data are coming from: - dedicated roll rate gyrometer units, - the Air Data/Inertial Reference Units (AIDRUs). The dedicated roll rate gyrometer units send only to the PRIMs roll angular speeds so roll rates. The ADIRUs compute air data (speed, altitude, side slip...) with the ADR part but also aircraft attitude (roll rates and accelerations) with the IR part. These data are sent to the PRIMs and to the SECs. Note for flight control law computation, the angular speeds given by the rate gyrometer units are used as "primary" source for PRIMs and SECs instead of IR angular speeds. When the AP mode is engaged, the side sticks are locked by a solenoid, energized by the PRIMs. If the pilots give an effort on the side stick over than the solenoid load, the AP mode is disengaged. The F/CTL parameters are sent by the computers to the FCDCs. The roll indications are displayed on the CDS. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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MAIN FUNCTIONS: LATERAL FUNCTION: ROLL MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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Main Functions: Lateral Function: Yaw The upper and lower rudders give the yaw control of the aircraft. Associated with the ailerons and spoilers 3 to 8 used for the roll function, the rudders automatically do the lateral function. It does roll/yaw coordination during turns. On ground, the rudders enable the aircraft to be controlled during taxiing. In manual mode, the rudders do the yaw control from the rudder pedals, the rudder trim control panel or, the side sticks. For that, the "MASTER" computes yaw surface deflection order taking into account: - "pure" yaw orders from the rudder pedals, - manual trim orders from the rudder trim control switch, - roll orders from the side sticks (turn coordination), - Dutch roll damping according to the control law. After computation of the yaw surface deflection, the "MASTER" sends it to the other flight control computers. They fulfill the servoing of the rudders. Depending of the aircraft speed, the travels of the rudders and pedals are limited in order to avoid excessive loads on the aircraft structure. This function called rudder trim limitation is only implemented in the PRIMary systems. In addition to the feedback LVDTs (located on the Electrical Backup Hydraulic Actuators), RVDTs send positions of the rudders for monitoring. These positions are used for monitoring but also used for the display on the CDS. For the computation of the flight control laws, the computers receive additional data. These data are coming from: - dedicated yaw rate gyrometer units, - dedicated yaw accelerometer units, - the ADIRUs. The yaw rate gyrometer units send only to the PRIMs yaw rates. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

The accelerometer units measure yaw acceleration rates and are connected to the PRIMs as well. The ADIRUs send to the computers air data and aircraft attitude. Note for flight control law computation, the angular speeds (yaw rates) given by the rate gyrometer units are used as "primary" source for PRIMs and SECs instead of IR angular speeds. The pedal feel and trim unit gives artificial feel and rudder trim. The unit includes springs to do artificial feel. Also, the unit includes two trim motors (active/standby configuration) and four trim RVDTs for the rudder trim function. During manual trim operation, the pilot operates the rudder trim control switch. The orders are sent to the SECs. The SECs send signals to the electronic module of the pedal feel and trim unit. The active motor operates and moves the rudder pedals. The position of the trim motors given by the trim RVDTs are used for trim motor servoing but also the positions are used to be displayed on the digital indicator of the panel. The lever RVDTs send rudder pedals position to the PRIMs and SECs. Then, the computers control their associated EBHAs and trim the rudders. In AP mode, the FG sends guidance orders to the F/CTL part. The "MASTER" computer sends AP trim order to the SECs to control the pedal feel and trim unit. The unit moves the rudder pedals, then, the rudders move. When the autopilot is engaged, a solenoid controlled by the PRIMs produces higher forces on the rudder pedals. If necessary, AP disengagement is allowed by the pilots by detection of rudder pedals movement given by the RVDTs. The F/CTL parameters are sent by the computers to the FCDCs. The yaw indications are displayed on the CDS. A CAM device is installed between the aircraft structure and the upper rudder. It avoids free play in the control of the surface and thus passenger comfort.


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The CAM device applies pre-loaded force, which creates a hinge moment around 0° of the rudder deflection.



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MAIN FUNCTIONS: LATERAL FUNCTION: YAW MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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Main Functions: Pitch Function The elevators and the THS are used for the pitch function. The elevators are used for short-term actions while the THS is used for long-term actions. During normal operation, the AUTOMATIC MODE has priority over the MANUAL MODE. Indeed, when the AUTOMATIC MODE is available, the computers actuate and trim automatically the THS. No pilot actions are possible via the pitch trim control switches because the switches operation is inhibited. The computers receive pitch orders coming from the pitch SSTDU of the side sticks. After computation of the pitch order deflections, the "MASTER" sends it to the other flight control computers. They fulfill the servoing of the elevators and the THS. In addition to the feedback LVDTs (located on the elevator servocontrols), RVDTs send positions of the elevators for monitoring. These positions are used for monitoring but also used for the display on the CDS. The THS resolvers are used for servoing but also used for the display on the CDS. For the computation of the flight control laws, the computers receive additional data. These data are coming from: - dedicated pitch gyrometer units, - dedicated pitch accelerometer units, - the ADIRUs and, - the Radio Altimeters (RAs). The pitch rate gyrometer units send yaw rates only to the PRIMs The pitch accelerometer units measure pitch acceleration rates and are connected to the PRIMs as well. The ADIRUs send to the computers air data and aircraft attitude. The RAs send to the PRIMs aircraft height. These data are used for the computation of specific flight control law (flare law engagement). MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

As for the other axes, for flight control law computation, the data coming from the pitch rate gyrometer units are used as "primary" sources for PRIMs and SECs instead or IR angular speeds. The FQMS receives, from PRIMs, the THS position for fuel quantity computation. This function is hosted in the CPIOM-F. In addition, the Landing Gear Control and Indication System (LGCIS), gives to the computers for law switching the data such as flight/ground condition. When the AUTOMATIC MODE is not available, the pilot selects the wished trim position (pitch up/down) of the THS through the pitch trim control switches. The orders are sent to the computers. The "MASTER" sends pitch deflection orders to the other computers, and they fulfil the servoing of the THS. Do not forget that when the AUTOMATIC MODE is lost the electrical motor cannot be engaged in servoing. During the AP mode, the FG sends guidance to the F/CTL part. The side sticks are locked by a solenoid energized by the PRIMs. As for the roll function, the pilots can disengaged the AP by moving the side sticks. Also, when the AP is engaged, the "MASTER" computer sends AP trim order to the computer to control the THS. The F/CTL parameters are sent by the computers to the FCDCs. The pitch indications are displayed on the CDS.


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MAIN FUNCTIONS: PITCH FUNCTION MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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PRIMARY FLIGHT CONTROLS: FLY BY WIRE DESC. (3) Auxiliary Functions More than the main flight control functions, the PRIMs compute auxiliary functions.

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Speedbrake Function The speedbrake function operates in the flight phase further to a pilot input through the speebrake/ground spoiler lever. The function decreases the aircraft speed with an acceptable buffet with the passengers. Spoilers 1 to 8 are used for the function. Spoiler kinematics is a function of the lever. When full lever is applied, full speedbrake deflections are commanded. When half lever is applied, ¾ of speedbrake deflections are commanded. Spoiler 1 and 2 do not have the same kinematics than spoilers 3 to 8. In addition, according to the aircraft configuration (slat/flap positions), the surface deflections are not the same. Pitch compensation occurs when speedbakes are out. However, to limit loads on the THS in some conditions (high weight/low altitude), the deflections can be limited. The roll function has priority over speedbrake function. Automatic retraction occurs when: - AOA protection is phased on, - a Go-around is initiated.



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PRIMARY FLIGHT CONTROLS: FLY BY WIRE DESC. (3) Auxiliary Functions (continued)

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Lift Dumping and Phased Lift Dumping Functions The lift dumping and phased lift dumping functions are used to: - stick the aircraft on ground by suppressing the lift, - reduce bound risks, - decelerate the aircraft and, - give acceptable level of passenger comfort at touch down. All available spoilers are used for these functions. Moreover, ailerons contribute to the lift dumping function. The ailerons move upward. In case of impact on one main landing gear, the phased lift dumping function partially deploys spoilers at low rate to force the impact on the second leg, which activates the lift dumping function for full deflection at high rates. Spoiler 1 and 2 don't have the same kinematics than spoilers 3 to 8. The spoilers are extended if two conditions are fulfilled. The first one is the "preselection" and the second one is the "aircraft on ground". The "preselection" condition is achieved when the lever is armed AND all throttle levers are at idle OR 1 throttle lever is in reverse AND all other 3 are at idle. "Aircraft on ground" is based on the Wing Landing Gear (WLG) compression, but also on wheel speeds and RA information.



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PRIMARY FLIGHT CONTROLS: FLY BY WIRE DESC. (3) Auxiliary Functions (continued) Aileron Droop Function

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The aileron droop function is computed by the lateral law. When the pilot puts the slat/flap control lever in the position "1" or more, the Slat Flap control computers send to the PRIMs a "flap out" signal through ARINC 429. The PRIMs send deflection orders to the ailerons. The ailerons droop downward to increase the wing curve. The ailerons continue to fulfill the roll function.



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PRIMARY FLIGHT CONTROLS: FLY BY WIRE DESC. (3) Auxiliary Functions (continued)

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Load Alleviation Function The aim of the Load Alleviation Function (LAF) is to alleviate the fatigue and static loads on the wings by reduction of the wing bending moment. The LAF is composed of: - the passive turbulence alleviation and, - the active turbulence alleviation. The passive turbulence alleviation alleviates the static loads in turbulence and during maneuvers. The activation is based on the vertical load factor given by normal law. The computed orders are sent to the ailerons and spoilers 6 to 8. The pitch compensation linked to the deflections is sent to the inner elevators. The active turbulence alleviation alleviates the fatigue and static loads. The activation is based on the measurement of the vertical load factor on the wings given by the accelerometer units installed on the pylons. The computed orders are superimposed (added) to the computed orders of the passive turbulence alleviation. They are sent to the ailerons. Compensation orders are sent to the inner elevators. The LAF is activated above a given speed and, vertical acceleration thresholds but are inhibited when slats and flaps are in full configuration.



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PRIMARY FLIGHT CONTROLS: FLY BY WIRE DESC. (3) Reminder

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This topic is a reminder. It shows the synthesis slide for the primary flight controls. The various servocontrols that actuate the surfaces are conventional servocontrols, EHAs, EBHAs, or THSA. The power supplies: - the green hydraulic circuit, - the yellow hydraulic circuit, - the E1 electrical circuit, - the E2 electrical circuit and, - the E3 electrical circuit. A servocontrol is connected to one or two flight control computers. Some of these servocontrols are connected to the backup control module if these computers are lost. There are reconfigurations if failure happens. Double pressurization on some surfaces is possible if high rates are requested by the computers.



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PRIM FLT CTLS: ELECTRICAL BACKUP SYSTEM DESC. (3) General

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In case of temporary loss of the all three PRIMary computers, and the all three SEcondary Computers, or their power supplies, the electrical backup system becomes active and does the stabilization and manoeuvrability of the aircraft. The electrical backup system is composed of three components: - two backup power supply units and, - one backup control module.


PRIM FLT CTLS: ELECTRICAL BACKUP SYSTEM DESC. (3)

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Electrical Backup System Activation and Operation During the normal operation, the electrical backup system is off. PRIM 2 and SEC 2 send inhibition signals to the two backup power supplies. If the backup power supplies do not receive the two inhibition signals, they generate electrical power to the backup control module. Then, the backup control module is ENERGIZED. Note that one backup power supply is enough to supply the backup control module. PRIM 1, PRIM 3, SEC 1 and, SEC 3 send inhibition signals to the backup control module. The backup control module switches automatically on if it does not receive all the inhibition signals coming from the computers. Then, the backup control module is ACTIVATED. If the backup control module is ENERGIZED and ACTIVATED, it is OPERATIVE. Furthermore, the backup control module sends two output signals to the Flight Control Data Concentrator (FCDCs) hosted into the CPIOM C1 and C2. When the backup control module operates, it acquires pilot orders and controls the surfaces. The backup control module uses two internal rate gyrometer units, one for the yaw and, one for the pitch rates. This yaw rate gyrometer unit is used for the Dutch roll damping and the pitch rate gyrometer unit is used for stabilization on the pitch axis. Note that there is no roll rate gyrometer unit. Furthermore, the backup control module does the turn coordination function. The backup control module does the acquisition of pilot orders coming from specific transducers. They are located inside: - the pitch Side Stick Unit and Transducer Units (SSTDUs), MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

- the roll SSTDUs, - the pedal feel and trim unit, a RVDT sends the position of the rudder pedals, - the Pitch trim control switches. The backup control module ensures the servoing of these surfaces: - the left INBD aileron, through the green conventional servocontrol, - the right INBD aileron, through the green conventional servocontrol, - the lower rudder, through the upper Electrical Backup Hydraulic Actuator (EBHA) supplied by the green hydraulic system, - the upper rudder, through the upper EBHA supplied by the yellow hydraulic system, - the left INBD elevator, though the green conventional servocontrol, - the right INBD elevator, through the green conventional servocontrol and, - the Trimmable Horizontal Stabilizer (THS), through the yellow hydraulic motor. Furthermore, the backup control module elaborates flight control laws. The flight control laws generates the orders using: - the pitch and yaw rates information, - the side sticks position information, - the rudder pedals position information. For the THS control, the rate command to the yellow hydraulic motor is directly connected to the pitch trim control switches.


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PRIM FLT CTLS: ELECTRICAL BACKUP SYSTEM DESC. (3) Electrical Backup System: Servoing Engagement and Reconfiguration Theses slides show the reconfiguration after the electrical backup system activation. It is a reminder of the normal operation and of the backup control module servocontrol servoing.

Ailerons

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The INBD aileron has been taken as an example to show how the reconfigurations are made after failures. If P1 is lost (arrow 1), the conventional servocontrol switches to DAMPING MODE, the EHA switches to ACTIVE MODE. P2 sends to the MDE an electrical signal. The feedback LVDT gives the piston rod position and P2 fulfils the "inner" control loop. If all the computers are lost (arrow 2), the conventional servocontrol switches to ACTIVE MODE. The backup control module sends an electrical order to a specific coil of the SV. For the "inner" control loop, the dual electrically segregated feedback LVDT sends the piston rod position.



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PRIM FLT CTLS: ELECTRICAL BACKUP SYSTEM DESC. (3) Electrical Backup System: Servoing Engagement and Reconfiguration (continued) Rudders

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The UPPER rudder has been taken as an example to show how the reconfigurations are made after failures. If P1 is lost (arrow 1), the upper EBHA switches to DAMPING MODE, the lower EBHA switches to HYDRAULIC ACTIVE MODE. P2 sends to the SV an electrical signal. The feedback LVDT gives the piston rod position and P2 fulfils the "inner" control loop. If all the computers are lost (arrow 2), the upper EBHA switches to HYDRAULIC ACTIVE MODE. The backup control module sends an electrical order to a specific coil of the SV. For the "inner" control loop, the dual electrically segregated feedback LVDT sends the piston rod position.



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PRIM FLT CTLS: ELECTRICAL BACKUP SYSTEM DESC. (3) Electrical Backup System: Servoing Engagement and Reconfiguration (continued) Elevators

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The INBD aileron has been taken as an example to show how the reconfigurations are made after failures. If P3 is lost (arrow 1), the conventional servocontrol switches to DAMPING MODE, the EHA switches to ACTIVE MODE. P1 sends to the MDE an electrical signal. The feedback LVDT gives the piston rod position and P1 fulfils the "inner" control loop. If all the computers are lost (arrow 2), the conventional servocontrol switches to ACTIVE MODE. The backup control module sends an electrical order to a specific coil of the SV. For the "inner" control loop, the dual electrically segregated feedback LVDT sends the piston rod position.



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PRIM FLT CTLS: ELECTRICAL BACKUP SYSTEM DESC. (3) Electrical Backup System: Servoing Engagement and Reconfiguration (continued) THS

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If P3 is lost (arrow 1), the green hydraulic motor switches to STAND BY MODE, the yellow hydraulic motor switches to ACTIVE MODE and, the electrical motor still in OFF MODE. P1 sends to the SV an electrical signal. The resolvers give the screw jack position and P1 fulfils the "inner" control loop. If all the computers are lost (arrow 2), the yellow hydraulic motor switches to ACTIVE MODE. The backup control module sends an electrical order to a specific coil of the SV. There is no "inner" control loop for the THS.



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PRIM FLT CTLS: ELECTRICAL BACKUP SYSTEM DESC. (3) Electrical Backup System: Servoing This topic shows the servocontrol servoing done by the backup control module.

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Aileron and Elevator Conventional Servocontrols The HP hydraulic circuit supplies the servocontrol through the HP filter and maintains the HP maintening valve opened. The LP maintening valve keeps a pressure inside the servocontrol return line higher than inside the LP hydraulic circuit; the accumulator is permanently connected to SV return port (R), then it enables the accumulator filling. The flight control computer sends a discrete signal to the mode solenoid valve, then, the mode valve is positioned in the ACTIVE MODE. The mode LVT does not provide to the computer an electrical signal representative of the mode valve position. Proportionally to an electrical order from the backup control module (rate command), the SV controls the hydraulic flow (so the rod speed of the actuator), connecting either the pressure port (P) with U2 and the return port (R) with U1 for a rod extension (or either P with U1 and R with U2 for a rod retraction). The feedback LVDT gives to the computer a feedback of the rod position for the "inner" control loop.



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PRIM FLT CTLS: ELECTRICAL BACKUP SYSTEM DESC. (3) Electrical Backup System: Servoing (continued)

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Rudder EBHA During the electrical backup system operation, the EBHA is in the HYDRAULIC ACTIVE MODE. The HP hydraulic circuit supplies the servocontrol through the HP filter and maintains the HP maintening valve opened. The LP maintening valve keeps a pressure inside the servocontrol return line higher than inside the LP hydraulic circuit; the accumulator is permanently connected to SV return port (R), then it enables the accumulator filling. The backup control module sends an electrical order to the hydraulic mode solenoid valve, then, the mode valve is positioned in the ACTIVE MODE. The mode LVT does not provide to the backup control module an electrical signal representative of the hydraulic mode valve position. The position of the electrical mode valve is not sent too. Proportionally to an electrical order from the module (rate command) to the SV, this one controls the hydraulic flow, connecting either the pressure port (P) with U2 and the return port (R) with U1 for a rod extension (or either P with U1 and R with U2 for a rod retraction). The feedback LVDT gives to the module a feedback of the rod position for the "inner" control loop.



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PRIM FLT CTLS: ELECTRICAL BACKUP SYSTEM DESC. (3) Electrical Backup System: Servoing (continued) Trimmable Horizontal Stabilizer Actuator

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The HP hydraulic circuit supplies the yellow HCM through the HP filter and maintains the inlet check valve opened. The computer sends discrete signals to the brake SOV "A" and to the SOV "B", Proportionally to an electrical order from the module (rate command), the SV controls the hydraulic flow. The flow limiter prevents motor over speed. There is no position monitoring given to the backup control module. Only, orders are sent by the module.



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PRIM FLT CTLS: ELECTRICAL BACKUP SYSTEM DESC. (3) Reminder

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The A380 can be controlled by the electrical backup system even if all the flight control computers are lost. The aircraft is controlled on the three axes by some servocontrols that actuate some surfaces. The backup control module fulfills the servoing of these surfaces: - the left INBD aileron, through the green conventional servocontrol, - the right INBD aileron, through the green conventional servocontrol, - the lower rudder, through the upper Electrical Backup Hydraulic Actuator (EBHA) supplied by the green hydraulic system, - the upper rudder, through the upper EBHA supplied by the yellow hydraulic system, - the left INBD elevator, though the green conventional servocontrol, - the right INBD elevator, through the green conventional servocontrol and, - the Trimmable Horizontal Stabilizer (THS), through the yellow hydraulic motor.



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PRIMARY FLIGHT CONTROLS MAINTENANCE (3) EFCS tests The Flight Control System provides the following interactive BITE/system tests via CMS application: - Safety test - System test - Confirmation test - EFCS specific tests and functions EFCS tests are launched from OMS HMI (using OMT, OIT, PMAT).

Safety test Safety tests are integrated tests of the computers related to the EFCS. These tests cover only the monitoring activated with hydraulic off. This test is also automatically started at power-up of flight control computer and at the end of the flight. (last shutdown engine)

System test This test is used to do a check of the integrity of all EFCS (FCU, PRIM1, PRIM2, PRIM3, SEC1, SEC2, SEC3). This test starts the safety tests of all EFCS computers. .

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Confirmation test Confirmation test is used to do a check if the faults related to the EFCS are present at the time of request. The confirmation test can be started without any specific initial conditions. For each new fault, the screen is updated. NOTE: During the test, obey the instructions shown on the terminal.

EFCS tests CAUTION: SURFACES WILL MOVE DURING TEST EFCS specific tests functions is divided in 3 tests: -Damping test -THSA tests -BCM test MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

Damping test is also divided in 3 tests: - Damping test of the ailerons For each aileron actuator, the Aileron Damping Test - launch damping coefficient measurement via CMS interface - check damping value on CMS and make sure that no warning is emitted - Damping test of the elevators For each elevator actuator, the Elevators Damping Test: - launch damping coefficient measurement via CMS interface - check damping value on CMS and make sure that no warning is emitted - Damping test of the rudder For each rudder actuator, the Rudder Damping Test - launch damping coefficient measurement via CMS interface - check damping value on CMS and make sure that no warning is emitted The damping test checks the damping coefficient using the differential pressure transducer that measures the pressure differential between the two chambers. The goal of the Damping Test is to ensure actuator damping function availability. THSA test is also divided in 3 tests: -Yellow hydraulic THSA test -Green hydraulic THSA test The goal of Yellow and Green Hydraulic THSA Test is to verify green and yellow hydraulic channel operation incl. hydraulic valve block, motor and pressure-off brake. This Test performs the test procedure via CMS to check operation of the green hydraulic valves, motor and pressure-off brake and of the yellow hydraulic valves, motor and pressure-off brake. -Electrical motor THSA test The goal of Electrical Motor THSA Test is to verify operation of the stand-by electrical channel include motor, control and power-off brake.

PRIMARY FLIGHT CONTROLS MAINTENANCE (3)

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A380 TECHNICAL TRAINING MANUAL This Test performs test procedure via CMS to check operation of the electrical channel include Electrical motor, electrical motor control unit and power-off brake 1 and 2. The test of BCM operation is controlled by FCDC1 hosted in CPIOM-C1 through dialog with Centralised Maintenance System and Flight Warning System. When the BCM is active (powered, inhibition discrete signals reset) and when the test input discrete signal is set from FCDC application Test logic, a specific test sequence is generated. This test sequence allows the verification of: - The rate gyro sensors operation by generation of a predefined test pattern on the rate measured, - The control laws operation by generation of a predefined test pattern on the input position measured (side sticks position and pedal position). - The test sequence is engaged when the test input discrete signal is applied during 6+/-2 seconds only on ground (test inhibited in flight). - To avoid spurious test engagement, a test input discrete signal applied for less than 4 seconds doesn't activate a test sequence. - To avoid permanent test activation, the test sequence is stopped if a test input discrete signal is applied for more than 8 seconds. - The proposed test function performs as follows: . 6 seconds after test engagement, the rate gyros sensors generate predefined rate gyros patterns, the analog electronics then simulate a predefined pedals and side sticks position pattern, WARNING: - MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE CLEAR. - MOVEMENT OF THE FLIGHT CONTROL SURFACES CAN CAUSE INJURY TO PERSONS AND DAMAGE TO THE AIRCRAFT OR EQUIPMENT. CAUTION: - MOVE THE SIDE STICKS AND/OR THE RUDDER CONTROL PEDALS SLOWLY WHEN YOU DO THIS TEST. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

- IF YOU MOVE THEM QUICKLY, THE HYDRAULIC PRESSURE CAN DECREASE WITH THE RESULT THAT THERE WILL BE NO SURFACE ACTUATION.

EFCS functions After a component change, it's necessary to refill the EHA. Via the OMS, you can refill this EHA. Connected to the aircraft 5080-PSI (350 bar) HP hydraulic system through the HP port, the commanded fluid-filling device includes a solenoid valve, called filling solenoid valve, an HP filter and a filling non-return valve. According to the accumulator pressure and temperature, reflecting the accumulator level, the electronic module controls the opening of the filling solenoid valve via flight control computer when the aircraft is on ground and hydraulic system is available. The complete filling is achieved around 20 seconds. After replacement on aircraft, the actuator length must be adjusted to be consistent with the surface position commanded by the flight control computers. This function is used to place the spoiler in 1º position in order to allow adjustment of spoiler with AMM procedure. The actuator length, for a 0° position order is adjusted through the rigging of the feedback transducer with the related mechanical adjustment device.


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PRIMARY FLIGHT CONTROLS MAINTENANCE (3) Specific maintenance item Specific maintenance item: - EBHA / EHA Manual Bleeding Device - EHA Filling - Spoiler Deactivation - Trimmable Horizontal Stabilizer Actuator - Lubrication of THSA ball screw nut - Visual Check of THSA Hydraulic Motor Drain Bottle Device Including Hoses - Visual Check of THSA Gearbox Oil Level - Detailed Inspection of THSA Gear Box Magnetic Chip Detectors WARNING: MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE CLEAR. MOVEMENT OF THE FLIGHT CONTROL SURFACES CAN CAUSE INJURY TO PERSONS AND DAMAGE TO THE AIRCRAFT OR EQUIPMENT.

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EBHA / EHA Manual Bleeding Device Before operating a maintenance task the hydraulic systems must be put in the depressurized-for-maintenance configuration. In that case the operator will be protected from any hydraulic pressurization. However the EHA/EBHA accumulator maintains a pressure inside the unit that could be dangerous. The accumulator is emptied acting on the manual bleeding device with a hexagonal wrench. By this way the internal pressure maintained by the accumulator will be released and the maintenance operation could be done safely.



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PRIMARY FLIGHT CONTROLS MAINTENANCE (3) Specific maintenance item (continued)

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EHA Filling The EHA Filling is only possible on ground. To fill an EHA, there are 2 modes: - Automatic filling -"Manual" filling via OMS If the level of oil is below normal level, the Flight Control Computer sends an electrical order to energize the filling solenoid in order to refill the EHA. If the level drops below minimum level, an ECAM Message appears, no auto-refilling is commanded to avoid supplying leak. After a component change, it's possible to refill the EBHA via the OMS. WARNING: MAKE SURE THAT THE SAFETY DEVICES AND THE WARNING NOTICES ARE IN POSITION BEFORE YOU START A TASK ON OR NEAR: -THE FLIGHT CONTROLS -THE FLIGHT CONTROL SURFACES -THE LANDING GEAR AND THE RELATED DOORS -COMPONENTS THAT MOVE. -OVEMEMENT OF COMPONENTS CAN KILL OR INJURE PERSONS. CAUTION: -DO NOT OPERATE THE FLAPS AND SLATS WHEN ONE OR MORE "ACCUMULATOR TEST" ARE PERFORMED. - SURFACES WILL MOVE DURING TEST



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Spoiler Deactivation / Reactivation The goal is to allow extension of spoilers for maintenance. Safety precaution must be taken. A specific tool is installed on maintenance device, then turn to "M" position in order to deactivate and move spoiler to the extended position. A safety collar must be installed. For reactivation, use the specific tool to turn maintenance device to "O" position. WARNING: MAKE SURE THAT THE SAFETY DEVICES AND THE WARNING NOTICES ARE IN POSITION BEFORE YOU START A TASK ON OR NEAR: - THE FLIGHT CONTROLS - THE FLIGHT CONTROL SURFACES - THE LANDING GEAR AND RELATED DOORS - COMPONENTS THAT MOVE. MOVEMENT OF COMPONENTS CAN KILL OR CAUSE INJURY TO PERSONS AND CAN CAUSE DAMAGE. WARNING: MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE CLEAR. MOVEMENT OF THE FLIGHT CONTROL SURFACES CAN CAUSE INJURY TO PERSONS AND DAMAGE TO THE AIRCRAFT OR EQUIPMENT. The Specific Tools are: 1 SPOILER MAINTENANCE KEY 1 COLLAR, SPOILER ACTUATOR 1 LOCKING TOOL - FLAP/SLAT CONTROL LEVER



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Trimmable Horizontal Stabilizer Actuator Safety Precautions: -Use the safety Belts WARNING: MAKE SURE THAT THE SAFETY DEVICES AND THE WARNING NOTICES ARE IN POSITION BEFORE YOU START A TASK ON OR NEAR: - THE FLIGHT CONTROLS - THE FLIGHT CONTROL SURFACES - THE LANDING GEAR AND RELATED DOORS - COMPONENTS THAT MOVE. MOVEMENT OF COMPONENTS CAN KILL OR CAUSE INJURY TO PERSONS AND CAN CAUSE DAMAGE. - BE CAREFUL WHEN YOU USE OILS AND GREASES. - OBEY THE MATERIAL MANUFACTURER'S INSTRUCTIONS AND THE LOCAL REGULATIONS. - USE PROTECTIVE CLOTHING, GOGGLES AND GLOVES. - IF YOU GET OIL OR GREASE: ON YOUR SKIN, REMOVE IT WITH SOAP AND CLEAN WATER IN YOUR EYES OR IN YOUR MOUTH, FLUSH IT AWAY WITH CLEAN WATER AND GET MEDICAL AID. IN GENERAL, OILS AND GREASES ARE POISONOUS AND SKIN IRRITANTS. Three maintenance tasks can be carried out: Lubrication of THSA ball screw nut Visual Check of THSA Hydraulic Motor Drain Bottle Device Including Hoses Visual Check of THSA Gearbox Oil Level



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SPECIFIC MAINTENANCE ITEM - TRIMMABLE HORIZONTAL STABILIZER ACTUATOR MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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PRIMARY FLIGHT CONTROLS MAINTENANCE (3) Specific maintenance item (continued) Lubrication of THSA ball screw nut: The procedure is: -Open the access door -Make sure that grease nipples are clean. -Lubricate the ballnut assy (fwd and rear grease nipples) with standard grease gun until fresh grease is visible on vent holes only. -Operate THSA from 0° to -6° position and back to 0° position. -Lubricate the ballnut assy again (fwd and rear grease nipples) until fresh grease is visible on vent holes only. -Wipe off surplus grease from grease nipples and vent holes. -Close the access door. Tool: Lock Tool Pitch Trim Switches

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Visual Check of THSA Hydraulic Motor Drain Bottle Device Including Hoses The Maintenance Planning Document (MPD) shows the visual check of THSA hydraulic motors drain bottle device including hoses in order to ensure that the drain bottle device is serviceable. Actuator hydraulic motors. The introduction of the drain system shall prevent contamination of the airframe structure by hydraulic fluid. The drain bottle device consist of: - Drain hoses (connected to THSA hydraulic motors seepage drain fitting and drain bottle). - Drain bottle (attached to THSA Gearbox). The procedure is: - Open the access door - Check drain bottle device for damage and hydraulic oil fill level (Empty bottle if more half filled) - Close the access door


Visual Check of THSA Gearbox Oil Level The procedure is: - Make sure that the oil is in middle range of the minimum and maximum on the sight glass (Top up of oil is provided on the top level of the gearbox). - Close the access door.

Detailed Inspection of THSA Gear Box Magnetic Chip Detectors The Maintenance Planning Document (MPD) shows the Detailed Inspection of THSA Gear Box Magnetic Chip Detectors in order to ensure that the power differential gears are safe. The procedure is: - Open the access door. - Remove magnetic chip detectors from the gearbox housing. - Inspect magnetic chip detectors for metal particles (fragments and/or chips). Note: If metal particles are present in fragments/chips, then carry out a borescope inspection of the power differential. - Clean and install magnetic chip detectors on the gearbox housing. - Close the access door An oil-draining device with magnetic plugs and non-return valves are provided on the lower half of the gearbox.

Visual Check of THSA no-back wear indicator The Maintenance Planning Document (MPD) shows the Visual Check of THSA no-back wear indicator. The procedure is: -Open the access door. -Check that no-back wear detection device has not caused a scratch mark on the no-back red area. Note: in case of scratch marks, remove THSA from A/C for work shop investigation. PRIMARY FLIGHT CONTROLS MAINTENANCE (3)

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-Close the access door



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SPECIFIC MAINTENANCE ITEM - LUBRICATION OF THSA BALL SCREW NUT: ... VISUAL CHECK OF THSA NO-BACK WEAR INDICATOR MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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PRIM FLT CTLS OPERATION, CONTROL & INDICATING (3)

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General



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PRIM FLT CTLS OPERATION, CONTROL & INDICATING (3) Primary Flight Controls Surface Operation, Control & Indicating NOTE: Note: Already seen in the level 2 ATA 29 (monitoring through Hydraulic page) Human factor point:

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WARNING: Flight control surface movement



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PRIMARY FLIGHT CONTROLS SURFACE OPERATION, CONTROL & INDICATING MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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PRIMARY FLIGHT CONTROLS SURFACE OPERATION, CONTROL & INDICATING MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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PRIM FLT CTLS OPERATION, CONTROL & INDICATING (3) Primary Flight Controls Surface Operation, Control & Indicating (continued) Ailerons & Elevators Operation, Control & Indicating

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The position of the three ailerons of each half wing in the range [-30°; +20°] is represented by the vertical size of a rectangle in an analog way superimposed to the grey area of permanent part indicating the total deviation available. The position of each elevator on each tail plan in the range [-35°; +20°] is represented by a green ribbon in an analog way superimposed to the Grey area of permanent part indicating the total deviation available. When indicating zero deviation, the indicator remains present by mean of a small Green rectangle. When ailerons are used in high lift configuration, a droop position index appears on the scale as a white round symbol. The actuator status is displayed with an Amber box if the actuator is failed. Human factor point: WARNING: ON GROUND, THE EHA AND EBHA (ELECTRICAL MODE) OPERATION IS INHIBITED. SHOULD ANY HYDRAULIC CIRCUIT BE POWERED, THE INHIBITION IS CANCELLED. A letter indicating which hydraulic circuit is monitored ('G' for Green or 'Y' for Yellow) or an electrical symbol representing the status of the power supply of the actuator changes to amber when the power supply is failed or not available.



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PRIMARY FLIGHT CONTROLS SURFACE OPERATION, CONTROL & INDICATING - AILERONS & ELEVATORS OPERATION, CONTROL & INDICATING MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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PRIM FLT CTLS OPERATION, CONTROL & INDICATING (3) Primary Flight Controls Surface Operation, Control & Indicating (continued)

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Pitch Trim Operation, Control & Indicating The function of the pitch trim control switches is to send to the computers the pilot commands in manual mode. When the AUTOMATIC MODE is available, these switches are inhibited. The manual trim control of the Trimmable Horizontal Stabilizer (THS) is based on activation of two trim switches A and B. The two switches A and B have to be pressed in the same direction to permit a nose-up or nose-down control. The pitch trim scale is constituted by: - one white vertical line, - 2 short horizontal white lines located at each extremity of the vertical line. The value of deviation is indicated in an analog way by mean of a Green filled in black triangular index moving along the vertical line. At the right of the vertical scale, the value of the pitch trim angle is written. Presents to pilots the value of current pitch trim angle and target angle according to GWCG position and the THS angle. The whole pitch trim symbology (trim wheel and numerical indications) are displayed at take-off, touch and go and landing. The motor status is displayed with an Amber box if the motor is failed. One A letter indicating which hydraulic circuit is monitored ('G' for Green or 'Y' for Yellow) or an electrical symbol representing the status of the power supply of the motor changes to amber when the power supply is failed or not available.



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PRIMARY FLIGHT CONTROLS SURFACE OPERATION, CONTROL & INDICATING - PITCH TRIM OPERATION, CONTROL & INDICATING MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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PRIM FLT CTLS OPERATION, CONTROL & INDICATING (3) the power supply of the actuator changes to amber when the power supply is failed or not available

Primary Flight Controls Surface Operation, Control & Indicating (continued)

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Rudders Operation, Controls & Indicating The position of each mobile surface of the rudder is represented in the range [-30; +30°] by a green horizontal ribbon in an analog way superimposed to the Grey area of permanent part indicating the total deviation available. When indicating zero deviation, the indicator remains present by mean of a small Green rectangle. The scale for the index position is constituted by 2 green vertical lines at the extremities indicating the max deviation if aircraft is on ground removed as soon as aircraft is in flight and replaced by the SRTL limitation represented by 4 L indexes showing the limit of moving for the rudder control surfaces in the range [-30°, +30°]. The rudder trim control panel has the following functions: - trim motor control, - trim reset by the reset pushbutton, - indicates the pedal trim position by means of the digital indicator. The rudder trim indication is displayed in the range [-30°, 30°] by mean of one cyan moving index located between the two surfaces. The rudder trim indication is also displayed on Rudder trim panel. The actuator status is displayed with an Amber box if the actuator is failed Human factor point: WARNING: ON GROUND, THE EHA AND EBHA (ELECTRICAL MODE) OPERATION IS INHIBITED. SHOULD ANY HYDRAULIC CIRCUIT BE POWERED, THE INHIBITION IS CANCELLED. A letter indicating which hydraulic circuit is monitored ('G' for Green or 'Y' for Yellow) or an electrical symbol representing the status of MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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PRIMARY FLIGHT CONTROLS SURFACE OPERATION, CONTROL & INDICATING - RUDDERS OPERATION, CONTROLS & INDICATING MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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PRIM FLT CTLS OPERATION, CONTROL & INDICATING (3) Primary Flight Controls Surface Operation, Control & Indicating (continued) Spoilers Operation, Controls & Indicating

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If spoiler state is valid and deployed, its analog position shall be included in the range [-35°;0°] (for spoiler 1 and 2) or [-50°;0°] (for spoilers 3 to 8). In order to indicate the maximum Roll control deviation, a green line is drawn over the spoiler deviation symbols from 3 to 8 if A/C is on ground (removed as soon as aircraft is in flight). The spoiler state is displayed with a Green growing rectangle if spoiler is available and deployed The spoilers state are displayed with an Amber rectangle if spoiler is deployed (and faulty = not available) or an Amber number (1 to 8 counted from inner to outer part of each wing) that means the spoiler is retracted and faulty. If a conventional actuator is lost on one side, it is lost symmetrically on the other side; this is not applicable on EBHA.



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PRIMARY FLIGHT CONTROLS SURFACE OPERATION, CONTROL & INDICATING - SPOILERS OPERATION, CONTROLS & INDICATING MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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PRIMARY FLIGHT CONTROLS SURFACE OPERATION, CONTROL & INDICATING - SPOILERS OPERATION, CONTROLS & INDICATING MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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PRIM FLT CTLS OPERATION, CONTROL & INDICATING (3) Electrical Back Up System Operation, Control & Indicating

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WARNING: BCM activated if all computers OFF + one hydraulic circuit pressurized The actuators statuses are displayed with an Amber box excepted the actuators controlled by Backup Control Module (BCM). The backup control module ensures the servoing of these surfaces: - the left INBD aileron, through the green conventional servocontrol, - the right INBD aileron, through the green conventional servocontrol, - the lower rudder, through the upper Electrical Backup Hydraulic Actuator (EBHA) supplied by the green hydraulic system, - the upper rudder, through the upper EBHA supplied by the yellow hydraulic system, - the left INBD elevator, though the green conventional servocontrol, - the right INBD elevator, through the green conventional servocontrol and, - the THS, through the yellow hydraulic motor.



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ELECTRICAL BACK UP SYSTEM OPERATION, CONTROL & INDICATING MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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ELECTRICAL BACK UP SYSTEM OPERATION, CONTROL & INDICATING MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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PRIM FLT CTLS OPERATION, CONTROL & INDICATING (3) Sidestick Priority Operation, Control & Indicating

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The priority lights are used to indicate the priority between the two side sticks and to indicate a dual pilot input on the side sticks.



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SIDESTICK PRIORITY OPERATION, CONTROL & INDICATING MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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PRIM FLT CTLS OPERATION, CONTROL & INDICATING (3) Test Capabilities / Specific Tests and Functions THSA Test THSA test is also divided in 3 tests: - Yellow hydraulic THSA test, - Green hydraulic THSA test, - Electrical motor THSA test. The goal of Yellow and Green Hydraulic THSA test is to verify green and yellow hydraulic channel operation including hydraulic valve block, motor and pressure-off brake. This test performs the test procedure via Central Maintenance System (CMS) to check operation of the green hydraulic valves, motor and pressure-off brake and of the yellow hydraulic valves, motor and pressure-off brake.

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Electrical motor THSA test The goal of Electrical Motor THSA test is to verify operation of the stand-by electrical channel include motor, control and power-off brake. This Test performs test procedure via CMS to check operation of the electrical channel include Electrical motor, electrical motor control unit and power-off brake 1 and 2. WARNING: Flight control surface movement



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TEST CAPABILITIES / SPECIFIC TESTS AND FUNCTIONS - THSA TEST MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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PRIM FLT CTLS OPERATION, CONTROL & INDICATING (3) Test Capabilities / Specific Tests and Functions (continued) Damping Tests Damping test is also divided in 3 tests: - damping test of the ailerons, - damping test of the elevators, - damping test of the rudder. Damping test of the ailerons For each aileron actuator, the aileron damping test: - launches damping coefficient measurement via CMS interface, - checks damping value on CMS and make sure that no warning is emitted.

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Damping test of the elevators For each elevator actuator, the elevators damping test: - launches damping coefficient measurement via CMS interface - checks damping value on CMS and make sure that no warning is emitted Damping test of the rudder For each rudder actuator, the rudder damping test - launches damping coefficient measurement via CMS interface - checks damping value on CMS and make sure that no warning is emitted The damping test checks the damping coefficient using the differential pressure transducer that measures the pressure differential between the two chambers. WARNING: Flight control surface movement CAUTION: Be careful the middle aileron EHA is now engaged



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TEST CAPABILITIES / SPECIFIC TESTS AND FUNCTIONS - DAMPING TESTS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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PRIM FLT CTLS OPERATION, CONTROL & INDICATING (3) Test Capabilities / Specific Tests and Functions (continued)

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BCM Test The test of Backup Control Module (BCM) operation is controlled by FCDC1 hosted in CPIOM-C1 through dialog with Centralized Maintenance System (CMS) and Flight Warning System (FWS). When the BCM is active (powered, inhibition discrete signals reset) and when the test input discrete signal is set from FCDC application test logic, a specific test sequence is generated. This test sequence allows the verification of: - the rate gyro sensors operation by generation of a predefined test pattern on the rate measured, - the control laws operation by generation of a predefined test pattern on the input position measured (side sticks position and pedal position), - the test sequence is engaged when the test input discrete signal is applied during 6+/-2 seconds only on ground (test inhibited in flight). To avoid spurious test engagement, a test input discrete signal applied for less than 4 seconds does not activate a test sequence. To avoid permanent test activation, the test sequence is stopped if a test input discrete signal is applied for more than 8 seconds. The proposed test function performs as follows: - 6 seconds after test engagement, the rate gyros sensors generate predefined rate gyros patterns, - the analog electronics then simulate a predefined pedals and side sticks position pattern. Human factor points:

CAUTION: - MOVE THE SIDE STICKS AND/OR THE RUDDER CONTROL PEDALS SLOWLY WHEN YOU DO THIS TEST. - IF YOU MOVE THEM QUICKLY, THE HYDRAULIC PRESSURE CAN DECREASE WITH THE RESULT THAT THERE WILL BE NO SURFACE ACTUATION. WARNING: Flight control surface movement

WARNING: - MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE CLEAR. - MOVEMENT OF THE FLIGHT CONTROL SURFACES CAN CAUSE INJURY TO PERSONS AND DAMAGE TO THE A/C OR EQUIPMENT. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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TEST CAPABILITIES / SPECIFIC TESTS AND FUNCTIONS - BCM TEST MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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PRIM FLT CTLS OPERATION, CONTROL & INDICATING (3) Test Capabilities / Specific Tests and Functions (continued) EHA Filling The Electro-Hydrostatic Actuator (EHA) filling is only possible on ground. After a component change, it is possible to refill the EBHA via the Onboard Maintenance System (OMS).

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WARNING: Flight control surface movement.



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TEST CAPABILITIES / SPECIFIC TESTS AND FUNCTIONS - EHA FILLING MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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PRIM FLT CTLS OPERATION, CONTROL & INDICATING (3) Test Capabilities / Specific Tests and Functions (continued) Spoilers Adjustment After replacement on A/C, the actuator length must be adjusted to be consistent with the surface position commanded by the flight control computers. This function is used to place the spoiler in 1º position in order to get adjustment of spoiler as per AMM procedure. The actuator length, for a 0° position order is adjusted through the rigging of the feedback transducer with the related mechanical adjustment device. WARNING: Flight control surface movement CAUTION: In progress 8 min, you will be questioned to continue the adjustment. If no answer after 10 min, spoilers move back to neutral.

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CAUTION: When you stop the operation, the spoilers retract to neutral.



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TEST CAPABILITIES / SPECIFIC TESTS AND FUNCTIONS - SPOILERS ADJUSTMENT MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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SEC FLT CTLS: CONTROLS, COMPUTATION, IND DESC (3) General

L1W06161 - L0KT0T0 - LM27D9CTLIND001

This module shows the controls, the computation, and the indicating of the secondary flight controls. The orders coming form the slat/flap lever are sent to Slat Flap Control Computers (SFCCs). They also receive data from the Air Data and Reference System for the automatic command of the SFCCs (flight control laws). The orders are converted into surface positions, and sent to the surfaces for deflection. The computers monitor the position feedback of the surfaces and check that the surfaces have reached the correct deflection orders. The positions of the slats and flaps are displayed on the CDS.


SEC FLT CTLS: CONTROLS, COMPUTATION, IND DESC (3)

Apr 18, 2006 Page 290





Apr 18, 2006 Page 291




Slat/Flap Control Lever The slat/flap control lever assembly is Line and Replaceable Unit (LRU). It receives a command from the pilots. The system is mainly composed of: - a housing, - a lever assembly and, - two command sensor units (CSUs). It has five gates position. From "0" to FULL position. The mechanism has a lift-up locking which when lifted, releases the lever from its gated position. When lifted-up and moved, the pilot drives the lever. The two CSUs measure a lever displacement. Each CSU has a code wheel equipped with diodes emitting light and phototransistors. The phototransistors change the light energy into discrete signals. The CSU 1 is connected to the SFCC1 and, the CSU2 is connected to the SFCC2. In case of jamming, an override mechanism lets pilots put the lever from the position "0" to the position "1". Indeed, the pilot can still move the lever by putting a higher force on the lever than in normal operation. This pilot given force pushes down the override mechanism by compressing the spring.



Apr 18, 2006 Page 292



SLAT/FLAP CONTROL LEVER MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 293


SEC FLT CTLS: CONTROLS, COMPUTATION, IND DESC (3) Slat/Flap Reset Switches


Each SFCC channel can be reset by the pilots via slat/flap reset switches. Two pairs of reset switches are located in the overhead panel. The reset switches of SFCC 1 are located on the Integrated Control Panel (ICP) 1 (CAPT reset panel), while the reset switches of SFCC 2 are located on the ICP 8 (F/O reset panel).



Apr 18, 2006 Page 294



SLAT/FLAP RESET SWITCHES MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 295


SEC FLT CTLS: CONTROLS, COMPUTATION, IND DESC (3) Slat Flap Control Computers: Dual Control Concept


Each PCU is divided into two parts. The slat PCU has an electrical part and a hydraulic part. The flap PCU has two hydraulic parts. Each SFCC has a slat channel and a flap channel. The slat channel of each SFCC is connected to both parts of the slat PCU. The flap channel of each SFCC is connected to both parts of the flap PCU. The motor control logic is following the "active/standby "concept. Only one SFCC channel controls a PCU motor. SFCC 1 slat channel is active on the electrical part of the slat PCU, and SFCC 2 slat part is active on the hydraulic part of the slat PCU. For example, if a failure occurs onto the SFCC 1 slat channel, the electrical part control is done by the SFCC 2 slat channel. Then, the SFCC 2 controls the slat PCU, so the PCU keeps full performance (no PCU part lost) due to the dual concept control.



Apr 18, 2006 Page 296



SLAT FLAP CONTROL COMPUTERS: DUAL CONTROL CONCEPT MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 297


SEC FLT CTLS: CONTROLS, COMPUTATION, IND DESC (3) Indicating and Interfaces with Primary Flight Controls


Each SFCC channel is connected to the CDS through ADCN network. Moreover, there is a backup connection between SFCCs via the CDS through ARINC 429. The slat/flap and the lever positions are displayed on the lower part of the PFD. The SFCCs send data to the SD for the F/CTL page. The SFCCs send also data to the Flight Warning System Application for flight warning, displayed on EWD. Each channel is connected to the PRIMs and to the SECs. These communications are done via ARINC 429 and via AFDX. The SFCCs send to the PRIMs and SECs the slat and flap positions, and the lever position in order to compute the correct flight control laws.



Apr 18, 2006 Page 298



INDICATING AND INTERFACES WITH PRIMARY FLIGHT CONTROLS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 299


SECONDARY FLIGHT CONTROLS: SYSTEM DESCRIPTION (3) General

L1W06161 - L0KT0T0 - LM27DCSFCC00001

This module shows the laws and protections computation of the secondary flight controls done by the Secondary Flight Control Computers (SFCCs). Moreover, it shows the controls and monitoring of the secondary flight control system.


SECONDARY FLIGHT CONTROLS: SYSTEM DESCRIPTION (3)

Apr 18, 2006 Page 300

L1W06161 - L0KT0T0 - LM27DCSFCC00001




Apr 18, 2006 Page 301


SECONDARY FLIGHT CONTROLS: SYSTEM DESCRIPTION (3) Secondary Flight Control Laws

L1W06161 - L0KT0T0 - LM27DCSFCC00001

There are two types of command: - a manual command and, - an automatic command. A position of the slats and flaps is adapted to a manual command on the slat/flap control lever position. The SFCCs can modify the position of the slats and flaps for flight safety reasons. It is the automatic command. According to the five different protection functions, the SFCCs generate the corrected commands to the surfaces in order to reach the necessary and correct deployment angles given by the Air Data and Inertial Reference System (ADIRS). The five functions are: - the slat baulk protection function, - the slat alpha lock protection function, - the flap load relief protection function, - the flap auto command protection function and, - the slat/flap cruise baulk protection function. The engagement of the protections is displayed on the CDS.



Apr 18, 2006 Page 302

L1W06161 - L0KT0T0 - LM27DCSFCC00001


SECONDARY FLIGHT CONTROL LAWS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 303


SECONDARY FLIGHT CONTROLS: SYSTEM DESCRIPTION (3) Secondary Flight Control Laws: Manual Command

L1W06161 - L0KT0T0 - LM27DCSFCC00001

The slat/flap control lever has five positions from "0" to "FULL". In "0" position, the surfaces are fully retracted, while in "FULL" position, the surfaces are fully extended. The relationship between the lever position, slat and flap angles and the flight phases is shown in the table. That means that each slat and flap position is adapted to each lever position. The slat/flap lever position and the position of the surfaces are displayed onto the lower part of the PFDs.



Apr 18, 2006 Page 304

L1W06161 - L0KT0T0 - LM27DCSFCC00001


SECONDARY FLIGHT CONTROL LAWS: MANUAL COMMAND MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 305


SECONDARY FLIGHT CONTROLS: SYSTEM DESCRIPTION (3) Secondary Flight Control Laws: Automatic Command This topic shows the protections that can be engaged during the automatic command done by the computers.

Slat Alpha-Lock + Slat Baulk Functions

L1W06161 - L0KT0T0 - LM27DCSFCC00001

The slat alpha-lock and the slat baulk functions are closely linked. The slat channels of the SFCCs receive Corrected Angle Of Attack (CAOA) and Calibrated Air Speed (CAS) given by the ADIRS for the function computation. When the angle of attack is high (alpha lock) or the speed is too low (slat baulk), slat retraction from 20° (position 1) to fully retracted position is inhibited to maintain aircraft lift. An "A LOCK" indication is displayed onto the PFDs when the alpha-lock or slat baulk function is engaged. Slat retraction from position 20° to 0° is prevented if CAOA > 8.5º or CAS < 148 kt. The alpha lock and baulk functions are reset if CAOA < 7.6 º or CAS > 154 kt.



Apr 18, 2006 Page 306

L1W06161 - L0KT0T0 - LM27DCSFCC00001


SECONDARY FLIGHT CONTROL LAWS: AUTOMATIC COMMAND - SLAT ALPHA-LOCK + SLAT BAULK FUNCTIONS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 307


SECONDARY FLIGHT CONTROLS: SYSTEM DESCRIPTION (3) Secondary Flight Control Laws: Automatic Command (continued) Flap Load Relief Function

L1W06161 - L0KT0T0 - LM27DCSFCC00001

This function retracts the flaps to the deflection related to the lever position just below the current one if the CAS exceeds the maximum speed allowed for the current configuration by more than 2.5 kt, that means maximum Velocity Flap Extended speed + 2.5 kt. The flap configuration is automatically restored to the original configuration if the airspeed drops below the maximum airspeed allowed for the currently configuration by more than - 2.5 kt, that means maximum Velocity Flap Extended speed - 2.5 kt. The function is available when the lever is in 2, 3 or FULL position. There is no flap load relief function with the lever in position 1.



Apr 18, 2006 Page 308

L1W06161 - L0KT0T0 - LM27DCSFCC00001


SECONDARY FLIGHT CONTROL LAWS: AUTOMATIC COMMAND - FLAP LOAD RELIEF FUNCTION MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 309


SECONDARY FLIGHT CONTROLS: SYSTEM DESCRIPTION (3) Secondary Flight Control Laws: Automatic Command (continued) Flap Auto Command Function (1+F)

L1W06161 - L0KT0T0 - LM27DCSFCC00001

This function gives two alternative flaps setting with the control lever in position 1 according to the CAS. The configuration 1+F is engaged when the current speed is lower than 212 kt. When the CAS reaches 212 kt, the flaps retract automatically to 0 and the new slat flap configuration is 1, the slats remain in position 1. If the lever is in position 1 during approach/holding, the flaps remain at 0° until a higher position is selected or if CAS decreases below 212 kt.



Apr 18, 2006 Page 310

L1W06161 - L0KT0T0 - LM27DCSFCC00001


SECONDARY FLIGHT CONTROL LAWS: AUTOMATIC COMMAND - FLAP AUTO COMMAND FUNCTION (1+F) MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 311


SECONDARY FLIGHT CONTROLS: SYSTEM DESCRIPTION (3) Secondary Flight Control Laws: Automatic Command (continued) Slat/Flap Cruise Baulk Function

L1W06161 - L0KT0T0 - LM27DCSFCC00001

This function keeps the slats and flaps fully retracted if the control lever is accidentally moved in the position 1 during the cruise phase. The Slat/Flap cruise baulk function is activated if the altitude is above 22 000 ft or CAS is above 265.5 kt. The protection is only valid when the lever is put in the position 1. A lever selection beyond the position 1 (2, 3, or FULL) gives to the pilot the possibility to override this protection and then, allows the slats and flap extension/retraction. There are no indications on the PFDs but an aural warning is emitted and a message on the EWD is displayed.



Apr 18, 2006 Page 312

L1W06161 - L0KT0T0 - LM27DCSFCC00001


SECONDARY FLIGHT CONTROL LAWS: AUTOMATIC COMMAND - SLAT/FLAP CRUISE BAULK FUNCTION MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 313



L1W06161 - L0KT0T0 - LM27DCSFCC00001

System Overview and Normal System Operation This topic shows the overview of the secondary flight control system. All the interfaces between the SFCCs and the slat and flap components are shown. The system is shown during an extension of slats and flaps. During normal operation, both parts of the two PCU are energized. The slat channel of the SFCC 1 controls and monitors the electrical side of the slat PCU, while the slat channel of the SFCC 2 controls and monitors the hydraulic side. It is identical for the flap PCU but with the flap channels of the SFCCs. The operation of the hydraulic parts of the slat and flap PCUs are identical. The SFCC sends an electrical signal to the enable solenoid valve. Then, the SFCC controls the brake solenoid valve. Once the POB is released (transmission shaft free to rotate), the SFCC controls the servovalve. The hydraulic pressure is monitored by the SFCCs. The electrical side operation of the slat PCU is as follows. The motor control electronic receives the 115 VAC through the Remote Control Circuit Breaker (RCCB) controlled by the SFCCs. Then, the POB is released through a signal sent by the SFCC to the electronic module. Once the transmission shaft is free, the electronic module controls and monitors the electrical motor according to the signals sent by the SFCCs. When the system is not failed, SFCC 1 controls and monitors the electrical part. If SFCC 1 fails, SFCC 2 takes over (dual control concept). At the same time of the PCUs start sequence, the WTBs are energized (so released), and transmissions are free. The slat WTBs are controlled and energized by the SFCCs themselves, while the flap WTBs are controlled by the SFCCs and supplied by both hydraulic circuits. Note that, one energized slat WTB solenoid is enough to release the slat WTB. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

While, one energized flap WTB solenoid is enough to release the flap WTB but with the associated hydraulic circuit available. The position of the transmissions is monitored by the Asymmetry Pick-Off Position Units (APPUs) and by the Feedback Pick-Off Position Units (FPPUs). Moreover, the SFCCs monitor the switches of the flap interconnection strut. Due to slat PCU and slat WTBs design, the slat operation still be done without hydraulic circuits with RAT extended, which supplies these components with electrical power. With no hydraulic power on ground, the activation of the SLAT E-motor is inhibited. The E-Motor can only be driven while the On Ground E-Motor Function is activated via OMS.


Apr 18, 2006 Page 314

L1W06161 - L0KT0T0 - LM27DCSFCC00001


SYSTEM OVERVIEW AND NORMAL SYSTEM OPERATION MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 315


SECONDARY FLIGHT CONTROLS: SYSTEM DESCRIPTION (3) System Asymmetry Monitoring

L1W06161 - L0KT0T0 - LM27DCSFCC00001

Abnormal System Operation System position and speed protection monitoring is fulfilled by comparison of APPUs and FPPUs position of a same system transmission. Any discrepancy between the units is detected as an abnormal operation. The SFCCs monitor the transmissions. The abnormal operations can results in: - a system overspeed, - a system asymmetry, - a system runaway, - an un-commanded movement and, - a system jam, Other abnormal operation can be detected by the SFCCs such as a flap misalignment or a slat/flap control lever failure. If any of the mentioned failures above is detected by one SFCC channel, this channel powers off its associated PCU motor and POB and WTBs. If the other channel does not detect and confirm this failure, the dual control concept is activated, and this channel controls and monitors the system. Nevertheless, if the failure is detected by both SFCC channels, they shut down their associated PCU motor, and apply their POBs and WTBs, the transmission is locked.

System Overspeed Monitoring The system is protected against torque shaft overspeed. The system overspeed monitoring of each slat and flap channel of both SFCCs checks for overspeed of the left and right transmissions. There is overspeed detection if left/right transmissions speed is greater than a given threshold measured by the left/right APPUs. The monitoring is done as long as the SFCCs are powered.


The system asymmetry monitoring of each slat and flap channel of both SFCCs checks for rupture of the left or right drive shafts using the FPPU and the APPUs. There is asymmetry detection if a position discrepancy is greater than a given threshold between the left and right APPU of each slat and flap system. The monitoring is done as long as the SFCCs are powered.

System Runaway Monitoring The system runaway monitoring of each slat and flap channel of both SFCCs checks for rupture of the central drive shaft using the FPPU and the APPUs. There is a runaway detection if a position discrepancy is greater than a given threshold between the FPPU and the APPUs. The monitoring is done as long as the SFCCs are powered.

System Uncommanded Movement Monitoring The system un-commanded movement monitoring of each slat and flap channel of both SFCCs checks for a slats or flaps movement that is not commanded by the SFCCs. There is un-commanded movement detection if slats or flaps movement is greater than a given threshold away from the commanded target position measured by FPPU. The monitoring is done as long as the SFCCs are powered.

System Jam Monitoring The system jam monitoring of each slat and flap channel of both SFCCs checks for systems speed (slat or flap) during movements using the FPPUs. There is a jam detection if transmission speed is below a given threshold measured by the FPPU. The monitoring is done as long as the SFCCs are powered.


Apr 18, 2006 Page 316

A380 TECHNICAL TRAINING MANUAL Flaps Misalignment Monitoring Flap misalignment monitoring of each flap channel of both SFCCs checks for a misalignment of two adjacent flaps using the proximity switches. There is a misalignment detection when the SFCC flap channels detect a target FAR given by the proximity switches. That means that there is a position discrepancy between the adjacent pairs of flaps. The monitoring is done as long as the SFCCs are powered.

Slat/Flap Control Lever Monitoring

L1W06161 - L0KT0T0 - LM27DCSFCC00001

The slat/flap control lever monitoring of each slat and flap channel of both SFCCs checks for valid detent, out of detent, and invalid position of the lever. The monitoring gives indication of valid position of the lever as well as information of an out of detent position. The monitoring is done as long as the SFCCs are powered.



Apr 18, 2006 Page 317

L1W06161 - L0KT0T0 - LM27DCSFCC00001


ABNORMAL SYSTEM OPERATION - SYSTEM OVERSPEED MONITORING ... SLAT/FLAP CONTROL LEVER MONITORING MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 318


L1W06161 - L0KT0T0 - LM27DCSFCC00001




Apr 18, 2006 Page 319


SEC FLT CTLS: SLAT & DROOP NOSE ACT & TX DESC (3) General

L1W06161 - L0KT0T0 - LM27DASLAT00001

This module shows all the components involved in the slat system. The slat system is divided into main parts. They are: - the transmission components (gearboxes, transmission shafts...), - the Wing Tip Brakes (WTBs), - the Asymmetry and Feedback Position Pick-off Units (APPUs and FPPU), - the slat PCU, - the slat actuators and the slat surface kinematics.


SEC FLT CTLS: SLAT & DROOP NOSE ACT & TX DESC (3)

Apr 18, 2006 Page 320

L1W06161 - L0KT0T0 - LM27DASLAT00001




Apr 18, 2006 Page 321


SEC FLT CTLS: SLAT & DROOP NOSE ACT & TX DESC (3) Slat Transmission Architecture

L1W06161 - L0KT0T0 - LM27DASLAT00001

Here is the slat system with the main components. Only the left wing is shown, the right wing has the same symmetrical components. This slide shows an overview of the slat system architecture with the main components. The slat transmission is driven by the slat PCU via: - transmissions shafts, and steady bearings, - a slat T-gearbox, - system torque limiters, - bevel gearboxes, - kink gearboxes, The actuators transform the power given by the PCU into slat movements. There are two actuators by surface so four droop nose actuators and twelve geared rotary actuators. Moreover, to monitor the slat transmission, APPUs and FPPU monitor the slat transmission. If a failure appears, WTBs are applied to hold the transmission in locked position.



Apr 18, 2006 Page 322

L1W06161 - L0KT0T0 - LM27DASLAT00001


SLAT TRANSMISSION ARCHITECTURE MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 323


SEC FLT CTLS: SLAT & DROOP NOSE ACT & TX DESC (3) System Torque Limiter

Transmissions The aim of the transmission is to transmit the torque created by the slat PCU to the actuators.

L1W06161 - L0KT0T0 - LM27DASLAT00001

Gearboxes The gearboxes are used to accommodate a change in direction of the slat transmission. For that, several gearboxes are installed all along the wing. There are: - a slat T-gearbox, - two bevel gearboxes, one has a shaft angle of 32°, the other one has a shaft angle of 36° and, - two kink gearboxes, with shaft angle of 36°. The slat T-gearbox is used to split the torque into the directions of the wing. The T-gearbox is installed near the PCU between the two system torque limiters. This gearbox has a shaft angle of 90° and a gear ratio of 1.3:1. The T-gearbox is lubricated with semi fluid. The bevel gearboxes (32° and 36°) are used to accommodate a change of direction of the transmission. The gearboxes have a ratio of 1:1. The angle shafts are different due to their location. The bevel gearbox installed near the T-gearbox has a shaft angle of 32° while the bevel gearbox installed on the middle of the wing has a shaft angle of 36°. The bevel gearbox is lubricated by semi fluid. The two kink gearboxes are used to inverse the rotation direction of the transmission and to accommodate a change of direction. The kink gearboxes have a ratio of 1.7:1 and a shaft angle of 36°. One is installed after the system torque limiter while the other one is installed before the bevel gearbox in the middle of the wing (after the droop nose actuators). The kink gearboxes are lubricated with semi fluid. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

One system torque limiter per wing is installed between the bevel gearbox and the T-gearbox. The function of the system torque limiter is to limit the maximum transmitted torque to the slat transmission. If the PCU output torque exceeds a value, the limiter locks automatically the PCU output torque and transmits it to the fuselage. This enables to protect the other components against overload. When the output torque level has reduced below a setting value, the system torque limiter unlocks the transmission automatically and the system remains operative after system reverse operation. System torque limiter pop out is indicated by means of a mechanical indicator located on the limiter. Pop out indication still remains after limiter system reset. The mechanical indicator must be reset manually on ground. The system torque limiter is lubricated with mineral oil.

Transmission Shafts The transmission has of torque shafts, steady bearings and joints. Most of the transmission shafts are in Carbon Fiber Reinforced Plastic (CFRP). They are designed to transfer the torque from the PCU to the actuators through the gearboxes. Moreover, they are designed to compensate wing flexion, manufacturing tolerances.


Apr 18, 2006 Page 324

L1W06161 - L0KT0T0 - LM27DASLAT00001


TRANSMISSIONS - GEARBOXES ... TRANSMISSION SHAFTS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 325


SEC FLT CTLS: SLAT & DROOP NOSE ACT & TX DESC (3) Asymmetry and Feedbacks Position Pick-Off Units

L1W06161 - L0KT0T0 - LM27DASLAT00001

The APPUs and FPPU measure the position of the slat transmission. The APPUs are installed at the end of the transmission, while the FPPU is installed on the PCU. Each unit comprises a gear, which reduces the movement torque shaft to the range of the redundant position sensors. The gear ratio is 450:1. Two zero indication windows are installed on each PPU to allow a 0 position adjustment for installation. Two redundant resolvers measure the transmission position sent to the SFCCs through analogical signals.



Apr 18, 2006 Page 326

L1W06161 - L0KT0T0 - LM27DASLAT00001


ASYMMETRY AND FEEDBACKS POSITION PICK-OFF UNITS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 327


SEC FLT CTLS: SLAT & DROOP NOSE ACT & TX DESC (3) The Wing Tip Brakes are lubricated with Skydrol.

L1W06161 - L0KT0T0 - LM27DASLAT00001

Wing Tip Brakes The slat WTBs are supplied by electrical power. There are no longer hydraulically supplied. They are power off brake type, which means that when they are not supplied, the WTBs lock the transmission. The WTBs are engaged and stopped the transmission during failure cases (slat asymmetry...). Each WTB has: - electrical connectors, - two solenoids, - a brake system mechanism - a sensor and its target and, - a manual release device. Each solenoid is connected to one SFCC. They are supplied by direct current. One solenoid is sufficient to unlock the WTB brake mechanism. Each solenoid is designed to provide an initial "pull in" current for WTB releasing, which then is reduced to a "hold in" current to maintain the brake released. This enables lets reduce electric consumption (temperature), thus increase the WTB reliability, and decrease also the solenoid size. Each WTB incorporates a proximity switch, which detects and signals the operational state of the WTB to the SFCC1 only. The proximity switch is used at each pre flight during a test. The position of the switch is either target "FAR" or target "NEAR" depending of the WTB status (released or applied). When the WTB is not energized (OFF), the WTB is "ON, so the transmission is locked, the switch target is "FAR". If the WTB is energized (ON), the WTB is OFF, the transmission is unlocked or the switch target is "NEAR". For maintenance purposes, each WTB includes a manual release device. This enables to release the brake manually during power off conditions. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 328

L1W06161 - L0KT0T0 - LM27DASLAT00001


WING TIP BRAKES MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 329


SEC FLT CTLS: SLAT & DROOP NOSE ACT & TX DESC (3) Slat Power Control Unit The slat PCU is installed in the center of the fuselage (Belly fairing). The PCU has an electrical part and a hydraulic part. During a normal operation, both parts of the PCU are active (by summing their speed). But, in the case of one part loss, the PCU is able to move the surfaces by using the other part, with full torque but at half speed. This topic shows description of the Line Replaceable Units (LRUs) and the main components of the PCU. It shows also, the LRUs operation and the impact of a LRU replacement inside the PCU.

- the electrical motor, - the hydraulic valve block, - the enable solenoid valve, - the brake solenoid valve and, - the pressure transducer.

L1W06161 - L0KT0T0 - LM27DASLAT00001

LRUs and Main Components The slat PCU is composed of an electrical part, and a hydraulic part. The main components of the electrical part are: - the motor control electronic, - two harnesses (one signal, and one supply) and, - an electrical motor and its built in power off brake. The main components of the hydraulic part are: - the hydraulic valve block, - the electrical connectors, - the hydraulic connectors, - the enable solenoid, - the brake solenoid, - the pressure transducer - the swash plate position transducers and, - the motor speed transducers. The electrical motor and hydraulic valve block are installed onto a gearbox and a differential. The hydraulic power off brake is installed inside this unit. The LRUs of the slat PCU are: - the motor control electronic, - the two harnesses, MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 330

L1W06161 - L0KT0T0 - LM27DASLAT00001


SLAT POWER CONTROL UNIT - LRUS AND MAIN COMPONENTS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 331


SEC FLT CTLS: SLAT & DROOP NOSE ACT & TX DESC (3) Slat Power Control Unit (continued)

L1W06161 - L0KT0T0 - LM27DASLAT00001

Slat PCU Operation During a normal operation, both parts of the slat PCU are energized. The SFCC 1 controls and monitors the electrical side, while the SFCC 2 controls and monitors the hydraulic side. Note that if a failure occurs, a SFCC can monitor both parts of the PCU. The 115 VAC network supplies the electronic module through the Remote Control Circuit Breaker (RCCB) controlled by the SFCC to supply the electrical motor. Then, the electronic module sends to the SFCC a "115 VAC available" signal. The SFCC sends to the module a "MCE enable" signal and, receives from the module a "ready to drive" signal. Before motor start, the POB has to be released. The SFCC sends a "POB command" signal to the module, which transforms it into DC current for brake releasing. Once the output shaft is free to rotate, instruction command is sent to the module by the SFCC. The SFCC sends an analogical signal representing a speed command. The module transmits to the motor a DC voltage proportional to the signal sent by the SFCC. The DC motor speed is monitored by the SFCC through analogical signals sent by the electronic module. Also, the module is connected to the SFCC via ARINC 429. The data sent are mainly temperature data of the electrical motor. At the same time as the control sequence of the electrical motor, the pressure is provided to the hydraulic part through the shut off valve controlled by an enable solenoid valve, signaled by the SFCC. The SFCC sends to the brake solenoid valve a command signal to release the POB. When the output shaft is free, the SFCC controls the servovalve, which controls the swash plate angle, so the hydraulic motor speed and direction of rotation. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

The motor includes resolvers, which are used to measure the plate angle (two swash plate position resolvers) and the motor speed (two motor speed resolvers). The hydraulic valve block incorporates a pressure transducer to monitor pressure downstream of the shut off valve. To reduce POB wear, the brake solenoid valve is not energized until there is sufficient supply pressure. Moreover, the transducer is also used to limit swash plate position to give priority to other more critical hydraulic consumer units. Due to slat PCU and slat WTBs design, the slat operation still be done without hydraulic circuits with RAT extended, which supplies these components with electrical power. With no hydraulic power on ground, the activation of the SLAT E-motor is inhibited. The E-Motor can only be driven while the On Ground E-Motor Function is activated via OMS.


Apr 18, 2006 Page 332

L1W06161 - L0KT0T0 - LM27DASLAT00001


SLAT POWER CONTROL UNIT - SLAT PCU OPERATION MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 333


SEC FLT CTLS: SLAT & DROOP NOSE ACT & TX DESC (3) Droop Nose Actuators and Surface Kinematics The aim of the actuators and the surface kinematics are to transform a rotation movement into deflection or retraction movements. For that, there are four droop nose actuators installed, two per droop nose surface.

The hinge arm is connected to the rib at one side and to the droop nose surface at the other side. Stop points enable to the kinematics to not go over the limits.

L1W06161 - L0KT0T0 - LM27DASLAT00001

Droop Nose Actuators The droop nose actuators has an input shaft from the PCU transmission side, a through shaft connecting the rest of the transmission. Moreover the output shaft is connected to the transmission through reduction gears. Between the input shaft and the output shaft, the actuator has a torque limiter to lock the torque if this one exceeds a maximum value. If the load difference (between input and output) exceeds the pre-loaded value, the torque limiter transfers the torque into the actuator housing. When the output torque level is reduced below a setting value, the system torque limiter unlocks the transmission automatically and the system remains operative after system reverse operation. System torque limiter pop out is indicated by means of a mechanical indicator located on the limiter. Pop out indication still remains after limiter system reset. The mechanical indicator must be reset manually on ground. The actuator is filled with lubricant semi fluid.

Surface Kinematics The surface kinematics components connect and transmit the actuators movement to the droop nose surface. The actuator is connected to the actuator lever. The actuator lever is connected to the drive link, which moves the hinge arm.



Apr 18, 2006 Page 334

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DROOP NOSE ACTUATORS AND SURFACE KINEMATICS - DROOP NOSE ACTUATORS & SURFACE KINEMATICS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 335


SEC FLT CTLS: SLAT & DROOP NOSE ACT & TX DESC (3) Geared Rotary Actuators and Surface Kinematics As for the droop nose actuators, the aim of the geared rotary actuators and the surface kinematics are to transform a rotation movement into deflection or retraction movements. For that, there are twelve geared rotary actuators installed, two per slat.

Geared Rotary Actuators Each geared rotary actuator has an input shaft, an output shaft and a through shaft. When the input torque exceeds the maximum value, the limiter transfers the torque to the actuator housing. When the output torque level has reduced below a setting value, the system torque limiter unlocks the transmission automatically and the system remains operative after system reverse operation. System torque limiter pop out is indicated by means of a mechanical indicator located on the limiter. Pop out indication still remains after limiter system reset. The mechanical indicator must be reset manually on ground. The actuator is filled with semi fluid. L1W06161 - L0KT0T0 - LM27DASLAT00001

Surface Kinematics The surface kinematics components connect and transmit the actuators movement to the slat surface. Each one is operated through a rack and pinion mechanism driven by the actuator output shaft. The track is attached to the slat surface and then allows the retraction or extension of the slat. The track is guided by the rollers installed all along the track. Two stop points (extend and retract) enable to the kinematics to not go over the limits.



Apr 18, 2006 Page 336

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GEARED ROTARY ACTUATORS AND SURFACE KINEMATICS - GEARED ROTARY ACTUATORS & SURFACE KINEMATICS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 337


SEC FLT CTLS: FLAP ACTUATION & TX DESC. (3) General

L1W06161 - L0KT0T0 - LM27DBFLAP00001

This module shows all the components involved in the flap system. The flap system is divided into main parts. They are: - the transmission components (gearboxes, transmission shafts...), - the Wing Tip Brakes (WTBs), - the Asymmetry and Feedback Position Pick-off Units (APPUs and FPPU), - the flap Power Control Unit (PCU), - the flap actuators and the flap surface kinematics.


SEC FLT CTLS: FLAP ACTUATION & TX DESC. (3)

Apr 18, 2006 Page 338

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Apr 18, 2006 Page 339



L1W06161 - L0KT0T0 - LM27DBFLAP00001

Flap Transmission Architecture Here is the flap system with the main components. Only the left wing is shown, the right wing has the same symmetrical components. This slide shows an overview of the flap system architecture with the main components. The flap transmission is driven by the flap PCU via: - transmissions shafts, and steady bearings, - a flap T-gearbox, - system torque limiters, - bevel gearboxes, -T-bevel gearboxes, - kink gearboxes, The drive stations transform the power given by the PCU into flap movements. There are two drive stations by surface divided into one center hinge actuator for flap track 1 and, geared rotary actuators for flap tracks 2 to 6. Moreover, to monitor the flap transmission, APPUs and FPPU monitor the flap transmission. If a failure appears, WTBs are applied to hold the transmission in locked position.



Apr 18, 2006 Page 340

L1W06161 - L0KT0T0 - LM27DBFLAP00001


FLAP TRANSMISSION ARCHITECTURE MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 341


SEC FLT CTLS: FLAP ACTUATION & TX DESC. (3) Transmissions The aim of the transmission is to transmit the torque created by the flap PCU to the flap drive stations.

L1W06161 - L0KT0T0 - LM27DBFLAP00001

Gearboxes The gearboxes are used to accommodate a change in direction of the flap transmission. For that, several gearboxes are installed all along the wing. There are: - a flap T-gearbox, - two bevel gearboxes, one has a shaft angle of 27°, the other one has a shaft angle of 67.5°, - a kink gearbox and, - a T-bevel gearbox. The flap T-gearbox is used to split the torque into the directions of the wing. The T-gearbox is installed near the PCU between the two system torque limiters. This gearbox has a shaft angle of 90° and a gear ratio of 1:1. The T-gearbox is lubricated with semi fluid. The bevel gearboxes (27° and 67.5°) are used to accommodate a change of direction of the transmission. The gearboxes have a ratio of 1:1. The angle shafts are different due to their location. The bevel gearbox installed near the system torque limiter has a shaft angle of 27° while the bevel gearbox installed after the T-bevel gearbox has a shaft angle of 67.5°. The bevel gearbox is lubricated by semi fluid. The kink gearbox is used to inverse the rotation direction of the transmission and to accommodate a change of direction. The kink gearbox has a ratio of 1:1 and a shaft angle of 12°. It is installed between the flap 1 and the flap 2. The kink gearbox is lubricated with semi fluid. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

The T-bevel gearbox is used to split the transmission in two transmissions. One part is transferred to the center hinge actuator of the flap 1 with a ratio of 2.3:1 and a shaft angle of 69°. The second part is transferred to the rest of the downstream flap transmission with a ratio of 1:1 and a shaft angle of 123.5°. The T-bevel gearbox is lubricated with semi fluid.

System Torque Limiter One system torque limiter per wing is installed between the bevel gearbox and the T-gearbox. The function of the system torque limiter is to limit the maximum transmitted torque to the flap transmission. If the PCU output torque exceeds a value, the limiter locks automatically the PCU output torque and transmits it to the fuselage. This enables to protect the other components against overload. When the output torque level has reduced below a setting value, the system torque limiter unlocks the transmission automatically and the system remains operative after system reverse operation. System torque limiter pop out is indicated by means of a mechanical indicator located on the limiter. Pop out indication still remains after limiter system reset. The mechanical indicator must be reset manually on ground. The system torque limiter is lubricated with mineral oil.

Transmission Shafts The transmission has of torque shafts, steady bearings and joints. Most of the transmission shafts are in Carbon Fiber Reinforced Plastic (CFRP), some are in titanium, other are in steel. They are designed to transfer the torque from the PCU to the actuators through the gearboxes. Moreover, they are designed to compensate wing flexion, manufacturing tolerances. SEC FLT CTLS: FLAP ACTUATION & TX DESC. (3)

Apr 18, 2006 Page 342

L1W06161 - L0KT0T0 - LM27DBFLAP00001


TRANSMISSIONS - GEARBOXES ... TRANSMISSION SHAFTS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 343


SEC FLT CTLS: FLAP ACTUATION & TX DESC. (3) Asymmetry and Feedbacks Position Pick-Off Units

L1W06161 - L0KT0T0 - LM27DBFLAP00001

The APPUs and FPPU measure the position of the flap transmission. The APPUs are installed at the end of the transmission, while the FPPU is installed on the PCU. Each unit comprises a gear, which reduce the movement torque shaft to the range of the redundant position sensors. The gear ratio is 900:1. Two zero indication windows are installed on each PPU to allow a 0 position adjustment for installation. Two redundant resolvers measure the transmission position sent to the SFCCs through analogical signals.



Apr 18, 2006 Page 344

L1W06161 - L0KT0T0 - LM27DBFLAP00001


ASYMMETRY AND FEEDBACKS POSITION PICK-OFF UNITS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 345


SEC FLT CTLS: FLAP ACTUATION & TX DESC. (3) Flap Interconnection strut

L1W06161 - L0KT0T0 - LM27DBFLAP00001

There are two flap interconnection struts. They are installed between each flap. Each interconnection strut has, two proximity sensors and a target. The sensors are LRUs but not the interconnection strut. One sensor is connected to the SFCC 1 flap channel while the other sensor is connected to the SFCC 2 flap channel. During a correct alignment of the flaps, the sensors measure a target "NEAR". If a flap misalignment occurs due to free wheel on rotary actuators for example, the interconnection strut gives to the flap an alternative load path. Also, it results in a target "FAR" measured by the proximity sensors and sent to the SFCCs. Then, the SFCCs signal a flap PCU shut down.



Apr 18, 2006 Page 346

L1W06161 - L0KT0T0 - LM27DBFLAP00001


FLAP INTERCONNECTION STRUT MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 347



L1W06161 - L0KT0T0 - LM27DBFLAP00001

Wing Tip Brakes

The Wing Tip Brakes are lubricated with Skydrol.

The flap WTBs are supplied by the two hydraulic circuits of the aircraft. They are power off brake type, which means that when they are not supplied, the WTBs lock the transmission. The WTBs are engaged and stopped the transmission during failure cases (flap asymmetry...). Each WTB has: - electrical connectors, - two solenoid valves, - two valve blocks, - a brake system mechanism - a sensor and its target and, - a manual release device. Each solenoid valve is connected to one SFCC. One hydraulic circuit available is sufficient to unlock the WTB brake mechanism. The solenoid valves are normally closed. When the solenoid valves are supplied, they connect the hydraulic pressure to the brake system mechanism that releases the WTB. Otherwise, they are not supplied and so, the WTB is applied and locks the transmission. Each WTB incorporate a proximity switch, which detects and signals the operational state of the WTB to the SFCC1 only. The proximity switch is used at each pre flight during a test. The position of the switch is either target "FAR" or target "NEAR" depending of the WTB status (released or applied). When the WTB is not energized (OFF), the WTB is "ON, so the transmission is locked, the switch target is "FAR". If the WTB is energized (ON), the WTB is OFF, the transmission is unlocked or the switch target is "NEAR". For maintenance purposes, each WTB includes a manual release device. This enables to release the brake manually during power off conditions. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 348

L1W06161 - L0KT0T0 - LM27DBFLAP00001


WING TIP BRAKES MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 349


SEC FLT CTLS: FLAP ACTUATION & TX DESC. (3) Flap Power Control Unit The flap PCU is installed in the center of the fuselage (belly fairing). The PCU has two hydraulic parts, one is supplied by the green circuit, the other one is supplied by the yellow circuit. During a normal operation, both parts of the PCU are active (by summing their speed). But, in the case of one part loss, the PCU is able to move the surfaces by using the other part, with full torque but at half speed. This topic shows description of the Line Replaceable Units (LRUs) and the main components of the PCU. It shows also, the LRUs operation and the impact of a LRU replacement inside the PCU.

- swash plates angular position sensors and, - motor angular position sensors The LRUs of the flap PCU are: - the power off brakes, - the manifold assemblies, - the variable displacement hydraulic assemblies, - the enables solenoid valves, - the brake solenoid valves, - the pressure transducers and, - the servovalve.

L1W06161 - L0KT0T0 - LM27DBFLAP00001

LRUs and Main Components The flap PCU is composed of a green hydraulic part, and a yellow hydraulic part. The PCU has these components: - a gearbox and a differential, - two hydraulic power off brakes, - two manifold assemblies, - two variable displacement hydraulic motor assemblies and, - two protective covers. Each manifold assembly has of: - a valve block, - hydraulic ports, - a enable solenoid valve, - a isolation valve, - a brake solenoid valve and, - a pressure transducer. The variable displacement hydraulic motor assembly has the following components: - a hydraulic motor, - a servovalve, MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 350

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FLAP POWER CONTROL UNIT - LRUS AND MAIN COMPONENTS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 351


SEC FLT CTLS: FLAP ACTUATION & TX DESC. (3) Flap Power Control Unit (continued)

L1W06161 - L0KT0T0 - LM27DBFLAP00001

Flap PCU Operation During a normal operation, both parts of the flap PCU are energized. The SFCC 1 controls and monitors the green hydraulic part, while the SFCC 2 controls and monitors the yellow hydraulic side. Note that if a failure occurs, a SFCC is able to control and monitor both parts of the PCU. The operation of the both parts is identical. Only the green hydraulic part operation is shown. The pressure is given to the green hydraulic part through the isolation valve controlled by an enable solenoid valve, signaled by the SFCC. The SFCC sends to the brake solenoid valve a command signal to release the POB. When the output shaft is free, the SFCC controls the servovalve, which controls the swash plate angle, so the hydraulic motor speed and direction of rotation. The motor includes resolvers, which are used to measure the plate angle (two swash plate angular position sensors called SAPS) and the motor speed (two motor angular position sensors called MAPS). The hydraulic valve block incorporates a pressure transducer to monitor pressure downstream of the isolation valve. To reduce POB wear, the brake solenoid valve is not energized until there is sufficient supply pressure. Moreover, the transducer is also used to limit swash plate position to give priority to other more critical hydraulic consumer units.



Apr 18, 2006 Page 352

L1W06161 - L0KT0T0 - LM27DBFLAP00001


FLAP POWER CONTROL UNIT - FLAP PCU OPERATION MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 353


SEC FLT CTLS: FLAP ACTUATION & TX DESC. (3) Center Hinge Geared Rotary Actuator (Flap Track 1) And Surface Kinematics The aim of the actuators and the surface kinematics are to transform a rotation movement into deflection or retraction movements. For that, there are six actuators installed, two per flap surface. The flap actuator of the flap track 1 is different than the other flap actuators.

Center Hinge Geared Rotary Actuator (Flap Track 1) The center hinge geared rotary actuator receives the torque coming from the flap transmission (bevel gearbox, T-bevel gearbox, down drive shaft). The input gearbox installed onto the center hinge arm geared rotary actuator transmits the torque to the actuator. The actuator has an input stage, and a planetary output stage. The torque is transmitted to the output lever, which is connected to the flap drive strut.

L1W06161 - L0KT0T0 - LM27DBFLAP00001

Surface Kinematics The surface kinematics components connect and transmit the actuators movement to the flap surface. The flap track beam is attached to the aircraft structure via the aft and forward attachments and via the Y struts. The flap drive strut connects the output lever and the carriage. The carriage rolls onto the flap track beam via the carriage rollers. The flap is attached to the carriage via the attachment point and via the torque strut. By a rotating movement, the output lever, the flap drive strut and, the carriage transform the torque into a flap movement. There is an end stop to avoid the carriage to go over the limit. The actuator is filled with semi fluid.



Apr 18, 2006 Page 354

L1W06161 - L0KT0T0 - LM27DBFLAP00001


CENTER HINGE GEARED ROTARY ACTUATOR (FLAP TRACK 1) AND SURFACE KINEMATICS - CENTER HINGE GEARED ROTARY ACTUATOR (FLAP TRACK 1) & SURFACE KINEMATICS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 355


SEC FLT CTLS: FLAP ACTUATION & TX DESC. (3) Side Attached Geared Rotary Actuators (Flap Track 2 to 6) and Surface Kinematics As for the center hinge geared rotary actuator, the aim of the side attached geared rotary actuators and the surface kinematics are to transform a rotation movement into deflection or retraction movements.

Side Attached Geared Rotary Actuators (Flap Track 2 to 6) The side attached geared rotary actuators receive the torque coming from the flap transmission (down drive gearbox, down drive shaft). The input gearbox installed onto the beam transmits the torque to the geared actuator via the cross shaft. The actuator, connected to the cross shaft, has an input stage, and a planetary output stage. The torque is transmitted to the output lever, which is connected to the flap drive strut. The actuator is filled with semi fluid.

L1W06161 - L0KT0T0 - LM27DBFLAP00001

Surface Kinematics The surface kinematics components connect and transmit the actuators movement to the flap surface. The flap is attached to the flap drive strut, the carriage and, the rear link. The carriage rolls out onto the track beam via rollers. By a rotating movement, the output lever, the flap drive strut, the carriage and, the rear link transform the torque into a flap movement. The actuator has end-stops to limit the movement of the output lever to a defined angle.



Apr 18, 2006 Page 356

L1W06161 - L0KT0T0 - LM27DBFLAP00001


SIDE ATTACHED GEARED ROTARY ACTUATORS (FLAP TRACK 2 TO 6) AND SURFACE KINEMATICS - SIDE ATTACHED GEARED ROTARY ACTUATORS (FLAP TRACK 2 TO 6) & SURFACE KINEMATICS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 357


SECONDARY FLIGHT CONTROLS MAINTENANCE (3) Test Capabilities

Flap/Slat System Test

The secondary flight control system provides the following interactive tests: - Automatic Safety Test: Only for Display Purpose - Safety Test - System Test - WTB Engagement Test - WTB / POB Performance Test - Flap PCU Motor 1 (2) Test / Salt PCU Motor 2 Test - Standby Motor Test - RCCB Control Test Test capabilities are launch by CMS.

The objective of the System Test is to check the integrity of the SFCC and all peripheral LRUs including the detection of failures, which are not covered by the continuous monitoring. The test is performed manually in interactive mode via the CMS. The first phase of this test checks the internal integrity of the SFCCs (equal to Safety Test). The second part of the test rechecks the continuous monitoring covering also interfaces to external LRUs as WTBs, PCU, FPPU, APPU, ADIRU. This test does not detect failures only detectable during system movement (system movement is no precondition for the test). This test can be used for troubleshooting procedures to check whether a fault has been successfully repaired.

L1W06161 - L0KT0T0 - LM27Y2000000001

Safety test The objective of the safety test is to check the integrity of the SFCC hardware and all peripheral hardware (LRUs) which are relevant for the safety objectives and which are not covered by the continuous monitoring. Activation of the safety test can be done via 3 different means: - During power up (POST) - Automatically triggered by CMS - Manually in interactive mode via the CMS. The test is performed - without any movement of the system - independent from the other channel (system) - without interaction with other A/C systems For the CMS to know when to trigger the automatic safety test, a timer value is sent continuously from the SFCC to the CMS. It is possible to launch the safety test (SFCC self test) manually. Make sure that flaps are in retracted position


WTB Engagement test The Flap (Slat) WTB engagement test includes the testing of hardware and software parts of the WTB function responsible for opening and closing the WTB which are relevant for the safety objectives and which are not covered by the operational safety monitors. For that reason, this test is a cyclic test and has to be executed at least once in 10 days. The SFCCs automatically start daily the flap (slat) WTB engagement test during flight phase 11 (after landing). The test can also be performed manually in interactive mode via the CMS. The WTB engagement test applies the WTBs for a short period of time. The Proximity Switches report to SFCC 1 whether the WTBs are engaged or released as commanded. If the engagement test was successful; the counters of the respective SFCCs are set to zero.

SECONDARY FLIGHT CONTROLS MAINTENANCE (3)

Apr 18, 2006 Page 358

A380 TECHNICAL TRAINING MANUAL The main timer used for monitoring of the WTB engagement is a day counter based on a date received from the clock. As a backup, an SFCC operational counter is used. If the engagement test was unsuccessful for 10 consecutive days (9 consecutive days plus one flight) or not performed then the F/CTL FLAP (SLAT) FAULT - TIP BRK TEST REQUIRED warnings are displayed on the Engine Warning Display (EWD). It will be requested to perform a WTB engagement test manually via the CMS.

L1W06161 - L0KT0T0 - LM27Y2000000001

WTB / POB Performance Test The purpose of the WTB/POB performance test is to check the correct application, torque resistance and release of the WTBs and POBs by driving the system against the closed WTB (closed POB) on single channel control (controlling single motor). The test is performed manually in interactive mode via the CMS. The performance of the WTB is tested by driving the PCU Motor against the closed WTB for approximately 4 seconds. By that time, the System Torque Limiter has tripped. The correct test torque value is achieved if the required twist angle of the transmission shaft between the PCU and the WTB is achieved. This angle is measured by comparing the FPPU and APPU angles. The performance of the POB is tested by driving the PCU Motor against the closed POB until the motor stalls. The test is OK: - if the APPU angle does not change while the system drives against the closed WTB, - if the FPPU angle does not change while the system drives against the closed POB - if the required twist angle is achieved

Flap PCU Motor 1 (2) Test / Slat PCU Motor 2 Test

The test is performed manually in interactive mode via the CMS. This test checks the function of the following PCU components (LRIs): - Valve Block - Servo Valve - Enable Valve - PCU Motor - Pressure Switch This test is available only for the Hydraulic Motors (Flap Motor 1 and 2, Slat Motor 2). The E-Motor does not contain any LRIs. Therefore isolation of the failure found by continuous monitoring is not necessary.

Standby Motor Test The objective of the standby motor test is to confirm failures within the standby motor path while the SFCC channel is in dual control mode. The test is performed manually in interactive mode via the CMS. During the test, the SFCC only activates the standby motor. The default motor is not activated. During the test, the system does not move, as the POBs are kept deenergized. This test checks for standby motor failures also checked by continuous monitoring.

RCCB Control Test The objective of the RCCB control test is to check for the correct function of the slat E-motor RCCBs. The test is performed manually in interactive mode via the CMS. The test is triggered by slat channel 1 / 2. The test checks for 'jammed open' or 'jammed closed' condition of the RCCBs.

The objective of the PCU flap motor 1(2)/slat motor 2 test is to confirm failures found by continuous monitoring and to further isolate the failures. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 359

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TEST CAPABILITIES - SAFETY TEST ... RCCB CONTROL TEST MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 360


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Apr 18, 2006 Page 361


SECONDARY FLIGHT CONTROLS MAINTENANCE (3) Specific Data Readout Function

Specific Functions NVM Reset Function The NVM Reset Function release WTB Software The purpose of the NVM Reset Function is to reset NVM latched monitors of the Flap (Slat) SFCC channel. The specific function is performed manually in interactive mode via the CMS.

BITE Memory Dump Function The purpose of the BITE memory dump function is to readout via maintenance terminal all failure data stored in the BITE NVM. The specific function is performed manually in interactive mode via the CMS.

The purpose of the Specific Data Readout Function is to transmit dynamically actual input data from the SFCC to the maintenance operator for troubleshooting purposes. This function is performed manually interactive mode via the CMS. The specific data readout function transmit following information: - Actual synchro angle values of the FPPU and APPUs - Discrete inputs from hydraulic system pressures switches, PCU pressure transducers and flaps lever - States of the ARINS 429 inputs from the ADIRU and the x-channels - Received ARINC 429 cross-communication labels of the SFFCs - Sate of the interconnection strut and wing tip brake proximity sensors

L1W06161 - L0KT0T0 - LM27Y2000000001

Pin Programming Readout Function The purpose of the pin programming readout function is to transmit the actual SFCC status of discrete signals used for pin programming (SFCC installation mode and operation mode) to the maintenance operator. The specific function is performed manually in interactive mode via the CMS. When this function is activated, the actual status of the discrete inputs used for pin programming will be displayed.

On Ground E-Motor Drive Function The purpose of the on ground E-motor drive function is to be able to drive the slat E-motor in the absence of hydraulic power. With no hydraulic power on ground, the activation of the slat E-motor is inhibited. The E-motor can only be driven while this function is activated. This function is performed manually in interactive mode via the CMS.



Apr 18, 2006 Page 362

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SPECIFIC FUNCTIONS - NVM RESET FUNCTION ... SPECIFIC DATA READOUT FUNCTION MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 363


SECONDARY FLIGHT CONTROLS MAINTENANCE (3) Specific Maintenance Item

L1W06161 - L0KT0T0 - LM27Y2000000001

WTB Manually Release on Ground For maintenance purposes, each WTB includes a manual release device. This enables to release the brake manually during power off conditions. Safety Precaution: - MAKE SURE THAT THE SAFETY DEVICES AND THE WARNING NOTICES ARE IN POSITION BEFORE YOU START A TASK ON OR NEAR: - THE FLIGHT CONTROLS - THE FLIGHT CONTROL SURFACES - THE LANDING GEAR AND THE RELATED DOORS - COMPONENTS THAT MOVE. MOVEMENT OF COMPONENTS CAN KILL OR INJURE PERSONS. MAKE SURE THAT THE TRANSMISSION SYSTEM IS CLEAR OF PERSONS AND/ OR EQUIPMENT. MOVEMENT OF THE TRANSMISSION SYSTEM CAN CAUSE INJURY AND/OR DAMAGE. Get access to the WTB Maintenance Device Remove the locking pin Turn the maintenance device from the 'O' to the 'M' position with appropriate tool WTB released After Maintenance Operation, Return Maintenance Device to "O" position



Apr 18, 2006 Page 364

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SPECIFIC MAINTENANCE ITEM - WTB MANUALLY RELEASE ON GROUND MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


Apr 18, 2006 Page 365


SECONDARY FLIGHT CONTROLS MAINTENANCE (3) Specific Maintenance Item (continued) Flap Geared Rotary Actuator (GRA) Actuator Unscheduled replenishment of semi fluid

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Lessons learnt have been incorporated in the A380 Flap Geared Rotary Actuator, a new sealing was designed to take the experience. Despite new design, if water ingress occurs, 20% volume of water can be absorbed in the semifluid without leading to ice formation. Partial Semifluid change without fairing removal can be carried out in 32º flap position (flaps full). For unscheduled trouble shooting, drain and refill of GRA semifluid is realizable in extended full flap position but semi fluid can not be replaced and drained completely.



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SPECIFIC MAINTENANCE ITEM - FLAP GEARED ROTARY ACTUATOR (GRA) ACTUATOR UNSCHEDULED REPLENISHMENT OF SEMI FLUID MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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SECONDARY FLIGHT CONTROLS MAINTENANCE (3) Specific Maintenance Item (continued) Position Pick off Unit (PPU) Adjustment

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The Position Pickoff Unit (PPU) measure the position of the torque shafts of the slat / flap system. The PPUs comprise a gear, which reduces the movement of the torque shaft to the range of two redundant position sensors. The first stage is a marking on the input shaft and the housing which match at 0 position. A medium indication is attached to the gearbox and can be observed through a window in the housing. A triangle exactly points to a line at zero. On the back side of the PPU there is the final stage, where also two lines shall fit with each other at 0.



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SPECIFIC MAINTENANCE ITEM - POSITION PICK OFF UNIT (PPU) ADJUSTMENT MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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SEC FLT CTLS OPERATION, CONTROL & INDICATING (3)

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General



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SEC FLT CTLS OPERATION, CONTROL & INDICATING (3) Slat and Flap Control & Indicating

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Human factor point: WARNING: Flight control surface movement. Flight control surface movement risk of interference between slat or droop nose and engine cowling. The Slat/Flap positions for indication on the PFDs are signaled to the Control and Display System (CDS) from each SFCC channel via Avionics Full Duplex Switched Ethernet (AFDX) (and ARINC429) based on the Feedback Position Pick-off Units (FPPUs) installed on the power control units. The Slats and Flaps actual positions are symbolized by indexes moving in either direction (extension or retraction) according to the movement of the surfaces. A symbol represents the wing fixed part - in clean configuration (S/F retraced) both indexes for Slats and Flaps actual positions are located side by side with this symbol. White dots show the theoretical possible S/F positions - they are not displayed in clean configuration. The letter S (respectively F) indicates the front (respectively rear) part of the wing - they are not displayed in clean configuration. When the flight crew selects a different S/F configuration from the present one (with the Flaps Lever), specific dots appear below the selected S/F positions and disappear when these selected positions are reached by the surfaces - one considers that the selected position is reached at the positioning threshold Flaps Lever configuration is indicated - indication can be 0, 1, 1+F, 2, 3, FULL - in clean configuration, the lever configuration indication is not displayed. The PFD slat flap indicator presents the position of the slat, flap and spoiler surfaces, using symbols that represent a wing cross section. It presents also the landing gear when they are locked down. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls

A white shape represents the wing fixed part as a permanent part. The S/F current positions are symbolized by indexes moving in either direction (extension or retraction) according to slat and flap positions. Four filled white triangles located at the rear of the wing fixed part symbol indicate the theoretical positions for flap extension (configuration not clean). Two white dots located at the front of the wing fixed part symbol indicate the theoretical positions for slat extension (configuration not clean). Under the fixed wing part symbol, the indication of lever position is displayed if current configuration is not clean. The lever position indication is: - in green if current slat/flap position matches the lever position, - in cyan otherwise (Slat/Flap are in transit). A cyan triangle on the flap side is displayed upon the white triangle related to the lever position chosen by pilots if flaps are in transit. A cyan dot on the slat side shall be displayed upon the white dot related to the lever position chosen by pilots if slats are in transit. All these indications disappear when slat and flap are not in transit anymore. The actuator status is displayed with an Amber box if the actuator has failed. A letter indicating which hydraulic circuit is monitored ('G' for Green or 'Y' for Yellow) or an electrical symbol representing the status of the power supply of the actuator changes to amber when the power supply is failed or not available.


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SLAT AND FLAP CONTROL & INDICATING MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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SEC FLT CTLS OPERATION, CONTROL & INDICATING (3) Slat & Flap PCU Operation Slat & Flap PCU Operation The pressure is given to the hydraulic part through the isolation valve controlled by an enable solenoid valve, signaled by the SFCC. The SFCC sends to the brake solenoid valve a command signal to release the POB. When the output shaft is free, the SFCC controls the servovalve, which controls the swash plate angle, so the hydraulic motor speed and direction of rotation. The motor includes resolvers, which are used to measure the plate angle (two Swash Plate Angular Position Sensors called SAPS) and the motor speed (two Motor Angular Position Sensors called MAPS).

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Slat PCU Electrical Part Operation During a normal operation, both parts of the slat PCU are energized. The SFCC 1 controls and monitors the electrical side, while the SFCC 2 controls and monitors the hydraulic side. Note that if a failure occurs, a SFCC can monitor both parts of the PCU. The 115 VAC network supplies the electronic module through the Remote Control Circuit Breaker (RCCB) controlled by the SFCC to supply the electrical motor. Before motor start, the POB has to be released. The SFCC sends a "POB command" signal to the module, which transforms it into DC current for brake releasing. Once the output shaft is free to rotate, instruction command is sent to the module by the SFCC. The SFCC sends an analogical signal representing a speed command. The module transmits to the motor a DC voltage proportional to the signal sent by the SFCC. The DC motor speed is monitored by the SFCC through analogical signals sent by the electronic module. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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SLAT & FLAP PCU OPERATION - SLAT & FLAP PCU OPERATION & SLAT PCU ELECTRICAL PART OPERATION MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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SEC FLT CTLS OPERATION, CONTROL & INDICATING (3) Slat & Flap PCU Abnormal Operation Dual Control Concept

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Each PCU is divided into two parts. The slat PCU has an electrical part and a hydraulic part. The flap PCU has two hydraulic parts. Each SFCC has a slat channel and a flap channel. The slat channel of each SFCC is connected to both parts of the slat PCU. The flap channel of each SFCC is connected to both parts of the flap PCU. The motor control logic is following the "active/standby "concept. Only one SFCC channel controls a PCU motor. SFCC 1 slat channel is active on the electrical part of the slat PCU, and SFCC 2 slat part is active on the hydraulic part of the slat PCU. For example, if a failure occurs onto the SFCC 1 slat channel, the electrical part control is done by the SFCC 2 slat channel. Then, the SFCC 2 controls the slat PCU, so the PCU keeps full performance (no PCU part lost) due to the dual concept control.



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SLAT & FLAP PCU ABNORMAL OPERATION - DUAL CONTROL CONCEPT MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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SEC FLT CTLS OPERATION, CONTROL & INDICATING (3) Slat & Flap PCU Abnormal Operation (continued) Hydraulic or Electrical Power Failure

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Transmission Failure (Asymmetry) System position and speed protection monitoring is fulfilled by comparison of APPUs and FPPUs position of a same system transmission. Any discrepancy between the units is detected as an abnormal operation. The SFCCs monitor the transmissions. The abnormal operations can result of: - a system overspeed, - a system asymmetry, - a system runaway, - an uncommanded movement, - a system jam, If any of the mentioned failures above is detected by one SFCC channel, this channel shuts down its related PCU motor and applies its respective POB and WTBs. If the other channel does not detect this failure, the dual control concept is activated, and this channel controls and monitors the system. Nevertheless, if the failure is detected by both SFCC channels, they shut down their related PCU motor, and apply their POBs and WTBs; the system is locked. An amber "S LOCKED" message and an amber slat index are displayed if Slats are LOCKED An amber "F LOCKED" message and an amber flap index are displayed if Flaps are LOCKED An amber "S", an amber slat index and line are displayed when slat part is faulty. An amber "F", an amber flap index and line are displayed when flap part is faulty. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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SLAT & FLAP PCU ABNORMAL OPERATION - HYDRAULIC OR ELECTRICAL POWER FAILURE & TRANSMISSION FAILURE (ASYMMETRY) MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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SLAT & FLAP PCU ABNORMAL OPERATION - HYDRAULIC OR ELECTRICAL POWER FAILURE & TRANSMISSION FAILURE (ASYMMETRY) MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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SEC FLT CTLS OPERATION, CONTROL & INDICATING (3) Slat & Flap Laws of Operation (Protections) & Indication Slat Alpha Lock & Baulk Protection

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Slat Alpha-lock Function This automatic mode inhibits the retraction of the slats at high angles of attack. Slat retraction from 20 deg to fully retracted position is inhibited, if Corrected Angle Of Attack (CAOA) exceeds 8,5 deg. of incidence. The function is reset if CAOA falls below 7.6 deg. With no data received from Air Data/Inertial Reference Units (ADIRUs), the last received air data will be used for slat alpha-lock function until new command is selected. Slat Baulk Function This automatic mode inhibits the retraction of the slats at low airspeed. Slat retraction from 20 deg to fully retracted position is inhibited, if Calibrated Air Speed (CAS) falls below148 kts. The function is reset if CAS exceeds 154 kts. With no data received from ADIRUs, the last received air data will be used for slat baulk function until new command is selected. A green " A LOCK" pulse, and a green slat index and line pulse when slat alpha lock or baulk is engaged.



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SLAT & FLAP LAWS OF OPERATION (PROTECTIONS) & INDICATION - SLAT ALPHA LOCK & BAULK PROTECTION MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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SEC FLT CTLS OPERATION, CONTROL & INDICATING (3) Slat & Flap Laws of Operation (Protections) & Indication (continued)

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Flap Auto Command



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SLAT & FLAP LAWS OF OPERATION (PROTECTIONS) & INDICATION - FLAP AUTO COMMAND MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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SEC FLT CTLS OPERATION, CONTROL & INDICATING (3) Slat & Flap Laws of Operation (Protections) & Indication (continued) Flap Relief Load Protection

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Flap Load Relief Function This function commands a flap retraction to the next lower configuration automatically if the airspeed exceeds the maximum speed allowed for the currently selected configuration by more than +2,5 kts. The flaps are automatically restored to their original position if the airspeed drops below the maximum speed allowed for the selected configuration by more than -2,5 kts. There is no flap load relief function with lever in position 0 or 1. The activation of the flap load relief function is indicated to the flight crew. With no data received from ADIRUs the last received air data will be used for flap load relief function until new command is selected. Indications A green "F RELIEF" pulse, and a green flap index and line pulse when flap relief information is received. A green "S RELIEF" pulse, and a green slat index and line pulse when slat load relief is engaged.



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SLAT & FLAP LAWS OF OPERATION (PROTECTIONS) & INDICATION - FLAP RELIEF LOAD PROTECTION MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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SEC FLT CTLS OPERATION, CONTROL & INDICATING (3) - if the APPU angle does not change while the system drives against the closed WTB, - if the FPPU angle does not change while the system drives against the closed POB, - if the required twist angle is achieved.

Test Capabilities WTB / POB Performance Test

L1W06161 - L0KT0T0 - LM27O2LEVEL0301

Human factor points: WARNING: MAKE SURE THAT THE SAFETY DEVICES AND THE WARNING NOTICES ARE IN POSITION BEFORE YOU START A TASK ON OR NEAR: - THE FLIGHT CONTROLS - THE FLIGHT CONTROL SURFACES - THE LANDING GEAR AND THE RELATED DOORS - COMPONENTS THAT MOVE. MOVEMENT OF COMPONENTS CAN KILL OR INJURE PERSONS. MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROLS ARE CLEAR. MOVEMENT OF FLIGHT CONTROLS CAN CAUSE INJURY TO PERSONS AND/OR DAMAGE. The purpose of the WTB/POB performance test is to check the correct application, torque resistance and release of the WTBs and POBs by driving the system against the closed WTB (closed POB) on single channel control (controlling single motor). The test is manually done in interactive mode via the CMS. The performance of the WTB is tested by driving the PCU Motor against the closed WTB for approximately 4 seconds. By that time, the System Torque Limiter has tripped. The correct test torque value is achieved if the required twist angle of the transmission shaft between the PCU and the WTB is achieved. This angle is measured by comparing the FPPU and APPU angles. The performance of the POB is tested by driving the PCU Motor against the closed POB until the motor stalls. The test is successful: MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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TEST CAPABILITIES - WTB / POB PERFORMANCE TEST MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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SEC FLT CTLS OPERATION, CONTROL & INDICATING (3) Specific Functions NVM Reset Function (WTB Reset) The purpose of the NVM Reset Function is to reset NVM latched monitors of the Flap (Slat) SFCC channel. The specific function is manually done in interactive mode via the CMS. The specific function resets the NVMs related to monitors and does a reset of all monitors.

L1W06161 - L0KT0T0 - LM27O2LEVEL0301

WARNING: If torque applied on WTBs, when releasing the WTBs the transmission might be moving.



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SPECIFIC FUNCTIONS - NVM RESET FUNCTION (WTB RESET) MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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SEC FLT CTLS OPERATION, CONTROL & INDICATING (3) - Discrete inputs from hydraulic system pressures switches, PCU pressure transducers and flaps lever - States of the ARINS 429 inputs from the ADIRU and the x-channels - Received ARINC 429 cross-communication labels of the SFFCs - Sate of the interconnection strut and wing tip brake proximity sensors

Specific Functions (continued) On Ground E-Motor Drive Function

L1W06161 - L0KT0T0 - LM27O2LEVEL0301

Human factor points WARNING: MAKE SURE THAT THE SAFETY DEVICES AND THE WARNING NOTICES ARE IN POSITION BEFORE YOU START A TASK ON OR NEAR: - THE FLIGHT CONTROLS, - THE FLIGHT CONTROL SURFACES, - THE LANDING GEAR AND THE RELATED DOORS, - COMPONENTS THAT MOVE. MOVEMENT OF COMPONENTS CAN KILL OR INJURE PERSONS. MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROLS ARE CLEAR. MOVEMENT OF FLIGHT CONTROLS CAN CAUSE INJURY TO PERSONS AND/OR DAMAGE. The purpose of the on ground E-motor drive function is to be able to drive the SLAT E-motor in the absence of hydraulic power. With no hydraulic power on ground, the activation of the SLAT E-motor is inhibited. The E-motor can only be driven while this function is activated. This function is manually done in interactive mode via the CMS.

Specific Data Readout Function The purpose of the Specific Data Readout Function is to transmit dynamically actual input data from the SFCC to the maintenance operator for troubleshooting purposes. This function is performed manually interactive mode via the CMS. The specific data readout function transmit following information: - Actual synchro angle values of the FPPU and APPUs MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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SPECIFIC FUNCTIONS - ON GROUND E-MOTOR DRIVE FUNCTION & SPECIFIC DATA READOUT FUNCTION MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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FLIGHT CONTROLS COMPONENT LOCATION (3) Cockpit Emergency Avionic Bay Main Avionics Bay FWD Cargo Compartment Wing Ailerons Spoilers Flaps Slats Outboard Engine Center Fuselage Belly Fairing L1W06161 - L0KT0T0 - LM27C1LEVEL0301

Flaps Slats Miscellaneous Tail Rudder Elevator THS


FLIGHT CONTROLS COMPONENT LOCATION (3)

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FLIGHT CONTROLS COMPONENT LOCATION (3)

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DOCUMENTATION-COMPLEMENTARY INFORMATION (3)

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General



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Complementary Information Philosophy



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COMPLEMENTARY INFORMATION PHILOSOPHY MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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DOCUMENTATION-COMPLEMENTARY INFORMATION (3) Complementary Information Philosophy (continued)

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TFU Purposes



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COMPLEMENTARY INFORMATION PHILOSOPHY - TFU PURPOSES MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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DOCUMENTATION-COMPLEMENTARY INFORMATION (3) Complementary Information Philosophy (continued)

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SIL Purposes



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COMPLEMENTARY INFORMATION PHILOSOPHY - SIL PURPOSES MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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Means For Technical and Operational Issues



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MEANS FOR TECHNICAL AND OPERATIONAL ISSUES MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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DOCUMENTATION-COMPLEMENTARY INFORMATION (3) Means For Technical and Operational Issues (continued)

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TFU through AIRNAV



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MEANS FOR TECHNICAL AND OPERATIONAL ISSUES - TFU THROUGH AIRNAV MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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TFU and SIL through AIRMAN



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MEANS FOR TECHNICAL AND OPERATIONAL ISSUES - TFU AND SIL THROUGH AIRMAN MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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EDCI Consultation Tool



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MEANS FOR TECHNICAL AND OPERATIONAL ISSUES - EDCI CONSULTATION TOOL MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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AOLS Consultation Tool



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MEANS FOR TECHNICAL AND OPERATIONAL ISSUES - AOLS CONSULTATION TOOL MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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Complementary Information Examples



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COMPLEMENTARY INFORMATION EXAMPLES MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 27 Flight Controls


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AIRBUS S.A.S. 31707 BLAGNAC cedex, FRANCE STM REFERENCE L1W06161 APRIL 2006 PRINTED IN FRANCE AIRBUS S.A.S. 2006 ALL RIGHTS RESERVED AN EADS JOINT COMPANY WITH BAE SYSTEMS

Level III - Ata 27 Flight Controls

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