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CONTENTS

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REV 36

27.00 27.10

CONTENTS DESCRIPTION - GENERAL - ARCHITECTURE NORMAL LAW GENERAL PITCH CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 LATERAL CONTROL LOAD ALLEVIATION FUNCTION (A320 ONLY) 7 SIDESLIP TARGET RECONFIGURATION CONTROL LAWS GENERAL FLIGHT CONTROLS LAW RECONFIGURATION ALTERNATE LAW ALTERNATE LAW WITHOUT REDUCED PROTECTION DIRECT LAW ABNORMAL ATTITUDE LAWS MECHANICAL BACKUP CONTROLS AND INDICATORS PEDESTAL LATERAL CONSOLES GLARESHIELD OVERHEAD PANEL SIDESTICK INDICATIONS ON PFD ECAM F/CTL PAGE ECAM WHEEL PAGE WARNINGS AND CAUTIONS - MEMO DISPLAY FLAPS AND SLATS - DESCRIPTION - CONTROLS AND INDICATORS - WARNINGS AND CAUTIONS 1 5 8 1 1 3 4 5 8 9 11 12 14 1 5 1 6 8 1 2 3 6 6 7 7

27.20

27.30 27.40

R 27.50

27.60

ELECTRICAL SUPPLY

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DESCRIPTION

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REV 34

I GENERAL

I

The fly-by-wire system was designed and certified to render the new generation of aircraft even more safe, cost effective, and pleasant to fly.

BASIC PRINCIPLE
Flight control surfaces are all : - Electrically-controlled, and - Hydraulically-activated. The stabilizer and rudder can also be mechanically-controlled. Pilots use sidesticks to fly the aircraft in pitch and roll (and in yaw indirectly, through turn , coordination). Computers interpret pilot input and move the flight control surfaces, as necessary, to follow their orders. However, when in normal law, regardless of the pilot's input the computers will prevent , excessive maneuvers and exceedance of the safe envelope in pitch and roll axis. However, as on conventional aircraft, the rudder has no such protection.

R R R

FEEDBACK

SIDE STICK

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REV 23

SLATS

HORIZONTAL STABILIZER --~ SPOILERS ELEVATORS

L____L__L__L____j__

L__ __

__jL__

The flight controls are electrically or mechanically controlled as follows :

Pitch axis
Elevator Stabilizer Electrical Electrical for normal or alternate control. Mechanical for manual trim control

Roll axis
Ailerons Spoilers Electrical Electrical

Yaw axis
Rudder Mechanical, however control for yaw damping, turn coordination and trim is electrical.

Speed brakes Speed brakes = Electrical Note: All surfaces are hydraulically actuated.

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DESCRIPTION

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REV 23

COCKPIT CONTROLS
- Each pilot has a sidestick controller with which to exercise manual control of pitch and roll. These are on their respective lateral consoles. The two sidestick controllers are not coupled mechanically, and they send separate sets of signals to the flight control computers. - Two pairs of pedals, which are rigidly interconnected, give the pilot mechanical control of the rudder. - The pilots control speed brakes with a lever on the center pedestal. - The pilots use mechanically interconnected handwheels on each side of the center pedestal to control the trimmable horizontal stabilizer. - The pilots use a single switch on the center pedestal to set the rudder trim. - There is no manual switch for trimming the ailerons.

COMPUTERS
Seven flight control computers process pilot and autopilot inputs according to normal, alternate, or direct flight control laws . The computers are :

2 HACs
(Elevator Aileron Computer) For : Normal elevator and stabilizer control. Aileron control.

3 SECs
(Spoilers Elevator Computer) For : Spoilers control. Standby elevator and stabilizer control.

2 FACs
(Flight Augmentation Computer) For : Electrical rudder control.

In addition 2 FCDC
Flight Control Data Concentrators (FCDC) acquire data from the ELACs and SECs and send it to the electronic instrument system (EIS) and the centralized fault display system (CFDS).

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~"~n~.~T~n FLIGHT CREWOPERATINGMANUAL

I

ADIRU
NOSE-NOSE

FMGC

1"-------.,
I

RUD TRIM

(l!))
YAW RATE ORDER SIDESTICK

FAC

RUDDER

RADIO ALTI

ij
ROLL ORDERS (AlP OR MANUAL)
~SPEED

AILERONS

ELEVATORS BRAKE CONTROL LEVER EIS
I I I I I

SIDESTICK
0(

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0 0

ij
SFCC ACCELERO MECH LIN<

SPOILERS

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RADIO ALTI LGCIU

L _______

HYDRAULIC JACKS

.J

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DESCRIPTION

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REV 24

I

ARCHITECTURE

I

GENERAL ARCHITECTURE

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,-SPD-BRK -----, ,- SPD-BRK ---, ,-----GND-SPLR-----, ,-----GND-SPLR-------, ROLL ROLL ------,

r-----

ELAC SEC

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1 2
2 3 3

3 3

2

1 ~

2

ELAC SEC

SLATS ~

SFCC 1 SFCC 2

THS HYDRAULIC MOTORS

SFCC 2 ~ FLAPS SFCC 1 G

~ 1 2
ELAC

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2 /' 1

MOTORS
ELAC

SEC

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1

SEC

FAC FAC

,

1 2

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Arrows indicate the control reconfiguration priorities indicates the hydraulic power source (green, blue, or yellow) for each servo control.

~~[!]
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REV 36

PITCH CONTROL

MECHANICAL TRIM

AlITO
TRIM

THS

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0 0
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I

0 0 I 0 N

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1.\.\
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SIDESTICK C(Ht1ANDS

R

Two elevators and the Trimmable Horizontal Stabilizer (THS) control the aircraft in pitch. The maximum elevator deflection is 30° nose up, and 1" nose down. The maximum THS I deflection is 13.5° nose up, and 4° nose down.

ELECTRICAL CONTROL
- In normal operations, ELAC2 controls the elevators and the horizontal stabilizer, and the green and yellow hydraulic jacks drive the left and right elevator surfaces respectively. The THS is driven by N° 1 of three electric motors. - If a failure occurs in ELAC2, or in the associated hydraulic systems, or with the hydraulic jacks, the system shifts pitch control to ELAC1. ELAC1 then controls the elevators via the blue hydraulic jacks and controls the THS via the N° 2 electric motor. - If neither ELAC1 nor ELAC2 is avaiable, the system shifts pitch control either to SECl l or to SEC2, (depending on the status of the associated circuits), and to THS motor N° 2 or W 3. Page 8, below, describes how the actuators are reconfigured in case of failure.

MECHANICAL

CONTROL

Mechanical control of the THS is available from the pitch trim wheel at any time, if either the green or yellow hydraulic system is functioning. Mechanical control from the pitch trim wheel has priority over electrical control.

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DESCRIPTION

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REV 36

ACTUATION
Elevators - Two electrically-controlled hydraulic servojacks drive each elevator. Each servojack has three control modes : · Active The jack position is electrically-controlled. · Damping : The jack follows surface movement. · Centering : The jack is hydraulically retained in the neutral position. - In normal operation : · One jack is in active mode. · The other jack is in damping mode. · Some maneuvers cause the second jack to become active. - If the active servojack fails, the damped one becomes active, and the failed jack is automatically switched to the damping mode. - If neither jack is being controlled electrically, both are automatically switched to centering mode. If neither jack is being controlled ydraulically, both are automatically switched to h damping mode. - If one elevator fails, the deflection of the remaining elevator is limited in order to avoid putting excessive asymmetric loads on the horizontal tailplane or rear fuselage. Stabilizer - A screwjack, driven by two hydraulic motors, drives the stabilizer. - The two hydraulic motors are controlled by : · One of three electric motors, or · The mechanical trim wheel.

R R R R

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REV 23

PITCH CONTROL - SCHEMATIC

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DESCRIPTION

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REV 23

YAW CONTROL

MOTORS RUDDER LIMIT YAW DAftf'ING A/P ROLL/YAW COMMAND
«
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0 0

TIRN

COORDINATION

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RUDDER TRIM RUDDER PEDALS ARTIFICIAL FEEL

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One rudder surface controls yaw.

ELECTRICAL RUDDER CONTROL
The yaw damping and turn coordination functions are automatic. The ELACs compute yaw orders for coordinating turns and damping yaw oscillations, and transmit them to the FACs.

MECHANICAL RUDDER CONTROL
The pilots can use conventional rudder pedals to control the rudder.

RUDDER ACTUATION
Three independent hydraulic servojacks, operating in parallel actuate the rudder. In , automatic operation (yaw damping, turn coordination) a green servo actuator drives all three servojacks. A yellow servo actuator remains synchronized and takes over if there is a failure. There is no feedback to the rudder pedals from the yaw damping and turn coordination functions.

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REV 24

RUDDER TRAVEL LIMIT
The deflection of the rudder and the pedals is limited as a function of speed. Each channel of the limiter is controlled and monitored by its associated FAC. If both FACs fail, maximum deflection is available when the slats are extended.

MAX RUDDER DEFLECTION

-e -c o o c( I
'0()

o I o l"N I

o
I
In U IL

3.40 for A320 2.90 for A321 160
380

Z

RUDDER TRIM
The two electric motors that position the artificial feel unit also trim the rudder. In normal operation, motor W 1, controlled by FAC1, drives the trim, and FAC2 with motor W 2 remains synchronized as back-up. In manual flight, the pilot can apply rudder trim with the rotary RUD TRIM switch on the pedestal. - Maximum deflection is ± 20°. - Rudder trim speed is one degree per second. - In addition to limitation by TLU, if rudder trim is applied, maximum rudder deflection may be reduced in the opposite direction. The pilot can use a button on the RUD TRIM panel to reset the rudder trim to zero.

R

Note: With the autopilot engaged, the FMGCcomputes the rudder trim orders. The rudder trim rotary switch and the rudder trim reset pushbutton are not active.

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DESCRIPTION

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REV 23

YAW CONTROL - SCHEMATIC

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W I-~I...JI-I...J 50° nose up or 30° nose down - Bank angle > 125° - Angle of attack> 30° or < - 10° (- 15° for A31 9 and A321) - Speed > 440 knots or < 60 knots - Mach> 0.91 or < 0.1 The law in pitch is the alternate law with no protection except load-factor protection and without auto trim. In roll it is a full-authority direct law with a yaw mechanical. When the aircraft has recovered from its abnormal attitude, the flight control laws in effect are : - in pitch: alternate law without protection with autotrim. - in roll : full authority direct law with yaw alternate law. There is no reversion to the direct law when the pilot extends the landing gear.
I

MECHANICAL BACK·UP I

PITCH
Mechanical back-up permits the pilot to control the aircraft during a temporary complete loss of electrical power. He does this in pitch by applying trim manually to the THS. The PFDs display "MAN PITCHTRIM ONLY" in red.

LATERAL
The pilot uses the rudder pedals as the mechanical back-up to control the aircraft laterally.

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REV 36

I PEDESTAL

I

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CD RUD TRIM

Rotary Switch

Controls the rudder trim actuator, which moves the neutral point of the artificial feel by the equivalent of one degree of rudder travel per second. Note: Therudder trim rotary switch has no effect, when the autopilot is engaged.

o
R

RESET Pushbutton By pushing the RESET pushbutton, the zero trim position is ordered at 0 / second. 1.5 Note: TheRESET pushbutton is not active, when the autopilot is engaged.

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REV 35

0)

Position Indicator Displays the rudder trim direction (L or R) and value (0 to 20°).

o

SPEEDBRAKElever The lever controls : - The position of the speedbrake surfaces. To set speedbrake surfaces to a required position, the lever has to be pushed down and set to the required position A "hardpoint' is provided at "1J2" SPEEDBRAKE . position. - The manual preselection of the ground spoilers. To arm the ground spoilers, the lever must be pulled up when in the RET position. When the lever is armed (or reverse thrust is selected), all spoiler's surfaces will automatically extend at landing, or in case of a rejected takeoff.

® PITCH TRIM wheel
Both pitch trim wheels provide mechanical control of the THS and have priority over electrical control. A pilot action on the pitch trim wheel disconnects the autopilot.

Note: Crew action on the pitch trim wheel does not disconnect the fLACs -(micro-switches, actuated by the override mechanism, ensure that the computers remain synchronized with the manually-selected position).
R R R R R R R R R R R R R The THS is manually-controlled on ground for the THS setting, before takeoff and in flight, when in direct law. - Before takeoff, the pilot sets the THS to the angular value, determined as a function of the aircraft CG, using the CG scale on the wheel. The relationship between the aircraft CG and the THS setting shown on the trim wheel is only applicable for takeoff. The limits of the THS normal setting range for takeoff are indicated by a green band on the pitch trim wheel. - In flight, when in direct law, the pilot uses the THS conventionally to fly in trim. In flight, the aircraft pitch trim setting depends on aircraft CG, weight, altitude and speed. Consequently, the relation between the aircraft CG, and the THS setting displayed on the pitch trim wheel, does not apply in flight. Following nosewheel touchdown, as the pitch attitude becomes less than 2.5° for more than 5 seconds, pitch trim is automatically reset to zero.

Note: This function is inoperative, when the green or yellow hydraulic system is not -pressurized.

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REV 37

I LATERAL CONSOLES I

SIDESTICKS
Each pilot has on his lateral console a sidestick he can use to control pitch and roll manually. Each sidestick is spring loaded to neutral. When the autopilot is engaged, a solenoid-operated detent locks both sidesticks in the neutral position. If the pilot applies a force above a given threshold (5 daN in pitch, 3.5 daN in roll) the stick becomes free and the autopilot disengages. The hand grip has two switches : - Autopilot disconnect and sidestick takeover pushbutton. - Push-to-talk button.

Sidestick priority logic - When only one pilot operates the sidestick, it sends his control signals to the computers. - When the pilots move both side stick simultaneously in the same or opposite direction and neither takes priority, the system adds the signals of both pilots algebraically. The total is limited to the signal that would result from the maximum deflection of a single sidestick.

R R R

Note:

-

In the event of simultaneous input on both sidesticks (2° deflection off the neutral position in any direction) the two green SIDE STICK PRIORITYlights on the glareshield come on and "DUAL INPUT" voice message is activated.

A pilot can deactivate the other stick and take full control by pressing and keeping pressed his priority takeover pushbutton. For latching the priority condition, it is recommended to press the takeover push button for more than 40 seconds. This allows the pilot to release his takeover push button without losing priority. However, a pilot can at any time reactivate a deactivated stick by momentarily pressing the takeover push button on either stick. If both pilots press their takeover pushbuttons, the pilot that presses last gets priority. Note: If an autopilot is engaged, the first action on a takeover pushbutton disengages it.

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In a priority situation - A red light comes on in front of the pilot whose stick is deactivated. - A green light comes on in front of the pilot who has taken control, if the other stick is not in the neutral position (to indicate a potential and unwanted control demand). Note: If the aircraft is on the ground and commencing its takeoff run and one stick is -deactivated, this triggers the takeoff "CONFIG"warning.
I

GLARESHIELD

I

-c -c o o

CHRONO

CHRONO

«
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I

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SIDE STICK PRIORITY

@
SIDE STICK PRIORITY

o o I o -.:t .....
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~~II CD~II·ffi
Red arrow light: - comes on in front of the pilot losing authority. - goes out if he has recovered his authority . if the other pilot releases his TAKEOVERpushbutton prior the priority condition is latched. or . If he has used his takeover push button to cancel a latched priority situation. Sidestick priority audio : A "PRIORITY LEFT" or "PRIORITY RIGHT" audio voice message is given each time priority is taken. Green CAPT and FlO lights : - Both lights flash when the pilots move both sidesticks simultaneously and neither takes priority. - When a pilot has taken priority by pressing the takeover pushbutton and the other pilot's sidestick is not at neutral, the light in front of the pilot with priority lights up. It goes out when the other pilot returns his stick to the neutral position.

Z

CD SIDE STICK PRIORITYIt

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REV 23

I OVERHEAD PANEL

I

ELAC 1 FAULT

SEC 1 FAULT

FAC 1 FAULT

~

~

~

0

FLT CTL
ELAC2 FAULT SEC 2 FAULT OFF SEC 3 FAULT OFF FAC 2 FAULT OFF

24VU

I OFF I

I I

I I

I I ~

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REV 36

C) ELAC 1(2) pushbutton
Controls the Elevator and Aileron Control (ELAC) Computer 1(2). ON ELAC 1(2) performs the following functions : - Normal pitch and roll - Alternate pitch - Direct pitch and roll - Abnormal attitude - Aileron droop - Acquisition of autopilot orders. OFF The corresponding computer is not active. Switching it OFF,then ON, resets the computer. FAULT: Comes on amber, along with an ECAM caution: - When a failure is detected - During ELAC power-up test (eight seconds). Note: ThefLAC power-up test occurs when electrical power is turned on, or -after the occurrence of an electrical transient lasting longer than 25 milliseconds. The FAULTlight goes off, when the pilot selects OFF,or at the end of the ELAC power-up test, if its results are satisfactory.

CD SEC 1(2)(3)

pushbutton

R

Controls the spoiler and elevator (SEC) computers 1(2)(3). ON SEC 1(2)(3) performs the following functions: - Normal roll (by controlling the spoilers) - Speedbrakes and ground spoilers - Alternate pitch (SEC 1 and SEC 2 only) - Direct pitch (SEC 1 and SEC 2 only) - Direct roll - Abnormal attitude. OFF The corresponding computer is not active. Switching it OFF,then on, resets the computer. FAULT : Comes on amber, along with an ECAM caution, when a failure is detected. The FAULT light goes off, when the pilot selects OFF.

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o

FAC 1(2) pb sw Controls the flight augmentation computer (FAC) 1(2). ON Both FACs perform the following functions : - Normal roll (coordinating turns and damping dutch roll) - Rudder trim - Rudder travel limit - Alternate yaw OFF The corresponding computer is not active. Switching it OFF and then ON resets the computer. FAULT: Lights up in amber along with a caution on ECAM, when a failure is detected. , The FAULT light goes out when the pilot selects OFF.

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I

SIDE STICK INDICATIONS ON PFDI
On the ground, after the first engine start, sidestick position indications appear white on both PFDs. The indications disappear when the aircraft goes from the ground into flight.

10

10
COMBINED CPT/FO SIDE STIOK POSITION (UP FOR NOSEUP) IF CAPT/FO PRIORITY IS TAKEN.

_j L

II~----------j---EVEN

L o _j ~---

MAXSIDE STICK DEFLECTION

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REV 33

I

R

ECAM F/CTL PAG E I

-;:~ ~ J

~I'I'

T

CD Spoilers/speed
~
ID I

brakes indication
0

~

: SPOILER DEFLECTED BY MORE THAN(GREEN) 2.5 : SPOILER RETRACTED (GREEN)

'" o o I

o

~ o I

~

: SPOILER FAULT DEFLECTED (AMBER) : SPOILER FAULT RETRACTED (AMBER)

Z

1

o o

Hydraulic system pressure indication Normally green. Changes to amber if pressure in the hydraulic system gets low. ELAC/SEC indication Normally green. Changes to amber if there is a failure in the ELAC or the SEC, or if ELAC or SEC pushbutton is off, or if both flight control data concentrators (FCDCs) fail. The surrounding box is normally grey. It changes to amber if the ELAC or SEC indication does.

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o

Aileron position indication White scale and green index. It changes to amber, when neither (green nor blue) servojack is available.

~NEUTRAL

POSITION IN CLEAN CONFIGURATION NEUTRAL POSITION WHEN FLAPS ARE EXTENDED (5° AILERON DROOP)

AIL .. BG

L

® Aileron

and elevator actuator indication

"G" and "B" are normally displayed in green. The color changes to amber, in case of a green or blue hydraulic system low pressure. The partial box also changes to amber, if the associated computer or actuator fails.

CD Elevator position

indication

White scale and green index. The index changes to amber, when both associated actuators are not available.

CD Pitch trim

position indication

The pitch trim numbers are in green. They change to amber, if the hydraulic pressure gets low in the green and yellow systems. The "PITCH TRIM" legend is in white It changes to amber, if there is a pitch trim jam. .

® Yaw control

indications

R

o
®

Rudder position indication It is normally in green. The rudder symbol becomes amber, if the blue, green, and yellow hydraulic pressures are low. Rudder travel limiter Indication of high-speed position. position It is normally in blue. It changes to amber, if the rudder trim reset fails.

CD Rudder trim
SIMU F.P.S.3 UP

for training only

STD 1.3.1

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TR.\INING

FLIGHT CONTROLS
MANUAL

1.27.40 SEQ 100

P 11 REV 24

~S~O~~T~R

FLIGHT CREW OPERATING

CONTROLSAND INDICATORS

I

I

ECAM WHEEL PAGE I

WHEEL
- ----0--

UP lOCK ~

7 ~~
LtG CTl

\uP

r

lOCK

PSI ~ STEERING

7 \3fr UP lOCK DC

~

280

DC

140

~

~
A/SKID ALTN BRK

140

140

~

~1~REl~2~ ~PSI~

~3~REL~4~ ~PSI~

AUTO BRK
MED

~K~ "'--:1'.1 ":

:,/,r: ,. ~:: .' c

CD SPOilERS/SPEED BRAKES INDICATION
These indications are the same as those displayed on the FlT CTl page.

SIMU F.P.S.3 UP

for training only

STD 1.3.1

A.IRBt:'S

TIl.:UNING

FLIGHT CONTROLS CONTROLSAND INDICATORS

1.27.40 SEQ 100

P 12

~"~n~.~T~n FLIGHT CREWOPERATINGMANUAL

I

REV 37

I

WARNINGS AND CAUTIONS
3: o, 0

I

e::: l- e:::

3: c,

(.!)

Z
LU

"

E / WD: FAILURETITLE conditions

AURAL MASTERSO LOCAL PAGE WARNING LIGHT CALLED WARNING NIL NIL F/CTL MASTER WARN NIL

FLT PHASE INHIB

CONFIG · SLATS/FLAPS NOT IN IO CONFIG,or · SPD BRK NOT RETRACTED,or · PITCH TRIM NOT IN TO RANGE, or · RUD TRIM NOT IN IO RANGE NC not in TO configuration when thrust levers are set at TO, or Flex TO, or when pressing TO CONFIG. pb. CRC CONFIG R (L) SIDESTICKFAULT (BY TAKE OVER) Lor R sidestick is inoperative (takeover pb pressed more than 30 sec) when thrust levers are set at TO, or Flex TO, or when pressing TO CONFIG pb. L +R ELEV FAULT Loss of both elevators. L (R) SIDESTICKFAULT Transducers, on pitch or roll axis, are failed on one sidestick. ELAC 1 (2) FAULT Failure of ELAC ELAC 1 (2) FAULT One sidestick transducer fault. SEC 1 (2) (3) FAULT Failure of one SEC. FCDC 1 + 2 FAULT Failure of both FCDCs. DIRECTLAW Direct laws are active. ALTN LAW Alternate laws are active. IR DISAGREE Disagree between two IRs, with the third one failed . DUAL INPUT Both sidesticks are moved simultaneously.

5, 6, 7, 8 Red * SIDESTICK PRIORITY It PFD message NIL NIL FAULT It on ELAC pb NIL

F/CTL SINGLE CHIME MASTER CAUT

3, 4, 5, 7, 8

FAULT It 3,4,5 on SEC pb NIL PFD message NIL PFD message 4, 5, 7 4,5, 7, 8 3,4, 5, 7

Synthetic voice repeated every 5 seconds

NIL NIL SIDESTICK Priority NIL light

* The red SIDESTICK PRIORITY light comes on, as soon as the sidestick becomes inoperative.

SIMU F.P.S.3 UP

for training only

STD 1.3.1

AlRBL"S

TR.\INING

FLIGHT CONTROLS
MANUAL

1.27.40 SEQ 200

P 13

~S~O~~T~R

FLIGHT CREW OPERATING

CONTROLS AND INDICATORS

I

REV 36
FLT PHASE INHIB 3,4, 5, 7

E / WD: FAILURETITLE conditions

SO AURAL MASTERPAGE LOCAL WARNING LIGHT WARNING CALLED NIL FAULTIts on ELAC pbs

ADR DISAGREE One ADR is faulty, or has been rejected by the ELAC, and there is a speed or angle-of-attack disagree between the two rernaininq ADRs. GND SPLR FAULT Loss of ground spoiler function in SEC 1 + 3 or 1 + 2 or 2 + 3 or 1 + 2 + 3. SPD BRK DISAGREE Position disagree between surfaces and lever position. SPD BRK FAULT Spd brake lever transducers to SEC 1 and 3 failed. SINGLE CHIME SPD BRK STILL OUT Speed brake out with at least one engine not at idle. STABILIZERJAM Jarnrninq of stabilizer L (R) ELEVFAULT Loss of both servojacks on one elevator or activation of elevator flutter protection in ELAC. L (R) AIL FAULT Loss of both servojacks on one aileron. SPLR FAULT Loss of one or more spoilers. ELAC 1 PITCHFAULT Failure of pitch channel in ELAC 1. ELAC 2 PITCHFAULT Failure of pitch channel in ELAC 2, or loss of one or both ELAC 2 rudder pedal transducers. GND SPLR 1 + 2 (3 + 4) Gnd splr channel failed in SEC 3 (1). ELEVSERVOFAULT Loss of one servojack on one elevator. SPD BRK 2 (3 + 4) FAULT Spd brake lever transducers to SEC 3 (1) failed. AIL SERVOFAULT Loss of one servojack on one aileron, or loss of one or both ELAC 1 rudder pedal transducers. FCDC 1 (2) FAULT SIDESTICKPRIORITY Failure in a sidestick priority logic circuit.

F/CTL

3, 4, 5

MASTER CAUTION NIL

1,2,3,4, 5, 8, 9,
10

4, 5

NIL

3,4, 5, 7 3,4, 5, 7, 8

F/CTL

3, 4, 5 NIL NIL 3,4,5,7, 8 NIL 3,4,5,6, 7, 8,

SIMU F.P.S.3 UP

for training only

STD 1.3.1

A.IRBt:'S

TIl.:UNING

FLIGHT CONTROLS
CONTROLS AND INDICATORS

1.27.40 SEQ 001

P 14

~"~n~.~T~n FLIGHT CREWOPERATINGMANUAL

I

REV 36

I

MEMO DISPLAY I
"SPEED BRK" memo display logic : . When the speedbrakes are extended in Flight Phases 2, 3, 4, and 5, the SPEED BRK memo flashes in amber . . When the speedbrakes are extended in Flight Phases 6 and 7, the SPEED BRK memo is displayed in green. It flashes in amber, after 50 seconds, if at least one engine is above idle. - "GND SPLRS ARMED" appears in green, if the ground spoilers are armed.

SIMU F.P.S.3 UP

for training only

STD 1.3.1

AlRBL"S

TR.\INING

FLIGHT CONTROLS
MANUAL

1.27.50 SEQ 001

P 1

~S~O~~T~R

FLIGHT CREW OPERATING

FLAPS AND SLATS

I

REV 23

I DESCRIPTION I

GENERAL
Each wing has the following lift augmentation devices: - two flap surfaces - five slat surfaces. These surfaces are electrically controlled and hydraulically operated. The pilot extends slats and flaps by moving the FLAPS lever on the center pedestal. It has five positions.

MAIN COMPONENTS
The slat and flap systems are similar, comprising : - Two slat flap control computers (SFCCs), each containing one slat channel and one flap channel. - A power control unit (PCU) consisting of two independent hydraulic motors coupled by a differential gearbox. The motors use green and blue hydraulic power for the slats and yellow and green power for the flaps. Pressure-off brakes (POBs) lock the transmission when the slat or flap surfaces have reached the selected position or if hydraulic power fails. - Five slat surfaces and two flap surfaces per wing. - An assymetry position pick-off unit (APPU) that measures the assymetry between the left and right wings. - A flap disconnect detection system, which detects attachment failure and inhibits flap operation in order to prevent further damage. A sensor detects the failure by measuring excessive differential movement between the inner and the outer flaps. - Wingtip brakes (WTBs), activated in case of assymetry, mechanism overspeed, symmetrical runaway, or uncommanded movement of the surfaces. They cannot be released in flight. They use blue and green hydraulic power for the slats and for the right wing flaps, and blue and yellow hydraulic power for the left wing flaps. - Feedback position pick-off units (FPPUs) that feed back position information to the SFCCs. - An indication position pick-off unit (IPPU) that sends position data to the ECAM. Note: /{ the flap wingtip brakes are on, the pilot can still operate the slats, and if the slat -wingtip brakes are on, he can still operate the flaps. /{ one SFCCis inoperative,slats and flaps both operate at half speed. /{ one hydraulic system is inoperative, the correspondingsurfaces (slats or flaps) operate at half speed.

SIMU F.P.S.3 UP

for training only

STD 1.3.1

A.IRBt:'S

TIl.:UNING

FLIGHT CONTROLS FLAPS AND SLATS

1.27.50 SEQ 001

P 2

~"~n~.~T~n FLIGHT CREWOPERATINGMANUAL

I

REV 23

ARCHITECTURE

114 VU

8
FLAPS

BLUE SUPPLY FEEDBACK~ :

I . " ~ _~ ~
I

\. ~;~;

I

':r;"~ :.:.-=_ r.':, :4~ ff~.:r~~"

CD FLAP indication
The "FLAP" legend appears when the slats or the flaps are not fully retracted. - The legend is white when the slats and flaps are in the selected position. - The legend is cyan when the slats and flaps are in transit. - The legend is amber if : · Both relevant hydraulic systems go down (except on the ground with engines stopped). · The wingtip brakes are on. · There is a fault in the slats or flaps.

o

Flap lever position The legend "0," "1 + F," "1," "2," "3," or "FULL" appears. - The legend is green when the slats and flaps are in the selected position. "0" is not displayed when the aircraft attains the clean configuration. - The legend is cyan when the slats and flaps are in transit. The legend "S (F) LOCKED"appears in amber, associated with an ECAM caution, when the wingtip brakes are applied or when the system detects a non-alignment between two flaps. The legend "A-LOCK" pulses in cyan when the slat alpha/speed-lock function is active.

SIMU F.P.S.3 UP

for training only

STD 1.3.1

AlRBL"S

TR.\INING

FLIGHT CONTROLS
MANUAL

1.27.50 SEQ 001

P 7

~S~O~~T~R

FLIGHT CREW OPERATING

FLAPS AND SLATS

I

REV 23

o o

Position indexes These white points indicate that the slats and flaps are in a selectable position. They do not appear when the aircraft is in the clean configuration. Slat and flap position These green triangles indicate the actual position of the slats and flaps. They change to amber if : - Both relevant hydraulic systems go down, unless the aircraft is on the ground with both engines stopped. - The wingtip brakes are on. - There is a fault in the slats or flaps.

® Selected surface position
These blue triangles indicate the position the pilot has selected. (With the current standard display management computer, the blue triangles may disappear before the slats and flaps are all completely in the selected position).

CD Sand

F indications

The "S" and "F" normally appear in green. They become amber if : - Both relevant hydraulic systems go down unless the aircraft is on the ground with , both engines stopped. - The wingtip brakes are on. - There is a fault in the slats or flaps.

SIMU F.P.S.3 UP

for training only

STD 1.3.1

A.IRBt:'S

TIl.:UNING

FLIGHT CONTROLS FLAPS AND SLATS

1.27.50 SEQ 100

P 8

~"~n~.~T~n FLIGHT CREW OPERATING MANUAL

I

REV 37

I

WARNINGS AND CAUTIONS
-c

I

"" ~
0

"" 00
I

0 0
I

« IU)

CI UJ I0:::

0::: :3

:z u; c,
I-

-I-'

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CI I0::: L.U I-

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UJ

0

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(!)

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UJ

:z

UJ

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~
E/WD : FAILURETITLE conditions CONFIGSLATS (FLAPS) NOT IN TO CONFIG Slats or flaps are not in takeoff configuration, when thrust levers are set at TO, or FLEX TO, or when pressing the TO CONFIGpb. FLAP LVR NOT ZERO Slats or flaps were unintentionally selected in cruise . SLATS (FLAPS) FAULT Failure of both slat or flap channels. SLATS (FLAPS) LOCKED Slats or flaps' wing tip brakes applied, or non aliqnrnent detected between 2 flaps. SLATS SYS 1 (2) FAULT Failure of slat channel in one SFCC. FLAP SYS 1 (2) FAULT Failure of flap channel in one SFCC. SLAT (FLAP) TIP BRK FAULT Failure of one wing tip brake on slats or flaps, or failure of one wing tip brake solenoid on slats, or flaps. FLAPS ATTACHSENSOR Failure of flap attachment's failure detection sensor. SINGLE CHIME MASTER CAUT NIL NIL AURAL MASTER SO LOCAL PAGE WARNING LIGHT CALLED WARNING FLT PHASE INHIB 5, 6 * 7, 8 1,2,3,4, 5, 7,8,9,
10

CRC

MASTER WARN

4, 5, 8

NIL

NIL

3, 4, 5, 7, 8

* The warning is automatically recalled by pressing the TOCONFIG pushbutton.

SIMU F.P.S.3 UP

for training only

STD 1.3.1

AlRBL"S

TR.\INING

FLIGHT CONTROLS
MANUAL

1.27.60 SEQ 001

P 1

~S~O~~T~R

FLIGHT CREW OPERATING

ELECTRICAL SUPPLY

I

REV 23

I

BUS EQUIPMENT LIST I
NORM AC ELAC1 ELAC 2 MAIN FLT CTL COMPUTERS SEC 1 SEC 2 SEC 3 FAC 1 FAC 2 FCDC 1 FCDC 2 SFCC 1 slats SFCC 1 flaps SFCC 2 slats SFCC 2 flaps MOTOR 1 PITCH TRIM MOTOR 2 MOTOR 3 MOTOR 1 MOTOR 2 INDIC MOTOR 1 MOTOR 2 DC2 DC2 X AC2 DC2 SHED DC2 X X DC2 DC2 DC2 X DC2 X DC2 DC2 X DC2 HOT 2 (1) SHED DC2 DC AC ESS EMER ELEC DC HOT ESS HOT 1 X (1) HOT 2 (1) HOT 1 X (1)

FLAPS SLATS

RUDDER TRIM RUDDER TRAVEL LIMIT

(1) standby supply

SIMU F.P.S.3 UP

for training only

STD 1.3.1