A320 Ata 27 Controles de Vuelo

Airbus
A318/A319/A320/A321
Differences to Rev.-ID: 1JUL2012
ATA 27
Author: ScR
For Training Purposes Only
LTT Release: May. 15, 2013
Flight Controls
EASA Part-66
B1/B2
A318-21_27_B12
Training Manual
For training purposes and internal use only.

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FLIGHT CONTROLS A318/A319/A320/A321
27−00
ATA 27 FLIGHT CONTROLS

FOR TRAINING PURPOSES ONLY!
FRA US/T-5 HeM Apr 01, 2010 ATA DOC Page 1

GENERAL
27−00
27-00 GENERAL
SURFACES INTRODUCTION
Primary Flight Controls Speed Brakes
The primary flight control surfaces perform the Roll, Pitch and Yaw control. Speed brake control is achieved by the spoilers 2 to 4 on each wing.
They are electrically controlled and hydraulically powered.
Roll Control
Roll control is achieved by an aileron and four roll spoilers on each wing. Secondary Flight Controls
They are electrically controlled and hydraulically powered. The secondary flight controls consist of flaps, slats and the ground spoiler
system.
Pitch Control
Pitch control is achieved by two elevators hinged on the trimmable horizontal Ground Spoilers
stabilizer. They are electrically controlled and hydraulically powered. Lift dumping is achieved by all 5 spoilers on each wing. They are used to
The THS is hydraulically operated and controlled electrically or manually by a reduce the lift on the wing in the landing phase or during aborted take−off.
cable run from the pitch trim wheel on the pedestal to the hydraulic control
Flaps
valve on the THS actuator.
The flaps provide lift augmentation during take−off and landing. The flaps are
Yaw Control divided in two sections on each wing and are electrically controlled and
Yaw control is provided by a single surface rudder. hydraulically operated.
It is electrically or mechanically controlled and hydraulically powered. Slats
LAF (Load alleviation Function on A320) The slats system also provides lift augmentation during take−off and landing.
The slats system consist of five sections on each wing leading edge. The
Wing gust load alleviation is achieved by deflection of the ailerons and spoilers
control and operation is similar to the flaps.
4 & 5 and is computed by the EFCS (Electrical Flight Controls System)
computers.
This function is installed on the first A320 versions only.
FRA US/T-5 HeM Apr 01, 2010 01|−00|Intro|L1/B1/B2 Page 2

GENERAL
27−00
ROLL SPOILERS
FLAPS
LOAD
ALLEVIATION
SLATS FUNCTION
(EARLY A320
VERSIONS ONLY)
SPEED BRAKES
RUDDER
GROUND
SPOILERS
TRIMMABLE
HORIZONTAL
ELEVATOR
STABILIZER
AILERON
ELEVATOR
Figure 1 Control Surfaces

GENERAL
27−00
FLY BY WIRE PHILOSOPHY INTRODUCTION

General
All the flight control surfaces are now electrically controlled and hydraulically
operated. In addition, the stabilizer and the rudder have hydromechanical
control back−up in case of electrical failure.
The main advantages of this philosophy are an improvement in redundancy, in
handling qualities and thus in performances
The pilots inputs are interpreted by the computers and move the flight controls
as necessary to achieve the desired flight path.
However regardless of the pilot’s inputs the computer will prevent:
excessive maneuvers
exceedance of the safe flight envelope.
Control Column
The control column has been replaced by the side stick.
Mechanical Linkage
The mechanical channel is replaced by electrical wiring and computers.
These computers control the servo−actuators.
The computers elaborate the flight control laws, including flight envelope
protection, which optimize the control of the aircraft
Autopilot Servo
The autopilot commands are directly transmitted to the computers.
Artificial Feel
The modulated artificial feel is replaced by the side stick centering spring.
Servo Actuator
The mechanical feedback of the conventional servo actuator is replaced by an
electrical feedback to the computers.
Control Wheel Steering Function
The CWS (Control Wheel Steering) function is ensured by the computers which
use the aircraft response to maintain the required attitude.

GENERAL
27−00
FLY BY WIRE SYSTEM

A/P A/P COMPUTED
COMPUTER COMMAND AIRCRAFT
RESPONSE
COMPUTED ORDER
SERVO
VALVE
FLIGHT CONTROL
COMPUTER SURFACE
PILOT COMMAND
SIDESTICK
HYDRAULIC
FEEDBACK
PRESSURE
MECHANICAL
FLIGHT CONTROL SYSTEM
CONTROL DYNAMOMETRIC ROD
COLUMN
TENSION REGULATOR
CABLES SPRING ROD

AFT DETENT BELLCRANK

PUSH/PULL
RODS
A/P
FEEL SURFACE
SERVO CONTROL ACTUATOR

A/P
Figure 2 Fly By Wire Philosophy

GENERAL
27−00
ELECTRICAL FLIGHT CONTROL SYSTEM (EFCS) INTRODUCTION

Flight Controls Computers
The flight control computers process pilot and A/P inputs according to normal,
alternate or direct flight control laws.
All surfaces are electrically controlled through a computer arrangement which
includes:
2 ELACs (Elevator Aileron Computer)

Providing: Normal elevator and stabilizer control. Aileron control.
3 SECs (Spoilers Elevator Computer)

Providing: Spoilers control. Standby elevator and stabilizer control.
2 FACs (Flight Augmentation Computer)

Providing: Electrical rudder control.
2 SFCCs (Slat/Flap Control Computer)

Providing: Electrical slat/flap control. Slat/flap data to other systems.
2 FCDCs (Flight Control Data Concentrators)
Acquire data from the ELAC‘s and SEC‘s and send this data to EIS and CFDS.

GENERAL
27−00
Legend :
FLIGHT CONTROLS
Control Signal
Bite Signal
Indication Signal
WING EMPENNAGE
Trimmable
Spoilers/
Aileron Flaps/Slats Rudder Elevator Horizontal
Speedbrakes
Stabilizer
Slat Elevator
Spoiler Flight
Flap Aileron
Elevator Augmentation
Control Computer
Computer Computer
Computer
SEC SFCC FAC ELAC
FCDC
Flight Control * The CFDS entry is via the MCDU
ECAM Data Concentrator CFDS* SYSTEM REPORT/TEST-F/CTL-“EFCS“
(Electrical Flight Control System)
Figure 3 Flight Control Computers

GENERAL
27−00
ELECTRICAL FLIGHT CONTROL SYSTEM (EFCS) INTERFACES

The EFCS (Electrical Flight Control System) includes the two ELACs, the three
SECs, two FCDCs (Flight Control Data Concentrators) and four
accelerometers.
The two ELACs are made by Thomson (Motorola). Internally they consist of
two processor units, one being the controlling part the other dedicated to
monitor. The two processors will individually calculate the actuator command
signal. In case of discrepancy between the COM and the MON channels,
output to the actuator will be inhibited.
The ELACs provide output to control the Elevators, the Ailerons and the THS.
Feedback from the surface actuator are returned to the ELACs.
The three SECs are made by Sextant (Intel). Internally they also consist of one
COM and one MON processor. The SECs provide output control to the
Spoilers and will be back−up for control of the Elevators and the THS. The
SECs will also receive position feedback from the control surfaces.
The FCDCs (Flight Control Data Concentrators) acquire data from the ELACs
and the SECs and transmit this to the ECAM and the CFDS. The FCDC also
provide access to the EFCS for CFDS tests.
The accelerometers are used for the pitch control law and the detection of LAF.
Automatic ”power−up“ and ”pressure−up” tests of the EFCS are performed
without any surface movement.
The wire runs from the computers to the surface actuators are located under
the cabin floor beams left and right side and under the cabin ceiling.
In the wings, Aileron signals are routed in the leading edge and Spoiler signal
in the trailing edge.
The A318/319/320/321 will operate in “NORMAL LAW“ with all projections
active, when EFCS are normal and electrical power and hydraulic pressure is
available.
The aircraft can operate in a downgraded configuration called ”ALTERNATE
LAW” with or without protections or ”DIRECT LAW“ in case of malfunctions or
loss of more than one hydraulic or electrical system.
FRA US/T-5 HeM Apr 01, 2010 02|EFCS Interf|L3/B1/B2 Page 8

GENERAL
27−00
FAC THS
ADC ELAC 2
SERVO CONTROLS AILERON
ADIRS
IRS ELAC1 ELEVATOR
SFCC BSCU
COM FAC
FMGC
RADIO ALTIMETERS
LGCIU FCDC2
MON
HYDRAULIC PRESSURE FCDC1
ACCELEROMETER
RUDDER PEDALS ECAM
SIDE STICK
CFDIU
LAF ACCUMULATOR
PRESSURE DMU
SIDE STICK SEC3

SPEED BRAKE LEVER SEC2
THRUST LEVER
SEC1
ADC
ADIRS
IRS
COM
SFCC
LGCIU
WHEEL TACHOMETER THS
MON SPOILER
SERVO CONTROLS
HYDRAULIC PRESSURE
ELEVATOR
ACCELEROMETER
Figure 4 EFCS Interfaces

FRA US/T-5 HeM Apr 01, 2010 02|EFCS Interf|L3/B1/B2 Page 9
GENERAL
27−00
PANEL DESCRIPTION
Overhead Pushbuttons
The seven pushbuttons control the related flight control computers:
2 FACs (Flight Augmentation Computer 1, FAC2)
2 ELACs (Elevator Aileron Computer 1, ELAC2)
3 SECs (Spoiler Elevator Computer 1, SEC2, SEC3).
Rotary Selector
The rudder trim rotary selector moves the neutral point of the artificial feel unit
at a rate equivalent to 1° per second of rudder deflection.
Note that the rudder trim selector is not active when the autopilot is engaged.
Position Indicator
The position indicator displays rudder trim direction and value when the trim is
moved automatically or manually.
Reset Pushbutton
By momentarily pressing the reset pushbutton, the rudder trim actuator input
returns to zero position and the rudder will follow if hydraulic pressure is
available.
Steep Approach P/B (optional A318)

The P/B activates a steep approach function within the SEC.
It allows a different spoiler activation and deflection setting and enables an
A318 to operate on specific airports.
FRA US/T-5 HeM Apr 01, 2010 03|Panel|L1/B1/B2 Page 10

GENERAL
27−00
ELAC 1 SEC 1 FAC 1
FAULT FAULT FAULT
OFF OFF OFF
OVERHEAD PANEL L/H
ELAC 2 SEC 2 SEC 3 FAC 2
FAULT FAULT FAULT FAULT
OFF OFF OFF OFF

ROTARY SELECTOR
OVERHEAD PANEL R/H
STEEP APPROACH P/B

(OPTIONAL A 318)
STEEP APPR
FAULT
ON
RESET P/B
OVERHEAD PANEL R/H
CENTER PEDESTAL
Figure 5 Flight Controls Panel & Rudder Trim

FRA US/T-5 HeM Apr 01, 2010 03|Panel|L1/B1/B2 Page 11
GENERAL
27−00
CONTROLS
Sidesticks Speed Brake Control Lever
Sidesticks, one on each lateral console, are used for manual pitch and roll The lever controls:
control. They are springloaded to neutral. The position of the speed brake surfaces
The hand grip includes 2 switches: To select speed brake surfaces to a required position the lever has to be
A/P disconnect/side stick priority pushbutton. pushed down and selected to the required position.
Push to talk button. Manual preselection of the ground spoilers.
To arm the ground spoilers the lever must be pulled up when in RET
Side Stick Priority Light position.
Red arrow light:
Rudder Pedals
Illuminates in front of the pilot losing authority.
Extinguishes if he has recovered his authority. The two pairs of rudder pedals are connected together. They are linked by a
cable loop to the artificial feel unit.
Green CAPT − F/O light:
Mechanical rudder control is always available from the rudder pedals.
Illuminates in front of the pilot who has taken priority by pressing the
takeover push button if the opposite stick is not at neutral.
Extinguishes when the opposite stick is returned to neutral position.
Pitch Trim Wheels

Both pitch trim wheels provide mechanical control of the THS and have priority
over electrical control.
Trim position is indicated in degrees on a scale adjacent to each trim wheel.
Normal range is marked by a green band.
Flaps Lever
The Flaps Lever selects simultaneous operation of the slats and flaps. The five
lever positions correspond to the surface positions.
Before selection of any position, the lever must be pulled out of detent.
Moving the lever rotates the input shaft of the CSU (Command Sensing
Unit)
FRA US/O-8 HeM Jan 20, 2012 04|Ctl&ECAM|L1/B1/B2 Page 12

GENERAL
27−00
131VU 130VU
CAPT F/O
Figure 6 Cockpit Controls

GENERAL
27−00
ECAM INDICATION
Spoiler/Speed Brake
green = Spoiler deflected more than 2.5 °
green = Spoiler retracted
amber = Spoiler fault (deflected)

2
2 amber = Spoiler fault (retracted)
Each spoiler and speed brake indication is green when the surface is operativ
and amber when inoperative.
Hydraulic System Pressure

GBY green = System pressure normal
GBY amber = Blue actuator not operative due to hydraulic
low pressure, jamming
The hydraulic system pressure indication is normaly green and becomes
amber in case of low pressure.
ELAC / SEC
ELAC 1 green = Computer available

ELAC 1 amber = Computer failed
ELAC: Elevator Aileron Computer-

SEC: Spoiler Elevator Computer
The elevator aileron computer and spoiler elevator computer is normally-
green and becomes amber in case of failure.
The box is normally grey and becomes amber associated with ELAC/SEC
failure indication.

GENERAL
27−00
2 4
X X
Figure 7 ECAM Flight Control Page

GENERAL
27−00
ECAM INDICATION (CONT.) Pitch Trim Position
Aileron 3.2°UP green = normal

3.2°UP amber = Both hydraulic motors inoperative
green = normal
The pitch trim position is normally green and becomes amber in case of
green and yellow hydraulic system low pressure.
The PITCH TRIM word is normally white. It becomes amber in case of THS jam.
amber = Both aileron servo jacks inoperative
The aileron position is indicated by a green index on a white scale. They Rudder Position
become amber if both actuators are inoperative.
green = Rudder operative
Rudder limiter high speed position (fixed symbol)
Elevator Position
amber = In case of three hydraulic systems
green = normal low pressure
amber = Both elevator servo jacks inoperative cyan = Rudder trim actuator actual position
Rudder trim indicator
The elevator position is indicated by a green index on a white scale. They

become amber if both actuators are inoperative. amber = Rudder trim reset failed
Aileron/Elevator Actuator The rudder position indication is nomally green and becomes amber in case
GB green = normal of blue, green and yellow hydraulic low pressure.
GB amber = Blue actuator not available due to hydraulic

low pressure, jamming LAF Degraded (A320 only)
GB amber = Green actuator associated computer failure
The indication appears amber when LAF normal law can not be achieved due
The aileron and elevator actuator indications normally green becomes amber to failure of LAF hydraulic accumulator, ELAC ,SEC, aileron/spoiler servo, ect.
if the related actuator is inoperative.

GENERAL
27−00
3 3
Figure 8 ECAM Flight Control Page

GENERAL
27−00
ECAM INDICATION (CONT.)

FLAP Indication Blue Triangles = Selected Position
FLAP indication appears when the slats or the flaps are not fully retracted Disappear when the selected position is reached.
White when selected position is achieved
Cyan when flaps or slats in transit S, F Indication
Displayed amber in case of: Normally green
− both relevant hydraulic systems loss (except on ground with Eng. Displayed amber in case of:
stopped) − both relevant hydraulic systems loss (except on ground with Eng.
− wing tip brake application stopped)
− slats or flaps fault − wing tip brake application
− slats or flaps fault
Flap Lever Position
0, 1 + F, 1, 2, 3, or FULL indication is displayed. Refer to CONTROLS and
INDICATOS on pedestal
− Green when selected position is achieved. Pos ” 0 ” not displayed when
clean configuration is achieved
− Cyan during transit
S (F) LOCKED indication appears amber associated with ECAM caution
when wing tip brakes are applied or when non alignment between 2 flaps is
detected.
A−LOCK indication pulses cyan when the slat alpha/speed lock function is
active.
Slats Flaps Position

White points − Selectable position. Not displayed in clean configuration.
Green Triangles = Actual Position

Displayed in amber in case of:
both relevant hydraulic systems loss (except on ground with Eng. stopped)
wing tip brake application
slats or flaps fault

GENERAL
27−00
CL 87. 5%
FOB : 18000 KG
S FLAP F
FULL
SEAT BELTS FLT CTL

NO SMOKING
STS
Figure 9 ECAM Eng. & Warning Display

GENERAL
27−00
FLIGHT CONTROL SYSTEM ARCHITECTURE

General Yaw Damper Actuator
All the flight control surfaces are now electrically controlled and hydraulically The actuators can operate in two different modes:
operated. In addition, the stabilizer and the rudder have hydromechanical Active Mode
control back−up in case of electrical failure.
By−Pass Mode
Depending on condition the Servo Control Units (SCUs) can be in different
modes. On surfaces with two actuators normally only one is active, controlled
by one flight control computer. The other SCU remains in damping mode. In
case of malfunctions or special conditions both actuators can become active or
the control priority can be reconfigured.
Aileron Servo Control Unit

The servo actuator can operate in two different modes:
Active Mode
Damping Mode
Spoiler Servo Control Unit
The spoiler actuators can operate in following modes:
Active Mode
Biased Mode (control lost but hydraulic available)
Locked Mode (hydraulic lost)
Manual Mode (internally deactivated for maintenance)
Elevator Servo Control Unit
The servo actuators can operate in three modes:
Active Mode
Damping Mode
Centering Mode (loss of all four control computers but hydraulic still available)
Rudder Servo Control Unit
Since the Rudder actuators have only mechanical inputs via spring rods they
are always operating in parallel in Active Mode if hydraulic power is available
and in Damping Mode if hydraulic pressure is lost.
FRA US/O-8 HeM Jan 20, 2012 05|BasSchem|L2/B1/B2 Page 20

GENERAL
27−00
E: ELAC
S: SEC
F: FAC
Reconfiguration Priority
C
V
NOTE: There is no feedback to pedals

from yaw damping actuator input
Figure 10 Flight Control Basic Schematic

FRA US/O-8 HeM Jan 20, 2012 05|BasSchem|L2/B1/B2 Page 21
GENERAL
27−00
FLIGHT CONTROLS HYDR. PWR. SUPPLY

The flight controls are powered by the three independent hydraulic systems.
Redundancy is such that with two hydraulic systems failed, the remaining
system can operate the aircraft within an acceptable range of the flight
envelope.
Hydraulic characteristics of flight control components are given in the
component description paragraphs.
FRA US/T-5 HeM Apr 01, 2010 06|HydrSchem|L2/B1/B2 Page 22

GENERAL
27−00
GND SPLR GND SPLR
LOAD ALLEVIATION LOAD ALLEVIATION

(A320 ONLY) (A320 ONLY)
SPEED BRAKE SPEED BRAKE
ROLL ROLL
SPOILER SPOILER
5 4 3 2 1 1 2 3 4 5
G Y B Y G G Y B Y G
L AILERON R AILERON
B G G B
ELAC 1 2 1 2 ELAC
SEC 2 1 1 3 3 3 3 1 1 2 SEC
THS ACTUATOR RUDDER TRIM ACTUATORS FAC 1 FAC 2

1 2
FAC 1 1
G Y TRAVEL LIMITER
MECHANICAL TRIM
FAC 2 2
B
L ELEVATOR R ELEVATOR FAC 1 G
B G B Y
Y
FAC 2 Y
1 2 3
YAW DAMPER ACTUATORS G RUDDER
ELAC 1 2 2 1 2 1 ELAC
SURFACE
SEC 1 2 1 2 2 1 SEC
RUDDER PEDALS
Figure 11 Hydraulic Supply Schematic
FRA US/T-5 HeM Apr 01, 2010 06|HydrSchem|L2/B1/B2 Page 23
GENERAL
27−00
ELECTRICAL PWR. SUPPLY FUNCTIONAL OPERATION

Flight Controls Electrical Power Supply
The ELAC 1 and SEC 1 are each supplied from a DC essential busbar (4PP for
the ELAC 1 and SEC 1), the battery 1 taking over instantaneously through a
dedicated diode device (Power Supply Uncoupling Unit) when the voltage level
drops below the battery output voltage.
A relay ensures the battery supply line breaking on ground 30sec after the
second engine shut down.
The ELAC 2 and the THS motor 1 are normally supplied from the DC normal
busbar 2PP.
In case of loss of this busbar (particularly after the loss of both main generation
channels, or after a double main TRU failure), these supplies are automatically
switched over to the battery 2 by means of two relays, for a fixed period of
30 sec.
The SEC 2, the SEC 3, the THS electric motor 3 and FCDC 2 are supplied
from the normal busbar 2PP.
The THS electrical motor 2 is supplied from the DC essential busbar 4PP.
The FCDC 1 is supplied from the DC essential busbar 8PP.
FRA US/T-5 HeM Apr 01, 2010 07|PwrSup|L3/B1/B2 Page 24

GENERAL
27−00
If normal elec. power is lost in flight ELAC 1 and SEC 1 are

connected to BAT 1 until 30sec after engine shut down on
19 CE 2 THS MOTOR
ground (measured by the eng hyd LP switch).
401PP
2
28VDC 21 CE 1
ESS BUS
15 CE1 1
FLIGHT ELAC 1 SEC 1
703PP 16 CE 1
28VDC
HOT BUS 22 CE
(BAT 1) POWER SUPPLY
UNCOUPLING UNIT
GROUND
(+2nd engine off>30sec)
19 CE 1
202PP
28VDC NORMAL
NORMAL
BUS 2
15 CE 2
ELAC 2 THS MOTOR 1
704PP
28VDC
HOT BUS 16 CE 2 STAND BY STAND BY
(BAT 2)
If normal elec. power is lost ELAC 2 and THS MOT 1 are con-
nected to BAT 2 for 30sec. and then disconnected.
21 CE 2 SEC 2 They will be reconnected when “B“ hydr low pressure or NLG
extended for landing.
20 CE 2 FCDC 2
204PP
28VDC 21 CE 3
BUS 2 SEC 3
19 CE 3 THS MOTOR
3
801PP
28VDC 20 CE 1 FCDC 1
SHED
ESS BUS
Figure 12 Electrical Power Supply

FRA US/T-5 HeM Apr 01, 2010 07|PwrSup|L3/B1/B2 Page 25
ELECTRICAL FLIGHT CONTROL SYSTEM
(EFCS) 27−90
27-90 ELECTRICAL FLIGHT CONTROL SYSTEM (EFCS)

CONTROL LAWS PRESENTATION
The different control laws and associated protections, may be used depending Pitch Alternate Law
on the integrity of the flight control and flight augmentation systems and their This is the operation of the elevators and the THS, if operative, from the side
peripherals. They are implemented in the computers. stick controllers coupled according to the priority logic to achieve the load factor
control.
Roll Normal Law
It uses limited authority load factor and pitch rate feedbacks and gains
This is the combined control of the ailerons, spoiler surfaces 2 to 5 and rudder
depending on the configuration.
from the sidestick controllers coupled according to the priority logic. In flight, it
achieves the control and limitation of the roll rate, providing a neutral spiral It includes a load factor limitation that cannot be overridden by the crew and
stability up to a given bank angle, the turn coordination and the dutch roll alternate protections.
dam−ping. It requires gains depending on the flight/ground condition, airspeed
Pitch Direct Law
and configuration.
This is the control of the elevator angle from the side stick controllers coupled
On the ground it provides a fixed relationship between the side stick controller
according to the priority logic with a gain depending on the configuration.
angle and the aileron and spoiler deflection.
Pitch trim can be achieved via the mechanical control of the THS.
Roll Direct Law
This is the control of the aileron and spoiler surfaces 2 to 5 from the side stick
controllers coupled according to the priority logic. It achieves the control of the
above surface angles using gains depending on the configuration.
A limited−authority dutch roll damping function is given.
Pitch Normal Law

This is the combined control of the elevators and the THS from the side stick
controllers coupled according to the priority logic to achieve the load factor
control. It requires load factor and pitch attitude rate feedbacks, variable gains
depending on flight/ground condition, radio altimeters, airspeed and

configuration.
It includes an high angle−of−attack protection, a load factor limitation and an
overspeed protection.
On the ground it provides a fixed relationship between the side stick controller
angle and the elevator deflections.
FRA US/T−5 HeM Apr 01, 2010 08|−90|EFCS Laws|L2/B1/B2 Page 26

(EFCS) 27−90
INPUTS FROM
OTHER COMPUTER‘s Pitch Load High High Angle
Attitude Factor Speed Of Attack
Protection Limitation Protection Protection
ELACs/SECs
FLIGHT
NORMAL LAW
DIRECT LAW Without

GROUND* Protection
ALTERNATE LAW
INPUTS FROM
OTHER COMPUTER‘s Load High
Low
Factor Speed Speed
Limitation Stability Stability
PITCH CONTROL LAW
ROLL CONTROL LAW
Bank
Turn Yaw
FLIGHT Angle
Coordination Damping
Protection
NORMAL LAW
INPUTS FROM DIRECT LAW

OTHER COMPUTER‘s Without
GROUND* Protection
ELACs/SEC‘s
* The GROUND mode is basically a function of the NORMAL LAW mode.

On ground it leads to a fixed STICK TO SURFACE RELATION similar to DIRECT LAW.
In real DIRECT LAW the surface activation may be different to GROUND MODE (e.g. ADIRS OFF on GRD is a real DIRECT LAW and not all spoilers are active).
Figure 13 EFCS Control Laws

FRA US/T−5 HeM Apr 01, 2010 08|−90|EFCS Laws|L2/B1/B2 Page 27
FLIGHT CONTROLS A319/A320/A321
CONTROL INPUTS INTERFACES
27−92
27-92 CONTROL INPUTS INTERFACES

SIDE STICK CONTROLLER COMPONENT DESCRIPTION
Description
Two side stick controllers are used for pitch and roll manual control one on the The unit mid stroke position is accurately determined by a rigging pin between
captain lateral console, another one on the first officer lateral console. The two input levers and the body. The potentiometers are rigged to mid stroke for this
side sticks are electrically coupled. General concept is a fail safe concept i.e. input lever position in the unit manufacturer facilities.
mainly that a single failure provides: Then no electrical rigging is needed when a transducer unit is replaced. The
neither total loss of artificial feel hand grip being maintained to zero by artificial feel threshold and the unit input
nor undetected uncontrolled pilot order. being fixed to mid stroke by the pin,the length of the two input rods is adjusted
to connect each of them to the corresponding input lever.
The side stick includes:
The rigging pin is removed after mechanical connection is achieved.
a hand grip
Ten potentiometers are used in each transducer unit used for roll control, one
a protection boot
potentiometer being associated to each COM and each MON unit of the 2
two axes ELACs and 3 SECs. The COM and MON units of each computer do not use
two spring rods for pitch artificial feel potentiometers of the same group.
two springs for roll artificial feel. Only 8 potentiometers, 2 in each group, are used in each transducer unit used
two transducer units ; one for roll, the other one for pitch one solenoid to for pitch control.
introduce; in AP mode, a higher threshold to move the side stick out of the They are associated to the two ELACs and to SEC 1 and 2. The COM and
zero position. MON units of each computer use potentiometers of the same group.
The hand grip includes 2 switches: Each potentiometer track power supply is achieved by the associated computer
A/P disconnect pushbutton is used for: unit.
− A/P disconnection in A/P mode
− Priority logic between sticks in manual mode
Push−to−talk button.
Transducer Units associated to Side Stick Controllers

Two identical transducer units are associated to each controller one for roll
control, another one for pitch control.
Four sets of 3 plastic track potentiometers are fitted in each unit.
The design is fail safe from the mechanical inputs (two input levers) to the
input drive of each potentiometer set. The purpose of this design is to avoid
the loss of the mechanical drive of more than one potentiometer set
subsequent to a single mechanical failure.
The gear ratio between unit input and potentiometer sets is 3.
FRA US−T HeM Apr 01, 2010 09|−92|InpInterf|L3/B1/B2 Page 28

27−92
ROLL ARTIFICIAL
SPRINGS
RIGGING & LOCKING PIN
ROLL DAMPER
HAND GRIP
STICK
LOCKS
ROLL
TRANSDUCER
UNIT
PITCH
ARTIFICIAL
ARTIFICIAL SPRINGS
FEEL
BALANCE STICK
WEIGHT LOCK
PITCH SOLENOID
TRANSDUCER
PITCH DAMPER UNIT
INPUT LEVERS
RIGGING
PIN
TRANSDUCER CONNECTORS
UNIT A+B
RIGGING RIGGING PIN
PIN
Figure 14 Side Stick Assembly
27−92
SIDE STICK PRIORITY LOGIC

Side Stick
The two side sticks are mechanically independent. NOTES:
They are spring loaded to neutral. 1. At any time, momentarily depressing the take over push button of a
deactivated side stick will reactive it and maintaining this button depressed
Operation will provide priority.
The RH stick is moved first: 2. After 30 seconds, the system is latched and it is not longer necessary to
When a side stick is moved, an electrical signal related to the angle of keep the take over push button depressed to maintain the priority.
deflection is sent to the system computers ELAC‘s and SEC‘s. 3. The side stick indication is generated by the Flight Controls Data
Some demand is added with the LH stick: Concentrators
When both side sticks are moved in the same direction, these signals are 4. The side stick priority will be confirmed by a call out ”PRIORITY LEFT or
added. The sum is limited to single stick maximum deflection. PRIORITY RIGHT” generated by the Flight Warning Computer.
The LH side stick is moved in opposite direction now: 5. If both sidesticks are moved together a call out “DUAL INPUT“ is generated
If the side sticks are moved in opposite directions, the resulting surface and green lights appear in front of both pilots.
movement is the difference between them. 6. The take over push buttons also serve for autopilot disconnect.
Side Stick Indication on PFD
The LH take over push button is depressed:
On ground, after first engine start, side stick position indication appear white on
By depressing and keeping depressed his take over push button, a pilot will CPT and FO PFD.
deactivate the other side stick.
The indication disappears when the aircraft passes from ground to flight.
A green light will come on in front of the pilot who maintains control as long as
the other stick is not in neutral position.
A red light will come on in front of the pilot whose stick is deactivated. x
x
The RH side stick is released to neutral:
When the deactivated side stick is released to neutral, the green light COMBINED CPT/FO
SIDE STICK POSITION
extinguishs.
Now, the LH take over push button is released:

MAX SIDESTICK DEFLECTION
When the take over push button is released, the red light goes out and both
side sticks become active again.
Figure 15 Side Stick Indication on PFD

27−92
1 2 3
CAPT F/O CAPT F/O CAPT F/O
COMPUTERS COMPUTERS COMPUTERS
“DUAL INPUT“
4 5 6
CAPT F/O CAPT F/O CAPT F/O
TAKE OVER/
A/P DISC. P/B

COMPUTERS COMPUTERS COMPUTERS
“DUAL INPUT“ “PRIORITY LEFT“
Figure 16 Side Stick Prioity Logic

AILERON/SPOILER
27−10/60
27−10/60 AILERON/SPOILER
ROLL CONTROL DESCRIPTION In that case the servocontrols dedicated to the ELAC 1 revert to the damping
mode.
System Description In case of double ELAC failure, or blue and green hydraulic system low
Roll control is achieved by one aileron (operational at all speeds) and four pressure, all ailerons are in the damping mode.
spoilers on each wing. An ELAC can be engaged in lateral if at least one of the two servoloops is
The ailerons are manually controlled from the side stick controllers or valid. An servoloop is declared valid when the result of several monitorings
automatically in A/P or Load Alleviation Function (if installed). (i.e. servo valve current, servocontrol position transducer, discrete links
Five spoilers numbered 1 thru 5 inboard to outboard are provided on the rear between the computers ect.) is satisfactory.
upper surface of each wing. These surfaces are manually controlled from the If ELAC 1 can only drive one aileron, the ELAC 2 drives the other aileron from
side stick controllers (roll spoilers), speed brake control lever (speedbrakes) or the order computed by the ELAC 1.
automatically in A/P, ground spoiler or Load Alleviation Function.
Spoilers
The combination of the different functions is achived in the computers.
Each surface is actuated by one servo control supplied from either the green,
The spoilers 2, 3, 4 and 5 assist the ailerons in roll control. yellow or blue hydraulic system.
Full authority of surface is : The electrical spoiler control is achieved by:
± 25 for the ailerons SEC 1 for spoiler 3 and 4
− 35 for the spoilers SEC 2 for spoiler 5
Ailerons SEC 3 for spoiler 1 and 2
Each aileron can be actuated by two different servo controls. In normal Surfaces are automatically retracted to zero position when a fault is detected
operation, one servocontrol per aileron is active (controlled by ELAC 1), the by the corresponding computer or when not electrically controlled.
other is in damping mode In case of loss of hydraulic supply the surface remains at the existing deflection
on the left aileron, the blue servo control is active or less if pushed down by aerodynamic forces.
on the right aileron, the green servocontrol is active A SEC can be engaged on a pair of spoilers when two servoloops are valid.
The servocontrols, controlled by the ELAC 2 , green on the left side and blue The servoloops of a pair of spoilers is valid when the result of the monitorings
on the right side are in damping mode. below is satisfactory :

A 5 downward deflection of the ailerons (droop) is active when the flaps are monitoring of position transducers
extended. This position is identified by an index on the AIL scale of the ECAM monitoring of servovalve current
F/CTL page. The aileron droop function is available as long as one ELAC is monitoring of positions
able to control the ailerons. In normal configuration the SECs control their related spoilers (roll function)
The ailerons are normally controlled by the ELAC 1, the ELAC 2 is in standby from the orders from the normal lateral law of the ELACs. In case of a double
and the associated servocontrols are in damping mode. In case of ELAC 1 ELAC failure, the SECs generate the roll spoiler deflection depending on side
failure, the control of the ailerons is automatically transferred to the ELAC 2 stick controller signals.
which becomes active through the left green and right blue servocontrols. The position of spoilers and ailerons are indicated on the lower ECAM display
unit F/CTL page via the FCDC.
FRA US/T-5 HeM Apr 01, 2010 01|−10/60|AilSpoil|L2/B1/B2 Page 32

AILERON/SPOILER
27−10/60
SIDE STICK PRIORITY

BAULK
SOLENOID
FMGC
(ATA 22) FMGC(ATA 22)
FMGC
DMU
FCDC 1 FCDC 2 LAF ACCU
FAC FMGC(ATA 22)
PRESS
SFCC SFCC
ADC
ACCELEROMETERS IRS ACCELEROMETERS
SEC 1 SEC 2 SEC 3 ELAC 1 ELAC 2 ADC
ADIRS
IRS
PRESS
PRESSURE PRESSURE XMTR G/B/Y
SWITCHES G/B/Y SWITCHES G/B/Y
5 4 3 2 1 1 2 3 4 5
AILERON ROLL SPOILER SURFACES ROLL SPOILER SURFACES AILERON
Figure 17 Roll Control Schematic

FRA US/T-5 HeM Apr 01, 2010 01|−10/60|AilSpoil|L2/B1/B2 Page 33
AILERON
27−10
27−10 AILERON
AILERON SCU COMPONENT DESCRIPTION
General Aileron Servo Valve
The Aileron servo actuator units are mounted in the wing trailing edge with the The aileron command from the ELAC is received by the servo control valve.
actuator piston connected to the aileron. The four units are equal and The valve consist of a jet nozzle springloaded to the neutral position.
interchangeable. The steering signal from the ELAC will activate the magnetic coil and reposition
The servo actuator is controlled from the ELAC in command. During power−up the jet nozzle sending the hydraulic pressure to one of the sides on the control
test, the solenoid valve is powered on the active actuators and steering control sleeve.
signal is send to the servo valve, on the same time the LVDT loops are The control sleeve will guide the hydraulic pressure to either side of the aileron
monitored for proper feed−back signal. actuator and will connect the other side to return.
The servo actuator will operate in two different modes: Steering feed back signal to the ELAC is transmitted by the feedback
Active transducer located inside the aileron actuator
Damping
MEL and Deactivation
Active Mode As aileron servocontrol is a MMEL item, its deactivation is performed by
Activation of the unit requires power to the solenoid valve (1). This will cause disconnecting the related electrical connector.
the pressure line closing valve (2) and the return line closure valve (3) to open The detailed procedure is given in the AMM.
and the mode selector valve (5) will change to active position. The LVDT (11)
supplies a signal identifying this position.
The two chambers of the actuator are now connected to the servo valve (4),
controlled by the ELAC. The feedback transducer (10) gives the servo loop
feedback.
Damping Mode
The solenoid valve is de-energized. The mode selector valve moves to the
relaxed position by the spring. The two chambers are now interconnected
through the damping orifice (6).
In case of electrical failure the solenoid will deenergize and the unit goes to
damping mode. In case of loss of hydraulic pressure the pressure and return
line closing valve will close, causing the unit to revert to damping mode.
The servo valve, solenoid valve and the mode selector valve are all LRU’s.
After replacement of the servo valve, adjustment of the feed back transducer is
required. A adjustment device is located on the actuator piston end (adjusting
nut).
FRA US/T-5 HeM Apr 01, 2010 02|AilSCU|L3/B1 Page 34

AILERON
27−10
1. SOLENOID VALVE 7. CHECK VALVE

LOCKPLATE 2. PRESSURE LINE CLOSING VALVE 8. RETURNE RELIEF VALVE
3. RETURNE LINE CLOSING VALVE 9. FLUID RESEVE
4. SERVO VALVE 10. FEEDBACK TRANSDUCER
5. MODE SELECTOR VALVE 11. MODE SELECTOR VALVE TRANSDUCER
6. DAMPING ORIFICE
ADJUSTING NUT FOR P R

SERVO
LVDT FEEDBACK ADJUST 2 3
CONTROL
(see10)
UNIT
ELECTRICAL
8
CONNECTOR
P
9
4 R
U1 11
U2
5
1
6
7
10
Figure 18 Aileron Servo Control Unit
FRA US/T-5 HeM Apr 01, 2010 02|AilSCU|L3/B1 Page 35
(EFCS) 27−90
27−90 ELECTRICAL FLIGHT CONTROL

SYSTEM (EFCS)
ROLL NORMAL LAW FUNCTIONAL OPERATION
x x
General
The roll normal law is the basic law for roll and yaw control. The various
modes of the roll normal law and their switchover conditions are presented
here after.
Roll Normal Law (Ground Mode)

On ground a direct stick to surface relationship is used. Pitch trim is manually
set. Autotrim is inhibited.
On the PFD, the white cross shows combined captains and first officer side
stick position. The corners are the maximum side stick deflection.
Roll Normal Law (Flight Mode)
In flight mode the roll normal law provides combined control of the
ailerons,spoilers 2 to 5 and rudder (for turn coordination) from the sidestick.
It achieves the control and limitation of the roll rate, bank angle protection, turn
coordination and dutch roll damping.
The roll rate demanded in flight by the pilot is proportional to the side stick
deflection and is limited on the stop to 15 /s.
Not overrideable limitation symbols are displayed green on the PFD.
Figure 19 PFD – Roll Normal Law
FRA US/T-5 HeM Apr 01, 2010 03|−90|RollLaws|L3/B1/B2 Page 36

(EFCS) 27−90
GROUND MODE
PITCH
GRND AUTOTRIM
MODE
SURFACE
DEFLECTION
A/C IN FLIGHT
0.5s
PITCH ATT SIDE STICK
ABOVE 8 DEG. DEFLECTION
FLT DIRECT STICK TO SURFACE RELATION

MODE
FLIGHT MODE
A/C ON ROLL RATE

0.5s
GROUND
LIMIT
GRND SIDE STICK

MODE DEFLECTION
LIMIT
ROLL RATE DEMAND
Figure 20 Roll Normal Law

(EFCS) 27−90
PROTECTIONS ROLL NORMAL LAW (FLT. MODE)

Bank Angle Protection
Bank angle protection keeps roll rate and bank angle to the limits given by the
flight manual.
Inside the normal flight envelope, positive spiral stability is introduced above
33 bank angle. If the side stick is released with a bank angle greater than 33 ,
the bank angle reduced automatically close to 33 or below.
Up to 33 bank angle, the roll attitude is held constant with the stick in at
neutral
If full stick deflection is maintained, the bank angle is limited to 67 (indicated
by green symbols ” = ” on PFD).
If angle of attack protection or high speed protection is operative, the bank 67
angle is limited to 45 .
Yaw Damping
A yaw damper is provided to damp dutch roll.
It is active in roll normal law.
Turn Coordination
Turn coordination is active in roll normal law only.
Figure 21 PFD – Roll Normal Law Protection

(EFCS) 27−90
Max roll rate Max bank angle

15 /sec
GRND
MODE
67
A/C IN FLIGHT
0.5s
PITCH ATT
ABOVE 8 DEG.
Automatic pitch trim
FLT inhibited when bank
MODE above 33
A/C ON 0.5s
GROUND
33
GRND
MODE
Max bank angle in case of

high speed or high AOA
protection
45
Figure 22 Roll Normal Law Protection
(EFCS) 27−90
ROLL DIRECT LAW (ALTERNATE YAW)

Roll direct Law
The roll direct law provides a direct stick to surface position relationship. Turn SURFACES
coordination is lost, the rudder is operated by the pedals. DEFLECTION
The gains are automatically set according to slat/flap configuration.
In clean configuration, the maximum roll rate is about 30 /sec.
FLIGHT
In slats extended configuration , it is about 25 /sec.
MODE SIDE STICK
To limit the roll rate, the roll direct law uses only ailerons and spoilers 4 and 5. NORMAL DEFLECTION
If spoiler 4 has failed it is replaced by spoiler 3. LAW
If the ailerons have failed, all roll spoilers become active.
Overrideable limitation symbols are displayed amber on the PFD.
The bottom of the speed scale is red.
FAILURE
Alternate Yaw Damping
In roll direct law, alternate yaw damping is active. Damper authority on the
rudder is limited to ± 5 .
DIRECT
LAW
x x
Figure 23 Electric Flight Control Laws

(EFCS) 27−90
This diagram summarizes the roll

reconfiguration
ROLL NORMAL
FAILURE OF: FAILURE OF:
2 ADR or 2 IR 2 FAC or Emergency

or Pitch Normal loss G and Y power
Hyd LO PR supply from
or 3 ADR batteries
2 ELAC or (B and G)
or 3 IR
or 2 Ailerons
All Spoilers
ROLL DIRECT LAW ROLL DIRECT LAW

Ailerons Ailerons and
Spoilers Spoilers
Ailerons and
Spoilers
YAW ALTERN. LAW YAW MECHANICAL
Emergency generator
(from RAT) and crew
action on FAC 1
Figure 24 Control Law Reconfiguration
ELAC SYSTEM
27−93
27−93 ELAC SYSTEM

ELEVATOR AILERON COMPUTER (ELAC) COMPONENT DESCRIPTION
General
The two ELACs are in charge to control the Elevators, the Ailerons and the
position of the THS (Trimmable Horizontal Stabilizer).
Power Up Test
The two ELAC units are located in the avionic compartment on panel 80VU.
The ELAC case is of the ARINC 6OO standard. The computers are made by The power−up test is initiated when power is applied. After test is passed the
Thomson and are based on MOTOROLA 68000 microprocessors. As the ”F/CTL” page will display ”ELAC” in green.
SECs are used as back−up for the ELACs, these computers are for safety During the test the ECAM ”F/CTL” page will display ”ELAC” in amber and
reasons developed and produced by another vendor, Sextant, and the aileron servo control amber boxed. The ”FAULT” legend in the ELAC switch will
microprocessors are based on INTEL 80186 technology. illuminate for a specific time (depending on A/C condition).
The computer consist of 10 electronic boards which are plugged in from the ECAM warning:
front of the unit when opened. The COM unit consist of five boards and the F/CTL ELAC 1 (2) FAULT
MON unit also five boards, separated by a center partition. Each computer has
Power−up and Pressure−up tests are performed without surface movement.
its own power supply located at the longitudinal mid plane.
The ten internal boards are as follows, in the MON unit:
MAN: Monitoring Analog Board
MPU: Monitor Processing Board
MDG: Monitor Digital Board
MSP: Monitor Slave Processing Board
MPS: Monitor Power Supply
In the COM unit:
CPS: Command Power Supply
CDG: Command Digital Board
CPU: Command Processing Board

CAN: Command Analog Board
CPS: Command Slave Processing Board
FRA US/T-5 HeM Apr 01, 2010 04|−93|ELAC|L3/B1/B2 Page 42

ELAC SYSTEM
27−93
ARINC ARINC ANI/ANO

429 429
I/O I/O I/O
ANI
MONITOR MONITOR COMMAND COMMAND

DIGITAL ANALOGIC DIGITAL ANALOGIC
BUS BUS
MONITOR MONITOR MONITOR COMMAND COMMAND COMMAND

SLAVE PROCESSOR POWER SLAVE PROCESSOR POWER
PROCESSOR UNIT SUPPLY& RLY PROCESSOR UNIT SUPPLY
0 0 1
DSO DSO
ARINC 429 DSI RELAY ARINC 429 DSI RELAYS
Figure 25 ELAC Internal Boards

ELAC SYSTEM
27−93
ELAC INTERFACES
The two ELACs receive a number of inputs, digital as well as discrete or
analogues from various aircraft systems. The inputs are distributed to both the
COM and to the MON section in both computers.
The computers COM and MON sections will all calculate a output, transmitted
via the safety relays to the servo control units, provided the individual computer
COM and MON sections agree in the calculated outputs
The ELACs will both perform the calculations, and the stand−by unit will thus
be ready for take−over with calculated signal when required.
The ELAC output is transmitted to the Aileron servo actuators for roll command
and to the Elevator servos for Pitch command and to the THS for Pitch trim.
The ELAC outputs are in addition send to the FACs for automatic turn
coordination, to the SEC’s for automatic roll spoilers and to the FCDC’s for
indications and CFDS access.
The COM unit of the ELACs performs two main functions:
slaving proper with elaboration of the servo valve current.
monitoring of the generated current through re−reading of the servo valve
current.
The MON unit has the two main functions:
comparison between the deviation signal of the MON channel and the servo
valve current received from the COM unit.
comparison between aileron position and the order elaborated in the MON.
The monitoring function are passive when the LAF becomes active.

ELAC SYSTEM
27−93
D/A SAFETY
CONV RELAYS
PITCH
ANI
SERVO LOOP
INP VALIDATION
ROLL
DSI
ELAC CONTROL SWITCH
SFCC
ACCELEROMETERS LAF
HYD. LOW PRESS. SWITCH GREEN DGI
HYD. LOW PRESS. SWITCH BLUE
HYD. LOW PRESS. SWITCH YELLOW LOGIC
LAF ACCU PRESSURE
CPT. SIDE STICK COM FAC 1/2
F/O SIDE STICK VALIDATION
COM/MON XTALK
COMPARISON FCDC 1/2
RUDDER PEDALS MON
ADIRS
SAFETY SEC 1/2/3
SEC 1/2/3.
RELAYS
HYD. PRESS. TRANSMITTER GREEN PITCH
HYD. PRESS. TRANSMITTER BLUE ANI TO SERVOCONTROLS
INP VALIDATION
SERVO LOOP
HYD. PRESS. TRANSMITTER YELLOW
FAC 1/2
ROLL
FMGC 1/2 DSI

FCDC 1/2
LAF
DGI
LOGIC
Figure 26 ELAC Interfaces

SPOILER
27−60
27−60 SPOILER
SPEEDBRAKES SYSTEM DESCRIPTION
Speed Brakes Control Speed Brake Control Transducer Unit
The speed brakes are controlled by the speed brake lever and achieved by the The speedbrake control is achieved through a specific unit located on the aft
spoilers 2, 3 and 4. left part of the center pedestal.
The surface deflection is depend on the speed brake lever position up to This unit is also used for ground spoiler function−preselection.
maximum 40 for panel 3 and 4, max. 20 for panel 2. The control lever zero position is locked in maximum forward position and the
On A321 all surfaces deflect to max. 40 . lever is moved in aft direction to extend speedbrakes.
Speed brake extension is inhibited in following cases: it is necessary to push the handle to move the lever out of the zero position.
SEC 1 and 3 fault Ground spoiler preselection is achieved from zero position by pulling the
Elevator L or R fault (in this case only SPLR 3 & 4 are inhibited) handle (a slight lever forward position is then induced due to the special
mechanical design).
Angle of attack protection is active
The input lever drives one end of a axis which has a friction brake at the other
In FLAPS FULL configuration (A318/319/320) or FLAPS 3 position (A321)
end to provide an artificial feel and to freeze the lever position when it is out of
If speed brakes are extended, they automatically retract and kept retracted until the zero selection.
inhibition condition disappears and lever reset.
A duplicate system is used to drive two sets of potentiometers.
When one surface is failed on one wing, the symmetric one on the other wing
The mechanical design is such that a single mechanical failure is not able to
is inhibited.
cause simultaneous loss of the two potentiometer drives or to disconnect input
For surfaces 2, 3 and 4 which perform roll and speed brake functions, the roll lever and to forbid in the same time the brake to freeze the position.
function has priority:
The COM unit of each SEC computer is connected to one potentiometer of
When the sum of a roll order and a simultaneous speed brake order on one set, the MON unit being connected to a potentiometer of the other set.
surface is greater than the maximum deflection achievable in flight, the
symmetrical one is retracted until the difference between the two surfaces is
equal to the roll order.
The position of all surfaces is indicated on the lower ECAM display unit via
the Flight Control Data Concentrators
− Flight Control Page
− Wheel Page (ground spoilers)
FRA US/T-5 HeM Apr 01, 2010 05|−60|SpeedBrake|L2/B1/B2 Page 46

SPOILER
27−60
SPD BRK CONTROL

TRANSDUCER
UNITS
ADC IRS
SFCC CFDIU
FMGC
SEC 1 SEC 2 SEC 3 FCDC 1 FCDC 2
SERVO CTL G
PRESSURE
SWITCHES B DMU
Y
Y B Y Y B Y
4 3 2 2 In order to perform the test of spoiler#1 (only on ground)

3 4
a 6 extension is possible with the speed brake control lever
SPEED BRAKE SURFACES SPEED BRAKE SURFACES
Figure 27 Speed Brake Schematic

FRA US/T-5 HeM Apr 01, 2010 05|−60|SpeedBrake|L2/B1/B2 Page 47
SPOILER
27−60
GROUND SPOILER CONTROL DESCRIPTION

GRND. SPOILERS
The ground spoiler control is entirely automatic. Achieved by the spoilers HANDLE ARMED
1 to 5. The maximum deflection is 50 with a deflection rate of 30 /sec.
THRUST LEVERS
The Ground Spoilers are armed : AT IDLE
when the speedbrake control lever is pulled up into the ARMED position.
Ground Spoilers automatically extend (when armed): ONE THRUST LEVER

both thrust levers at forward idle and both MLG touch down (Flight/Ground IN REVERSE
Transition) OTHER THRUST LEVER
OR AT IDLE
during TO run at speed greater than 72kts and both thrust levers retarded at
forward idle SPOILERS
WHEEL SPEED > 72 KTS *
(BOTH MLG) EXTENSION
Ground Spoilers automatically extend (not armed):
when both MLG touch down and reverse is selected on at least one engine
(remaining engine at idle) RA < 6 FT
OR
during TO run at speed greater than 72kts and reverse is selected on at LGCIU FLT / GRD
TRANSITION
least one engine (remaining engine at idle).
Ground Spoilers partially extend:
ONE THRUST LEVER
when reverse is selected on at least one engine (remaining engine at idle) IN REVERSE PARTIAL
and one MLG is compressed. SPOILER
OTHER THRUST LEVER EXTENSION
This partial extension (10 ), by decreasing the lift, will ease the
AT IDLE
compression of the second MLG, and consequently will lead to the normal
ground spoiler extension. ONE MLG
COMPRESSED
SEC
Note:
The speed brake handle will not move during spoiler deflection or retraction. * Condition on wheel speed is inhibited after FLT/GRD transition
The condition is rearmed if wheel rotation stops
The spoiler position will be displayed on the lower ECAM display WHEEL Consequently after an a/c bounce (a/c airborne)
PAGE − the spoilers remain extended with thrust levers at idle
− the spoilers retract if thrust is increased above idle, and
extend again after the next touch down.
Figure 28 Ground Spoiler Extension
FRA US/T-5 HeM Apr 01, 2010 06|GrdSpoil|L2/B1/B2 Page 48

SPOILER
27−60
CFDIU FMGC
DMU
FCDC 1 FCDC 2
GRD SPLR PRESELECTION B

L OR R ENGINE REVERSE
G
SEC 1 SEC 2 SEC 3 Y
L OR R ENGINE IDLE (MANUAL MODE)
FMGC (A/P MODE) TO BSCU
MLG COMPRESSED
WHEEL SPEED > 72 kts

G Y B Y G G Y B Y G
5 4 3 1 1 2 3 4 5
2
GRD SPOILER SURFACES GRD SPOILER SURFACES
Figure 29 Ground Spoiler Schematic

FRA US/T-5 HeM Apr 01, 2010 06|GrdSpoil|L2/B1/B2 Page 49
SPOILER
27−60
SPOILER SCU COMPONENT DESCRIPTION

Spoiler Servocontrol MEL and Deactivation
On A320 there are two types of servocontrols with different overall dimensions: The spoiler servocontrol is a MMEL item. To deactivate the spoiler
the inboard type for spoilers 1, 2 and 3 servocontrol, disconnect the electrical connector from the receptacle of the
servocontrol.
the outboard type for spoilers 4 and 5
When you deactivate a spoiler servocontrol, you must also deactivate the
The outboard type is larger than the inboard type because the spoilers 4 and 5
symmetrical servocontrol on the other wing.
are faster due to their use for the Load Alleviation Function (on A318/319/A321
the inboard type is used for all spoiler surfaces). The detailed procedure is given in the AMM.
The spoiler actuators can operate in:
Active mode
Biased mode.
Locked mode.
In Active mode the spoiler actuator is hydraulically supplied. The SEC will
signal the servo valve and the spoiler panel will extend or retract according to
the input. The LVDT in the actuator piston will provide position feedback to the
SEC.
Pressure is applied to the by−pass valve (3) and to the plunger (7) which holds
the closing valve (6). The two actuator chambers are connected to the servo
valve control lines.
Biased mode becomes active if the electrical control signal is lost. The servo
actuator is pressurized. The biased servo valve pressurizes the retraction
chamber, the actuator stays pressurized and the spoiler panel remains
retracted.
Locked mode becomes active if the hydraulic pressure is lost. The closing
valve(6) closes the retraction chamber. The spoiler panel can only be moved
towards the retracted position, pushed by the aerodynamical forces.

A manual mode is available for maintenance use. The actuator must be
depressurized, by turning the maintenance unlocking lever the spoiler panel
can be raised for inspection purposes.
FRA US/T-5 HeM Apr 01, 2010 07|SpoilSCU|L3/B1 Page 50

SPOILER
27−60
1
2
3
R U2 U1 P
5
9
4
10
6 10
7
ELECTRICAL CONNECTOR MAINTENANCE UNLOCKING DEVICE 8
(NEW VERSION)
ROD EYE 11 MAINTENANCE UNLOCKING DEVICE

ADJUST (OLD VERSION)
O
1. SERVOVALVE
2. CHECK VALVE 7. PLUNGER
M
3. BY−PASS VALVE 8. PRESSURE INCREASING VALVE
4. CALIBRATED VALVE 9. MAINTENANCE PRESS. INHIBITING VALVE
5. ANTI CAVITATION VALVE 10. MAINTENANCE UNLOCKING CRANK LEVER
6. CLOSING VALVE 11. FEEDBACK TRANSDUCER ( LVDT )
Figure 30 Spoiler SCU
FRA US/T-5 HeM Apr 01, 2010 07|SpoilSCU|L3/B1 Page 51
FLIGHT CONTROLS A320
SPOILER
27−60
LOAD ALLEVIATION SYSTEM FUNCTION AND ACCELEROMETERS

General Accelerometers
The load alleviation function (LAF) permits to alleviate the loads imposed on Vertical acceleration values are needed for pitch control laws and also for Load
the wings upon gust application. This is done through the simultaneous upward Alleviation Function.
deflection of the two ailerons and of the spoilers 4 and 5 at very high rate Four specific accelerometers are fitted in the fuselage (FWD cargo
(200 /sec). compartment) for this purpose.
The LAF orders are added to those generated by other laws. each of them receives 28 V DC and delivers on four separate outputs an
analog signal representative of the vertical acceleration referenced to the
Note:
aircraft body.
The LAF system, with accumulators and special servo control units, is only
each output is connected to a COM or MON unit of ELAC or SEC.
installed on early A320 versions.
On a/c equipped with sharklets LAF is active without special hardware and Note:
spoilers 4 and 5 may be operated independent from the ailerons. Since the accelerometers are also used for pitch control laws they are still
installed even if the a/c is not equipped with the LAF function.
Description
The load alleviation function, which operates through the ailerons and spoilers LAF Accumulators
4 and 5, becomes active only in condition of turbulence in order to relief wing The high hydraulic fluid demand required to achieve the rapid spoiler panel
structure loads. movement are provided by four hydraulic accumulators located in the wing
The high hydraulic demands required to archive the rapid surface movements trailing edge close to the spoiler panels.
are provided with the help of dedicated accumulators. The accumulator is a cylindrical type with an internal rubber bladder.
The LAF becomes active when the difference between a/c load factor and pilot The accumulator has a total volume of 1ltr and the gas precharge pressure is
demanded load factor exceeds 0.3 g in which case: 130 bar (1885 psi)
the ailerons are deflected symmetrically upwards (order computed by the A pressure transducer monitors the accumulator pressure. The pressure signal
ELACs) is send to the FCDCs, in case of low pressure a ”LAF DEGRADED” message
− Maximum 10° added to roll demand, if any. will be displayed on the ECAM F/CTL page.
the spoilers 4 and 5 are deflected symmetrically (order computed by the
LAF Degraded Law
SECs)
If the LAF NORMAL LAW can not be achieved, a DEGRADED LAW is
− Maximum 25° added to roll demand, if any.
provided.
The load alleviation function is inhibited with:
Depending on failures or failure combinations (e.g. servo, computer,
FLAPS lever not in 0 position. accumulator failures) the surface deflection rate and the deflection angle may
Speed below 200 kts. be changed and a “LAF DEGRADED“ message may be displayed.
Slats/Flaps wing tip brake engaged.
Pitch direct law.
Pin programming
FRA US/T-5 HeM May 08, 2013 08|LAF&Accel|L2/B1/B2 Page 52

FLIGHT CONTROLS A320
SPOILER
27−60
LOAD ALLEVIATION LAF ACCU LOAD ALLEVIATION
L.AIL G Y Y G R.AIL
B G G B
5 4 4 5
2
FCDC 1
TO ELAC & SEC‘s
1
SEC 2
2
ELAC 1
ÂÂÂ ÂÂÂ ÂÂÂÂ

ÂÂÂ
3
2
2 A
SFCC 1 ADIRS 1
ÂÂÂÂÂÂ ÂÂÂÂ
ÂÂÂ
1 ACCLRM 2 3 ACCLRM 4
Figure 31 LAF Schematic
FRA US/T-5 HeM May 08, 2013 08|LAF&Accel|L2/B1/B2 Page 53
SEC SYSTEM
27−94
27−94 SEC SYSTEM

SPOILER ELEVATOR COMPUTER (SEC) COMPONENT DESCRIPTION
General
The three SECs are located in the avionic compartment. Number 1 and 2 at Output to the Elevators and the THS is through mon relays in series with the
panel 83VU and 84VU and number 3 at panel 93VU. com relays.
The SECs are equal and interchangeable. The computer will know its The output to the spoiler servos are transmitted from the com through com
installation position by pin programming and will know which surfaces it is relays for which the power supply and activation commands are generated by
controlling. the mon channel.
The three SECs are controlled by switches on the overhead flight control panel. Input to the SEC’s are from the sidestick or from the FMGS. The roll spoiler
SEC 1 on the left and SEC 2 and 3 on the right hand side. When the SEC is signal is received from the ELAC’s.
active the light in the switch will be extinguished.
Power Up Test
The SECs are manufactured by Sextant in france and is organized around two
channels, one command and one monitor channel using INTEL 80186 Power−up test is performed when the SEC PB switch is activated or when
microprocessors. power is applied. The ”FAULT” legend in the switch will be illuminated for a
specific time.
The command channel receives analog sensor data, ARINC data and discrete
signals and uses them to calculate the commands used to drive the The ECAM. F/CTL page will indicate SEC 1−2−3 in amber and associated
corresponding servo valve. The connection between the computer and the elevators and spoiler legends will be crossed amber during the power up test.
servo valve is analog signal. ECAM warning:
The monitor channel receives independently transducer data required to F/CTL SEC 1 (2) (3) FAULT during 23sec approx.
compute the control laws. The mon section will monitor the computations from
the com channel and in particular the servo loop.
Data are exchanged between the two channels in order to perform
consolidation and synchronization. A high−speed ARINC bus is used for this
purpose.
The com and the mon channels each performs five main functions:
lnput management
control law computation and synchronization
servo loop processing
engage logic
output management.
FRA US/T-5 HeM Apr 01, 2010 09|−94|SEC|L3/B1/B2 Page 54

SEC SYSTEM
27−94
DGI DCS/ACS
DGO DGO
DSI(PB) BIPORT DSO
I/O I/O
SEC 2 RAM SPC
DSO −MP 80186 ANI 2
1KB −MP 80C86
−RAM 16KB (POS XDCR)
ANI 1 −RAM 4KB
−REPROM
WD −REPROM
ANI 4 −EEPROM ANI 5
SEC 1 ANI 6 SAFETY

RELAY ANO 4
POWER ENGAGE
SEC 3 DCS(28V)
SUPPLY LOGIC
COM
MON ANO 1
DGI ANO 2
ANO 3
DGO
DSI(PB) BIPORT
I/O I/O DCS/ACS
RAM
DSO −MP 80186 SPM
1KB DGO
−RAM 16KB −MP 80C86
ANI 1
−REPROM −RAM 4KB
WD DSO
ANI 4 −EEPROM −REPROM
ANI 2
ANI 6 SAFETY
RELAY ANI 3
(SERVO
POWER ENGAGE VLV POS)
DCS(28V)
SUPPLY LOGIC
ANI 7
Figure 32 SEC Internal Boards

FRA US/T-5 HeM Apr 01, 2010 09|−94|SEC|L3/B1/B2 Page 55
RUDDER
27−20
27−20 RUDDER
RUDDER SYSTEM DESCRIPTION
Basic System Description
Yaw control is achieved by the single rudder surface hinged to the trailing edge The rudder pedals are connected via a cable run directly to the servo actuator
of the vertical stabilizer. The maximum deflection is 30 left and right. The control valves, giving the pilots a possibility to take manual control of the rudder
rudder is activated by three independent hydraulic servo actuators operating in whenever required.
parallel, using all three hydraulic systems as power source. The left and right hand rudder pedal mechanism is connected by pushrods and
The rudder is controlled by the FAC (Flight Augmentation Computer) 1 and 2. is located under the cockpit floor.
Number 1 normally in command, number 2 as back up. Input to the FACs are The pedal movement will also activate two position transducer connected to
signalled from the FMGCs, the ELACs and from the rudder trim panel on the ELAC 1 and 2. From the ELACs the signal is transmitted to the BSCU (Brake
pedestal. Steering Control Unit), making it possible to steer up to 6 .
The FAC will calculate commands for Rudder Trim and Rudder Limitation. In The mechanical input to the rudder servo control units is limited by the position
addition the FAC will also calculate characteristic speeds displayed on the PFD of the Rudder TLU (Travel Limitation Unit). The input rods will also act against
(Primary Flight Display). the Artificial Feel & Trim Unit.
The electrical steering command calculated by the FAC is send to the two A centering spring device at the end of the input rod will keep the control valves
hydraulic operated Yaw Damper servo actuators, located in the lower part of in the center position in case of a broken control rod.
the vertical stabilizer, one will be in active mode and the other at the same time
The rudder position is sensed by a transducer unit signalling the DFDR and the
in stand−by mode.
SDAC for position display on the ECAM F/CTL page.
Turn co−ordination and yaw damping is calculated by the ELAC in command
A reference mark is painted on the rudder and on the reference structure.
and transferred to the FAC for rudder command.
The turn co−ordination and yaw damping functions are available also in manual
flight, with the FMGC in off line condition.
FRA US/T-5 HeM Apr 01, 2010 01|−20|SysDescr|L2/B1/B2 Page 56

RUDDER
27−20
ENGINE CENTERING SPRING

&
WARNING TRAVEL
DISPLAY LIMITATION
UNIT SERVO CONTROL
SIDE STICK INPUTS

F/CTL
RUDDER SURFACE
GBY
ELAC 1 ELAC 2 FAC 1 FAC 2 FMGC 1 FMGC 2 DFDR
.
TRDCR.
G&Y UNIT
HYDR. PRESS.
YAW
DAMPER
PEDAL POS. TRDCR. SERVO
TO BSCU UNIT UNITS
PEDAL ADJUSTMENT DEVICE ARTIFICIAL SOLENOID

FEEL & TRIM UNIT
INTERCONNECTING ROD
TRIM ACTUATOR
TRANSDUCER UNITS
TENSION REGULATOR
Figure 33 Rudder Control Schematic
FRA US/T-5 HeM Apr 01, 2010 01|−20|SysDescr|L2/B1/B2 Page 57
RUDDER MECHANICAL CONTROL
27−21
27−21 RUDDER MECHANICAL CONTROL

CONTROL COMPONENTS DESCRIPTION
Rudder manual control is available at all times. The manual control is achieved
by a cable run from the interconnected pedals directly to the differential
mechanism.
Via pushrods the pedals are connected to a forward bellcrank under the cockpit
floor.
an adjuster which consist of a crank controlled screwjack is used to adjust
the position of the pedal assembly.
The bellcrank contains a tension regulator, automatically compensating for
thermal changes in the cable tension.
it has a provision for the installation of a special tool used t install the
regulator on the aircraft.
The single set of cables are routed under the cabin floor to the stabilizer
compartment, to the aft pulley sector and further by pushrods to the differential
mechanism.
Rigging holes are provided in the sectors, in the pedal mechanism and in the
differential mechanism.
FRA US/T-5 HeM Apr 01, 2010 02|−21|MecCtl|L3/B1 Page 58

RUDDER MECHANICAL CONTROL
27−21
25
CENTERING SPRING ROD
SERVO
STOPS CONTROL
TRAVEL LIMITATION UNIT
PEDAL POSITION
TRANSDUCER
INPUT SPRING ROD
ADJUSTABLE
BELLCRANK
TENSION
REGULATOR PIN HOLES
PIN HOLE
ARTIFICIAL FEEL UNIT
TRIM ACTUATOR
PIN HOLE
ZERO
MARK
RUDDER POSITION
ADJUSTMENT SCALE PIN HOLE TRANSDUCER
Figure 34 Rudder Mechanical Control

FRA US/T-5 HeM Apr 01, 2010 02|−21|MecCtl|L3/B1 Page 59
RUDDER HYDRAULIC ACTUATION
27−24
27−24 RUDDER HYDRAULIC ACTUATION

RUDDER SERVOCONTROL COMPONENT DESCRIPTION
The three servo actuators located in the trailing edge of the vertical stabilizer
are equal and interchangeable. The actuators are all mechanical and does not
contain any electrical connections.
The input lever (10) is activated by the push rods connected to the differential
mechanism receiving steering command from the pedals or from the yaw
damper servo actuators, making all three servos operate simultaneously.
The input lever activates the control valve (8) causing the piston to change
position. Movement of the unit will activate the feed−back rod (12) and the
movement stops.
In case of pressure loss, the spring (4) position the damping and pressure relief
valve to the by−pass position. This will permit the fluid to transfer between the
chambers, passing the damping orifice. The remaining pressurized actuators
will be able to control the surface.
With parked, unpressurized aircraft the relief valve will also be in by−pass
position and providing damping for wind gusts up to 80 knots.
The two anti−cavitation valves (7) permits suction of hydraulic fluid to
compensate for thermal retraction when in damping mode.
FRA US/T-5 HeM Apr 01, 2010 03|−24|SCU|L3/B1 Page 60

RUDDER HYDRAULIC ACTUATION
27−24
9
P
5
2 R
3
6
4
7
RUDDER SCU
8 12
1. FIXED STOP 1
2. PISTON
3. PISTON
4. SPRING 11
5. DAMPING & PRESSURE RELIEF VALVE
6. DAMPING HOHLE
7. ANTI CAVITATION VALVE 10
8. CONTROL VALVE
9. HEATING ORIFICE
10. INPUT LEVER
11. ROTARY INPUT LEVER
12. FEEDBACK ROD
Figure 35 Rudder Servo Control

FRA US/T-5 HeM Apr 01, 2010 03|−24|SCU|L3/B1 Page 61
RUDDER TRIM ACTUATION
27−22
27−22 RUDDER TRIM ACTUATION

RUDDER TRIM SYSTEM OPERATION
The rudder trim is achieved by the electrical Rudder Trim Actuator via Artificial
Feel and Trim unit located in the lower part of the vertical stabilizer.
The rudder trim unit activates the input pushrods to the rudder actuators and
will provide the rudder with a new neutral position or ”anchoring point” when
activated. The movement will also reposition the rudder pedals.
The trim actuator consist of two electrical motors. In normal operation FAC 1
with motor 1 are in charge with FAC 2 and motor 2 synchronized as back up.
The rudder trim actuator is controlled by the FACs and can operate in manual
mode or automatic mode when the autopilot is engaged.
In manual mode the rudder trim panel on the center pedestal is used as input.
Holding the switch will cause the rudder to move at a constant speed of 1 /sec
up to 20 (25 on A318/319) left or right.
In automatic flight the automatic yaw trim is active. Rudder trim is calculated by
the FAC and the FMGC. In case of engine failure, rudder trim is automatically
applied.
The actual rudder trim actuator position is displayed in digital on the trim panel,
in addition to the position on the F/CTL page.
A reset switch on the trim panel will cause the rudder to revert to neutral
position when activated.
FRA US/T-5 HeM Apr 01, 2010 04|−22|TrimSys|L3/B1 Page 62

27−22
Max man trim:

+/- 25 on A318/319
+/- 20 on A320/321
F/CTL
RUDDER SURFACE
GBY
FAC 1 FAC 2
(CHAP. 22) (CHAP. 22)
TRIM ORDERS
FROM FMGC
FROM RVDT
3&4
RUDDER TRIM
ACTUATOR
RVDT
S0LENOID
MOT MOT 1 2
2 1
ELEC ELEC 3 4
MODULE MODULE
1 2 RVDT STOP
REDUCTION GEAR TO FAC 1/2 ARTIFICIAL

FEEL&
TORQUE LIMITER TRIM UNIT
Figure 36 Rudder Trim Control Schematic

FRA US/T-5 HeM Apr 01, 2010 04|−22|TrimSys|L3/B1 Page 63
27−22
RUDDER TRIM/ARTIFICIAL FEEL COMPONENTS

DESCRIPTION
Rudder Trim Actuator
The rudder trim actuator consist of two 3−phase motors installed on the same
shaft (but they are electrically independent and controlled by independent
electronic assemblies).
The motors are permanently coupled to a reduction gear driving the output
shaft via a torque limiter.
non−locking rotary stops limit the actuator stroke
The output shaft after the torque limiter are internally duplicated by a second
shaft (this duplication prevents the loss of the four transducers if there is a
single rupture). The two output shafts drives four inductive transducer units
(RVDT) used as feedback to the FACs.
The primary shaft with two RVDT’s is serving the COM in FAC l and the MON
in FAC 2 and the secondary shaft serves the COM in FAC 2 and the MON in
FAC l.
Artificial Feel & Trim Unit

An artificial feel and trim unit is installed in the vertical stabilizer. The purpose
with the system is to provide a artificial feel load on the rudder pedals in
RECUCTION GEAR
proportion to the rudder deflection. The system will also take care of centering
of the surface to neutral in the absence of control input.
The artificial feel and trim unit consist of a trim screwjack and a constant RVDT‘S
resting load spring rod kept in the neutral position by the trim screwjack. MOTOR MOTOR
2 1 2
When the autopilot activates the rudder trim, the upstream signal to reposition 1
the pedals is provided by the artificial feel unit.
The unit also comprises a system which overrides the A/P.

this system is engaged by a solenoid when the A/P mode is selected.
3 4
ELECTRONIC ELECTRONIC
MODULE MODULE RVDT‘S
1 2 TORQUE LIMITER
Figure 37 Rudder Trim Schematic
FRA US/T-5 HeM Apr 01, 2010 05|TrimAct|L3/B1 Page 64

27−22
ARTIFICIAL FEEL & TRIM UNIT

RUDDER TRIM ACTUATOR
Figure 38 Rudder Trim/Artificial Feel Components

FRA US/T-5 HeM Apr 01, 2010 05|TrimAct|L3/B1 Page 65
YAW DAMPER ACTUATION
27−26
27−26 YAW DAMPER ACTUATION

RUDDER YAW CONTROL SYSTEM DESCRIPTION
General Yaw Mechanical
The yaw orders for turn coordination and yaw damping are computed by the The mechanical rudder control, which is available at all times, must be used
ELACs and transmitted to the FACs. when following failures occur:
In flight, yaw damping and turn coordination functions are automatically. 2 FACs or 3 ADRs or 3 IRs or G+Y hydraulic low pressure, or electrical
The electrical steering command is send to the two hydraulic operated yaw power on batteries only.
damper servo actuators. They drive the aft control via a differential linkage. NOTE: In case of a dual FAC failure, a specific channel in each FAC
the yaw damper servo actuator orders are added to those of the pilots up to selects the rudder limit low speed configuration when the slats
the maximum travel that the TLU permits. are extended.
One of the two actuators is active (green hydraulic system), the other (yellow
hydraulic system) remains in standby (synchronized) and will take over in case
of failure.
There is no feedback to the rudder pedals from yaw damping and turn
coordination function.
In the event of a double hydraulic failure, a centering spring (yaw damper
return spring rod) sets the two yaw damper servo actuators to the neutral
position.
Alternate Law
The alternate yaw damper law computed in the Flight Augmentation Computer
becomes active if the roll normal law fails. Turn coordination is not longer
available.
The alternate yaw damper law also becomes active in case:
2 ADRs or 2 IRs or 2 ELACs or both ailerons or all spoilers fail or G+B

hydraulic low pressure or loss of pitch normal law.
The alternate law in FAC 1 is active with the emergency electrical supply
(emergency generator running)
The yaw damper authority is limited to +5 rudder deflection.
FRA US/T-5 HeM Apr 01, 2010 06|−26|YawCtl|L2/B1/B2 Page 66

27−26
SERVO
HYDR. CONTROL
SIDE STICK INPUTS PRESS
.
G Y
ELAC 1 ELAC 2 FAC 1 FAC 2 FMGC 1 FMGC 2
SOLENOID
YAW DAMPER TRANSDUCER
YAW DAMPER
RETURN
SPRING ROD
Y YAW DAMPER ACTUATOR
G
Figure 39 Yaw Control Schematic

FRA US/T-5 HeM Apr 01, 2010 06|−26|YawCtl|L2/B1/B2 Page 67
27−26
YAW DAMPER SERVO ACTUATORS COMPONENT DESCRIPTION

The two Yaw damper servo actuators are equal and interchangeable.
In active mode both solenoids (l) must be energized. The pressure will activate
the mode selector valves (3) against the spring force connecting the actuator
piston to the servo valve output (2).The pressure switch (5) will be ”open” when
both mode selectors are in the active mode. The feed back transducer (4)
provides servo loop feedback to the FAC.
The Yaw damper actuator is in by−pass mode when the solenoid valves are
de-energized. This will cause the selector valves to move to the rest position,
connecting the two piston chambers. The pressure switch remains open.
In case of electrical failure one solenoid valve becomes de-energized causing
one of the selector valves to change position and thereby activate the pressure
switch signalling the FAC.
Hydraulic failure will cause the actuator to switch to stand−by mode and the
pressure switch remains open.
FRA US/T-5 HeM Apr 01, 2010 07|YawDampSCU|L3/B1 Page 68

27−26
P R
U2 U1 R P
3
1
5
4
1. SOLENOID VALVE
2. SERVO VALVE
3. SELECTOR VALVE
4. FEEDBACK TRANSDUCER
5. PRESSURE SWITCH
Figure 40 Yaw Damper Servo Actuator
FRA US/T-5 HeM Apr 01, 2010 07|YawDampSCU|L3/B1 Page 69
RUDDER TRAVEL LIMITING
27−23
27−23 RUDDER TRAVEL LIMITING

RUDDER LIMITER SYSTEM OPERATION
Low Speed Configuration FAC Failure
Under 160 kts the stops are in low speed configuration. Full input/output lever If both FACs fail, the rudder travel limitation value is frozen immediately.
movement to the rudder servo control is available In this case, the stops return to the low speed configuration when the slats are
extended.
Variable Limitation
Thus, the pilot has full rudder deflection available
Between 160 and 380 kts the rudder deflection is limited as a function of a
speed . The corresponding law is computed by the FAC‘s. Travel Limitation Unit
High Speed Configuration The TLU has two brushless electric motors separately controlled by an
electronic assy.
Above 380 kts the stops are in high speed configuration. Only limited
input/output lever movement to the rudder servo control is available. Each motor drives a screw, via a reduction gear, and permits the symmetrical
linear displacement of two nuts used as adjustable stops. (The two nuts have
Deflection opposite pitches).
The adjustable stops will limit the output to the rudder servo control actuators
and thereby the rudder travel.
A non− locking rotary stop limits the stroke of one of the screw/nut assemblies
which are irreversible.
25
The movement of each screw is transmitted to a transducer unit, via a
reduction gear, which permits to indicate the position of the variable stops.
Two rigging pins are used to set the two input/output levers to the zero (mid
stroke) position.
To prevent icing, there is a heating system installed. It includes two heating
3.5 coils and their regulating thermostat.
Emergency Control Circuit

Speed When the two FACs can not longer achieve normal control, an emergency
160kts 380kts control brings back the stops to the low speed configuration (maximum
possible rudder deflection) when the leading edge slats are extended.
Figure 41 Rudder Limiter Operation For this the motors are used as 2−phase asynchronous motor energized by
26V 400 Hz power.
This control mode is achieved when the coil of a specific relay (each motor has
a relay) is energized for a period of 30 sec approx. This time is sufficient to
bring back the stops to the low speed configuration.
FRA US/T-5 HeM Apr 01, 2010 08|−20|RTL|L3/B1 Page 70

RUDDER TRAVEL LIMITING
27−23
TRAVEL LIMITATION UNIT
FAC 1 FAC 2
INPUT/OUTPUT LEVER TLU
ELECTRONIC POSITION
MODULE 2 TRANSDUCER
MOT MOT
1 SCREW 2
STOP SCREW ELECTRONIC

ADJUSTABLE
STOP MODULE 1
POS. TRANSD.
Figure 42 Travel Limitation Unit

FRA US/T-5 HeM Apr 01, 2010 08|−20|RTL|L3/B1 Page 71
ELEVATOR
27−30
27−30 ELEVATOR
PITCH CONTROL SYSTEM DESCRIPTION
General
Control of the aircraft in the Pitch axis is achieved by the two Elevators and the
THS (Trimmable Horizontal Stabilizer).
The side stick movement (fwd/aft) is signalled to the ELACs and the SECs.
ELAC 2 will be in command in normal configuration, operating the two inboard
servojacks supplied by the green and the yellow hydraulic system.
ELAC 1 will be in monitor mode and the two outboard servojacks (blue
hydraulic system) will be in damping mode.
In case of fault on ELAC 2 or the servojack, the backup will become active and
will maintain full control of the surface. If one servojack looses its electrical
supply it will be switched to centering mode.
In case of failure on both ELAC l and 2, control of the Elevators are
automatically switched to SEC 1 or 2 depending of the status.
Elevators
Two elevators hinged on the trimmable horizontal stabilizer ensure the pitch
control.
Two electrohydraulic servocontrols actuate each elevator. The position of the
elevator is shown on the lower display unit of the ECAM system F/CTL page
via the FCDC.
The maximum elevator deflection is:
30 nose up and 15 nose down
during take−off when the speed exceeds 70 kts the deflection is limited to
20 nose up and 15 nose down.
FRA US/T-5 HeM Apr 01, 2010 01|−30|PtchSyst|L2/B1/B2 Page 72

ELEVATOR
27−30
SIDE STICK SIDE STICK

PRIORITY PRIORITY
ENGINE
&
WARNING
DISPLAY
F/CTL FMGC FMGC
L R
ELEV ELEV
BG YB
FMGC
FCDC 1 FCDC 2 DMU FAC FMGC
SFCC CFDIU SFCC

ADC
SEC 1 SEC 2 IRS ACCELRMTR. ELAC 1 ELAC2
ACCELRMTR. ADC
ADIRS
IRS
PRESSURE SWITCHES PRESSURE SWITCHES PRESSURE

G/B/Y G/B/Y TRANSMITTERS
G/B/Y
SERVO
B G
CONTROL S S
Y B
ELEVATOR POSITON S S
UNIT E E TRANSDUCER UNIT E E
S=Servo Valve
ELEVATOR ELEVATOR
E=Electro Valve
Figure 43 Pitch Control Elevator Schematic

FRA US/T-5 HeM Apr 01, 2010 01|−30|PtchSyst|L2/B1/B2 Page 73
ELEVATOR
27−30
PITCH NORMAL LAW FUNCTIONAL OPERATION

The ”PITCH NORMAL LAW” is the basic mode for the pitch control. The law Ground/Flight Mode
elaborates a ”load factor demand” from the position of the side stick and the
inertial feed backs. The law is identified as ”flight envelope protections”,
including:
GRND
maneuver protection MODE
angle of attack protection
high speed protection
pitch attitude protection. A/C IN FLIGHT
The pitch computers senses the flight phase and can operate in: 5s
Ground mode PITCH ATT
Flight mode ABOVE 8 DEG.
Flare mode
R/A altitude, left and right shock absorber ground signal from the LGCIUs and
Longitudinal attitude from the ADIRS are used to detect the flight phase. FLT
In GROUND MODE the side stick output directly controls the Elevator position, MODE
also called ”PITCH DIRECT LAW”.
The auto stab trim is suppressed. Manual stab trim is available (4 A/C nose
down to13,5 A/C nose up). During take of, at 70 kts, the elevator deflection is
limited from 30 nose up to 20 nose up. RADIO ALT 1s 5s RADIO ALT
BELOW 50ft ABOVE 50ft
FLIGHT MODE becomes active after lift off. The automatic THS becomes
active and is progressively blended in over a period of 5 sec.
automatic pitch trim takes care of trim changes because of speed, thrust LDG/FLARE
and configuration. After each elevator deflection, it trims the aircraft at MODE
neutral elevator.
The ”LOAD FACTOR DEMAND” is active, sensing the side stick deflection, A/C ON
speed and CG (Center of Gravity) as calculating factors. With the stick in GROUND 5s
neutral position the systern will maintain a load of 1g in pitch, corrected for 5s
pitch attitude. Flight envelope protections are also active. PITCH ATT
BELOW 2.5 DEG.
FLARE MODE becomes active during decent at 50 ft R/A altitude. The pitch
attitude is memorized and maintained. At 30 feet the attitude is reduced to 2 GRND
nose down over a period of 8 sec. Pilot action is thus required to flare the MODE
aircraft prior to touch down.
At landing, the auto stab trim is faded out and the stab will revert to 0 position.
Figure 44 Pitch Normal Law
FRA US/T-5 HeM Apr 01, 2010 02|PtchNormLaws&Prot|L3/B1/B2 Page 74

ELEVATOR
27−30
ELEVATOR
+15
−16 +16
SIDESTICK
GRND VC > 70 kts −20

MODE
VC < 70 kts −30
LOAD FACTOR
A/C IN FLIGHT
5s + 2.5
PITCH ATT VC = VELOCITY COMPUTED FLAPS 0 OR 1
ABOVE 8 DEG.
+ 2.0
FLT
MODE FLAPS 2. 3. OR FULL
0 SIDE STICK
DEFLECTION
RADIO ALT RADIO ALT PITCH ATTITUDE
1s 5s −1
BELOW 50 ft ABOVE 50 ft
LIMIT
LDG LOAD FACTOR DEMAND

MODE SIDESTICK
DEFLECTION
A/C ON
GROUND LIMIT
5s
5s
PITCH ATT
PITCH REF. = PITCH AT 50 ft
BELOW 2.5 DEG.
GRND
MODE
8 sec
AT 30 ft
−2 PITCH
Figure 45 Pitch Law Diagram

ELEVATOR
27−30
FLIGHT ENVELOPE PROTECTIONS

AOA (Angle of Attack) Protection
The ∝ Prot system will prevent the pitch angle to develop into the stall area. The High Speed Protection system will limit the speed to VMO + 16 and Mach
The system also assist the pilots in a windshear situation. The ∝ Prot has the to MMO + 0.04 even if the pilot apply full forward stick. If full forward stick is
highest priority and is active from lift off to 100 ft radio altitude before landing. applied the speed will be maintained between VMO and VMO +16.
The ∝ Prot speed versus the A−O−A and aircraft configuration is calculated by With released side stick, the pitch channel will maintain VMO or the mach
the two FAC’s and are displayed on the speed scale on the left and right PFD. number at MMO. The system is deactivated when the speed returns to the
The scale indicates the min safe speed (VLS), the ∝ Prot speed and the VMM/VMO limit.
∝ Max speed.
Pitch Attitute Protection
In pitch normal law, when the angle of attack becomes higher than the a prot
threshold, the elevator control is switched to a protection mode where A−O−A The pitch attitude is limited to 30 nose up to 15 nose down. The nose up limit
is proportional to the side stick deflection. The ∝ Prot value is associated to a is reduced to 25 at low speed. The limits are displayed by green = symbols on
null order of the sidestick and the ∝ Max is associated to a full nose up the PFD.
command. The attitude limitation is calculated by the FAC’s and can not be overridden.
When ∝ Floor is reached the Auto Thrust System will trigger and provide full When alternate or direct law is active the protection is lost and the limit
take off power at both engines, regardless of the power lever position. symbols will change to amber ”X”.
The ∝ Max angle can not be exceeded, even if the side stick is pulled fully
Manoeuvre Protection
back, the ∝ Max angle will be maintained . When the stick is released the
A−O−A returns to and maintain the ∝ Prot angle. Manoeuvre protection will limit the load factor to + 2.5g to − 1g when the flaps
To deactivate the ∝ protection the side stick must be pushed forward more are retracted during high speed. The limit is changed to + 2g to 0g when the
than 8 . flaps are extended.
When the auto thrust system is triggered in the ∝ Prot situation, the center of The High Speed Protection and the Load Factor Protection when active will
the EPR indicators will display ”A FLOOR” in amber. inhibit automatic stabilizer trim.
High Speed Protection

High Speed Protection activates an automatic pitch up signal when the VMO or
VMM limit is exceeded. The VMO/VMM (VMO = Max Operating Speed;
VMM = Max Manoeuvre Speed ) is calculated by the FACs and is displayed on

the PFD speed scale as a red interrupted bar.
The overspeed protection symbol is also displayed on the speed scale and
consist of two green bars on the calculated VMO + 6 kts.
A positive load factor is demanded as soon as the speed becomes greater than
VMO + 6 or MMO + 0.01. A pitch up load factor demand with a max authority
of 0.75g is added to any pilot input. The pilot authority in the nose down sense
is reduced and can not overpower the automatic pitch up.

ELEVATOR
27−30
AOA Protection High Speed Protection
CZ AUTOTRIM
INHIBITED
ALTITUDE
V
LS
SPEED
V ∝ PROT MMO LIMIT
V ∝MAX
VMO
∝ PROT ∝ MAX CAS
∝ FLOOR ∝ CZ MAX MMO = MACH MAX OPERATING SPEED
VMO = MAX OPERATING SPEED
CZ = VERTICAL AIRSPEED CAS = COMPUTED AIRSPEED
Pitch Attitude Protection Manoeuvre Protection
LOAD FACTOR
PITCH LIMIT
2.5
30
2
25
1
0 EAS
10 10
0 VC
LOW HIGH −1
SPEED SPEED
−15
PITCH LIMIT
FLAPS UP
FLAPS DOWN
VC = VELOCITY COMPUTED EAS = EQUIVALENT AIRSPEED
Figure 46 Flight Envelope Protections
ELEVATOR
27−30
PITCH ALTERNATE LAW

The Pitch Alternate law becomes active when the information necessary for the The High Speed Protection is modified.
Normal Law can no longer be consolidated. Above VMO a nose up demand is introduced, the signal can be overridden.
Alternate Law can also be activated at certain system failures. The overspeed symbol at VMO + 6 is replaced by a amber ” X ” and a
In general normal law will be maintained when the following are operative: conventional aural overspeed warning is introduced at VMO + 4 kts, MMO +
0.01.
1FAC
The manoeuvre protection is similar to Normal Law.
1 SEC
1 ELAC Stability Augmentation
1 SFCC
1 R/A
2 IRSs FLIGHT
NORMAL ALTITUDE
2 ADCs
LAW
Thus a dual computer, sensor or hydraulic system failure will downgrade the
flight control channel to Alternate Law.
FAILURE VS MMO
In Flight Alternate Law the gains are dependant of the aircraft configuration.
The Pitch Rate is limited to 5 /sec
FLIGHT
The Pitch Flare Law is replaced by the Direct Law when the landing gear is ALTRN. VMO
extended LAW VC
In Flight Alternate Law, the Load Factor Demand will remain active and the L/G DOWN
Flight Envelope protection system is modified. 3s 3s L/G UP
FLAPS 3
The Pitch Attitude protection is deactivated, indicated by amber ”X” at the +30
and the −15 position on the PFD’s. DIRECT
The TProt is replaced by a Low Speed Stability protection. LAW
When the speed comes below a threshold of approximately 143 kts with slats A/C
extended or 173 kts in clean config a negative load factor is introduced to ON 5s 3s V LS

prevent the speed from further decrease. The PFD low speed scale is also GRD
modified. STALL
GRD WARNING
A aural ”STALL” synthetic voice warning with cricket sound is introduced at a
certain margin from the stall condition. MODE
Figure 47 Pitch Alternate Law
FRA US/T-5 HeM Apr 01, 2010 03|PtchDir&AltLaw|L3/B1/B2 Page 78

ELEVATOR
27−30
This diagram summarises the

pitch law reconfiguration
PITCH NORMAL
Double self−detected ADR or IR failure or

Double (2nd not self detected) ADR failure
(alpha disagree)
Double ELAC failure
Double hydraulic failure ( B + G or Y + G )
Loss of roll normal law due to:
.double aileron failure
.loss of all spoilers Double (2nd not
THS jammed self−detected)
Double SFCC slat channel failure IR failure
Double FAC failure
Emergency electrical supply
Triple IR failure.
Radio altimeters failure
(when L/G extended)
PITCH ALTERNATE
WITH REDUCED PROTECTIONS
Double (2nd not selfdetected) Crew action Crew action

ADR failure (Vcas or Mach (identification of (identification of failed
disagree) or triple ADR failure failed ADR) IR and ELAC reset)
PITCH ALTERNATE PITCH DIRECT

WITHOUT PROTECTIONS
Figure 48 Pitch Law Reconfiguration
ELEVATOR
27−30
PITCH DIRECT LAW

The Pitch Direct Law can come into effect if the Normal or the Alternate Law Autopilot Pitch Control
can no longer be maintained. Autopilot Pitch Control requires at least one operative ELAC. The A/P by
In Direct Law the elevator deflection is directly controlled by the side stick and means of the FMGC signals the ELAC. When the A/P is engaged the side stick
the automatic stab trim is frozen. No flight envelope protections are active. The will be frozen in the detent position. If the pilots override the detent threshold
stall and overspeed warnings are operating as in Alternate Law. the A/P will disconnect.
The Pitch Direct Law will also become active when the aircraft is operated in The A/P will also disconnect if:
Alternate Law and the landing gear is extended, or flaps 3 is selected. high speed protection active
When in Direct Law ”USE MAN TRIM” in amber is displayed in the PFDs. T protection active
Pitch Back Up is achieved through the manual operated THS. In this case the bank angle more than 45
side stick is inoperative and the PFDs will display ”MAN PITCH TRIM ONLY” in
red.
Abnormal Attitude Laws
An abnormal attitude law in pitch and roll is provided if the aircraft is in flight
and any of these conditions is exceeded:
Pitch attitude > 50 nose up or 30 nose down
Bank angle above 125°
Angle of attack > 30° or < −10° (−15 for A321)
Speed > 450 kts or < 60 kts
Mach > 0.91 or < 0.1
The law in pitch is the Alternate Law without protections (except load factor
protection) and without auto trim.
In roll it is a full authority direct law with yaw mechanical.

ELEVATOR
27−30
FAILURE PITCH DIRECT LAW
USE MAN TRIM

NORMAL
LAW
x x
ALTERN.
FAILURE
LAW
DIRECT
LAW
FAILURE
PITCH BACK-UP
(SIDESTICK INOP)
SURFACES
DEFLECTION
MAN PITCH TRIM ONLY
x x
SIDESTICK
DEFLECTION
Figure 49 Pitch Direct Law

ELEVATOR AND HYDRAULIC ACTUATION
27−34
27−34 ELEVATOR & HYDR. ACTUATION

ELEVATOR SERVO CONTROL COMPONENT DESCRIPTION
The four fixed body servo actuators are equal and interchangeable. The servo Centering mode becomes active in case of loss of power to all 4 controlling
actuators can operate in three modes. computers and hydraulic pressure are still present.
active mode The centering device (13) mechanically keeps the actuator in the center
damping mode position, preventing movement of the surface.
centering mode The deflection of the remaining surface is in this case limited in order to
prevent excessive asymmetrical load on the tailplane and the rear fuselage.
In active mode the jacks are electrically controlled. In damping mode the jacks
will follow the surface movement, and in centering mode the jack is
R SV CURRENT ACTIVE L SV CURRENT
hydraulically maintained in neutral position.
L SV CURRENT ACTIVE R SV CURRENT
In the event of high load−factor demand that would cause one servo actuator to
stall, the second actuator in damping mode automatically becomes active, DAMP EV 1 OUTBD LEFT
both actuators will thus be active. EV 1 INBD. RIGHT EV 1 OUTBD RIGHT
Active mode means solenoid valves (1) de−energized and pressure line closure EV 1 INBD. LEFT
valve (2) open, return line closing valve (3) also open, connecting the actuator
to pressure and return. The High pressure flow will thus activate the mode ELAC 1 D ELAC 2
A
selector valve (5).The mode selector LVDT (11) will provide mode feed back to M
the ELAC and SECs. P
Steering input from the side stick or the FMGC is routed via the EFCS
computer in command to the servo valve (4), controlling the actuator piston. L SV CURRENT
EV 2 INBD. RIGHT
Servo loop feed back to the EFCS is provided by the position RVDT (10). The R SV CURRENT
EV 2 OUTBD. RIGHT
EV 2 OUTBD. LEFT
second RVDT is back−up, used in case of failure. R SV CURRENT
The servo valve transducer (12) is used for monitoring. L SV CURRENT
Damping mode means solenoid valves (1) are energized, powered from the EV 2 INBD. LEFT
standing−by ELAC and SEC.

The mode selector valve is displace due to the spring, this causes the SEC 1 SEC 2
interconnection of the two actuator chambers through the damping orifice (6).
The mode selector LVDT identifies the mode change to the EFCS.
A certain amount of reserve fluid is maintained in the actuator by the reserve
reservoir (9) and the check valve (7). SERVO VALVE SERVO VALVE SERVO VALVE SERVO VALVE
to hold the volume of fluid if there is a leakage or if the hydraulic fluid EV 1 EV 1 EV 1 EV 1

temperature changes. EV 2 EV 2 EV 2 EV 2
When the Elevator surface is moved by the active actuator, the actuator in LEFT SERVO CTL LEFT SERVO CTL RIGHT SERVO CTL RIGHT SERVO CTL
damping mode will follow the movement and provide a certain resistance to the OUTBD. BLUE INBD. GREEN INBD. YELLOW OUTBD. BLUE
movement. Figure 50 Elevator Servocontrol Schematic
FRA US/T-5 HeM Apr 01, 2010 04|−34|ElevSCU|L3/B1 Page 82

ELEVATOR AND HYDRAULIC ACTUATION
27−34
1. SOLENOID VALVE 9. FLUID RESERVE

2. PRESSURE LINE CLOSING VALVE 10. FEEDBACK TRANSDUCER
3. RETURNE LINE CLOSING VALVE 11. MODE SELECTOR VALVE TRANSDUCER
4. SERVOVALVE 12. SERVO VALVE TRANSDUCER
5. MODE SELECTOR VALVE 13. CENTERING DEVICE
6. DAMPING ORIFICE 14. SERVOVALVE MECHANICAL INPUT
7. CHECK VALVE 15. DRAIN FOR FLUID RESERVE
8. RETURN RELIEF VALVE 16. DIFFERENTIAL PRESSURE INDICATOR
SERVO CONTROL UNIT 15

3
2 16
1
8
1
XDCR ELEC CONNECTORS (10.)
(MAY BE SWAPPED ACCORDING AMM) 9
4
5
11
12
14
6
10 13 7
Figure 51 Elevator Servo Control

FRA US/T-5 HeM Apr 01, 2010 04|−34|ElevSCU|L3/B1 Page 83
TRIMMABLE HORIZONTAL STABILIZER
(THS) 27−40
27−40 TRIMMABLE HORIZONTAL STABILIZER (THS)

PITCH TRIM SYSTEM DESCRIPTION
General Description
Pitch trim is achieved by the Trimmable Horizontal Stabilizer. The two elevators
are hinged on the THS.
The THS is actuated by a screw jack driven by two hydraulic motors. The dual
hydraulic motors are activated by one of three electrical motors or the manual
trim wheel.
the max movement of the THS is 13,5 A/C nose up and 4 nose down (the
stops of the actuator ballscrew are 13,8 and 4,3 ), corresponding to 6,32
and 1.87 revolutions on the pitch trim wheel. The rate of travel is 1 /sec.
In normal configuration ELAC 2 signals electrical motor number 1 driving the
two hydraulic motors with hydraulic pressure from green and yellow system.
In case of failure ELAC 1 will go in command operating motor 2. Dual ELAC
failure will transfer the operation to the SECs and the motors 2 or 3.
The THS will be in automatic trim mode when the aircraft is airborne,
regardless of A/P on or off.
The THS will automatically switch to ground mode, positioning the stabilizer to
0 green range after touch down plus 5 seconds.
Mechanical input from the trim wheel holds priority over the input from the
ELACs.
The pilots can override the electrical control via the mechanical control system,
through the application of a sufficient force to the control wheels.
An override mechanism in the THS actuator is used for this purpose. The
override mechanism reverts to the electrical control after release of the
mechanical control.
The THS actuator has two position transducer units installed. The command
transducer unit detect the position of the override mechanism output/input
control. The monitor position transducer is used to find the position of the ball
screw. They both provide feedback signals to the ELACs and SECs.
the signal from the monitor transducer unit is used as well as for the position
indication of the THS on the ECAM F/CTL page.
on the center pedestal, adjacent to each pitch trim control wheel, the THS
position is indicated by an index on a scale.
There is a reference mark painted on the THS and on the adjacent structure.
FRA US/T-5 HeM Apr 01, 2010 05|−40|THS Syst|L2/B1/B2 Page 84

TRIMMABLE HORIZONTAL STABILIZER
(THS) 27−40
SIDE STICK SIDE STICK

PRIORITY PRIORITY
ENGINE
&
WARNING
DISPLAY
F/CTL FMGC FMGC
PITCH TRIM G Y
3.2 UP
RUD
FCDC 1 FCDC 2 FMGC

DMU FAC FMGC
SFCC CFDIU SFCC

ADC
SEC 2 IRS ACCELRMTR. ELAC 1 ELAC2
ACCELRMTR. SEC 1 ADC
IRS ADIRS
PRESSURE
PRESS. PRESS. SWITCHES
TRANSMITTERS
SWITCHES G/Y G/Y
G/Y
COM
XDCR
UNIT
1
PITCH TRIM
2
ACTUATOR
MON THS 3
XDCR ACTR
G Y
UNIT OVERRIDE MECHANISM
STOP WASHERS
PRESSURE
OFF
BRAKES STRUCTURE REF. MARK
Figure 52 Pitch Trim Schematic
THS MECHANICAL CONTROL
27−41
27−41 THS MECHANICAL CONTROL

THS MECHANICAL CONTROL SYSTEM DESCRIPTION
Description
The pitch trim wheel is connected to the stabilizer actuator via a normal cable
run. The trim wheel is used to position the stabilizer prior to take off and is also
a indicator for stabilizer movement.
The actual stabilizer position is indicated on a scale on the side of the wheel,
with the take off range in green.
The trim wheels are via a chain connected to a sector underneath the cockpit
floor. From the sector a single set of cables are running back to the stabilizer
compartment to the cable tension regulator.
The regulator will maintain the cable tension with variations in the temperature.
The cable input is connected to the input shaft on the override mechanism of
the actuator. If the PTA (Pitch Trim Actuator) is in off mode, the override
mechanism remains off and the input is transmitted directly to the hydraulic
motor control valves.
If the PTA controls the THS, the manual command signal causes the override
mechanism to brake out and the manual input will go directly to the control
valves and thus override the PTA signal.
FRA US/T-5 HeM Apr 01, 2010 06|−41|THS MecCtl|L2/B1/B2 Page 86

THS MECHANICAL CONTROL
27−41
PITCH TRIM CONTROL

WHEELS
TAKE OFF CHAIN

RANGE
STOPS
CABLE TENSION
COMPENSATOR
RIGGING
SCALE
Figure 53 THS Mechanical Control

FRA US/T-5 HeM Apr 01, 2010 06|−41|THS MecCtl|L2/B1/B2 Page 87
THS HYDRAULIC ACTUATION
27−44
27−44 THS HYDRAULIC ACTUATION

THS ACTUATOR SYSTEM DESCRIPTION
Description pistons move in their bores in the cylinder barrel when the cylinder turns.
The THS is driven by a hydraulic actuator rotating a ball screwjack. The Turning of the cylinder barrel gives the necessary torque. The torque is
screwjack is connected to a ball nut attached to the leading edge of the transmitted through a splined drive shaft to the gear box of the THS actuator.
Stabilizer box, moving the stabilizer over the pivot point located left and right
Pressure Off Brakes
hand side at the trailing edge of the stabilizer box.
Each hydraulic motor shaft has a POB. Each POB is located at the output shaft
The stabilizer actuator is operated by two hydraulic motors supplied from the
of their related hydraulic motor. The POB is a dry brake with a hydraulic
green and the yellow hydraulic systems. The motors are operating the actuator
release which is used to lock the shaft of the motor.
via a planet gear, making it possible to operate the THS with only one motor.
The shaft of the motor is locked if a failure occurs in the hydraulic system or in
Input to the two hydraulic motors comes from a PTA (Pitch Trim Actuator) via a
a hydraulic motor. It thus lets the second motor fully control the ball screw
gear train. The PTA is equipped with three electrical servo motors signalled by
through the power differential.
the ELAC’s or the SEC’s number 1 or 2. One servo motor will be active at any
time. Ball Screw Jack
The rate of travel of 1 /sec is obtained in normal mode where the THS actuator The ball screw−jack is made up of the ball screw and the fail−safe ball nut. The
is operated by both hydraulic motors. In case of loss of hydraulic power from fail−safe ball nut has three transport guides, a threaded fail−safe unit wiper and
one system the THS will operate on half speed. In case of total loss of ice chipper. The mechanical input shaft limits the range of travel of the
hydraulic power or control signal, the actuators makes sure the THS is fully screw−jack.
immobilized.
A fail−safe tie bar goes through the center of the screw shaft and prevents axial
The screwjack is equipped with a No−Back brake of ratchet and pawl type, separation of the screw shaft. The fail−safe ball screw−jack has two load paths.
keeping the ball−screw in the last position, preventing the stabilizer to move by
The primary load path transmits the load and the secondary path stays free of
aerodynamic loads.
any load. If the primary load path is axially separated, the secondary path takes
A no−back wear detector is installed on the lower side of the gearbox. A red the load and prevents damage to the ball screw−jack. Therefore the two ends
indicator arm will be visible in case of excessive wear. continue to turn if the screw shaft is fractured.
The fixed displacement type hydraulic motors contains Pressure−off brakes
with the purpose to prevent movement of the motors when the hydraulic Pitch Trim Actuator
pressure is off. It thus lets the other motor control the ball screw through the The PTA (Pitch Trim Actuator) has:
power differential gear. Three brushless motors, each with an electro−magnetic clutch. In the normal
In case of failure of the pressure−off brake a indicator under the valve block will mode, one clutch will be applied (energized) and the others de−clutched
be displayed. (de−energized). The output of the three motors is connected to move the input
shaft through a reduction gear.
THS ACTUATOR COMPONENTS
Three electronic sets, one to control each motor. The electronic sets also
Hydraulic Motors control the signal from the ELAC/SEC computers.
Two hydraulic motors are installed on the THS actuator. Each hydraulic motor An override mechanism with three microswitches. It is installed downstream of
is a fixed displacement type. The hydraulic fluid enters the pressure port and the reduction gearbox. The override mechanism is connected mechanically to
causes the rotating group to turn. The rotating group has nine pistons. These the input shaft.

27−44
RIG PIN
POSITION TRANSDUCER UNIT (COMM.)
HYDRAULIC MOTORS
OIL FILL CAP MECHANICAL

INPUT SHAFT
GEARBOX
CHAIN
HYDRAULIC VALVE BLOCK &

PRESSURE OFF−BRAKE
PITCH TRIM ACTUATOR
BALL SCREW JACK

SREW SHAFT
SHOCK ABSORBER
Figure 54 THS Actuator

27−44
THS ACTUATOR COMPONENT LOCATION

Gearbox No − Back System
The gearbox is in a split housing. The two housing parts are referred to as the The THS actuator has a no−back system that has a no−back brake which is of
upper casing and the lower casing. The upper casing holds the screw and a ratchet and pawl type. The no−back brake holds the ball screw in its last
no−back housing assembly. It also supports the two hydraulic motors, the position. It prevents movement of the ball screw under aerodynamic loads.
mechanical input lever and the control position transducer. A no−back wear detection device in the form of an indicator (no−back wear
The lower casing supports: indicator) is installed on the lower side of the gear box. The indicator has a cam
the PTA roller which faces the top edge of the claw−stop. This finds the gap which
agrees with the wear limit to be detected.
the monitor position transduce
If a high wear occurs, a compressive external load causes the top claw−stop to
the two pressure−off brakes
move up to a higher position. This causes the top claw−stop to touch the cam
two hydraulic valve blocks roller of the indicator. In this case a red pop-out indicator is visible.
the magnetic drain plug.
LRUs (Line Replaceable Units)
The gearbox contains oil which is necessary to lubricate the internal
components. The level of the oil can be checked visually through an oil level The Line Replaceable Units connected to the THS actuator are as follows:
sight glass. The oil level sight glass is on the upper casing. electronic control module of each of the electric motors
pitch trim actuator
Borescope Plugs
position transducer packs
Several borescope plugs on the gear box, makes it possible to inspect the gear
box internally filter
Valve−jamming protection system hydraulic motors
Pressure off brake
No−back brake
Position Transducers
The THS actuator has two inductive position transducer packages. They are
the command position transducer and the monitor position transducer.
The command position transducer is used to find the position of the override
mechanism output / input control sequence to the control system of the THS
actuator.
The monitor position transducer is used to find the position of the ball screw.

27−44
NORMAL LEVEL
B
RELEASING
POINT OF
MAGNETIC POB
DRAIN
PLUG B
RELEASING
POINT OF POB
A
OIL FILL PLUG
UCER A
4
POB
MON RELEASE
TRANSDUCER TOOL
UNIT
NO BACK WEAR
INDICATOR BORESCOPE PLUG
MANUAL DRIVE INPUT
Figure 55 THS Actuator Components

27−44
THS ACTUATOR SYSTEM OPERATION

Hydraulic power from the green and yellow system is supplied through the In case off loss of one hydraulic system, the POB of affected system will
valve blocks to the POB (Pressure Off Brakes) of the two hydraulic motors. activate and the stabilizer will operate on half speed. In case of total loss of
When the POB receives pressure it will release the brake and thereby the shaft pressure the two POB and the no−back brake will activate, keeping the
of the hydraulic motor. stabilizer in the last specified position.
The active ELAC 2 will transmit the trim command to the electro motor number Ground tests with hydraulic systems de−pressurized of the following can be
1. in the PTA. Each of the three brushless motors in the PTA contains a electro done:
magnetic clutch. The active motor will be energized and the two others at the valve jamming protection system
same time de−energized.
pressure off brake
The mechanical output from the motor via a reduction gear and a mechanical
no back brake
override mechanism, activate the control valves on both hydraulic motors in the
same direction causing the motors to rotate and the stabilizer to move.
The feedback differential gear moves as the stabilizer changes position and will
neutralize the input to the control valves. Claw type stops at both ends of the
ball screw prevents mechanical overrun.
In case of blockage of one control valve, the detent will brake out and the
comparator will stop the THS by engaging the POB on both motors, the system
is identified as the valve−jamming protection system.
prior the completion SB 25032K415 :The POB indicator pin will be extracted
in case of the valve jamming protection system is activate. To reset the
indicator the hydraulic pressure must be removed and the failure corrected.
after the modification the POB indicator is removed
FRA US/T-5 HeM Apr 01, 2010 08|−44|THS OpsL3/B1 Page 92

27−44
POSITION
TRANSDUCER PITCH TRIM ACTUATOR
EFCS M1 M2 M3
ELECTROMAGNETIC CLUTCH
NO-BACK BRAKE STOP MECHANICAL INPUT
OVERRIDING OVERRIDE MECHANISM

DETECTION
SWITCHES DETENT
FEEDBACK DIFFERENTIAL
EFCS
BRAKE CONTROL
POSITION DIFFERENTIAL
TRANSDUCERS
POWER DIFFERENTIAL
BRAKE CONTROL PISTON

INPUT LEVER
HYDRAULIC
MOTOR
BALLNUT
BALL SCREW
CONTROL SHUT-OFF PRESSURE

VALVE VALVE MAINTAINING MECHANICAL
CONTROL DEVICE DEVICE TRIM WHEEL
Figure 56 THS Control Schematic

FRA US/T-5 HeM Apr 01, 2010 08|−44|THS OpsL3/B1 Page 93
FCDC SYSTEM
27−95
27-95 FCDC SYSTEM

FLT. CONT. DATA CONCENTRATORS GENERAL LAYOUT
General
Two FCDCs (Flight Control Data Concentrators) are installed in the EFCS. The
purpose of the two FCDCs is to isolate, as far as possible, the ELACs and the
SECs from downstream aircraft systems.
The FCDC receives and concentrate data from several sources such as:
surface position
T/O configuration warning
mandatory parameters
surface availability
system status and warnings
The FCDC monitors and analysis the ELAC and SEC maintenance messages
at power up, in flight and after touch down. It concentrates and stores fault
indications and deliver these information to the CFDIU on request.
Maintenance access for trouble shooting and EFCS tests is performed via the
CFDS menu. The access to the EFCS is via the F/CTL obtained by selecting
”system report/test”. The CFDS will give advice and will also display the test
result. For certain tests, the surface will operate.
Tests available via the CFDS are:
elevator damping test
aileron damping test
spoiler LAF test (A320)
aileron LAF test (A320)

Trouble shooting and tests of the FACs are performed via the FIDS (Fault
Isolation and Detection System) built into FAC1. Access is via the ”AFS” on the
CFDS menu.
FRA US/T-5 HeM Apr 01, 2010 01|−95|FCDC|L1/B1/B2 Page 94

FCDC SYSTEM
27−95
FIDS
AIRCRAFT
SYSTEM FAC 1
SENSORS (ATA 22)
MASTER CAUTION
2
EWD
ELAC 1
2 SD
FWC
DMC EIS
FCDC 1
CFDS
SEC 1
2
3 CFDIU
PRINTER
SIDE STICK PRIORITY

INDICATIOR LGHTS
Figure 57 Flight Control Data Concentrators

FRA US/T-5 HeM Apr 01, 2010 01|−95|FCDC|L1/B1/B2 Page 95
MAINTENANCE AND SAFETY TESTS/BITE
27−96
27-96 MAINTENANCE AND SAFETY TESTS/BITE

EFCS MAINTENANCE SYSTEM
General PREVIOUS LEGS REPORT
The EFCS maint. system is built around the two FCDCs which: The messages related to failures which appeared during the previous 64 flights
collect the failures detected by the ELACS and the SECs include:
consolidate the received data the failed LRU with ATA reference number
elaborate and generate the maintenance messages to the CFDIU. the time and date of occurrence
There are three periodic tests launched by the CFDIU via the MCDU the flight number
aileron servocontrol damping test SYSTEM REPORT/TEST (Access Page to F/CTL)
elevator servocontrol damping test This is the access to various systems and particularly F/CTL
LAF test
F/CTL Menu
Automatic Tests are built in order to detect hidden failures on standby channels
and failures which cannot be detected by continuous monitoring. This menu is mainly provided for main−base maintenance of flight controls.
For the CFDS (Centralized Fault Display System) the FCDCs are type−1 The 4 sub−menus below are displayed :
systems i.e. their inputs/outputs are connected with the CFDIU (Centralized EFCS 1
Fault Display Interface Unit) by ARINC 429 buses. EFCS 2
The LRU failures detected in flight by the ELACs and the SECs are memorized SFCC 1
by the FCDCs in non−volatile memories and are permanently transmitted to the
SFCC 2
CFDIU under label 356.
The EFCS maintenance messages are processed in the EFCS 1 or 2
On the ground, using the MCDU (Multipurpose Control and Display Unit), the
sub−menus. These two sub−menus have the same constitution:
display in the cockpit of maintenance messages in clear language is effected
according to two types: LAST LEG REPORT
display specific to the CFDS for line maintenance PREVIOUS LEGS REPORT
LRU IDENTIFICATION
(rapid trouble shooting).

display specific to flight controls for deeper maintenance. GROUND SCAN
CLASS 3 FAULTS
CFDS Menu
TEST
LAST LEG REPORT:
MEMORY
This function displays all the system failures which appeared the last flight.
The messages include:
the failed LRU with ATA reference number
the time of occurrence
the date
FRA US/T-5 HeM Apr 01, 2010 02|−96|BITE|L2/B1/B2 Page 96

27−96

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Figure 58 MCDU Utilization

27−96
EFCS MAINTENANCE SYSTEM (CON.)

LAST LEG REPORT
Only the failures of the last flight, affecting flight controls are displayed.
These messages include:
the date
the aircraft identification,
the flight number
the time
the failed LRU with its ATA reference
PREVIOUS LEGS REPORT
Only the failures of the last 64 flights, affecting flight controls are displayed.
The display is identical with that of CFDS menu.
TROUBLE SHOOTING DATA: EFCS STATUS
The TROUBLE SHOOTING DATA allows to display complementary fault
information and data concerning the system status before and after the failure
occurrence. This information is stored with each failure message.
The TROUBLE SHOOTING DATA can be called from the
LAST LEG REPORT
PREVIOUS LEG REPORT
and
GROUND REPORT
LRU IDENTIFICATION
This page indicates the part numbers of the flight control computers.

27−96

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27−96

GROUND SCAN
This function is used on the ground to display the failures which are present at
the time of the request. Thus this function can confirm a troubleshooting.
MEMORY
The function MEMORY is used to read internal memories; it provides BITE
data for shop use or information for the manufacturer.

27−96

"

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27−96

TEST both FCDCs available
This function is presented on the MCDU by the FCDCs. It has two purposes: Conditions required by the SEC to initialize the test
initiate tests related to flight controls ground condition
display the test results on the MCDU. ADR OFF
Three tests are available: wheel speed < 6kts
elevator servocontrol damping test both FCDCs available
aileron servocontrol damping test NOTE: When a test is not possible an hexa code is display on the
LAF (Load Alleviation Function) test (if LAF installed). MCDU in order to help the operator. When the FCDC is in
Conditions required by the FCDC to initialize the test MENUE mode. the FCDC FAULT warning is displayed on the
upper ECAM.
For all tests Aircraft on ground and not moving condition:
at least one ELAC and two SECs send ground condition Example:
LGCIU ”NOSE GEAR STATUS” wired signal is at compressed state ELEVATOR DAMPING TEST
“ENGINE PRESSURE STATUS” is at low state This test is initiated from the MCDU: indications given by the MCDU provide
at least two SECs give ”WHEEL SPEED less than 6 KTS” information. no guidance to conduct the test.
SEC sends ”WHEEL SPEED more than 66 KTS” information The test is controlled by the FCDC and is performed by the SEC1 and SEC2.
3 hydraulic system pressure on: The SECs control the deflections of the surfaces by pressurizing each
servocontrol alternatively then simultaneously.
at least 3 computers (ELAC or SEC) send ”B, G, Y HIGH PRESSURE”
information. If the test is possible
For aileron damping test and aileron LAF test : For each movement, the FCDC memorizes a deflection speed and a
pressure drop, then it detects a damping coefficient. The test result is
SEC1 & SEC2 P/BSW ”OFF”
displayed on the MCDU in the form L ELEV TEST OK or R ELEV TEST OK
both ELACs OK The value of the damping coefficient can be obtained and displayed through
For elevator damping test and spoiler LAF test: the TEST REPORT.
ELAC1 & ELAC2 P/BSW ”OFF” If the test is not possible

SEC1 & SEC2 OK The test result is displayed on the MCDU in the form ELEV TEST NOT
Conditions required by ELAC to initialize test POSSIBLE.
both ELAC’s available The computer which have identified the anomaly, and the engagement
condition code are displayed on the MCDU.
3 hydraulic pressure available
ground condition
both side sticks at neutral
wheel speed less than 6 KTS
ADIRS switched off
FRA US/T-5 HeM Apr 01, 2010 03|−90|Tests|L2/B1/B2 Page 102

27−96

*
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&

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TEST
POSSIBLE
N Y

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Figure 61 Test Example

27−96
AUTOMATIC TESTS
These tests are built in order to detect failures which are not seen by the Elevator changeover test
permanent monitoring. Generally these tests are allowed when the aircraft is The conditions to launch this test are the same as for the aileron test.
on ground and not moving.
Each ELAC checks its capability to drive the mode of the elevator servocontrol.
THS test Any failure will induce the loss of pitch control in the affected ELAC and the
This test is performed by the ELACs and SECs when the aircraft is on ground loss of elevator control in the associated SEC (if the SEC is affected by the
failure).
and not moving.
This failure will give the warning ”ELAC PITCH FAULT” or ”ELEV SERVO
The aim of this test is to check the capability of each computer to control either
FAULT” and a maintenance message.
the THS electrical motor power supply switching or the THS enable signal. In
case of unsuccessful test a warning ”ELAC PITCH FAULT” (when an ELAC is Spoiler servovalve relay test
affected) or a CLASS2 message (when a SEC is affected) and a specific
The monitoring of the relay is made by the reading of the normally−closed
maintenance message are displayed.
contact status:
In addition the ground setting of the THS is normally ensured by the ELAC1 in
when hydraulic pressure is high, the relays are closed
order to check the availability of the ELAC1 THS control loop.
when hydraulic pressure is low, the relays are open.
Aileron changeover test If a discrepancy is detected, the affected SEC disconnects. This failure will give
This test is made only by the ELAC‘s. It is launched one time per flight in order ”SEC FAULT” warning.
to check that each ELAC is able to drive the aileron servocontrol mode ( active
or damped ).The test is enabled when :
the aircraft is on ground and not moving
3 hydraulic pressures are available
the elevators are at neutral and it is stopped as soon as one of these
conditions disappears. If case of unsuccessful test a warning”AIL SERVO
FAULT” and a maintenance message will be displayed.
Elevator test
Mechanical disconnection monitoring: This monitoring is ensured by the ELAC1

in order to check that its associated elevator servocontrols are not
disconnected from the elevator.
If there is a disconnection, the failure is detected during the check and the
warning ”ELEV SERVO FAULT” and a maintenance message will be
displayed.

27−96
THIS PAGE INTENTIONALLY LEFT BLANK


FLAPS/SLATS
27−50/80
27−50/80 FLAPS/SLATS
FLAPS/SLATS SYSTEM PRESENTATION
NOTE: Since the basic functions in the slat and flap systems are Monitoring
identical in many ways they are mostly described in the flap The electrical control and monitoring system of the flaps includes:
system and only shown in the slat system.
a Command Sensor Unit (CSU) installed in the cockpit.
General a slat/flap control lever, installed on the center pedestal, operates the CSU,
The high−lift system on each wing includes: SFCC1 and SFCC2 installed in the electronics compartment,
two trailing edge flaps (outboard and inboard), an FPPU installed on the PCU
five leading edge slats. two valve blocks as part of the PCU
ATTENTION: On A321 the inboard and outboard flap each have tabs attached two APPUs installed in the transmission system
to their trailing edge. SFCC1 and SFCC2 use the data supplied to find:
Two SFCC 1 and SFCC 2 (Slat/Flap Control Computers) control the flap asymmetry
mechanism. The computers also monitor and test the system. runaway
Fail−safe carriages, which roll freely on straight tracks, hold each flap. The uncommanded movement
tracks are installed on beams below the wing torque box. Plug−in rotary
overspeed
actuators move a mechanical transmission system which moves the flaps. An
electrically controlled hydro−mechanical PCU (Power Control Unit) gives power Flap Tabs (A321 only)
to move the transmission.
The tabs are attached to the rear spar of the inboard and the outboard flaps by
A flap connection strut connects the adjacent inboard and outboard flap ends. hinges. They are operated by control rods connected to the hinge 1A
Attached to the flap connection strut are flap disconnect sensors. The sensors mechanism and to the track 2, 3 and 4 roller carriages. A fairing covers each
send signals to stop the flap movement, if the strut movement is more than the track and hinge.
specified limits.
A IPPU (Instrumentation Position Pick−Off Unit) shows the position of the flaps
to the FWC. A Feedback Position Pick−Off Unit (FPPU) gives signals of the
output shaft position of the PCU. The Electronic Centralized Aircraft Monitoring
(ECAM) display unit shows the flap position.
Two APPU (Asymmetry Position Pick−Off Units) give signals of flap position or
speed. SFCC1 and SFCC2 receive and monitor the signals from the FPPU and
the APPU.
FRA US/T-5 HeM Apr 2010 01|−50/80|Pres|L2/B1/B2 Page 106

FLAPS/SLATS
27−50/80
SLAT/FLAP
CONTROL UNIT
SFCC 1 SFCC 2
FLAP CHAN. FLAP CHAN.
SLAT CHAN. SLAT CHAN.
TO ELAC/SEC TO ELAC/SEC SDAC 1/2

TO SDAC 1/2 TO MCDU
T-GEARBOX FWC 1/2
SLAT
SLAT PCU ACTUATOR
WTB GEAR WTB
APPU APPU
BOX
LGCIU 1 LVDT LVDT LGCIU 2

VALVE BLOCK VALVE BLOCK
FPPU
IPPU TO FWC
FLAP PCU IPPU

FPPU
TO LGCIU 2 TO LGCIU 1
ROTARY ACTUATOR
APPU WTB GEAR APPU

WTB
BOX
FLAP
LVDT LVDT
CARRIAGE
ICS VALVE BLOCK VALVE BLOCK
A321 ONLY A321 ONLY
Figure 62 Flaps/Slats Sys. Schematic

FLAPS/SLATS
27−50/80
Mechanical and Electrical Control Hydraulic Actuation and Power Transmission
Operation of the slat/flap control lever gives mechanical control of the flaps. Two hydraulic motors in the PCU give hydraulic actuation. Each hydraulic
The CSU receives the mechanical movement of the control lever. The CSU motor gets power from a different hydraulic system, green or yellow.
changes this mechanical input into an electrical,position demand, output signal. Each hydraulic motor has its own valve block and Pressure−Off Brake (POB).
SFCC1 and SFCC2 receive and compare the position signals which the CSU The valve blocks control the direction of rotation and the speed of the output
and FPPU send. shafts of the PCU. The two hydraulic motors move the transmission system
The PCU valve blocks receive drive command signals from SFCC1 and through a differential gearbox. This causes the flap control surfaces to move to
SFCC2. The PCU valve blocks start the hydraulic action. the set position.
SFCC1 and SFCC2 make a continuous control of the flap system. SFCC1 and It is possible to operate the flap system, at half speed, if the failure conditions
SFCC2 keep failure data in the memories and transmit this data to the listed below occur:
Centralized Fault Display System (CFDS). Built in Test Equipment (BITE) loss of one electrical supply,
controls the correct function of SFCC1 and SFCC2.
loss of one hydraulic system,
The proximity switches of the FLAP disconnect detection system send signals
failure of one SFCC, or failure of one of a pair of electrical components,
to the Landing Gear Control Interface Units (LGCIU). The LGCIU send this
signals to SFCC1 and SFCC2. failure of one engine.
If too much flap movement is found, then the conditions listed below occur: BITE Test
the flap PCU is switched off The flap system has a Built−In Test Equipment (BITE). You can do tests of the
a warning is sent to the flight crew. system through the Multipurpose Control and Display Unit (MCDU) in the
cockpit.
Flap/Slat Position Indication
The MCDU also indicates any failures in the system and gives trouble shooting
The slats / flaps position is continuously displayed on the upper ECAM, the data for the system. The two SFCC’s also do a BITE check on power−up.
E/W display.
Installed on each PCU is an FPPU which supplies flap or slat position data to
the SFCCs An IPPU gives data to the flight data recorder and the Flight
Warning System.

FLAPS/SLATS
27−50/80
Possible Flaps/Slats Positions

Indication
Position SLATS FLAPS on ECAM
0 0 0 CRUISE
HOLD
0 1
1 18
10 1+F
A 319 / 320 A 321 TAKE
2 22 2
15 / 14
OFF APPR
A 319 / 320 A 321
3 22 3
20 / 21
LDG
A320 / A 321 / A 319
FULL 27 FULL
35 / 25 / 40
FROM 0 TO 1
0
FLAPS LEVER MOVED
AS < 100 Kt AS >100 Kt

FLAPS POSITION
1+F A/S > 210Kt* 1

FROM 2 TO 1
AS < 210 Kt AS > 210 Kt
2
Note:
When 1+F (T/O) is selected, auto retraction
of flaps to 0 occurs when speed >210kts
Figure 63 Flaps/Slats Poss. Positions Table

FLAPS/SLATS
27−50/80
FLAPS/SLATS HYDRAULIC SUPPLY ARCHITECTURE

Description
The Flaps and Slats gets power from the hydraulic systems green,blue and
yellow. Each PCU hydraulic motor and each side of the WTBs gets power from
a different hydraulic system.
The blue hydraulic system supplies:
one valve block on the slat PCU
one side of each flap/slat WTB
The green hydraulic system supplies:
one valve block on the flap and one on the slat PCU
one side of both WTBs in the slat drive system
one side of one WTB in the flap drive system
The yellow hydraulic system supplies:

one valve block on the flap PCU
one side of one WTB in the flap drive system
The architecture makes it possible to operate the surfaces on reduced speed in
case of hydraulic system or slat/flap system malfunctions.
FRA US/T 5 HeM Apr 2010 02|−50/80|Hyd|L2/B1/B2 Page 110

FLAPS/SLATS
27−50/80
BLUE RETURN BLUE PUMP HYD

TEE OVRD LEAK MEASUREM VALVES
TO GEARBOX G B Y
OTHER LH RH
USERS WTB WTB
ON OFF OFF OFF
SLAT PCU
M M GREEN SYSTEM
BLUE SYSTEM
DIFF. GREEN HP
VALVE GEAR VALVE MANIFOLD
BLOCK BLOCK P
P
(BLUE) (GREEN)
BLUE HP TO OTHER
MANIFOLD USERS
TO ECAM/ELAC/SEC/BSCU TO OTHER
TO ECAM/ TO
USERS
ELAC/SEC CSM/G YELLOW
SYSTEM
VALVE VALVE
BLOCK BLOCK P TO OTHER
(GREEN) (YELLOW) USERS
DIFF. YELLOW HP
GEAR MANIFOLD
TO OTHER
M M USERS TO ECAM/
ELAC/SEC
FLAP PCU
YELLOW RETURN
GREEN RETURN
LH RH
WTB WTB
Figure 64 Flaps/Slats Hydr. Supply Schematic

FRA US/T 5 HeM Apr 2010 02|−50/80|Hyd|L2/B1/B2 Page 111
FLAPS ELECTRICAL CONTROL
27−51
27−51 FLAPS ELECTRICAL CONTROL

SLAT/FLAP CONTROL COMPUTER (SFCC) COMPONENT DESCRIPTION
General
ARINC 600 5 MCU cases contain the SFCC1 and the SFCC2. Each computer
is the same and has two channels, one for the slats, the other one for the flaps.
Each channel has two lanes (lane ONE and lane TWO) and include:
The Common Services Module supplies:
one Power Supply Unit (PS)
cross−channel communications through the RAM
one lane 1 Processor/Input Module
WTB logic
one lane 2 Processor Module
system bus arbitration
one ARINC/Synchro Module
LVDT oscillator.
one Output Module.
Each SFCC channel has an Installation−Coding input and an Operation
The slat and flap channels together, have one common services module. Each Mode−Coding input.
channel has its own 28V DC power unit. One 28V DC input supplies the two
The Installation−Coding enables the SFCC to identify position 1 or 2
PSUs which have no relation between them. Each PSU supplies its channel
installation.
with the necessary internal voltages.
The Operation Mode−Coding lets each channel find the difference between the
The two lanes in each channel have different hardware and software:
operation modes related to aircraft versions:
lane ONE has an INTEL 80C186 microprocessor (software programmed in
the flap operation mode 1 (relief enabled)
Assembler language)
the flap operation mode 2 (relief disabled)
lane TWO has a MOTOROLA 68HC000 microprocessor (software
programmed in Pascal language). the slat operation mode 1
The ARINC/Synchro Module has two functions: the slat operation mode 2
ARINC 429 Communications The flap operation modes 1 and 2 are related to the flap relief function. This
function operates when the aircraft is at the flap relief speed. At this speed the
Synchro to digital conversion.
flap relief function signals the flaps to retract a small amount to prevent too
The Output Module has three functions: much load on the flaps. Because the flap loads are less than the maximum
to collect and make an analysis of the data from lanes ONE and TWO permitted loads, all aircraft are in the flap operation mode 2 (relief disabled).
provide output data to the related valve blocks Pin programming disables/enables the flap relief function.
to move data between lanes ONE and TWO through the dual−ported
Random Access Memory (RAM) and a common non−volatile memory
(EPROM).
FRA US/T HeM Apr 2010 03|−51|SFCC|L3/B1/B2 Page 112

27−51
FLAP OUTPUTS
824
POWER +5V
SUPPLY RAM
80 VU UNIT
+15V
28VDC EPROM
−15V
OUTPUT MODULE
SFCC 2 22CV LANE LANE
ONE TWO
PROCESSOR PROCESSOR X−COMP
LINK
SFCC 1 21CV
INPUT ARINC
SYSTEM BUS FLAPS
SYNCHRO
FLAP
SYNCHRO EX
WTB FLAP WTB
FLAP CHANNEL & LVDT COMMON
RAM SERVICES
MODULE
SLAT CHANNEL SLAT
SYNCHRO EX
WTB SLAT WTB
& LVDT
INPUT SYNCHRO
SYSTEM BUS SLATS

ARINC
LANE LANE X−COMP

ONE TWO LINK
PROCESSOR PROCESSOR
OUTPUT MODULE
28VDC
+5V RAM
POWER
SUPPLY +15V EPROM
UNIT
−15V
SLAT OUTPUTS
SFCC 1/2
Figure 65 Slat/Flap Control Computer
FRA US/T HeM Apr 2010 03|−51|SFCC|L3/B1/B2 Page 113
27−51
POWER SUPPLY DISTRIBUTION

The electrical power supplies for the flap control and monitoring system are:
the essential bus 401PP
the normal bus 204PP
the battery buses 701PP and 702PP.
The essential bus 401PP supplies:
the SFCC 1 flap channel
the related PCU solenoids
the synchro and LVDT excitation voltages.
The battery bus 701PP supplies the WTB solenoids related to the SFCC 1.
The normal bus 204PP supplies:
the SFCC 2 flap channel
The battery bus 702PP supplies the WTB solenoids related to the SFCC 2. If
the WTBs are operated, the battery buses keep the solenoids energized during
a SFCC power failure.
FRA US/T-5 HeM Apr 2010 04|−51|PwrSup|L3/B1/B2 Page 114

27−51
COMPUTER COMPUTER
REMOVED REMOVED
FAULT FAULT
A/C ON GND SYS 1 SYS 2 A/C ON GND
FLT 95CV FLT 96CV
GND 91CV 93CV GND

21CV 22CV
AA AA SFCC1 SFCC2 AA AA
10D 3J 2J 2J 3J 10D
401PP 202PP
AC AC
2 POWER POWER 2
6CV 8 SUPPLY SUPPLY 8 8CV
28VDC 7 UNIT UNIT 7 28VDC
11 11 702PP
701PP WTB WTB
LATCH LATCH
10 10
10CV 12CV
3 3
28VDC AC AC 28VDC
12F 12D 14C 15C 13D 13F 15A 14A 15K 14K 15G 14G 15H 14H 14H 15H 14G 15G 14K 15K 14A 15A 13F 13D 15C 14C 12D 12F
AB AB AB AB
A B
C B A A B C
WTB WTB
LH LH
33CV−A 33CV−B
A A
L K U T J H H J T U K L
A A A A A A B B B B
POB EXTEND RETRACT C B A F B A F B A F B A C B B C A B F A B F A B F A B C RETRACT EXTEND POB
WTB APPU APPU FPPU LVDT LVDT FPPU APPU APPU WTB
PCU RH LH RH PCU PCU RH LH RH PCU
23CV 34CV−A 29CV−A 30CV−A 27CV−A 23CV 24CV 27CV−B 30CV−B 29CV−B 34CV−B 24CV
Figure 66 SFCC Flap Channel Pwr. Supply

27−51
FLAP SYSTEM COMPONENTS − INTERFACES

The SFCCs send and receive discrete and analog electrical signals to and from
the components of the flap system. Each SFCC has an ARINC 429
22CV
interface,which connects it to the other systems. 21CV
The slats/flaps surface position and system health are used by a number of
other aircraft systems. Surface position is mainly used as definition of
configuration.
For Example :
CORRECTED ANGLE OF ATTACK ADIRU CORRECTED ANGLE OF ATTACK
Flight Warning Computer (FWC) uses the IPPU position data for warning COMPUTED AIRSPEED 34−12−00 COMPUTED AIRSPEED
activation.
System Data Acquisition Concentrators (SDAC) receives ARINC data for
ECAM display. A/C ON GROUND
Elevator and Aileron Computers (ELAC) receives position data for flight control
law selection.
Flight Augmentation Computer (FAC) uses the position data for flight envelope LGCIU1
FLAP DISCONNECT DATA
protection computation. 32−31−00
Spoiler Elevator Computers (SEC) uses the position data for the same purpose SFCC1 SFCC2
as the ELAC’s due to the back−up function.
Centralized Fault Display Interface Unit (CFDIU) receives failure data and LGCIU2
FLAP DISCONNECT DATA
32−31−00
transmit bite commands.
Air Data Inertial Reference Unit (ADIRU) uses position data for Angle Of Attack
A/C ON GROUND
(AOA) and static source correction.
Cabin Intercommunication system (CIDS) uses flap position discrete for
automatic lighting of the cabin signs.
Engine Interface Unit (EIU) uses slat/flap lever position for minimum idle A/C IDENT. DATE GMT A/C IDENT. DATE GMT
CFDIU
selection. FLT INFO. A/C CONFIG

32−31−00
FLT INFO. A/C CONFIG
BITE COMMAND WORDS BITE COMMAND WORDS
Ground Proximity Warning Computer (GPWS) uses flap position and the
”FLAP 3” switch on overhead panel for landing config 3.
ARINC 429 DISCRETE

27−51
COMPONENTS STATUS
SDACs EWD
SYSTEM STATUS
ACTUAL POS FAULT
187&188VU TEST PLUG
ACTUAL POSITION ELACs SD
ACTUAL POSITION FACs EIS

FLAPS>34
21VU GPWC
FLAPS>19
SLATS FWCs FLAPS
ACTUAL POSITION SECs IPPU IPPU
FACs
187&188VU TEST PLUG
ACTUAL POSITION
MAINT. INDICATION CFDIU ELACs
RETRACTED
FLAPS>34
FLAPS>19 ADIRUs ACTUAL POSITION SECs
SLAT>17
FLAPS>9
FLAPS>9 CIDS
ACTUAL POSITION
FACs
SLAT>17
LEVER POSITION 0 EIUs
SLAT>17 CIDS
FLAPS CHANNEL
SFCC 1 SLATS CHANNEL
2
SFCC 1 SLATS CHANNEL
INTERFACE
2
IS IDENTICAL
Figure 67 System Interfaces

27−51
COMMAND SENSOR UNIT & COMPONENTS

Slat/Flap Control Lever Command Sensor Unit
The slat/flap control lever has: The CSU is a sealed unit which changes the mechanical signals from the
− an attachment plate slat/flap control lever to electrical signals. The CSU has:
− a housing − a housing
− a lever assembly − a drive shaft
− a five−position gate. − four rotary switches
The rectangular attachment plate has a slot for the movement of the lever − a friction brake
assembly and connects to the center pedestal and the housing. − two electrical connectors.
The housing contains: The drive shaft has external splines, with one spline removed to give a master
− the CSU spline. There are two zero−marks, one on the end of the drive shaft and one on
the housing. When the zero−marks are aligned, the CSU is at mechanical zero.
− the lever assembly
The drive shaft has a drive−gear which engages with the input gears of the
− a pinion
rotary switches.
− a five−position gate.
When the drive shaft turns, the four rotary switches are operated at the same
The lever assembly has a spring−loaded plunger, a quadrant that connects to time. Each rotary switch has a shaft with two sets of five tracks. The tracks
the pinion and a knob with a collar. A pin at the lower end of the spring−loaded give the same switching patterns as the switches turn. Each set of tracks has
plunger engages in one of the notches of the five−position gate. five detent patterns and four out−of−detent patterns.
A baulk above the second and forth notches of the five−position gate stops a The sliding contact connects two adjacent tracks to return for the detent
one−movement change of the lever position (from the 0 position to the FULL patterns. For the out−of−detent patterns, the sliding contact connects only one
position). of tracks 2, 3, 4 or 5 to return
When the collar is lifted (against the pressure of the spring−loaded plunger) the The friction brake has a spring−loaded friction disc pack installed on the drive
pin comes clear of the notch of the five−position gate. To move the lever past shaft of the CSU. The friction brake has two functions:
the baulk, the collar must be released.
− to hold the CSU in the last set position after a drive shaft failure
As the lever moves from one position to the next the quadrant turns the pinion.
− to apply friction to the drive shaft.
The pinion turns the rotary switch of the CSU.

The rotary switches connect to two electrical connectors. Signals from one set
of tracks on each switch go to connector A. Signals from the other set of tracks
go to connector B.
FRA US/T-5 HeM Apr 2010 05|−51|CSU|L3/B1 Page 118

27−51
114 VU A A
ATTACHMENT
KNOB PLATE
ROTARY
B B SWITCH
COLLAR
DRIVE
SHAFT
MASTER FRICTION
SPLINE A A BRAKE
TUBE
ROTARY
HOUSING SWITCH
INPUT
LEVER ASSEMBLY
GEAR
DRIVE
GEAR B B
QUADRANT
PLUNGER
BAULK
PINION
PIN GATE
Figure 68 Command Sensor Unit

FRA US/T-5 HeM Apr 2010 05|−51|CSU|L3/B1 Page 119
FLAPS/SLATS POWER TRANSMISSION
27−54/84
27−54/84 FLAPS/SLATS POWER TRANSMISSION

POWER CONTROL UNIT (PCU) & COMPONENTS Hydraulic Motor (2)
Each multi−piston hydraulic motor receives hydraulic pressure from a valve
Flap/Slat Power Control Unit block.
A hydromechanical Power Control Unit (PCU) supplies the mechanical power The output shaft of the motor is connected to a POB. Hydraulic fluid lubricates
to the flap transmission system. The PCU has two hydraulic motors with a the motor. The cylinders of the motor are connected to two ports, referred to as
Pressure−Off Brake (POB) and a valve block, which is electrically controlled. the extend and retract ports.
The main body contains a differential and a intermediate gearbox. When the valve block supplies hydraulic fluid to the extend port,the motor
Line Replaceable Units (LRU) of the PCU are as follows: moves in the direction necessary to extend the flaps.
two hydraulic motors When hydraulic pressure is supplied to the retract port, the motor moves in the
two Pressure−Off Brakes (POB) opposite direction and the flaps retract.
two valve blocks Pressure Off Brake
six solenoid valves A POB is attached to each hydraulic motor. It holds the output shaft of the
two inlet filters hydraulic motor when:
two Linear Variable Differential Transducers (LVDT) the hydraulic motors do not operate
one Feedback Position Pick−off Unit (FPPU) the related hydraulic system does not supply sufficient,hydraulic power
one Instrumentation Position Pick−off Unit (IPPU). the WTB stops the flap transmission system because of some system
The flap and the slat PCU are identical and both are installed in the MLG wheel failures.
well. The POB has a multiple friction−disk pack. Splines connect the stators to the
POB casing and the rotors to the shaft in the center of the POB. Springs hold
Valve Block (2) the friction disks together. When hydraulic pressure is applied to the POB, the
The flap PCU has two valve blocks which are electrically controlled. Each valve friction disks are disengaged (against the pressure of the springs).To remove
block controls the flow of hydraulic fluid to its related hydraulic motor and POB. the POB, you must remove the related hydraulic motor first.
The Linear Variable Differential Transducer (LVDT) is installed on one end of
the valve block. The LVDT supplies a signal to the SFCC so that the SFCC can Differential Gearbox
monitor the position of the control valve spool. Installed on the valve block The differential gearbox contains a reduction and differential gear. The
opposite the LVDT are two directional solenoid valves and one POB solenoid reduction and differential gear transmits the movement from the hydraulic
valve. motors through the PCU output bevel gear to the flap transmission system.
The directional solenoid valves operate as the extend or the retract solenoid The casing of the differential gearbox also contains the intermediate gear which
valves. The POB solenoid valve operates as the brake solenoid valve. The transmits the movement to the IPPU and the FPPU.
valve blocks are interchangeable with those fitted to the slat PCU. Removal of
the valve blocks is possible without the removal of the PCU from the aircraft. Solenoid Valve (6)
The solenoid valves of the PCU are the same and interchangeable with each
other and those on the WTB. Their removal is possible without the removal of
the valve blocks from the PCU.
FRA US/T-5 HeM Apr 2010 06|−54/84|PCU|L3/B1 Page 120

27−54/84
OUTPUT
DIFFERENTIAL GEAR
PRESSURE OFF PRESSURE OFF

FLAP/SLAT PCU BRAKE BRAKE
SOLENOID
VALVES
3 PRESSURE OFF OUTPUT LVDT
BRAKE
FEEDBACK POSITION VALVE HYDRAULIC HYDRAULIC VALVE
BLOCK MOTOR MOTOR BLOCK
PICK − OFF UNIT 1 2
1 2
INSTRUMENTATION
POSITION PICK − OFF UNIT ELECTRICAL
INTERMEDIATE GEAR
CONNECTOR
FEEDBACK INSTRUMENTATION
2 HYDRAULIC MOTOR PPU PPU
LVDT
CONTROL VALVE
ENABLE (POB) DIFFERENTIAL 4
SOLENOID GEARBOX
RETRACT
SOLENOID FILTER
EXTEND
SOLENOID 1 VALVE BLOCK ASSY
Figure 69 Flap/Slat PCU

27−54/84
PCU FUNCTIONAL OPERATION MODES

General Description
The signal from the SFCC’s controls the PCU solenoid valves. Two solenoids specially happen when hydraulic pressure is supplied by emergency or
function as directional control valves and the third solenoid allows hydraulic alternate pressure sources.
pressure for release of the POB. The loss of a single hydraulic system will cause the POB of the affected PCU
The powered directional solenoid valve opens for hydraulic pressure to the motor to remain engaged. This locks one half of the differential gear. The
POB and to the control valve spool. The direction of the spool and the quantity serviceable motor will thus be able to operate the transmission on half speed.
of movement controls the direction of the hydraulic motor rotation and the A LVDT mounted on the end of the spool valve monitors the spool position and
speed. provide feed back to the SFCC.
The multi piston hydraulic motor causes the differential gearbox to rotate. The
differential gearbox permits flap or slat operation, at reduced speed, in case of Pressure Maintaining Function
computer or hydraulic failure. Emergency or stand−by hydraulic power has a limited flow capacity. At a time
of operation with emergency or stand−by hydraulic power, it is necessary to
Static Mode prevent a sudden decrease in supply pressure.
The PCU can operate in static mode where all three solenoids are without A sudden decrease in supply pressure can occur because of too much demand
power. Springs hold the control valve in neutral position and the spool valve by the flap system. This could cause an application of the POB at any time.
closes for the hydraulic pressure and return lines, the POB and the end
The force and the rate of the spring, together with the port area/valve
chambers of the spool valve are connected to return.
movement property, give the function that maintains the pressure of the valve.
Full Speed Mode As the supply pressure decreases, the valve closes slowly. This reduces the
flow rate to the motor and thus the work−load on the pump. This prevents the
In full speed mode one of the directional solenoid valves get power, the
work−load of the slat / flap system to cause a sudden decrease of the supply
applicable end of the spool valve is pressurized and when the spool moves, the
pressure.
POB is pressurized, the POB solenoid valve is powered shortly after the
directional solenoid. With the spool fully moved the hydraulic motor gets the Single System Operation
maximum available hydraulic flow.
The loss of the hydraulic pressure to one of the two motors causes the POB to
Low Speed Mode apply and hold the motor output shaft. This locks one half of the differential
gearbox. The serviceable motor then gives sufficient output torque at half
The low speed mode is obtained immediately before the surfaces reaches the
speed, at the gearbox output shaft.
selected position. The second directional solenoid is powered causing the
spool valve to move against neutral position and thereby limiting the flow to the
motor. The rate of the spool movement is limited by the fluid restrictors. NOTE: SLAT AND FLAP MOVEMENT ALWAYS OBEYS THE LAST
When the transmission gets to the selected position the power to all three CORRECT CONTROL LEVER MOVEMENT.FOR EXAMPLE, WHEN
solenoids are removed causing the POB to engage, holding the transmission THE LEVER MOVES FROM POSITION 3 TO FULL, THE FLAPS
against the air load. WILL EXTEND IN THE DIRECTION OF THE FULL POSITION. IF
The force and the rate of the spool valve spring together with the port THE LEVER RETURNS TO POSITION 3 BEFORE THE FLAPS
area/valve movement property gives a function that prevents the valve to close REACH POSITION FULL, THE DIRECTION OF FLAP MOVEMENT
too rapid, causing the POB to engage due to pressure fluctuations. This can CHANGES AND THE FLAPS MOVE BACK TO POSITION 3.

27−54/84
RETRACT EXTEND PRESSURE OFF

FLAP PCU is shown
SOLENOID SOLENOID BRAKE SOLENOID SLAT PCU function
(DE−ENERGIZED) (DE−ENERGIZED) (DE−ENERGIZED) is similar
CHECK
VALVE TO PRESSURE
ELECTRICAL OFF BRAKE FLAPS
CONNECTOR
RESTRICTOR RESTRICTOR
LVDT REQUESTED POSITION(VIA CSU)
CONTROL
CONTROL
VALVE
VALVE
SPOOL
SPRINGS
MOTOR
SFCC 1 SFCC 2
FLAP LANE 1 FLAP LANE 2 ACTUAL POSITION FLAP LANE 1 FLAP LANE 2
COMP COMP
P R STATIC MODE ACTUAL/DEM ACTUAL/DEM ACTUAL/DEM ACTUAL/DEM
COMPARISON COMPARISON
FILTER COMPARISON
AGREE
COMPARISON
AGREE
COMMAND COMMAND COMMAND COMMAND
DRIVE DRIVE
FPPU
COMMAND COMMAND
VALVE BLOCK
FLAP/SLAT PCU MODES VALVE BLOCK
RETRACTION EXTENSION ENABLE ENABLE EXTENSION RETRACTION

Static Mode: All Solenoids De-Energized
CONTROL VALVE SPOOL LVDT LVDT CONTROL VALVE SPOOL
Full Speed Mode: 1X Directional and
Enable Solenoid Energized
Low Speed Mode: 2X Directional and POB
DIF
POB
Enable Solenoid Energized FLAP PCU
GEAR BOX
TRANSMISSION TRANSMISSION
Figure 70 PCU Control Modes

FLAPS POWER TRANSMISSION
27−54
27−54 FLAPS POWER TRANSMISSION

FLAPS MECHANICAL DRIVE PRESENTATION
Flap Transmission
The flap transmission system is routed in the trailing edge of the wing, from the
flap PCU in the wheel well, to the outboard flap actuator assy.
The PCU output shaft rotates a torque shaft. Via gear boxes the torque shaft
activate,s four flap actuators on each wing. The actuators transfer the rotary
movement of the torque shaft to a linear movement of the flap carriage
mechanism.
Located together with outboard actuator, number 4, on left and right wing is
installed a Asymmetry Position Pick−off Unit (APPU), used in the flap
protection system.
Also used in the flap protection system is the WTB. It is located between the
actuator number 3 and 4 on left and right wing.
FRA US/T−5 HeM Apr 2010 07|−54 drive1|L2/B1/B2 Page 124

27−54
PCU
TRANSMISSION
MOTOR MOTOR
VALVE VALVE
BLOCK BLOCK
SFCC 1 SFCC 2
S S S S
LEFT WTB RIGHT WTB

PCU
ACTUATOR ASSY STEADY BEARINGS TORQUE LIMITERS

APPU LINE GEARBOX TORQUE SHAFTS
BEVEL GEARBOX RIGHT ANGLE GEARBOX WTB
Figure 71 Flaps Components Location

FRA US/T−5 HeM Apr 2010 07|−54 drive1|L2/B1/B2 Page 125
27−54
FLAPS MECHANICAL DRIVE (CONT.)

Torque Shafts
The rotation of the torque shafts drives all gearboxes and rotary actuator input
shafts simultaneously, at the same speed. The torque shafts are mounted with
a Fixed (F) or Moveable (M) connection.
The end fittings have a flange for a bolted joint or splines for a sliding end
connection. Bolts attach universal joints, plunging joints and splined movable
joints to the flanges where necessary.
The universal joints permit large angular changes of alignment and the splined
movable joints allow small angular changes of alignment. Each shaft has at
least one sliding end connection. The sliding end connection has an indicator
groove. This goes out of view when the connection engagement is below a
specified minimum.
Steady bearings, attached to the structure, support the torque shafts where
small angular changes of alignment are present.
FRA US/T-5 HeM Apr 2010 08|−54drive 2|L2/B1/B2 Page 126

27−54
Z 146 ( 147 )
TORQUE
SHAFT
ACTUATOR ASSY 1
PLUNGING
JOINT
ASSEMBLY TORQUE
STAEDY
RIGHT ANGLE SHAFT
GEARBOX TYPICAL BEARING
ASSEMBLY
ACTUATOR LINE PCU

BEVEL GEARBOX ASSY 2 GEARBOX
UNIVERSAL
JOINT
ASSEMBLY
SPRING
CLIP STAEDY
BEARING
ACTUATOR ASSEMBLY
ASSY 3 WTB ARTICULATING
SPLINE
JOINT
APPU UNIVERSAL
UNIVERSAL
JOINT
JOINT
ASSEMBLY
ACTUATOR ASSY ASSEMBLY
Figure 72 Torque Shafts

FRA US/T-5 HeM Apr 2010 08|−54drive 2|L2/B1/B2 Page 127
27−54
FLAPS MECHANICAL DRIVE COMPONENTS

Transmission Gear Boxes
Three types of one to one ratio gearboxes are used in the flap transmission
where large changes in torque shaft alignment are present.
A right angle gearbox changes alignment through 90 for input to track 1
offset gearbox.
A line gearbox moves drive path onto the rear face of the rear false spar.
A 19 bevel gearbox aligns the drive with the rear spar.
The gear boxes are filled with grease. Lip seals on the input and output shafts
is preventing unwanted material to enter the gear box. A plugged maintenance
inspection hole are located in the bottom of the units.
FRA US/T-5 HeM Apr 2005 09|−54 drive|L3/B1 Page 128

27−54
RIGHT ANGLE C
GEARBOX
A
INSPECTI0N
HOLE
BEARINGS
LINE
A GEARBOX BEARINGS
BEVEL GEARBOX B
BEARINGS
INSPECTION PLUG
Figure 73 TRANSMISSION GEAR BOXES
27−54
FLAPS MECHANICAL DRIVE COMPONENTS (CONT.)

Actuators
One actuator operates the flap mechanism at each track. It provides the torque The torque limiter is made to stop the transmission of too much torque into the
and speed reduction necessary to drive the flap required rate. output. It also makes sure that the indication of torque peaks, which
Each actuator is driven by an offset gearbox which transmits power from the momentarily engage and release the torque limiter, does not occur.
torque shaft to the plug−in rotary actuator. If the torque limiter responses, the system can be set again by operating in the
The parts of the actuator are: opposite direction. The indicator stays extended until it is cancelled manually.
an offset gearbox Bolts attach the rotary actuator to the offset gearbox casing. The gearbox
output shaft turns the rotary actuator. A first−stage gear train transmits input
a plug−in rotary actuator.
torque from the offset gearbox to the power stage of the actuator.
The offset gearbox casing contains:
The power stage includes nine planet gears held by rings. This gives an equal
a through shaft share of the load between the driven output carrier drive,and the earth annulus
the torque limiter gear. The differential gear ratio between the planet gears, the earth annulus
reduction gearing gear and the output ring gears gives a high torque/low speed output.
the rotary actuator.
The power goes from the torque shaft through the torque limiter to spur gears.
The spur gears move the input shaft of the rotary actuator.
Torque Limiter
The torque limiter has:
a ball ramp device
a friction disk pack spline−mounted to release too much torque through the
gearbox casing into the aircraft structure
a spring disk pack that is set to a limit of a minimum of 120 % of the maxi
mum torque for operation
an indicator with a spring clip which usually stays in the retracted position.

27−54
OFFSET GEARBOX TORQUE LIMITER
FRICTION
TORQUE LIMITER DISCPACK INPUT
INDICATOR
MEMBER
SPRING
INPUT OUTPUT
MEMBER MEMBER
TO ACTUATOR 2
NORMAL RUNNING CONDITION
THROUGH
SHAFT
ROTARY RAMP AXIAL

ACTUATOR SPRING DISPLACEMENT
INPUT FROM RIGHT

RAMP
OUTPUT ANGLE GEARBOX
MEMBER ACTIVATED CONDITION
SPUR GEAR
REDUCTION OUTPUT MEMBER
INDICATOR
INPUT TO ROTARY SPRING A
ACTUATOR
SPRING B
ROTARY
ACTUATOR
BALL AND
FRICTION RAMP
DISCPACK COUPLING
Figure 74 FLAP ACTUATOR & TORQUE LIMITER
27−54

Tracks & Carriages
Flaps are supported on carriages traveling on straight tracks.
Tracks 2, 3 and 4 are similar. Track installation is on beams below the wing.
Track 1, attached to the fuselage, uses a different configuration.
Drive levers on the actuator output shafts move the flaps through flap link
arms.
To prevent extension or retraction overtravel each drive lever has mechanical
stops. Engagement of the stops does not occur at a time of normal operation.
The offset gearbox of the track 4 actuator drives an Asymmetry Position
Pick−off Unit (APPU).
Carriages, which roll freely on staight tracks, hold each flap. Vertical−load
rollers and side−load rollers keep the carriages on the tracks.
Each carriage has a containment device to hold it on the track if a failure
occurs.
Attached to the flap bottom surface at tracks 2, 3 and 4 are brackets.
Connected to the brackets is a linkage which operates the hinged part of the
track fairing during flap extension and retraction.
At the end of each track are mechanical stops. The stops prevent retraction
overtravel and make sure that the flaps do not disengage at the end of flap
extension. Engagement of the stops does not occur at a time of normal
operation.

FLIGHT CONTROLS A318/319/320/321
A318/A319/A320/A321
27−54
RETRACTION FLAP/CARRIAGE
TRACK
BOLT ASSY
GREASE
C POINTS
VERTICAL
ROLLER
CARRIAGE
MAIN ROLLER
SIDE-LOAD
ROLLER
EXTENSION
DRIVE LEVER
FLAP LINK ARM

SECTION
FLAP C-C FLAP/CARRIAGE
BOLT ASSY
BEAM
FAIRING OPERATING
ARM
TRACK
MOVEABLE FAIRING
CARRIAGE
FAIL-SAFE HOOKS
Figure 75 FLAP TRACK & CARRIAGES

27−54

Trailing Edge Flap Tabs (A321 only)
The inboard and the outboard flap each have tabs attached to their trailing
edges.
Hinge mechanisms connect the trailing edge of the tab surface to the primary
surface of the flap. Five hinge mechanisms hold the outboard flap tab to the
outboard flap and three hinge mechanisms hold the inboard flap tab to the
inboard flap.
When the flaps move, the tabs are operated by a linkage connected from:
the shroud box assembly to the hinge 1A tab attachment bracket
the roller carriages of the tracks 2, 3 and 4 to the tab attachment brackets.
The tabs and flaps move in relation to each other during extension and
retraction.

FLIGHT CONTROLS ONLY A321
A318/A319/A320/A321
27−54
B
TAB HINGE 1B
TYPICAL FOR 3A, 3B AND 3C
FLAP TAB
3A
A B
3B
3C
A
TAB HINGE 1A
TAB DRINK LINK

MOUNTING LUG
FLAP TAB
Figure 76 TRAILING EDGE FLAP TAB (A321)

FLAPS/SLATS ELECTRICAL
CONTROL AND MONITORING 27−51/81
27−51/81 FLAPS/SLATS ELEC. MONITORING

FLAPS/SLATS MONITORING SYSTEM OPERATION
Flap/Slat System Monitoring
The two SFCCs monitor the systems continuously for failures in: To monitor the power transmission system, the SFCCs compare the CSU
the operation of the power transmission system signals with the position data. The SFCCs receive the position data from:
the Line Replaceable Units (LRU) the two APPUs
the input and output signals the FPPU
the power supplies. the valve blocks
Failures in the flap system will lead to warnings which are generated by the the flap−attachment failure detection sensors.
Electronic Centralized Aircraft Monitoring (ECAM) system. The ECAM system An APPU is installed at the end of the transmission system in each wing. The
shows class 1, level 1 and level 2 cautions to the flight crew. APPU’s are the same as, and interchangeable with, the FPPU.
The SFCC’s supply failure data to the ECAM system through: One synchro transmitter in each APPU sends position data to the SFCC 1. The
the System Data Acquisition Concentrators (SDAC) other synchro transmitter in each APPU sends position data to the SFCC 2.
the Flight Warning Computers (FWC) The control valve of each valve block has a Linear Variable Differential
Transducer (LVDT). The LVDT sends valve position data to its related SFCC.
the Display Management Computers (DMC)
The position of the valve is directly related to the hydraulic pressure available
The ECAM gives a Maintenance Status Reminder for class 2 failures. at the valve block.
The SFCCs supply all the related data of failures to the Centralized Fault
Display System (CFDS).
An interconnecting strut (ICS) connects the inboard and the outboard flaps. It
The SFCC’s monitor the power transmission system for these failures: has two flap−attachment failure detection sensors. The flap−attachment failure
asymmetry (a position difference between the two APPU’s) detection sensors monitor the connected flaps for a position difference out of
runaway (a position difference between the APPU’s and the FPPU) the specified limits.
uncommanded movement (a movement in the wrong direction, or Each flap−attachment failure detection sensor sends a signal to one of the two
movement away from the last set position) Landing Gear Control and Interface Units (LGCIU).
overspeed (the faster movement of one or more PPU’s) Each LGCIU gets a signal from one sensor on each wing and sends the data to
its related SFCC. The SFCC monitors the data and sends it to the other SFCC
flap disconnect
through the cross−computer link. The SFCCs receive data from all four
system jam flap−attachment failure detection sensors.
half speed The SFCC’s monitor these LRU’s for failures :
low hydraulic pressure SFCC1 and 2, the CSU, the WTB’s, the APPU’s, the FPPU’s, the valve blocks
control valve position. of the PCU’s, the flap disconnect sensors and the hydraulic motors of the
PCU’s.
The SFCC’s keep the data related to the failures in their memories.
FRA US/T-5 HeM Apr 2010 10|−51/81|Mon|L3/B1/B2 Page 136

0 0
SFCC 1 1 1
SFCC 2
POS. DEMAND 2 2
3 3
FULL FULL
TO MCDU TO SDAC 1/2 TO MCDU

SDAC 1/2
1 1
2 2
3 3
4 4
5 5
G
B SLAT B
G
PCU
APPU WTB B G
WTB APPU
LGCIU 1 LGCIU 2
FPPU
TO LGCIU 2 TO LGCIU 1
B B
Y G
APPU WTB FLAP WTB APPU

PCU
G Y
FROM/TO FROM/TO
SFCC 1 SFCC 2
ICS FPPU ICS
Figure 77 Transmission Mon. Schematic

FRA US/T-5 HeM Apr 2010 10|−51/81|Mon|L3/B1/B2 Page 137
FLAP/SLATS ELECTRICAL
WING TIP BRAKES FUNCTIONAL OPERATION

Operation of the WTB
The WTB’s lock the transmission system if a failure occurs.
If one or the other computer finds a failure:
the computer arms its own WTB circuits (flap or slat channel)
the other computer receives a WTB−arm discrete signal.
If the second computer also finds the failure:
the computer arms its own WTB circuits
the first computer receives a WTB−arm discrete signal.
When both SFCC’s receive a WTB−arm signal they energize the related WTB
solenoid valves. The WTB’s lock the transmission system.
If one SFCC does not operate, the other SFCC receives a WTB−arm signal
automatically.
If the other SFCC finds a failure, one solenoid valve on each WTB gets
electrical power
THE WTB CAN ONLY BE RESET ON GROUND THROUGH THE CFDS.
The WTB will be applied in case of:
asymmetry
runaway
uncommanded movement
overspeed.
When both SFCC’s find any one of these failures:
the valve block solenoids on the PCU are de−energized
the POB’s in the PCU are applied and stop their related hydraulic motors
each computer arms its own WTB circuits and sends a WTB−arm signal to
the other computer
the WTB’s lock the transmission system
the SFCC’s give a class 1 level 2 caution and the ECAM display unit shows
a failure message.
FRA US/T-5 HeM Apr 2010 11|−51/81|WTB|L3/B1 Page 138

SFCC 1 FLAP CHANNEL SFCC 2 FLAP CHANNEL

FLAP F
F-LOCKED
LANE 1 LANE 2 LANE 1 LANE 2
F/CTL FLAPS LOCKED
COMMAND COMMAND COMMAND COMMAND
OUTPUT/PCU CONTROL OUTPUT/PCU CONTROL
FLAPS PCU FPPU
VALVE BLOCK VALVE BLOCK
LVDT LVDT
POB POB
WTB WTB
APPU APPU
The WTB will be applied in case of:
-asymmetry
-runaway
-uncommanded movement
-overspeed
FLAPS FLAPS
THE WTB CAN ONLY BE RESET
ON GROUND THROUGH THE CFDS.
Figure 78 WTB Detection Circuits

WING TIP BRAKES COMPONENT DESCRIPTION

Wing Tip Brake Function
Electro−hydraulic pressure−on disk− brakes, identified as Wing Tip Brakes,are
installed near the end of the transmission system on both the slats and the
flaps in each wing.
The slats and the flap WTB’s operate independently of each other.
The central housing contains the friction disc pack which has stator and rotor
discs. The central housing holds the stator discs, external splines on the torque
shaft drive the rotor discs.
The internal splines at each end of the torque shaft engage with the flap
transmission system. At each end of the central housing is a hydraulic manifold
which contains an annular piston. The torque shaft passes through the center
of the two pistons. A solenoid valve and an electrical connector are installed on
each manifold.
The solenoid valves control the supply of fluid pressure to the pistons.
The hydraulic supply to each WTB is as follows:
the Blue and Yellow systems supply the left flap WTB
the Blue and Green systems supply the right flap WTB.
the Blue and Green systems supply the left and right slat WTB.
The two battery buses (701PP for system 1 and 702PP for system 2) supply
power to the WTB solenoids through the SFCCs.
This makes sure that power is available to the WTB if there is an engine power
failure. Each busbar supplies one solenoid on each WTB.
When the solenoids are energized, the fluid pressure moves the piston to
release the spring force and puts the brake on. When the solenoids are
de−energized, the fluid pressure returns through the solenoid valves and lets
the brake off.
Leakage of fluid past the piston seals returns through a drilled hole.
If hydraulic pressure is not available to one piston, the remaining piston gives
sufficient force to act against the spring to let the brake off.

PCU
TRANSMISSION
MOTOR MOTOR
VALVE VALVE
BLOCK BLOCK
SFCC 1 SFCC 2
S S S S
SOLENOID SOLENOID
VALVE VALVE
P P LEFT WTB RIGHT WTB
R R
PISTON PISTON
NOTE:
Solenoids are energized open for hydraulic pressure
to activate the WTB.
A latching circuit keeps them energized until a reset is performed.
FRICTION DISC PACK This reset can be performed on ground via the CFDS.
Figure 79 Wing Tip Brake

POSITION PICK OFF UNITS COMPONENT DESCRIPTION

Position Pick-off Units (PPUs)
Two PPUs are installed in the flap PCU: The electrical connector block is installed on the reduction gear housing. The
the Instrumentation PPU (IPPU) electrical connector block has two connectors, one for each synchro
transmitter. The connectors are identified as A and B.
the Feedback PPU (FPPU)
The cover plate is installed on the reduction gear housing. There is a window in
They are the same as the Asymmetry PPU (APPU) installed in the
the cover plate to monitor adjustment of the PPU to zero.
transmission system at each wing tip. All PPUs are interchangeable.
When the input shaft turns through 140 revolutions it gives 360 deg. synchro
An intermediate gear transmits the movement from the differential gearbox to
transmitter output.
the IPPU and the FPPU. Removal of the PPUs is possible without the removal
of the PCU from the aircraft. i.e. For full travel of the flaps (A320) , the angular output of each syncro
transmitter is 231.24 deg.
The PPU has:
To adjust the PPU electrically to zero, no electrical test equipment is
a splined input shaft
necessary.
a spring−loaded locking plate
For zero adjustment, there are three moving and three fixed indicators:
the reduction gears
two fixed pointers on the reduction gear housing
a reduction gear housing
one zero mark on the driving gear
two synchro transmitters which work independently
one orange zero indicator
a synchro cover
one fixed zero mark on the input shaft locking plate
an electrical connector block
one zero mark on the end of the input shaft.
a cover plate.
The spring−loaded locking plate holds the splined input shaft from the removed
PPU. When the PPU is installed in the aircraft, the mount of the PPU pushes
the locking plate away from the shaft splines.
The input shaft moves the reduction gears which are in the reduction gear
housing. The reduction gears turn the two synchro transmitters which are
below the synchro cover.
FRA US/T5 HeM Apr 2010 12|−51/81|PPUs|L3/B1/B2 Page 142

ORANGE ZERO
INDICATOR
VIEWING WINDOW
FIXED
POINTER
REDUCTION
GEAR HOUSING
FIXED POINTER
DRIVE GEAR
ZERO MARK
SPLINED INPUT
SHAFT
LOCKING PLATE
INPUT SHAFT
ZERO MARK
FIXED ZERO
MARK
Figure 80 Position Pick-off Units

FRA US/T5 HeM Apr 2010 12|−51/81|PPUs|L3/B1/B2 Page 143
FLAPS ELECTRICAL
CONTROL AND MONITORING 27−51
27−51 FLAPS ELECTRICAL CONTROL AND MONITORING

FLAP ATTACHMENT MONITORING COMPONENTS DESCRIPTION
Flap Attachment Failure Detection Sensors
The SFCCs monitor the flap−attachment failure detection sensors to find The housing contains the actuating rod, the sleeve and the ball piece. The
connection failure. If the SFCCs receive a flap disconnect signal: target is at the end of the actuating rod.
the valve block solenoids on the PCU are de−energized The two sensors on the housing align with the targets on the actuating rod, with
the POBs lock the two hydraulic motors the flaps in their normal postion.
the SFCCs give a class 1 level 2 caution and the ECAM display unit shows The actuating rod has a total travel of 18 mm (0.7086 in.) in each direction from
a failure message. the center position. The limit of independent movement between the flaps is
14.5 mm (0.5708 in.).
System reset is only possible on the ground.
The sensors send a target−far signal to the LGCIU if the target moves more
The ECAM display unit shows a failure message if:
than 15 mm (0.5905 in.) from the center position.
the SFCC gets different data from the two sensors on the same wing
or System Jam Detection
one sensor gives incorrect data. The SFCC will find a system jam if the system speed is below 2% nominal for
more than 4 seconds. When the SFCC’s find a system jam:
Flap Interconnecting Strut (ICS) the valve block solenoids on the PCU are de−energized
The flap interconnecting strut has these functions: the POBs are applied and stop their related hydraulic motors
it lets the inner and the outer flaps move independently by a specified limit the SFCCs give a class 1 level 2 caution and the ECAM display unit shows
it gives a different load path for the flap drive system if there is an a failure message.
attachment failure If the SFCC’s receive a new correct CSU signal, the SFCC’s go back to their
it sends data to the SFCC when the independent movement of the inner normal operation.
and outer flaps is more than the specified limit If there is low hydraulic pressure, the SFCC’s stop system jam monitoring.
it absorbs energy if a flap drive disconnect occurs.
The flap interconnecting strut has:

a housing
two flap−attachment failure detection sensors
an actuating rod
a target
a ball piece
a sleeve.
FRA US/T-5 HeM Apr 2010 13|−51|ICS|L3/B1 Page 144

FLAPS ELECTRICAL
CONTROL AND MONITORING 27−51
Z680
Z580
A LGCIU 1 SFCC 1
INNER FLAP 2 2
DE-ENERGIZE
SIGNAL
FLAP DISCONNECT SENSOR
Z−COUPLING
(A−321 only)
R/H SIDE SIMILAR

MOTOR MOTOR
VALVE VALVE
OUTER FLAP INTERCONNECTING BLOCK BLOCK
STRUT FLAPS
PCU
ACTUATING ROD RIGGING PIN HOLE
BALLPIECE
TARGET
18.0mm
SLEEVE
18.0mm
Figure 81 ICS Monitoring

FRA US/T-5 HeM Apr 2010 13|−51|ICS|L3/B1 Page 145
FLIGHT CONTROLS A318 / A319 / A320 / A321
FLAPS POSITION INDICATION
27−55
27−55 FLAPS POSITION INDICATION

FLAP POSITION INDICATION FUNCTIONAL OPERATION
General
The upper display unit of the Electronic Centralized Aircraft Monitoring (ECAM) When the slats and flaps move, the upper display unit shows:
system shows the flap position. The display unit shows the flap position the FLAP indication in cyan
together with the slat position and the direction of their movement.
the position indication of the slat/flap control lever as 0, 1 (1 + F when the
The Instrumentation Position Pick−Off Unit (IPPU) 3CN monitors the flap auto−command function is engaged), 2, 3 or FULL in cyan
movement of the mechanical transmission system. It thus monitors the
the correct slat and flap position by green triangles
operation and position of the flaps.
the new slat and flap position by blue triangles.
The IPPU is attached to the flap Power Control Unit (PCU). An intermediate
gear transmits the movement from the output shaft of the differential gearbox When the slats and flaps reach their new position:
to the IPPU. The IPPU sends the flap position data to the Flight Warning the FLAP indication changes from cyan to white. The position 0 is not
Computers (FWC1, FWC2). shown
The FWCs send the data to the Electronic Instrument System (EIS). The EIS the position indication of the slat/flap control lever changes from cyan to
shows the position of the flaps on the upper display unit of the ECAM system. green. The position 0 is not shown
The upper display unit uses the shape of a wing to show the slat and flap the blue triangles of the slat and flap position go out of view.
positions. A grey symbol shows the fixed center section of the wing. Green If the alpha−lock/speed baulk−function operates, the caution A−LOCK (cyan)
indications show the correct position of the slats and flaps. flashes below the wing indication.
When the slats and flaps are fully retracted, the green symbols are shown on If the slats/flaps do not move freely, the FLAP indication changes from cyan to
the two sides of the center section of the wing. amber.
White points show the position of the slats and flaps on the display. The white
points are not shown when the slats and flaps are fully retracted (clean Power Supply
configuration). The 431XP ESS BUS and the 231XP Bus 2 supply 26V AC:
The indications S and F, which are usually green, show the slat and flap part of 431XP ESS BUS supplies circuit breaker 1CN
the display. The indications are not shown when the aircraft is in the clean
231XP BUS 2 supplies circuit breaker 2CN

configuration.
1CN supplies 26V AC to IPPU connector A
The upper display unit also shows:
2CN supplies 26V AC to IPPU connector B.
the position of the slat and flap control lever
the direction of the slat and flap surface movement
the limit of the selected movement
the position of the slat and flap surfaces during movement
when the slat alpha−lock/speed baulk−function is in operation
when the flap auto−command function is engaged.
FRA US/T-5 HeM Apr 2005 14|−55|PosInd|L3/B1/B2 Page 146

FLIGHT CONTROLS A318 / A319 / A320 / A321
FLAPS POSITION INDICATION
27−55
FROM APPU
2 2
SFCC 1 SDAC 1
431 XP
FROM APPU
26V AC
231 XP CL 87.5%
FOB : 18000 KG
3
S FLAP F
26V AC 2
2 FULL
DMC 1 FLT CTL

FPPU FWC 1 FLAP NOT IN
T/O CONFIG
STS
IPPU
Figure 82 Flap Position Indication

FRA US/T-5 HeM Apr 2005 14|−55|PosInd|L3/B1/B2 Page 147
SLATS POWER TRANSMISSION
27−84
27−84 SLATS POWER TRANSMISSION

SLATS MECHANICAL DRIVE PRESENTATION
General Operation
Torque shafts and gearboxes in the fuselage and the wings transmit the A torque shaft transmits power from the PCU to the 19 degree bevel gearbox.
mechanical power from the slat PCU to the actuators, which move the slats. A second torque shaft continues the drive to the input gear of the T−gearbox.
Universal joints connect the torque shafts and steady bearings support them. In the T−gearbox the direction in which the drive is aligned is changed through
The slat transmission system includes: 90 degrees.
torque shafts in the fuselage and wings Downstream of the T−gearbox, the operation of the transmission system is the
same for each wing.
a 19 degree bevel gearbox which changes the direction in which the drive is
aligned Torque shafts from the T − gearbox transmitt the drive to the lower of two 63.5
degree bevel gearboxes. The 63.5 degree bevel gearboxes are installed at the
a T−gearbox which changes the direction in which the drive is aligned
wing root between RIB 1 and the fuselage. A single torque shaft connects the
through 90 degrees. This gives an output to each wing
two 63.5 degree gearboxes.
two 63.5 degree bevel gearboxes at each wing root. These gearboxes move
The 63.5 degree gearboxes transmit the movement from below the center wing
the drive from below wing level to the wing leading edge
box into the wing leading edge.
ten rotary actuators (two per slat) in each wing.
The movement is transmitted without a decrease in speed. From the upper
63.5 degree gearbox more torque shafts continue the movement through the
ten rotary actuators.
When the torque shaft turns, it moves all the gearboxes and the input shafts of
the rotary actuators.
The movement at the gearboxes and rotary actuators occurs at the same time
and at the same speed. The rotary actuators give the necessary torque and
speed decrease to move the slats at the specified rate.
FRA US/T-5 HeM Apr 2010 01|−84|Pres/drive |L2/B1/B2 Page 148

27−84
63.5 BEVEL
GEARBOXES
FROM
T-GEARBOX
TORQUE SHAFTS SLAT

1 B TO ACTUATORS
A
2
3
POWER CONTROL UNIT
4
MOTOR MOTOR
VALVE VALVE
BLOCK BLOCK
ACTUATORS
A: BEVEL GEARBOXES (19)
B: T-GEARBOXES SFCC 1 SFCC 2
C: BEVEL GEARBOXES (63.5)
Figure 83 Slats Mechanical Drive

27−84
SLATS MECHANICAL DRIVE (CONT.)

Torque Shafts
The torque shafts are made of stainless steel. They have end fittings, which
are welded.
The end fittings have a flange for a bolted joint or splines for a sliding end
connection. Bolts attach universal joints and splined movable joints to the
flanges where necessary.
The universal joints permit large angular changes of alignment and the splined
movable joints allow small angular changes of alignment.
Each shaft has at least one sliding end connection. The external part of the
sliding end connection has an indicator groove. It shows when the engagement
of the external and internal parts is below a minimum.
Steady bearings, which support the torque shafts, are attached to the structure
with bolts.

27−84
ARTICULATING SPLINE
JOINT ASSEMBLY
A E C D
B
A
INDICATOR GROOVE
PCU
UNIVERSAL JOINT
STAEDY BEARING
ASSEMBLY
ASSEMBLY
C
UNIVERSAL JOINT
ASSEMBLY
B UNIVERSAL JOINT
D ASSEMBLY
STAEDY BEARING SPRING CLIP E

ASSEMBLY
UNIVERSAL JOINT
ASSEMBLY
Figure 84 Slats Torque Shafts
27−84
SLATS MECHANICAL DRIVE (CONT.)

Slat PCU
The design and operation is the same as described in the Flap system 27−50.
Bevel Gearbox 19 degree

The Bevel Gearbox has a ratio of 1:1. The input and output shafts have
reversed lip seals which make sure that unwanted material does not get into
the gearbox. The gearbox is filled with grease. There are inspection plugs
through which you can examine the lubricant.
T−Gearbox
The T−Gearbox has a ratio of 1:1. Bearings, seals and the procedures for
lubrication and inspection are almost the same as those used on the 19
Bevel Gearbox.
Bevel Gearbox 63.5 degree
The four 63.5 Bevel Gearboxes have a 1:1 ratio and are the same. Bearings,
seals and the procedures for lubrication and inspection are almost the same as
those used on the 19 Bevel Gearbox.
FRA US/T-5 HeM Apr 2010 02|−84 drive 2|L3/B1 Page 152
27−84
A SLAT PCU A
B
C
D BEVEL GEARBOX 19
T−GEARBOX B
BEVEL GEARBOX 63,5
C
Figure 85 Slats PCU & Gearboxes

27−84
ACTUATORS & TORQUE LIMITERS COMPONENT DESCRIPTION

Slat Tracks Torque Limiters
Each track runs in vertical and side load−rollers. A fixed stop is provided at Each input gearbox has a torque limiter which operates in the two directions
each end of the driven tracks (not shown). A gear rack engages a pinion driven (extend/retract). Each torque limiter has a lock−out torque value set as
by the actuator output shaft. necessary for its location.
Tracks 1 and 4 are made almost the same as the moved tracks but without the The torque limiters protect the wing structure and the actuators from a torque
gear rack. They are to prevent that slat 1 falls away if there is a slat attachment overload which could occur by a slat transmission failure. A mechanical
failure. indicator on each actuator is provided to show when lock−out torque has
The tracks retract through holes in the front spar into sealed containers. The occurred.
sealed containers make a projection into the fuel tanks. The mechanism may be reset by reverse operation but the indicator remains
extended until cancelled manually.
Actuators
There are two types of actuator in each wing. Those on tracks 2 and 3 are
larger in diameter and include more gearing than the other actuators. The
assembly and operation is almost the same for all actuators.
Each actuator includes:
a cylindrical casing
a through shaft
a bidirectional torque limiter with latching indicator
a sun gear
a power output stage. (This includes a compound differential planetary
arrangement of six planets, supported by rings)
an output shaft which engages the track drive pinion.
They are pre−packed with grease for ” life time ” lubrication. Vent holes are
provided in the casing for drainage of any accumulated moisture.
Attachment of the actuators is to housings. Bolts attach the housings to the

structure at tracks 2, 3 and 5 thru 12.
Each actuator moves its related track through a pinion. The actuator output
shaft moves the pinion which engages with a gear rack.
27−84
OUTPUT MEMBER TORQUE LIMITER INDICATOR A
A
INPUT MEMBER INPUT OUTPUT
MEMBER MEMBER
NORMAL RUNNING CONDITION
AXIAL
RAMP
DISPLACEMENT
TORQUE
LIMITER RAMP
INDICATOR SIDE LOAD ROLLER
SLAT TRACK ACTIVATED CONDITION
GEAR RACK FRONT SPAR

ACTUATOR TRACK GEAR RACK
VERTICAL
LOAD
ROLLER
STOP
ROLLERS PINION
PINION SEALED CAN

STOP
(NOT ON T1 & T2)
SLAT
Figure 86 Slats Actuators & Track
27−84
SLATS APPU & WTB COMPONENT DESCRIPTION

Asymmetrie Position Pick Off Unit (APPU)
Wing Tip Brake (WTB)

27−84
ASSYMMETRY POSITION
PICK−OFF UNIT
WING TIP BRAKE
Figure 87 Slats WTB & APPU

SLATS ELECTRICAL CONTROL
27−81
27−81 SLATS ELECTRICAL CONTROL

SLATS POWER SUPPLY DISTRIBUTION
Slats Power Supply
The electrical power supplies for the slat control and monitoring system are:
the essential bus 401PP
the normal bus 202PP
the battery buses 701PP and 702PP.
The essential bus 401PP supplies:
the SFCC1 slat channel
The battery bus 701PP supplies the WTB solenoids related to the SFCC1. The
normal bus 202PP supplies:
the SFCC2 slat channel
The battery bus 702PP supplies the WTB solenoids related to the SFCC2. If
the WTBs are operated, the battery buses keep the solenoids energized during
a SFCC power failure.
FRA US/T HeM Apr 2010 04|−81|PwrSup|L3/B1/B2 Page 158

27−81
COMPUTER COMPUTER
REMOVED REMOVED
FAULT FAULT
A/C ON GND SYS 1 SYS 2 A/C ON GND
FLT 94CV FLT 96CV
GND 92CV GND

21CV 22CV
AD AD SFCC1 SFCC2 AD AD
10D 3J 2J 2J 3J 10D
401PP 202PP
AF AF
2 POWER POWER 2
5CV SUPPLY 7CV
8 SUPPLY 8
28VDC 7 UNIT UNIT 7 28VDC
11 11 702PP
701PP WTB WTB
LATCH LATCH
10 10
9CV 3 11CV
3 28VDC
28VDC AF AF
12F 12D 14C 15C 13D 13F 15A 14A 15K 14K 15G 14G 15H 14H 14H 15H 14G 15G 14K 15K 14A 15A 13F 13D 15C 14C 12D 12F
AB AE AE AE
B
A A B C
C B A
WTB WTB
LH LH
35CV−B
33CV−A
A
L K J H U T T U H J K L
A A A A A A B B B B
POB EXTEND RETRACT C B A F B A F B A F B A C B B C A B F A B F A B F A B C RETRACT EXTEND POB
WTB APPU APPU LVDT LVDT FPPU APPU APPU WTB
PCU FPPU PCU
RH LH RH PCU PCU RH LH RH
25CV 36CV−A 31CV−A 32CV−A 28CV−A 25CV 26CV 28CV−B 32CV−B 31CV−B 36CV−B 26CV
Figure 88 SFCC Slat Channel Pwr. Supply

FRA US/T HeM Apr 2010 04|−81|PwrSup|L3/B1/B2 Page 159
27−81
SLAT SYSTEM COMPONENTS − INTERFACES

The SFCC’s send and receive discrete and analog electrical signals to and
from the components of the slat system. Each SFCC has an ARINC 429
interface,which connects it to the other systems. 21CV SLAT SYSTEM INTERFACE DATA 22CV
The slats/flaps surface position and system health are used by a number of FROM OTHER SYSTEMS
other aircraft systems. Surface position is mainly used as definition of
configuration.
CORRECTED ANGLE OF ATTACK CORRECTED ANGLE OF ATTACK

ADIRU
COMPUTED AIRSPEED COMPUTED AIRSPEED
34−12−00
A/C ON GROUND
LGCIU1
32−31−00
A/C ON GROUND
LGCIU2
32−31−00
A/C IDENT. DATE GMT A/C IDENT. DATE GMT

FLT INFO> A/C CONFIG. CFDIU FLT INFO> A/C CONFIG.
BITE COMMAND WORDS 32−31−00 BITE COMMAND WORDS
SFCC1 SFCC2
ARINC 429 DISCRETE
FRA US/T-5 HeM Apr 2010 05|−81|Interf|L3/B1/B2 Page 160

27−81
SLAT SYSTEM INTERFACE DATA TO OTHER SYSTEMS

SLAT SYSTEM COMPONENTS INTERFACES
ECAM
IPPU FWC IPPU SFCC1 SFCC2

31−53−00
21CV 22CV
ARINC 429
OUTPUTS TO
SDAC ASSOCIATED
21CV COMPONENT STATUS COMPONENT STATUS 22CV SYSTEMS
SYSTEM STATUS 31−54−00 SYSTEM STATUS
ACTUAL POSITION ACTUAL POSITION
WRAPROUND WRAPAROUND
CSU INPUT CSU INPUT

CSU
CSU INPUT CSU INPUT
ACTUAL POSITION ELAC ACTUAL POSITION
27−93−00
FAC2 ACTUAL POSITION EXTEND SOL EXTEND SOL

22−66−00 RETRACT SOL RETRACT SOL
POB SOL SLATS POB SOL
ACTUAL POSITION SEC ACTUAL POSITION PCU
27−94−00 LVDT INPUT LVDT INPUT
LVDT EXCITATION LVDT EXCITATION
SFCC2
SFCC1 MAINT INDICATION CFDIU MAINT INDICATION APPU INPUT APPU INPUT
31−32−00 LH APPU
SYNCHRO SYNCHRO
EXCITATION EXCITATION
TEST TEST
CONNECTION CONNECTION APPU INPUT APPU INPUT
RH APPU
SLATS RETRACTED SLATS RETRACTED SYNCHRO SYNCHRO
ELAC EXCITATION EXCITATION
SLATS RETRACTED 27−93−00 SLATS RETRACTED
FPPU INPUT FPPU INPUT
FPPU
SLATS 15deg SLATS 15deg SYNCHRO SYNCHRO
IV
IV
103VU EXCITATION EXCITATION

SLAT ARM INPUT SLAT ARM INPUT
SLATS 15deg SLATS 15deg
IV
IV
92VU
SLATS 21deg SEC SLATS 21deg SLAT ARM OUTPUT SLAT ARM OUTPUT
IV
IV
27−94−00
FAC
22−66−00
LH WTB OUTPUT LH WTB LH WTB OUTPUT
SLATS 15deg CIDS SLATS 15deg
IV
IV
23−73−00 RH WTB OUTPUT RH WTB RH WTB OUTPUT

SLATS 21deg SEC SLATS 21deg
IV
IV
27−94−00 X−COMPUTER LINK − INCLUDES SLAT

FAULT CONFIRMATION
ARINC 429
FAC
22−66−00 SYNCHRO
DISCRETE DISCRETE
ARINC 429
Figure 89 Slat System-Components Interfaces

FRA US/T-5 HeM Apr 2010 05|−81|Interf|L3/B1/B2 Page 161
SLATS POSITION INDICATING
27−85
27−85 SLATS POSITION INDICATION

SLATS POSITION & ALPHA LOCK/SPEED BAULK
General
The operation is the same as described as in the Flap system 27−50.
Slats Alpha Lock/Speed Baulk

The Air Data/Inertial Reference Units (ADIRU’s) supply corrected
angle−of−attack ( alpha ) and computed air speed (CAS) data to the SFCC.
The SFCC use the data to prevent slat retraction at high alpha and / or low
CAS. Slat retraction is not possible if:
On A319 & A320
the alpha is more than 8.5 deg.
the CAS is less than 148 knots.
The function resets if alpha decreases below 7.6 deg. or CAS increases over
154 knots.
On A321:
the alpha is more than 8.0 deg.
the CAS is less than 165 knots.
The function resets if alpha decreases below 7.1 deg. or CAS increases over
171 knots.
Alpha lock/speed baulk is not possible if:
On A319 & A320
the slat retraction is set before alpha is more than 8.5 deg. or CAS less
than 148 knots
the aircraft is on the ground with CAS below 60 knots.

On A321 :
the slat retraction is set before alpha is more than 8.0 deg. or CAS less than
165 knots
the aircraft is on the ground with CAS below 60 knots.
When the function is active, the ECAM shows the message A−Lock (cyan,
pulsing) below the slat position indication.
FRA US/T-5 HeM Apr 2010 06|−85|Pos/AlpLock|L3/B1/B2 Page 162

SLATS POSITION INDICATING
27−85
FROM APPU
2 2
SFCC 1 SDAC 1
431 XP
FROM APPU
26V AC
231 XP CL 87.5%
FOB : 18000 KG
3
S FLAP F
26V AC 2
2 FULL
DMC 1 SLAT NOT IN FLT CTL

FPPU T/O CONFIG
FWC 1
STS
IPPU
Figure 90 Slats Position Indication

FRA US/T-5 HeM Apr 2010 06|−85|Pos/AlpLock|L3/B1/B2 Page 163
GENERAL
27−00
27−00 FLIGHT CONTROLS GENERAL

FLIGHT CONTROLS INDICATIONS/WARNINGS (EXAMPLES)
R (L) SIDESTICK FAULT AIL SERVO FAULT
In case of sidestick configuration warning the aural warning sounds, the In case of aileron servo fault, the failure is shown amber on the EWD related to
MASTER WARNING and the SIDESTICK PRIORITY come on. The failure is the indications on the F/CTL ECAM page.
shown red on the EWD.
ALTN LAW
SPLR FAULT In case of F/CTL normal law failure the aural warning sounds and the MASTER
In case of a faulty pair of spoilers the aural warning sounds and the MASTER CAUT comes on. The F/CTL ECAM page is not called.
CAUTion comes on. The failure is shown amber on the EWD related to the
indications on the F/CTL ECAM page. ELAC FAULT
In case of Flight Control Computer (FCC) failure the aural warning sounds, the
STABILIZER JAM MASTER CAUT and the ELAC 1 FAULT lights come on. The failure is shown
In case of stabilizer jam the aural warning sounds and the MASTER CAUT amber on the EWD related to the indications on the F/CTL ECAM page.
comes on. The failure is shown amber on the EWD related to the indications on
the F/CTL ECAM page. ELAC PITCH FAULT
In case of ELAC pitch fault the ECAM is activated. The failure is shown amber
L (R) AIL FAULT on the EWD. The ELAC symbol remains green.
In case of dual aileron servo fault the aural warning sounds and the MASTER
CAUT comes on. The failure is shown amber on the EWD related to the
indications on the F/CTL ECAM page.
ELEC PWR
1500 ft
800 ft
1st ENG STARTED
1st ENG TO PWR
TOUCH DOWN
5 min AFTER
LIFT OFF
80 kts
kts
80
1 2 3 4 5 6 7 8 9 10
Figure 91 Flight Controls - ECAM Warning Profile

FRA US/T-5 HeM Apr 2010 01|−00|IndWarn|L2/B1/B2 Page 164
GENERAL
27−00
WARNINGS AND CAUTIONS
SD FLT
EWD: FAILURE TITLE AURAL MASTER LOCAL
PAGE PHASE
CONDITIONS WARNING LIGHT WARNING
(AUTO) INHIB
CONFIG
• SPD BRK NOT RETRACTED or
• PITCH TRIM NOT IN T.O. RANGE
NIL 5, 6, 7, 8
A/C not in T.O. configuration when thrust levers are
set at T.O. or FLEX T.O. or when pressing T.O.
CONFIG PB
CONFIG R (L) SIDESTICK FAULT
(BY TAKE OVER) CRC MASTER WARN
Red*
L or R sidestick is inoperative (take over P/BSW
F/CTL SIDESTICK 5, 6, 7, 8
pressed more than 30 sec.) when thrust levers are
PRIORITY Lt
set at T.O. or FLEX T.O., or when pressing T.O.
CONFIG PB
L + R ELEV FAULT PFD
Loss of both elevators Message
L (R) SIDESTICK FAULT NIL 4, 5, 7, 8

Transducers on pitch or roll axis are failed on one SINGLE CHIME MASTER CAUT FAULT Lt on ELAC
sidestick. PB
ELAC 1 FAULT
Failure of ELAC (pitch and roll channel) or one side F/CTL NIL 4, 5, 7, 8
stick transducer fault.
SEC 1 (2) (3) FAULT FAULT Lt on
Failure of on SEC SEC PB
FCDC 1 + 2 FAULT
F/CTL NIL 4, 5, 7
Failure of both FCDCs
SINGLE CHIME MASTER CAUT
DIRECT LAW PFD
Direct laws are active Message
4 5,
4, 5 7,
7 8
ALTN LAW
NIL
Alternate laws are active
NIL FAULT Lts on
IR DISAGREE
ELAC PBs and 3, 4, 5, 7
Disagree between two IR, with the third one failed
PFD Message

GENERAL
27−00
THIS PAGE INTENTIONALLY LEFT BLANK


GENERAL
27−00
SD FLT
EWD: FAILURE TITLE AURAL MASTER LOCAL
PAGE PHASE
CONDITIONS WARNING LIGHT WARNING
(AUTO) INHIB
CONFIG SLATS (FLAPS) NOT IN T.O. CONFIG
Slats or flaps are not in T.O. configuration when
CRC MASTER WARN 5,6,7,8
thrust levers are set at T.O. of FLEX T.O. or when
depressing T.O. CONFIG P/BSW.
SLATS (FLAPS) FAULT
Failure of both slat or flap channels.
SLATS (FLAPS) LOCKED SINGLE CHIME MASTER CAUT 4, 5, 8
Slats or flaps wing tip brakes applied or non align-
ment detected between 2 flaps.
SLATS SYS 1 (2) FAULT NIL NIL
Failure of slat channel in one SFCC.
FLAP SYS 1 (2) FAULT
Failure of flap channel in one SFCC.
FLAPS ATTACH SENSOR NIL NIL 3, 4, 5, 7, 8
Failure of flap attachment failure detection sensor.
SLAT (FLAP) TIP BRK FAULT
Failure of one wing tip brake on slats or flaps or fail-
ure of one wing tip brake solenoid on slats or flaps.
PRIORITY
R (L) SIDESTICK FAULT CRC MASTER WARN 4,5,6,7,8
LT
SPLR FAULT 3,4,5,7
STABILIZER JAM F/CTL 4,5
SINGLE CHIME MASTER CAUT
L (R) AIL FAULT NIL 3,4,5,7

AIL SERVO FAULT NIL NIL 3,4,5,7
ALTN LAW SINGLE CHIME MASTER CAUT NIL 4,5,7,8

FLAPS/SLATS
27−50/80
27−50/80 FLAPS/SLATS
SFCC BITE TESTS
General
The flap system has a Built−In Test Equipment (BITE). You can do tests of the
system through the Multipurpose Control and Display Unit (MCDU) in the
aircraft cockpit.
The MCDU also indicates any failures in the system and gives trouble shooting
data for the system.
The two SFCC’s also do a BITE check during power−up.
Maintenance access for trouble shooting and SFCC tests is performed via the
CFDS menu. The access to the SFCC is via the F/CTL obtained by selecting
”SYSTEM REPORT/TEST”. (Some examples are given below)
The CFDS will give advice and will also display the test result. For certain tests,
the surface will operate.
FRA US/T-5 HeM Apr 2010 02|−50/80|BITE Tests|L2/B1/B2 Page 168

FLAPS/SLATS
27−50/80

&
&

, "
1
2

& &+ '

"%

NEXT
PAGE
Figure 92 MCDU Data Utilization

FLAPS/SLATS
27−50/80

'
WTB RESET FLAP
' PERFORMED
3 ' &

' &

- . &
'
$ $

SLAT PPU DATA [DEG]
+ DATE: JUN 21 UTC 2050

& &
# ) ) )

#& #!& #&
&
NOTE : This Display flashes
& & due to updating.
) ) )
#& #!& #&
$ $
PRINT >
Figure 93 WTB Reset & PPU Datas

FLAPS/SLATS
27−50/80

' ' '
,
'
&
&+ &
/
' & & ""

&

$

' ' '
, , " , , "
&
- .
& '

!

$ $ $
Figure 94 WTB/POB Test

A318−21 27 B12
TABLE OF CONTENTS
ATA 27 FLIGHT CONTROLS . . . . . . . . . . . . . . . . 1 27−93 ELAC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
ELEVATOR AILERON COMPUTER (ELAC) COMPONENT
27-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
SURFACES INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . 2 ELAC INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
FLY BY WIRE PHILOSOPHY INTRODUCTION . . . . . . . 4 27−60 SPOILER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
ELECTRICAL FLIGHT CONTROL SYSTEM (EFCS) SPEEDBRAKES SYSTEM DESCRIPTION . . . . . . . . . . . 46
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 GROUND SPOILER CONTROL DESCRIPTION . . . . . . 48
ELECTRICAL FLIGHT CONTROL SYSTEM (EFCS) SPOILER SCU COMPONENT DESCRIPTION . . . . . . . . 50
INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
LOAD ALLEVIATION SYSTEM FUNCTION AND
PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 ACCELEROMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
27−94 SEC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
ECAM INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
SPOILER ELEVATOR COMPUTER (SEC) COMPONENT
ECAM INDICATION (CONT.) . . . . . . . . . . . . . . . . . . . . . . . 16 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
ECAM INDICATION (CONT.) . . . . . . . . . . . . . . . . . . . . . . . 18
27−20 RUDDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
FLIGHT CONTROL SYSTEM ARCHITECTURE . . . . . . 20
RUDDER SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . 56
FLIGHT CONTROLS HYDR. PWR. SUPPLY . . . . . . . . . 22
ELECTRICAL PWR. SUPPLY FUNCTIONAL OPERATION . . . . . . 27−21 RUDDER MECHANICAL CONTROL . . . . . . . . . . . . . . . . 58
24 CONTROL COMPONENTS DESCRIPTION . . . . . . . . . . 58
27-90 ELECTRICAL FLIGHT CONTROL SYSTEM (EFCS) . . 26 27−24 RUDDER HYDRAULIC ACTUATION . . . . . . . . . . . . . . . . 60
CONTROL LAWS PRESENTATION . . . . . . . . . . . . . . . . . 26 RUDDER SERVOCONTROL COMPONENT DESCRIPTION . . . .
60
27-92 CONTROL INPUTS INTERFACES . . . . . . . . . . . . . . . . . . 28
SIDE STICK CONTROLLER COMPONENT DESCRIPTION . . . . . 27−22 RUDDER TRIM ACTUATION . . . . . . . . . . . . . . . . . . . . . . . 62
28 RUDDER TRIM SYSTEM OPERATION . . . . . . . . . . . . . . 62
SIDE STICK PRIORITY LOGIC . . . . . . . . . . . . . . . . . . . . . 30 RUDDER TRIM/ARTIFICIAL FEEL COMPONENTS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
27−10/60 AILERON/SPOILER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
ROLL CONTROL DESCRIPTION . . . . . . . . . . . . . . . . . . . 32 27−26 YAW DAMPER ACTUATION . . . . . . . . . . . . . . . . . . . . . . . 66
RUDDER YAW CONTROL SYSTEM DESCRIPTION . . 66
27−10 AILERON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
YAW DAMPER SERVO ACTUATORS COMPONENT
AILERON SCU COMPONENT DESCRIPTION . . . . . . . 34 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
27−90 ELECTRICAL FLIGHT CONTROL SYSTEM (EFCS) . . 36 27−23 RUDDER TRAVEL LIMITING . . . . . . . . . . . . . . . . . . . . . . 70
ROLL NORMAL LAW FUNCTIONAL OPERATION . . . . 36 RUDDER LIMITER SYSTEM OPERATION . . . . . . . . . . . 70
PROTECTIONS ROLL NORMAL LAW (FLT. MODE) . . 38
27−30 ELEVATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
ROLL DIRECT LAW (ALTERNATE YAW) . . . . . . . . . . . . 40
PITCH CONTROL SYSTEM DESCRIPTION . . . . . . . . . 72
PITCH NORMAL LAW FUNCTIONAL OPERATION . . . 74
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A318−21 27 B12
TABLE OF CONTENTS
FLIGHT ENVELOPE PROTECTIONS . . . . . . . . . . . . . . . 76 27−54/84 FLAPS/SLATS POWER TRANSMISSION . . . . . . . . . . . 120
PITCH ALTERNATE LAW . . . . . . . . . . . . . . . . . . . . . . . . . . 78 POWER CONTROL UNIT (PCU) & COMPONENTS . . . 120
PITCH DIRECT LAW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 PCU FUNCTIONAL OPERATION MODES . . . . . . . . . . . 122
27−34 ELEVATOR & HYDR. ACTUATION . . . . . . . . . . . . . . . . . 82 27−54 FLAPS POWER TRANSMISSION . . . . . . . . . . . . . . . . . . 124
ELEVATOR SERVO CONTROL COMPONENT DESCRIPTION . . FLAPS MECHANICAL DRIVE PRESENTATION . . . . . . 124
82 FLAPS MECHANICAL DRIVE (CONT.) . . . . . . . . . . . . . . 126
27−40 TRIMMABLE HORIZONTAL STABILIZER (THS) . . . . . 84 FLAPS MECHANICAL DRIVE COMPONENTS . . . . . . . 128
PITCH TRIM SYSTEM DESCRIPTION . . . . . . . . . . . . . . 84 FLAPS MECHANICAL DRIVE COMPONENTS (CONT.) 130
27−41 THS MECHANICAL CONTROL . . . . . . . . . . . . . . . . . . . . 86 FLAPS MECHANICAL DRIVE COMPONENTS (CONT.) 132
THS MECHANICAL CONTROL SYSTEM DESCRIPTION . . . . . . . FLAPS MECHANICAL DRIVE COMPONENTS (CONT.) 134
86 27−51/81 FLAPS/SLATS ELEC. MONITORING . . . . . . . . . . . . . . . 136
27−44 THS HYDRAULIC ACTUATION . . . . . . . . . . . . . . . . . . . . 88 FLAPS/SLATS MONITORING SYSTEM OPERATION . 136
THS ACTUATOR SYSTEM DESCRIPTION . . . . . . . . . . 88 WING TIP BRAKES FUNCTIONAL OPERATION . . . . . 138
THS ACTUATOR COMPONENT LOCATION . . . . . . . . . 90 WING TIP BRAKES COMPONENT DESCRIPTION . . . 140
THS ACTUATOR SYSTEM OPERATION . . . . . . . . . . . . 92 POSITION PICK OFF UNITS COMPONENT DESCRIPTION ....
142
27-95 FCDC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
FLT. CONT. DATA CONCENTRATORS GENERAL LAYOUT . . . . . 27−51 FLAPS ELECTRICAL CONTROL AND MONITORING 144
94 FLAP ATTACHMENT MONITORING COMPONENTS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
27-96 MAINTENANCE AND SAFETY TESTS/BITE . . . . . . . . . 96
EFCS MAINTENANCE SYSTEM . . . . . . . . . . . . . . . . . . . . 96 27−55 FLAPS POSITION INDICATION . . . . . . . . . . . . . . . . . . . . 146
EFCS MAINTENANCE SYSTEM (CON.) . . . . . . . . . . . . . 98 FLAP POSITION INDICATION FUNCTIONAL OPERATION . . . . .
146
EFCS MAINTENANCE SYSTEM (CON.) . . . . . . . . . . . . . 100
EFCS MAINTENANCE SYSTEM (CON.) . . . . . . . . . . . . . 102 27−84 SLATS POWER TRANSMISSION . . . . . . . . . . . . . . . . . . 148
AUTOMATIC TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 SLATS MECHANICAL DRIVE PRESENTATION . . . . . . 148
SLATS MECHANICAL DRIVE (CONT.) . . . . . . . . . . . . . . 150
27−50/80 FLAPS/SLATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
SLATS MECHANICAL DRIVE (CONT.) . . . . . . . . . . . . . . 152
FLAPS/SLATS SYSTEM PRESENTATION . . . . . . . . . . . 106
ACTUATORS & TORQUE LIMITERS COMPONENT
FLAPS/SLATS HYDRAULIC SUPPLY ARCHITECTURE 110 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
27−51 FLAPS ELECTRICAL CONTROL . . . . . . . . . . . . . . . . . . 112 SLATS APPU & WTB COMPONENT DESCRIPTION . . 156
SLAT/FLAP CONTROL COMPUTER (SFCC) COMPONENT 27−81 SLATS ELECTRICAL CONTROL . . . . . . . . . . . . . . . . . . . 158
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
SLATS POWER SUPPLY DISTRIBUTION . . . . . . . . . . . 158
POWER SUPPLY DISTRIBUTION . . . . . . . . . . . . . . . . . . 114
SLAT SYSTEM COMPONENTS − INTERFACES . . . . . 160
FLAP SYSTEM COMPONENTS − INTERFACES . . . . . 116
COMMAND SENSOR UNIT & COMPONENTS . . . . . . . 118
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TABLE OF CONTENTS
27−85 SLATS POSITION INDICATION . . . . . . . . . . . . . . . . . . . . 162
SLATS POSITION & ALPHA LOCK/SPEED BAULK . . . 162
27−00 FLIGHT CONTROLS GENERAL . . . . . . . . . . . . . . . . . . . 164
FLIGHT CONTROLS INDICATIONS/WARNINGS (EXAMPLES) .
164
27−50/80 FLAPS/SLATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
SFCC BITE TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
Page iii
A318−21 27 B12
TABLE OF CONTENTS
Page iv
A318−21 27 B12
TABLE OF FIGURES
Figure 1 Control Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Rudder Trim Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . 63
Figure 2 Fly By Wire Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 Rudder Trim Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Figure 3 Flight Control Computers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Rudder Trim/Artificial Feel Components . . . . . . . . . . . . . . . . . 65
Figure 4 EFCS Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Yaw Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 5 Flight Controls Panel & Rudder Trim . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 Yaw Damper Servo Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Figure 6 Cockpit Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 Rudder Limiter Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Figure 7 ECAM Flight Control Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 Travel Limitation Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Figure 8 ECAM Flight Control Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 Pitch Control Elevator Schematic . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 9 ECAM Eng. & Warning Display . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 Pitch Normal Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Figure 10 Flight Control Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 Pitch Law Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 11 Hydraulic Supply Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Flight Envelope Protections . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 12 Electrical Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 Pitch Alternate Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Figure 13 EFCS Control Laws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Pitch Law Reconfiguration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 14 Side Stick Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 Pitch Direct Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 15 Side Stick Indication on PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Figure 50 Elevator Servocontrol Schematic . . . . . . . . . . . . . . . . . . . . . . . 82
Figure 16 Side Stick Prioity Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 51 Elevator Servo Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 17 Roll Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 52 Pitch Trim Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 18 Aileron Servo Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 53 THS Mechanical Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 19 PFD – Roll Normal Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Figure 54 THS Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 20 Roll Normal Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 55 THS Actuator Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 21 PFD – Roll Normal Law Protection . . . . . . . . . . . . . . . . . . . . . . 38 Figure 56 THS Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 22 Roll Normal Law Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 57 Flight Control Data Concentrators . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 23 Electric Flight Control Laws . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Figure 58 MCDU Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 24 Control Law Reconfiguration . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 59 MCDU Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 25 ELAC Internal Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 60 MCDU Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 26 ELAC Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 61 Test Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 27 Speed Brake Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 62 Flaps/Slats Sys. Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 28 Ground Spoiler Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Figure 63 Flaps/Slats Poss. Positions Table . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 29 Ground Spoiler Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 64 Flaps/Slats Hydr. Supply Schematic . . . . . . . . . . . . . . . . . . . . . 111
Figure 30 Spoiler SCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 65 Slat/Flap Control Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 31 LAF Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 66 SFCC Flap Channel Pwr. Supply . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 32 SEC Internal Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 67 System Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 33 Rudder Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 68 Command Sensor Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 34 Rudder Mechanical Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 69 Flap/Slat PCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 35 Rudder Servo Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 70 PCU Control Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
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A318−21 27 B12
TABLE OF FIGURES
Figure 71 Flaps Components Location . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 72 Torque Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 73 TRANSMISSION GEAR BOXES . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 74 FLAP ACTUATOR & TORQUE LIMITER . . . . . . . . . . . . . . . . 131
Figure 75 FLAP TRACK & CARRIAGES . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 76 TRAILING EDGE FLAP TAB (A321) . . . . . . . . . . . . . . . . . . . . 135
Figure 77 Transmission Mon. Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 78 WTB Detection Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 79 Wing Tip Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Figure 80 Position Pick-off Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Figure 81 ICS Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Figure 82 Flap Position Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Figure 83 Slats Mechanical Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Figure 84 Slats Torque Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Figure 85 Slats PCU & Gearboxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Figure 86 Slats Actuators & Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Figure 87 Slats WTB & APPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
Figure 88 SFCC Slat Channel Pwr. Supply . . . . . . . . . . . . . . . . . . . . . . . . 159
Figure 89 Slat System-Components Interfaces . . . . . . . . . . . . . . . . . . . . 161
Figure 90 Slats Position Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Figure 91 Flight Controls - ECAM Warning Profile . . . . . . . . . . . . . . . . . . 164
Figure 92 MCDU Data Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
Figure 93 WTB Reset & PPU Datas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
Figure 94 WTB/POB Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
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A318−21 27 B12
TABLE OF FIGURES
Page iii
A318−21 27 B12
TABLE OF FIGURES
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ATA 27 FLIGHT CONTROLS

FRA US/T-5 HeM Apr 01, 2010 ATA DOC Page 1

FRA US/T-5 HeM Apr 01, 2010 01|−00|Intro|L1/B1/B2 Page 2

Figure 1 Control Surfaces

FLY BY WIRE PHILOSOPHY INTRODUCTION

FRA US/T-5 HeM Apr 01, 2010 01|−00|Intro|L1/B1/B2 Page 4

FLY BY WIRE SYSTEM

CABLES SPRING ROD

AFT DETENT BELLCRANK

SERVO CONTROL ACTUATOR

Figure 2 Fly By Wire Philosophy

ELECTRICAL FLIGHT CONTROL SYSTEM (EFCS) INTRODUCTION

2 ELACs (Elevator Aileron Computer)

3 SECs (Spoilers Elevator Computer)

2 FACs (Flight Augmentation Computer)

2 SFCCs (Slat/Flap Control Computer)

FRA US/T-5 HeM Apr 01, 2010 01|−00|Intro|L1/B1/B2 Page 6

Figure 3 Flight Control Computers

ELECTRICAL FLIGHT CONTROL SYSTEM (EFCS) INTERFACES

FRA US/T-5 HeM Apr 01, 2010 02|EFCS Interf|L3/B1/B2 Page 8

SIDE STICK SEC3

Figure 4 EFCS Interfaces

Steep Approach P/B (optional A318)

FRA US/T-5 HeM Apr 01, 2010 03|Panel|L1/B1/B2 Page 10

ELAC 1 SEC 1 FAC 1

FAULT FAULT FAULT

OFF OFF OFF

OVERHEAD PANEL L/H

ELAC 2 SEC 2 SEC 3 FAC 2

FAULT FAULT FAULT FAULT

OFF OFF OFF OFF

STEEP APPROACH P/B

Figure 5 Flight Controls Panel & Rudder Trim

Pitch Trim Wheels

FRA US/O-8 HeM Jan 20, 2012 04|Ctl&ECAM|L1/B1/B2 Page 12

Figure 6 Cockpit Controls

green = Spoiler deflected more than 2.5 °

green = Spoiler retracted

amber = Spoiler fault (deflected)

Hydraulic System Pressure

ELAC 1 green = Computer available

ELAC: Elevator Aileron Computer-

FRA US/O-8 HeM Jan 20, 2012 04|Ctl&ECAM|L1/B1/B2 Page 14

Figure 7 ECAM Flight Control Page

ECAM INDICATION (CONT.) Pitch Trim Position

Aileron 3.2°UP green = normal

The elevator position is indicated by a green index on a white scale. They

GB green = normal of blue, green and yellow hydraulic low pressure.

GB amber = Blue actuator not available due to hydraulic

FRA US/O-8 HeM Jan 20, 2012 04|Ctl&ECAM|L1/B1/B2 Page 16

Figure 8 ECAM Flight Control Page

ECAM INDICATION (CONT.)

Slats Flaps Position

White points − Selectable position. Not displayed in clean configuration.

Green Triangles = Actual Position

Now, the LH take over push button is released: