Back to Home

6 with optional 8

283l (75gal)

GND SERVICE 28Vdc

Tanks 3 and 4

Ultrasonic

A temperature sensor integrated with level sensor

PWIP

NO IDEA!!

1,3,5,7 LH 2,4,6,8 RH

2 LH side of aft Cargo

35-41psi

At the top

2 px sw (lo and hi) o/px vlv (130psi), gnd px connection, filters and a check vlv

RHS of aft cargo

A circulation pump, a scaling inhibition module (uses a magnetic tube), a heater, and a control unit

On gnd if water temp of tanks <10C and OFF >13c. In Flight if ambient temp of the heating disinfection unit <10C

<10 ambient or if water <6 if the pump is running

50C

Lavatory Water Supply-Assembly Control-Device

60s

lights to show 115v 28v, heater, cleaning mode lighted button

MPI fitted to toilet or GWDU frame

The PWIP

CIDS directors

FAPs, OMS, LGERS, Coding Module for location info.

Quantity,Pre-selection,Status Information, Service relevant failures,Maintenance Information

Water Qty graph, Fault area, Func Mes area, Maint required area.

potable water quantity, A/C configuration (location of lavatories and galleys),system status, failure messages, Water pre-selection ("Pre-Select" button), Optional isolation ("Shut Off LH" and "Shut Off RH" buttons), system depressurisation ("Shut Down" button).

PWIP open depress valve, Compressors off, Depress valve closed after 5s (opens again after landing), water heaters off (due to low water level). The toilets will still work

Tanks (with separator and filter), vacuum generators and waste drain valves, overboard check valves, toilet assy, GWDUs, Hi lvl sensor, 2 absolute px sensors,

MD LH side, MD RH side,UD LH side, UD RH side.

On ground and below 1600ft

4 -> 9psi below cabin px

2. 1 Fwd and 1 Aft

under floor area behind the bulk cargo

MD is 675 ltrs, UD is 373 ltrs

Dry and Wet. Dry needs flush pressed twice in 1 second

OFF is ready to use, Green is wet flushing, Flashing Green is dry flushing. Amber shows it can’t be used.

CLOSE THE FUCKING LID

It starts an auto dry flush whether closed or not. BUT ONLY 3 times! It then stops the water supply

MPI send SHUT OFF WATER SUPPLY to FAP

MCI(Motor Controller Interface) next to bulk cargo door.

The MCI is connected to the MPI and the service panel and the tank high level sensor

MPIs,MCIs,Hydrostatic and ambient px sensors, high level sensors. They talk by CAN bus.

CIDS directors. To FAP OMS LGERS ADIRU

FAP

1 Bar Graph 0-100% for water, LH + RH (UD and MD) Bar Graphs for waste

The last preselect from memory or 100% if there isn’t one.

125psi

5 mins

4”

35 l

Through the rinse lines at a maximum pressure of 50 psi

5%

Caution light top left of FAP with a message window on both FAP and PWIP

Every 6 months

Via OMS task or on PWIP (hold button for more than 5s) Close all shutoff valves and fill to 100%

They run automatically

4. doors. Front 2 hydraulic rear 2 mechanical

4. Main hydraulic, Auxiliary mechanical (with main door), Fixed fairing door and hinged door (both gear driven)

4. Inner hydraulic, centre hydraulic, outer hydraulic, auxiliary mechanical

upper and lower drag strut, double lock link, 2 downlock springs

Side stay, Lock links, 3 Down lock springs

Upper and lower drag braces, Lock links, Down lock springs

On approach gear down and locked (Known extension length). OPMS in CPIOM G using each OPTS (Oleo-Pressure and Temperature Sensor) via L/G RDCs

On GND all the time but can only do px (unknown extension) Gross check and cross-reference check with like gear

DC1 DC2 and DC ESS

3 on lock link, 2 on shock to show extended and centred

By LGRDCS 4A and 4B

3 on lock link, 2 on torque link to show extended, 2 double prox sensors on bogie beam

By LGRDCS 4A and 4B

3 on lock link, 2 on shock to show extended (WoW sensors), 4 prox sensors on bogie beam, 2 on rear axle for steering locked

By LGRDCS 5A and 5B

10.5 degs

2 near hinges for full open, 2 on uplocks for full closed (sys1 and sys2)

near hinges for full open, 2 on uplocks for full closed (sys1 and sys2)

near hinges for full open, 2 on uplocks for full closed (sys1 and sys2)

WLG and BLG on piston end, bogie beam, cylinder, pintle frame, WLG axles

High Velocity Oxygen Fuel method applies a coating of Tungsten Carbide Cobalt Chromium

Dry Nitrogen and MIL-PRF-87257

Nitrogen fill at top, fluid drain refill at bottom

Green for primary and red for secondary

3 times by closing changeover valve

The changeover valve must be opened within 7 days

NLG and WLG changeover valve is tightened into manifold, BLG it need 3 anti-clock turns and the cap fitted on back to front to show red

Red Washer underneath, BLG=141, WLG=127 NLG=84

Load Analysis Tool uses 20 flight parameter inputs and 20 structural load outputs and a neural network. SAR(Smart Access Recorder) is from ACMS

All landings < 100ft until <10kts

Send SAR data to Airbus

Use the DFDR but send data to airbus to remove 30 day flying limit

GREEN for NLG and WLG, YELLOW for BLG (Yellow Belly!)

CPIOM 3+4 receive AFDX signal, 1+2 discrete to L/G RDCs, 28Vdc from SSPC in SEPSC to valves and unlocks.

Neutral held by springs until solenoid operates

LGCIS Landing Gear Control Indication System. Sys 1 and 2. Selector valves have a solenoid for each system.

2 CPIOMs, 2 LGRDCs, prox sensors

Only sys 1 has an independent downlink indication circuit.

They take it in turns swapping each full extend/retract cycle on the UP cycle

CPIOM-G 1+3 sys 1 and 2+4 sys 2

CPIOM 1+3 from DC1 and 2+4 from DC2

door bypass valves, cut-out valves and vent valves

BLG only. Centre door has 2 (for folding), inner and outer have 1 each.

1x NUA(dual motor sys1 and sys2) and 2xEUA (A and B)

28VDC from SSPC in SEPDC from LGRDC

FFCMs( Free Fall Control Modules) or Ground Door Opening Control Handle

G3 and G4 via SSPC from AFDX

Send discrete signals to LGRDCs for grounding for uplocks and valves selector valves

4 LGRDCs. 4A, 4B, 5A, 5B (A for sys1 and B for sys2) using ARINC 429

NLG and WLG to LGRDC 4A and 4B, BLG is 5A and 5B

4 fro relative movement

Downlocked and shock not fully extended from LGRDCs

2 independent channels A and B. A from DC1 and B from DC ESS

B

Bypass Valves.

DC ESS or 24v external battery

3 cut out and 5 vent that connect supply to return

It is a timer system not sequential in 6 steps. 0-7s cut out valve, 7-14s Vent valves, 14-23.5s EUA energised for NLG and WLG doors, 23.5s to 44s Gear EUA for free fall, 44-53.5s BLG door EUA, 53.5 to 63.5s BLG Gear EUA

DC brushless motors

Only the BLG doors can touch the wheels

Maint panels removed (to prevent damages to tyres as it folds) and simulate full gear extension using false targets

A/C on gnd or one shock not fully extended

The BLG Outer door. It weighs 35Kgs

The inner doors. Remove maint panel first!

It goes in to intermediate mode so the doors move slowly

280kts by software

Below 800ft and gear not down and locked but in landing config

Nose Static Interface Unit (NSIU) and Combined Wheel Speed Interface Unit (CWSIU).

Rotating Pressure Sensor Assembly (RPSA) which has a px sensor and an antenna

It uses an adapter attached to the rotating antenna, the rest use Axle Equipment Drive Shaft (AEDS)

IRDC

LGRDC for px ind

137tonne 250mm stroke for type V dome

Normal, Alternate, Emergency, Ultimate, Parking

WLG Left BLG and right BLG

Primary is digital (CPIOM G(BCS) and IRDC) secondary is analogue (EBCU)

Primary with Normal and Alternate, Secondary with emergency and ultimate

Park brake handle to PBSELV 4000psi from accumulators body gear only

12hrs on 3deg slope (1000psi req at each brake)

ACCUS REINFLATE button.Signal goes to BLG and WLG ECU

Pedal braking (max 2600psi) and Retraction braking, Auto brake, Antiskid

NBSELV (2 BLG 1 WLG) and NSV (4 BLG, 4 WLG) in series

Alternate is the same as normal but no retraction braking

ABSELV (2 BLG 1 WLG) and ASV (4 BLG, 4 WLG) in series

Bogie shuttle valve chooses highest pressure

Only pedal braking max 1700psi for RTO. EBCU uses the ABSELV and ASV

Antiskid to off

Parking brake handle operated. Operates parking brakes of BLG and alternate circuits using EBCU of WLG (max 1700psi) if ground spoilers were selected (ie landing) and BLG 4000. EBCU controls pressures

Parking brake valves and ULT PRIM discrete

GND Spoilers or GND speed and wheel speed < 15kts, 1 eng running and on GND

To help prevent assymeteric eng movements

DC1 or DC2

DC ESS or DC HOT BUS1

BLG is 115 AC2, WLG is 115 AC3

DCGND SRVC or DC HOT BUS 1

DC2 or DC ESS

2 accumulators and the related LEHGS

The ACCU REINFLATE button which runs the WLG and BLG LEHGS

Using the Accumulator and reservoir refill function in BCS part of CMS

ECAM Wheel page show Antiskid/autobrakes, PFD shows brake config, EWD shows memos and triple indicator that show BLG ACCu px and BLG alt brake Px.

Alternate braking LP return line

LVDT for visual indicator

To prevent take off with hot brake and to prevent hot brake being retracted and to monitor residual braking

Brake Temperature Compensation Modules. WLG bogie top surface, BLG aft left surface of bogie

To LGRDCs via analogue and ARINC429 to CPIOM G3+4

Left BLG and WLG DC1 and right DC2

Tyre px transmitted is digitised by RPSA via rotating antenna. Static antenna in NSIU or CWSIU to LGRDCs. Each of which can have 8. ARINC 429 to CPIOM G3+4 and AFDX to the rest of the fuckin world

BLG and WLG essentially the same. 2x NBSELV (solenoid op to isolate hydraulics. Only 1 on WLG) 4 NSV (Normal Servo Valves) which are torque motors to regulate px to an axle. 4x BSV (Bogie shuttle valve) to pairs of wheels. Return to LP. 2x return accumulators to smooth brake release.

CPIOM and IRDC. Brake pedals, Anti/auto brake and retraction

In normal and alternate F/Os pedal to CPIOM via NBPTU (Normal Brake Pedal Transmitter Unit)

> 5 m/s

G1,3 for sys 1 G2,4 for sys 2. DC1 and DC2. G1,2 for COM and G3,4 for MON. BCS receives BPTU or auto brake. CPIOMs send signals to IRDC via ARINC429 and SEPDC via AFDX. Relays and MON from SEPDC to NBSELV

IRDC 2A & 2B R BLG, IRDC 3A & 3B L BLG, IRDC 1A & 1B WLG

RTO push button and rotary LO,2,3,HI and DISARM

LEHGS(which cannot be serviced), ECU (can be independent from BCS)

Keeps HP accumulators pressurised.

If accumulator > 4233psi. Otherwise braking pressure from pedals max 1740psi RTO to 1000psi landing

6

The EBCU instead of CPIOM and IRDC

LEHGS and the high-pressure accumulator

7 for 5.5 hrs

1000psi landing 1740psi RTO

DC 1+2, CPIOMS, IRDC, ADCN, NBPTU lost, anti skid to off

Only BLG in emergency

Captains BPTU (analogue) to EBPTU to EBCU to ABSELV and ASV

CPIOM inhibit or Antiskid on

28VDC ESS or HOT BUS if it fails

BLG has 2 ARVs, WLG has 1. Both have 2 accumulators

After eng start if HP accumulator is < 4859psi or LEHGS not full. Inhibited > 30kts or in flight

Selector UP, NBSELV activated (with 500psi) until NLG unlocked or 3s have passed

At least 2 GND spoilers deployed, Hyd available, 2 FCCs, Auto brake set, WLG and BLG compressed

Lowest BLG accumulator and lowest R and L Alternate PX

F/O to CPIOM, Capts to EBCU

2600psi

Alternate Emergency mode is when Hyd power is lost and LEHGS supplies Hyd. Emergency Braking is when CPIOMs are lost and signal comes from Capts via EBCU only

CPIOM fails or Anti skid switch is set to off

Normal, Alternate, Emergency, Ultimate, Parking

Lowest Accumulator but HIGHEST brake px

Use CMS whee change function which brakes at 435psi

Ages! Wait 4 to 5 mins with engine switch ON. ENG 1or2 for Green, 3or4 for yellow and appropriate hydraulics.

Normal and Alternate

Powered by Green Hyd via NSSELV. WSCS (in CPIOM) , rudder pedals, hand wheel, autopilot

The LEHGS using the accumulator and the ASSELV

DC1 or DC2 with 115 AC3 for LEHGS

handwheels: +/- 70°, pedals: +/- 6°, Mechanical stops: +/- 75°, Over-steering condition: +/- 73.5

Yellow Hyd from eng 3,4 or elec pumps 115 VAC 3+4

WSCS when N/WS > 20degs and speed < 30kts and yellow available

+/-15degs

CPIOM (WSCS) to IRDC to Bay Mounted Sel Vlv (BMSELV) to SSELV and EHSV

Lock selector Valves. They lock the steering wheels

295mm

Brake on,NWS disconnect fault, BWS fault (flashes on oversteer),

60degs

AC BUS 3 or 4, ENG 3 and 4 off, N/WS >14degs, Tow switch in tow pos, Park brake off

WSCS Accum filling via CMS. LEGHS fills itself from LP return.

Via PRIM 1,2,3

Isolate the steering system from the rudder pedals inputs

Green Hyd and one eng switch(1or2) to ON and 1 main gear compressed and disconnect switch not pinned

for hand wheels >40kts it reduces proportionally until 100kts when it is 0; For pedals 6degs up until 100kts and then decrease to 2degs by 150kts

For pedals 0 degs at 150kts then 6 degs froml 100kts

11degs inboard and 15degs outboard

analogue from hand wheels and to PRIM for pedals. Both go to CPIOM

The CPIOMs G1 & G2 do the monitoring (CPIOM MON) and G3 & G4 do the commanding (CPIOM COM).

ENG start switch, towing switch, GND from LGCIS

Via AFDX to SEPDC and via ARINC 429 to the ECU

RVDT from steering

Discrete from RELAY MON

Analogue from CPIOM

keep the pressure in the block at 216psi

They prevent cavitation by controlling return rate in return line

21.25degs but between 21 and 21.5 only one is rotating the N/WS

TOW switch not ON, PARK BRK on, EMP u/s, BWS fault, NWS stationary for 120s, NWS <10 deg for 20s

NWS @ 14degs but only moves at 20degs. From 20kts to 30knots it decrease to 0degs

6. inhibited, free castor self centre and lock, Semi Active, Semi active Transient Unlock, Active, Transent lock

6degs per second

Control, Computation, Actuation, Indication

PRIM1 and SEC1 = DC ESS, PRIM2 and SEC2 = DC EHA, PRIM3 and SEC3 DC 1

Green and yellow hydraulics

AC ESS BUS (E1), AC EHA (E2), AC BUS 1 (E3).

side stick, rudder pedal etc/ PRIM, SEC,elec backup, FCDC/ flight cont surface/ PFD,SD,EWD

Flap lever/ SFCCs/ surfaces and transitions/ PFD

1 = DC ESS, 2 = DC 2

FLAP =Green and yellow hyd, Slat = green and elec motor AC ESS

14 that transit analogue data to Backup Control Module etc

Locked by a solenoid

The pedal feel and trim unit, pedal damper and friction unit and 2 transducer units.

The pedal feel and trim unit

No Sir it is not!

No. In Automatic Mode they are inhibited. They are for manual use only

The Backup Control Module

SEC 1 and SEC 3

Accelerometer Units, Gyrometer Units

14 4 give vertical (Z) 4 give lateral(Y). these 8 are in fwd cargo centre line. 3 each outboard Pylon for vertical for LAF

Analogue feedback of surface deflection to all computers except Backup Control Module for Law calculation

3 px sensors and 1 px switch in each manifold. BCM doesn’t get told though

2 LRUs called Flight Control and Guidance Units (FCGUs) A and B

It is an LRU with A + B

A or B is COM or MON depending on what it is connected to. COM creates order, MON verifies it and sends if happy. COM and MON both receive the feedback

Via the FCDC in CPIOM-C

PRIMs and FCDCs but not SECs

FCDCs

Ailerons, Elevators, and all spoilers except 5 and 6

HP inlet and filter, LP outlet, accumulator, mode LVT (Elevator has a servo spool LVT as well), bleeding device, mode solenoid valve, and a Servo valve(obvs!), LVDT for the rod and RVTD of the surface( elevator only)

HP filter, Solenoid valve and the Servo Valve

Active and Damping

LVDT

HP filter and inlet, LP outlet, Maintenance device, Servo Valve

HP filter and Servo valve

Hydraulic(extend by order blocking valve open), Retracted (return to 0 if lost command ), Blocking (In case of hyd loss- can’t be extended blocking valve closed), Maintenance

OBD aileron, MBD aileron, elevators

HP inlet LP outlet, mode solenoid valve, mode LVT, accumulator, hyd pump, AC motor and Electronic Module

Only the Electronic Module

Active (normal mode when paired servo is in damping mode) and Damping (normal mode when the paired conventional servo is operating)

28VDC for the Electronic module control and monitoring and 115v via RCCB for the electric motor

No

Rudders and spoilers 5 and 6

It is slower

HP inlet and filter, LP outlet, accum, elec motor, hyd pump, mode solenoid for each of elec and hyd motor, an LVT for each of Elec, hyd and servo valve spool, Servo valve and the electronic module.

Hyd mode solenoid, Servo valve, HP Filter, Electronic Unit

Damping(no electrical power supplied), Electrical Active (using Electronic Module and 115v via RCCB), Hydraulic Active( the normal mode for an EBHA. No 115v)

The differential pressure LVDT

Electrical Active

landing gear down, flaps and slats out, when high rate is required, eng out (High hinge movement), before landing

HP inlet and filter, LP outlet, Solenoid valve. ac motor, hyd pump, accum, servo valve, mode LVT, Electronic Module, Motor drain filter, Maintenance device

HP filter, solenoid valve, servo valve, Electronic Module and Motor drain filter.

Retracted modes, Hyd active, Elec active, Blocking, maintenance

3 PRIMs, 3 SECs. Perform Computation (calculating orders from pilots or Flight Guidance Computers and giving them) and Execution (Actually making it happen)

Only ONE PRIM is master

MASTER sends orders to the other 5 computers that verify the data and control there own surfaces (EXECUTE) whilst monitoring them (inner control loop). MASTER checks how things are going by looking at a/c response (outer loop) --- and does it’s own surface EXECUTION of course

Normal (Pitch control Laws, Lateral control Laws, Protections) . Alternate

Nz vertical. Controls the a/c through load factor demand. The pitch is adjusted according to the loading given by an input. Corrects for pitch in roll and does pitch trim etc

Y* Controls roll and yaw. Also provides dutch roll damping and yaw damping (on ground)

AOA (prevents stall at low speed and wind), Load Factor (-1g to 2.5g and 0g to 2g hi lift), Pitch attitude (-15 to 30, -15 to 25 lo spd), High speed, Bank Angle (66degs, 60degs hi lift)

The controls are less efficient. The protections can be overridden except Load Factor Prot

Uses stabilised Direct pitch law. THS is now manual, Roll Direct law and Yaw Alternate Law with Yaw Damping. NO PROTECTIONS

O/B 2 conventional (1 computer), M/B and I/B by 1 conventional (connected to Backup Module of I/B) and 1 EHA.(1 PRIM and 1 SEC each).

Asymmetrical ops is allowed except for O/B where opposite equivalent servo is also locked out.

Each rudder by 2 EBHAs. 1 PRIM and 1 SEC connected to each. Upper EBHA of each rudder is connected to a Backup Control Module. Upper is Active, Lower is Damping in Normal Mode

Each is controlled by 1 conventional and 1 EHA. 1 PRIM and 1 SEC to each servo. O/B elevator servos connected to Backup Control Modules. G hyd on L, Y hyd on R

2 hydraulic motors (1 PRIM and 1 SEC each) and 1 electric (only on earlier a/c) (only 1 PRIM). Yellow Hyd connected to Backup Control Module

G and Y HCM, Ballscrew, gearbox, A and B position resolvers, Secondary Load path Loading Det Dev

Hyd motor/brake assy, Hyd Vlv Block, Servo vlv with LVT, Brake SOV A and enable SOV B, Px Sw

Hyd motor and pos sensors and POB with LVT

SULLDD and SLLLDD (upper and lower!) detects secondary loading and stops operation (by order of PRIMs)

1 servo per spoiler. All except 5 and 6 are conventional. 5 and 6 are EBHA. All controlled by 1 computer

Opposite is locked out for all but EBHA

Ailerons plus spoilers 3 to 8 and rudder for yaw. spoilers do not fully deflect for roll function

Inner is the computer in control of it’s surface, Outer is the MASTER looking at the response of the aircraft using gyros ADIRU (to PRIM and SEC) and rate and gyros (to PRIM only and used as primary feedback)

The lateral function coordinated turns. Helps with Dutch Roll prevention

Using PRIMs only

Yaw rate gyro and accelerator units and ADIRU. The gyro and accell are the primary sources

The Pedal Feel and Trim Unit using springs. 2 trim motor (active/stby) and 4 RVDT

To the SECs. Then to the Pedal Feel and Trim Unit to move motors. The PRIMs and SECs then signal EBHA to trim Rudder

FG talk to MASTER who talks to SEC to move pedals

The upper rudder has a cam device between it and the a/c structure to avoid free play around 0degs

Slat/flap pos. Fully ext = .25degs/s and fully in = .15degs/s

It resets to 0degs

Automatic. In normal Pitch Trim switches are isolated

Pitch gyros (only to PRIMs) and accels and ADIRU

1 to 8 all vary depending on speed/ lever pos etc. THS adjust pitch. Roll takes precedent. AOA and Go-around retracts them.

All spoilers and ailerons full up. Prevents bounce on touch down, decelerates it and sticks it to the runway

WLG down, wheel speeds, level armed, all throttles at idle and one at reverse

When on one WLG touches down

Avoids interference between spoilers and flaps. Lifts spoilers 5degs if 1. On gnd < 60kts flaps moving. 2. On gnd 1 eng running. Uses LGERS, ADIRS, EECs and SFCC

Passive Turbulence Alleviation (Loads during manoeuvres using ailerons and spoiler 6 to 8 and inner elevators. stops 5s after) and Active Turbulence Alleviation (uses acceloromters on o/b pylons. PTA + >240kts. uses I/B and M/B ailerons. no pitch) Not avail with full flaps

RAT providing electrics but not hyd, or 1 EMP or hyd GND cart, or both Hyd px and at least 1 engine per wing

When all PRIMs and SECs are lost or not powered. Normally PRIM2 and SEC2 send inhibit to the POWER SUPPLIES

2 backup power supply units and a Backup Control Module

When PRIM 2 and SEC 2 don’t send inhibit to Power Supply Units

When PRIM1+3 and SEC1+3 don’t send inhibit to BCM

Whenever it is Energised and Activated

If all computers off and 1 hyd powered own ground

It takes pilot orders (from specific side stick sensors and RVDT in PFTU and pitch trim sw) and controls surfaces using its own gyros (1yaw, 1pitch… no roll gyro)

conventional servos for I/B ailerons and O/B elevators, rudder EBHAs, THS if all computers lost. If P3+S3 ok then it only centres O/B elevators

Aileron = -28 -> +38, Elev= -20 -> +35, Rudder= +-30, spoiler 1,2 =0->35, spoiler3,8=0->50

with any hyd running

enter ZFW and ZFCG in FMS

By a cyan index between the 2 surface indications and on pitch trim sw module

Max roll deviation. Removed in flight

An amber rectangle = deployed and u/s, an amber number = stowed and u/s

It’s symmetrical twin is blocked so long as its not an EBHA

Secondary Flight Control Computers

Manual from Slat/Flap control lever and 5 Auto for protection. Slat Baulk, Slat Alpha lock, Flap Load Relief, Flap Auto Command, Slat/Flap Cruise Baulk

2. Slat and Flap are separate channels in each one

Flap lever positions 2 to Full only. Moves them back a setting if CAS > 2.5 Kts over max (VFE + 2.5kts)

In Position 1 only. Gives 2 positions according to airspeed. CAS < 212kts = 1+F. At 212kts the Flaps retract

SFCC1 controls and monitors electrical, SFCC2 does Hydraulic (For flaps I guess 1 does Green and the other does yellow maybe)

SFCC sends to enable solenoid vlv. Then brake solenoid vlv. POB releases and SFCC controls servo valve

By the SFCC

115VAC from SFCC controlled RCCB. POB released as are the WTBs when signal from SFCC received by Electronic Module

Electrics on slats are energised to release by SFCC. Only 1 of the 2 solenoids needed. The flap WTB are hydraulic and controlled by SFCC. They each are suppled by BOTH hyd circuits

By the Asymmetry Pick-Off Position Units (APPUs) being compared to Feedback Pick-off Position Units (FPPUs) and also the the switches of the flap interconnection strut

Overspeed, asymmetry, runaway, uncommanded movement or a jam. Also control level failure or misalignment of the flaps

The detecting channel powers off its POB and WTB. If the other channel doesn’t detect the same fault then dual control concept kicks in and takes over operations. Otherwise the system is locked out

the APPUs

The FPPUs

Adjacent flap prox switch is FAR

SFCCs check both valid and invalid position including out of detent

The slat PCU electric motor is inhibited on ground if no hydraulic power. If green hyd is available slats can run at full speed with electrical power on and the flaps at half speed. If only yellow then slats can’t move. An on ground function can overcome the inhibit

1 x T-gearbox, 2x bevel gearboxes, 2 x Kink gearboxes.

Transmission shafts, steady bearings and system torque limiters

2 per surface. 12 geared rotary and 4 droop nose

2 solenoids (1 to each SFCC), brake system, sensor and target (only to SFCC 1 !!), manual release

2 solenoid valves and 2 hyd blocks (1 to each SFCC), brake system, sensor and target (only to SFCC 1 !!), manual release

One is enough to release it. An initial pull in current is supplied to release it and then a lower current holds it.

each pre flight. WTB ON = no power = FAR, WTB OFF = powered = NEAR

SKydrol