Escolar Documentos
Profissional Documentos
Cultura Documentos
Flight Controls
27-1
271
ATA 27
A300/A310
27-2
272
ATA 27
A300/A310
FLIGHT CONTROL
SURFACES GENERAL
27-3
273
ATA 27
A300/A310
27-4
274
FLAPS
- three single slotted flaps on each wing
ATA 27
A300/A310
27-5
275
ATA 27
A300/A310
J.
27-6
276
ATA 27
A300/A310
27-7
277
ATA 27
A300/A310
27-8
278
ATA 27
A300/A310
27-9
279
ATA 27
A300/A310
27-10
2710
ATA 27
A300/A310
27-11
2711
ATA 27
A300/A310
27-12
2712
ATA 27
A300/A310
27-13
2713
ATA 27
A300/A310
27-14
2714
ATA 27
A300/A310
27-15
2715
ATA 27
A300/A310
27-16
2716
ATA 27
A300/A310
27-17
2717
ATA 27
A300/A310
2.
All these P/B switches are guarded. These P/B switches control
the servo shut-off valves for the individual hydraulic circuits Blue,
Green and Yellow.
JAM
When a P/B switch is pressed-in, the associated JAM light
comes on Amber when a jamming is detected in the related
hydraulic control valves of rudder, elevator, ailerons or
trimmable horizontal stabilizer. Illumination of a JAM light is
accompanied by ECAM activation. The jammed control is
identified on the Warning Display (left CRT).
B, G, Y LO PR LIGHTS
NOTE: The SERVO CTL P/B switch positions and associated warnings
are repeated on the ECAM hydraulic system page.
-
27-18
2718
ATA 27
A300/A310
27-19
2719
ATA 27
A300/A310
27-20
2720
ATA 27
A300/A310
ROLL CONTROL
SECTION
27-21
2721
ATA 27
A300/A310
ROLL CONTROL
improve the aerodynamic characteristics, a droop signal coming from the
slats control system moves the ailerons down 9.2 maximum when the
slats are extended. During cruise, the operational limits for aileron trim
are 2. The roll spoilers and speedbrakes are electrically signaled by
two identical computers (EFCU-Electrical Flight Control Units) that
elaborate the roll orders by processing the signals coming from the
control wheel position transducers units.
From the two interconnected control wheels, the roll inputs are
transmitted to the ailerons by dual cables providing fail safe operation. In
each wing the inputs are transmitted to a differential unit receiving
additional inputs from:
artificial feel unit
aileron droop unit
trim screw jack
In case of jamming in one control run, the interconnected spring strut can
be compressed to permit operation of the other control run to the other
wing. The pilot effort required on the wheel is between 34 lbs. and 90 lbs.
Spoiler control is still available but downgraded. Each servo control
linkage on the aileron includes a spring rod to protect it against a
runaway if an input lever on one jack remains in the open position.
The artificial feel is provided by a spring loaded rod. The, trim actuator is
electrically signaled by a control on the center pedestal. In order to
27-22
2722
ATA 27
A300/A310
27-23
2723
ATA 27
A300/A310
2.
3.
4.
RODS
Push-pull rods are adjustable or nonadjustable length, fitted with
replaceable ends.
27-24
2724
5.
CABLES
The flexible cables (Dia. 3.2 mm/0.126 in.) are made of zinc-coated
carbon steel. The cable end fittings are equipped with barrels for
quick installation and fool proofing; turnbuckles are cliplocked.
Fairleads are of the roller type, for low friction purposes. The fairlead
supports allow passage of the cable end fittings. At bulkheads,
cables are fed through pressure seals.
6.
DYNAMOMETRIC RODS
The Flight Control Computer uses signals from the dynamometric
rods to detect the Captain's and First Officer's loads on the control
wheels. There are two rods for the pitch axis and two for the roll axis.
There is no rod in the yaw axis. The rods are placed in series in the
Flight Control linkages.
ATA 27
A300/A310
1
5
6
MTT M540000 R3.3 01AUG01
For Training Purposes Only
27-25
2725
ATA 27
A300/A310
When the droop signal is applied, all speed aileron deflection is not
simply modified by 9.2 throughout the travel range. Instead, response of
the all speed ailerons to control wheel motion is modified so that the
maximum up and down deflections remain close to those without droop
input. The droop signal also drives a differential mechanism between the
trim screwjack and the artificial feel unit. The mechanism pivots the
artificial feel unit, thus allowing the spring rod to remain at neutral.
27-26
2726
ATA 27
A300/A310
27-27
2727
ATA 27
A300/A310
Aileron Trim
Trim control is electrically signaled. An electrical actuator installed in the
main gear W/W (center fuselage) drives two trim screwjacks via
sprockets, chains and cables. The actuator is controlled from panel
408VU located at the rear part of the center pedestal. Two switches on
this panel allow the crew to select constant speed displacement in the
appropriate direction. Trim position is indicated on scales at the top of the
control columns when the wheels are released.
In each wing root, displacement of the trim screwjack drives the all speed
aileron servo control input linkage through the artificial feel unit, whose
spring rod remains at neutral. When the ailerons are drooped, the droop
signal drives a differential mechanism between the trim screwjack and
the artificial feel unit. The mechanism pivots the artificial feel unit, thus
allowing the spring rod to remain at neutral and the unit is held in this
position by the trim screwjack.
27-28
2728
ATA 27
A300/A310
27-29
2729
ATA 27
A300/A310
Rotary stops limit output shaft rotation within the range allowed by
the screws.
When the electric motor is energized, it is protected by a torque
limiter when the stop limits are reached.
A rigging pin is used to set the output shaft at mid angular travel
(zero trim position and also zero reference for synchro transmitter
settings).
27-30
2730
ATA 27
A300/A310
27-31
2731
ATA 27
A300/A310
27-32
2732
ATA 27
A300/A310
27-33
2733
ATA 27
A300/A310
2.
FAULT:
When a P/B switch is pressed-in, the associated FAULT light
comes on Amber if a failure is detected by the monitoring
circuits, which then deactivate the control system. Illumination of
the FAULT light is accompanied by ECAM activation.
3.
27-34
2734
ATA 27
A300/A310
27-35
2735
ATA 27
A300/A310
27-36
2736
ATA 27
A300/A310
RUDDER CONTROL
SECTION
27-37
2737
ATA 27
A300/A310
The rudder travel limiter reduces the pedal and rudder deflection from
30 at speed below 165 kt to 5 at 308 kt and above. The orders are
delivered by two independent RUDDER TRAVEL channels, each one
included in a digital computer (Feel and Limitation Computer) receiving
inputs from the DADCs (Digital Air Data Computers) and the SFCCs
(Slats Flaps Control Computers). Each computer controls an electrical
motor driving a common electromechanical actuator coupled to variable
stop lever. Only one channel is normally active. The other is in standby.
A spring loaded rod positions the variable stop lever in the low speed
position in case of dual failure.
An. autopilot servo actuator is mounted adjacent to the artificial feel unit
upstream of the variable stop lever. It drives the complete control via a
detent lever which: car. be overridden by the pilot. Yaw damper
commands are transmitted via a differential unit canceling a feedback to
the pedals. A spring loaded rod on each servo control input avoids a
runaway of the rudder in case of jamming of one input lever in the open
position. Levers are attached to each pedal, to provide brake inputs
when the pedals rotate around their pivots.
27-38
2738
ATA 27
A300/A310
27-39
2739
ATA 27
A300/A310
Rotary stops limit output shaft rotation within the range allowed by
the screw.
A rigging pin is used to set the output shaft at mid angular travel
(zero trim position and also zero reference for transducer setting).
27-40
2740
ATA 27
A300/A310
27-41
2741
ATA 27
A300/A310
2.
3.
FAULT
The light comes on Amber if a failure of the reset function is
detected or if the actuator position transducer fails.
27-42
2742
ATA 27
A300/A310
3
1
27-43
2743
ATA 27
A300/A310
27-44
2744
To maintain the downstream linkage and the input lever of the servo
controls at neutral in the event of disconnection of the control linkage
upstream of the artificial feel and trim unit
To provide artificial feel loads
proportional to rudder deflection
To provide accurate centering of the surface at neutral in the
absence of a control input
To maintain the upstream controls at neutral, when signals are
provided to the servo controls by the yaw damper actuator.
ATA 27
A300/A310
27-45
2745
ATA 27
A300/A310
Servo Controls
1.
SAFETY VALVES
2.
27-46
2746
ATA 27
A300/A310
2
1
MTT M540000 R3.3 01AUG01
For Training Purposes Only
27-47
2747
ATA 27
A300/A310
2.
FAULT:
When a P/B switch is pressed-in, its FAULT light comes on
Amber if a failure is detected in the respective system.
Illumination of the Amber FAULT light is accompanied by
ECAM activation. Both FAULT lights remain illuminated
when the switches are released-out and the OFF/R lights are
illuminated White. This constitutes a rudder disagree warning
(The variable stop lever is not in low speed position with
flaps extended 20 or more). Illumination of both FAULT
lights is accompanied by ECAM activation.
27-48
2748
ATA 27
A300/A310
27-49
2749
ATA 27
A300/A310
The rudder travel limiting system modifies control inputs to the servo
controls to vary rudder travel in relation to airspeed (Vc). Limitation is
such that the maximum deflection which can be achieved by the rudder
remains lower than the deflection which would induce limit loads on the
structure, throughout the flight envelope.
2.
TRANSDUCER UNIT
The actuator is servo controlled and is monitored through a
transducer unit driven by variable stop lever movement. The
transducer unit, comprising two inductive transducers, is identical to
the one used in the spoiler control system.
3.
1.
27-50
2750
ATA 27
A300/A310
1
3
MTT M540000 R3.3 01AUG01
For Training Purposes Only
27-51
2751
ATA 27
A300/A310
Rudder Travel and Pitch Feel Systems - Feel and Limitation Computer (FLC) - General
This computer contains the circuitry required for two functions: rudder
travel limiting and pitch feel. The FLC is a digital computer comprising
two different computation channels:
Rudder travel limiting/pitch feel control channel
Rudder travel limiting/pitch feel monitor channel
27-52
2752
ATA 27
A300/A310
Rudder System and Pitch Feel - Feel and Limitation Computer (FLC 1/2)
FLC1/FIN 302CY1
FLC2/FIN 302CY2
27-53
2753
ATA 27
A300/A310
27-54
2754
ATA 27
A300/A310
ELEVATOR SYSTEM
PITCH CONTROL
SECTION
27-55
2755
ATA 27
A300/A310
downstream of the artificial feel system, a load limiting spring rod limits
the efforts in the elevators control linkage. A spring loaded rod on each
servo control input avoids a runaway of the elevator in case of jamming
of one input lever in the open position. An autopilot actuator is mounted
adjacent to the LH elevator. It drives the control via a detent lever which
can be overridden by the pilots.
Pitch trim is provided by adjustment of the horizontal stabilizer from +3
(nose down) to -14 (nose up). It is actuated by a fail safe ball screw jack
driven by two independent hydraulic motors supplied respectively by
Green and Yellow systems and coupled by a differential gear through
pressure-off brakes. Horizontal stabilizer adjustment may be initiated:
manually (AP disengaged) by trim wheels operation (mechanical
mode) or by action of the control wheel rocking levers (electrical
mode).
automatically by AP trim, mach trim or alpha (angle of attack) trim
function.
Electrical and automatic trim signals are processed in two FAC (Flight
Augmentation Computers) and control two electrical motors. Trim speed
and trim authority depend on trim mode and aircraft configuration. The
motors drive the control linkage to the hydraulic valves which control the
hydraulic motors. The manual trim wheel run is connected to the same
linkage. Stall warning is provided by a stick shaker (electrical motor)
which is installed on each control column, and controlled by the FWC
(Flight Warning Computer)
PITCH FEEL systems are operative above 165 kt. Inputs are a function
of stabilizer position, airspeed and Mach number. In case of failure of two
systems, the mechanism returns to the sow speed position In each run,
27-56
2756
ATA 27
A300/A310
27-57
2757
ATA 27
A300/A310
4.
5.
6.
B. COMPONENT DESCRIPTION
1.
2.
3.
27-58
2758
ATA 27
A300/A310
27-59
2759
ATA 27
A300/A310
2.
3.
27-60
2760
ATA 27
A300/A310
3
2
4
1
Artificial Feel Unit
27-61
2761
ATA 27
A300/A310
COMPONENT DESCRIPTION
1.
Solenoid
The solenoid includes the following components:
A low resistance draw coil, allowing high intensity current to
provide a high draw force when the coil is energized.
A high resistance holding coil allowing low intensity current to
provide permanent operation capability of the solenoid.
Two end of stroke switches, one for direct draw coil energization,
one for test purposes.
A return spring, to lock the rod when the solenoid is
de-energized.
NOTE: The lower limit of 30 kts (minimum speed for which a Vc value
can be obtained from ADCs) has been introduced to prevent permanent
energization of the solenoid and power contactor coil when the aircraft
electrical network is energized on the ground.
27-62
2762
ATA 27
A300/A310
27-63
2763
ATA 27
A300/A310
On each control wheel a rocking lever for pitch trim control is installed.
Up or down movement of the rocking levers activates the two electric
actuators which control the hydraulic motors for horizontal stabilizer
adjustment providing that at least one PITCH TRIM system is engaged
and AP is OFF or in CWS mode. The rocking levers are spring loaded to
neutral position. If both rocking levers are operated simultaneously, but in
opposite position, trimming action stops. If trimming by means of the
rocking levers lasts for more than 1 sec., an aural warning is activated.
NOTE: The pitch trim rate is:
0 . 9 /s when the speed is below 200 kts.
0.17/s when the speed is above 240 kts. It varies
linearly from 0.9/s to 0.17/s when the speed is between
200 and 240 kts.
27-64
2764
ATA 27
A300/A310
27-65
2765
ATA 27
A300/A310
1.
27-66
2766
ATA 27
A300/A310
27-67
2767
ATA 27
A300/A310
2.
The P/B switches control channels 1 and 2 of the Feel and Limitation
Computers (FLC) for elevator control.
NOTE: Pitch trim disengages and the levers drop to OFF when trim
reaches full nose up or full nose down position (mechanical stops).
27-68
2768
ATA 27
A300/A310
Flight Deck Pitch Feel and Trim System - Control Switches and Levers
27-69
2769
ATA 27
A300/A310
27-70
2770
ATA 27
A300/A310
TRIMMABLE HORIZONTAL
STABILIZER (THS) SECTION
27-71
2771
ATA 27
A300/A310
27-72
2772
ATA 27
A300/A310
27-73
2773
ATA 27
A300/A310
27-74
2774
ATA 27
A300/A310
27-75
2775
ATA 27
A300/A310
the mechanical input, controls rotation of the ball screw through two
identical control loops, including input and feedback gear trains,
feedback differentials (4), control valves (5), hydraulic motors (8) and
actuate a power gear train through power differential (10). The control
stroke is limited by the actuator input shaft stop (2). The structural
components (ball screw and nut assembly, attachments to THS and
fuselage) and the power gear train are duplicated, the secondary load
path being normally unloaded.
27-76
2776
ATA 27
A300/A310
27-77
2777
ATA 27
A300/A310
Depicted below are the various warnings displayed in the Flight Compartment in the
event the fault shown occurs in the Pitch Control System of the aircraft. Also
graphically shown are the Flight Phases at which the warnings will or will not be
displayed.
27-78
2778
ATA 27
A300/A310
27-79
2779
ATA 27
A300/A310
The dual stall warning system provides audio (cricket) and vibrating
(stick shaker) warning in case of impending stall.
The angle of attack is given by two alpha probes (one on each side
of the forward fuselage) which are electrically heated. Slat position is
transmitted by two synchro-transmitters, one for each FWC.
27-80
2780
ATA 27
A300/A310
Captain
Captain
First Officer
First Officer
27-81
2781
ATA 27
A300/A310
27-82
2782
ATA 27
A300/A310
27-83
2783
ATA 27
A300/A310
27-84
2784
ATA 27
A300/A310
27-85
2785
ATA 27
A300/A310
There are three slat surfaces in each wing, the inboard, center and
outboard slats. They are guided on curved support tracks. The inboard
slat has three tracks and the center and outboard have four each. A
folding nose on each inner slat folds to clear the engine pylon when the
slats extend. The slats are actuated by ballscrew jacks, two for each
surface. Two friction brakes, one at each end of the wing transmission
system provide system irreversibility. Attached to each friction brake is a
position pick-off unit (PPU) for asymmetry and system monitoring.
The Krueger flap and notch flap are provided to complete the wing
leading edge profile when the slats are extended. The Krueger flap and
notch flap are operated by individual hydraulic actuators. Both are
controlled by the SFCC and move to the extend and retract position
when the SFCC commands slat extension or retraction.
Slats and spoilers are numbered from inboard to outboard, each side
separately.
27-86
2786
ATA 27
A300/A310
A300
SHOWN/A310 DO
NOT HAVE
NOTCH (OR
SLOT) FLAPS
27-87
2787
ATA 27
A300/A310
27-88
2788
ATA 27
A300/A310
*
MTT M540000 R3.3 01AUG01
For Training Purposes Only
*
27-89
2789
ATA 27
A300/A310
27-90
2790
ATA 27
A300/A310
ADC 1
ADC 2
27-91
2791
ATA 27
A300/A310
27-92
2792
The two transverse outputs drive the ballscrew jacks through torque
limiters, a series of torque shafts, steady bearings and gearboxes. One
unidirectional friction brake is installed at each wing tip to provide system
irreversibility under compressive screwjack loads.
ATA 27
A300/A310
Wing Leading Edge - Slats Power Control Unit (PCU) Valve Block - Schematic
D
FW
27-93
2793
ATA 27
A300/A310
1.
2.
3.
KRUEGER LIGHT
Comes on Amber if either KRUEGER flap is not in correct position
10 sec. after a movement command. Illumination of KRUEGER light
is accompanied by ECAM activation.
4.
5.
Both SLAT (or FLAP) FAULT lights and the associated Amber SLAT (or
FLAP) lights on the Slat/Flap Position Indicator will come on
simultaneously if a mechanical failure is detected. In this case, the
system is locked by the pressure-off brakes and there is no possibility of
recovery in flight.
NOTE: If a SFCC is not installed, the two associated FAULT light (one
SLAT FAULT light and one FLAP FAULT light) will come on.
Illumination of these lights is associated with ECAM activation.
Before selection of any position, the slat/flap control lever must be pulled
up. A block is provided for positions 2 and 4 to prevent the lever moving
straight through.
NOTE: All slat and flap FAULT lights will illuminate if the control lever
remains between two gated positions (after 10 sec.).
NOTE: All Slat and Flap FAULT lights will remain illuminated if Slat/Flap
Control Computer (SFCC) number 1 and 2 are removed from Electronic
Rack 90VU. The 28 Volt DC Interlock Relay in the system prevents
accidental dispatch of the aircraft if both SFCC 1/2 are removed from the
electronic rack or aircraft.
27-94
2794
ATA 27
A300/A310
15
SLATS
27-95
2795
FLAPS
15
15
15
20
30
40
ATA 27
A300/A310
Slat position discrete and digital data are provided for other systems by
the SFCCs.
27-96
2796
ATA 27
A300/A310
A300/A310 Slat Asymmetry Position Pick-Off Unit and Adapter - Component Location
27-97
2797
ATA 27
A300/A310
When the slats are retracting and have passed the 15 position, the
retract solenoid is energized, the extend solenoid is deenergized and the
Krueger and notch flaps are retracted.
27-98
2798
ATA 27
A300/A310
Wing Leading Edge - Krueger and Notch Flap Hydraulic Actuation - Schematic
A300 ONLY
27-99
2799
ATA 27
A300/A310
27-100
27100
ATA 27
A300/A310
27-101
27101
ATA 27
A300/A310
Wing Leading Edge - Krueger and Notch Flap Control and Monitoring - General
In addition, to obtain better aerodynamic characteristics, a KRUEGER
flap and a NOTCH flap are provided on each wing and are located
between the inner slat and the fuselage.
Each KRUEGER flap and AIL droop actuator and each NOTCH actuator
are supplied from a KRUEGER selector solenoid valve supplied by the
Green circuit and controlled by the slats control system.
The KRUEGER and NOTCH flaps are extended when the slat/flap
control lever is moved from position 1 to 2 and remain extended for all
other selected positions. When slats 0 position is selected, the
KRUEGER flaps fold up under the leading edge and the NOTCH flap
retracts into the fuselage.
27-102
27102
ATA 27
A300/A310
*
MTT M540000 R3.3 01AUG01
For Training Purposes Only
27-103
27103
ATA 27
A300/A310
Wing Leading Edge - Slats/Krueger Flap Monitoring and Fault Warning System
The SFCC provides continuous monitoring of the slat system and the
Krueger and notch position. Fault warnings are generated for those faults
requiring pilot action or flight crew awareness. The faults are stored in
the SFCC including those which are purely maintenance data. The
warnings are displayed on one or more of the following:
SELF TEST
Self test facilities are provided to:
The self test can be initiated from the flight deck maintenance panel or by
using the BITE pushbutton switch on the SFCC front panel.
27-104
27104
ATA 27
A300/A310
1/FIN 21CV
2/FIN 22CV
A300 Indicator Shown
27-105
27105
ATA 27
A300/A310
Depicted below are the various warnings displayed in the Flight Compartment in the event the fault
shown occurs in the Slat System of the aircraft. So shown graphically are the flight phases at which
the warnings will or will not be displayed.
27-106
27106
ATA 27
A300/A310
27-107
27107
ATA 27
A300/A310
27-108
27108
ATA 27
A300/A310
WING FLAPS
SECTION
27-109
27109
ATA 27
A300/A310
27-110
27110
ATA 27
A300/A310
27-111
27111
ATA 27
A300/A310
27-112
27112
ATA 27
A300/A310
27-113
27113
ATA 27
A300/A310
27-114
27114
ATA 27
A300/A310
FWD
27-115
27115
ATA 27
A300/A310
Valve blocks
Transfer tubes
Hydraulic motors
Pressure-off brakes
Differential gearbox
Intermediate gearbox
27-116
27116
ATA 27
A300/A310
FW
D
27-117
27117
ATA 27
A300/A310
exceed the maximum flap extended speed (VFE) limitation for the flap
configuration. If the control lever setting has not been altered, the flaps
will automatically extend when the aircraft speed has been reduced
sufficiently. The air speed data is provided by the air data computer
(ADC).
27-118
27118
ATA 27
A300/A310
27-119
27119
ATA 27
A300/A310
exceed the maximum flap extended speed (VFE) limitation for the flap
configuration. If the control lever setting has not been altered, the flaps
will automatically extend when the aircraft speed has been reduced
sufficiently. The air speed data is provided by the air data computer
(ADC).
27-120
27120
ATA 27
A300/A310
27-121
27121
ATA 27
A300/A310
Depicted below are the various warnings displayed in the Flight Compartment in the event the fault
shown occurs in the Flap Control System of the aircraft. Also graphically shown are the Flight Phases
at which the warnings will or will not be displayed.
27-122
27122
ATA 27
A300/A310
27-123
27123
ATA 27
A300/A310
27-124
27124
ATA 27
A300/A310
27-125
27125
ATA 27
A300/A310
The ground spoilers are selected when the two following conditions are
fulfilled:
SPEED BRAKE control lever pulled upwards (when it is in RET
position) or thrust reverser selected on one engine.
both engine throttle levers in idle position.
The "aircraft on ground signal" is sent:
during takeoff or landing when the two main landing gear aft wheel
speed is higher than 85 kt
at landing, only if the ground spoiler preselection has been made by
speedbrake control lever selection, when:
main gear bogie beam is in the ground position.
radio altitude is lower that 5 ft.
These signals are inhibited 3 seconds after first shock absorber
compression.
GROUND SPOILERS
Speedbrakes and roll spoiler surfaces are used on the ground as ground
spoilers. Deflection angles become 50 for all surfaces. They are
automatically extended when:
Automatic extension is also achieved for an aborted take off when these
conditions are fulfilled. Ground spoilers will remain extended during
bounces as long as both throttles are in the idle position and the SPEED
BRAKE control lever is pulled up.
Ground spoiler retraction after landing is achieved:
Either by pressing the SPEED BRAKE control lever down
(preselection cancellation)
or by moving one throttle lever out of the idle position.
27-126
27126
ATA 27
A300/A310
27-127
27127
ATA 27
A300/A310
27-128
27128
A spring device which holds the control lever extended when the
ground spoiler function is preselected.
A cam which drives the ground spoiler preselection microswitches.
A spring which holds the cam in the "ground spoiler not preselected"
position when the control lever is not pulled upwards.
ATA 27
A300/A310
CONTROL
LEVER
Speedbrake
Spoilers
Retracted
Speedbrake
Spoilers
Extended
FIXED
QUADRANT
CAM
MIROSWITCHES
27-129
27129
GUIDE
SLOT
ATA 27
A300/A310
Speedbrake Controls
27-130
27130
2.
SPEEDBRAKE SELECTION
To select the speedbrake surfaces to the required position, the
pilot must press on the top of the lever and move it to the
corresponding notch. The control lever cannot be moved as long
as the ground spoiler function is preselected.
3.
ATA 27
A300/A310
B
A
27-131
27131
ATA 27
A300/A310
27-132
27132
ATA 27
A300/A310
MISCELLANEOUS FLIGHT
CONTROL AREAS
SECTION
27-133
27133
ATA 27
A300/A310
2.
3.
B,G,Y SYMBOLS
Each available system on the flight controls and trimmable horizontal
stabilizer is indicated by a Green symbol. In case of servo control low
pressure detection, the corresponding symbols become Amber.
27-134
27134
ATA 27
A300/A310
27-135
27135
ATA 27
A300/A310
27-136
27136
ATA 27
A300/A310
27-137
27137
ATA 27
A300/A310
27-138
27138
ATA 27
A300/A310
27-139
27139
ATA 27
A300/A310
27-140
27140
ATA 27
A300/A310
27-141
27141
ATA 27
A300/A310
2.
Left pushbutton tests pitch feel and rudder travel system 1. Right
pushbutton tests pitch feel and rudder travel system 2. When a TEST
pushbutton is pressed and held, the associated system must
disengage and its FAULT light comes on Amber.
TEST PUSHBUTTONS
The pushbuttons control the test of PITCH FEEL and RUD TRAVEL
electrical systems and warning systems continuity. The test is
possible only if PITCH FEEL and RUD TRAVEL systems are
engaged on the control panel (overhead panel).
27-142
27142
OK LIGHTS
These lights illuminate White as long as the TEST pushbutton is
pressed and held, to indicate a successful test.
ATA 27
A300/A310
27-143
27143
ATA 27
A300/A310
2.
TEST SELECTOR
NORM FLT: Normal operating position, test circuits
disconnected, warnings canceled.
GND SPLR: Checks that no undue condition is permanently
achieved in the ground spoilers logic for the EFCU involved when
the TEST P/B switch is pressed-in.
SEL LANE TEST 1 and 2 positions check the integrity of
selection lanes aircraft wirings.
EFCU TEST 3 and 4 positions check the integrity of each
EFCU logic. The corresponding FAULT lights on the SPLR &
SPD BRK panel will go off. This test requires all hydraulic
power to be cut off to all flight controls to have the FAULT
lights illuminated before test.
PITCH CTL UNCOUPLING: Tests periodically, on ground, the
electrical circuits of the pitch uncoupling unit.
TEST 1 checks that the uncoupling unit rod is in the locked
position.
TEST 2 checks that the uncoupling unit moves to the
unlocking position, when the control solenoid is energized.
SLATS/FLAPS: Commands a BITE sequence for the relevant
SFCC (SYS 1 or SYS 2) when the TEST P/B switch is pressed
in.
GND SPLR SEL LANE FAULT LIGHT
This light comes on White when a fault has been detected in TEST 1
or TEST 2 positions of the test selector.
3.
4.
TEST: The light comes on White when the test selector is set to a
system test position. It is extinguished when the test selector is in
NORM FLT position.
5.
6.
27-144
27144
ATA 27
A300/A310
27-145
27145
ATA 27
A300/A310
27-146
27146
ATA 27
A300/A310