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Wael El-Maghrabi

A300-600

ATA 27, 50th

ATA 27 FLIGHT CONTROL


Note: The design philosophy of the primary flight controls is based on the use of triplex
hydraulic servo controls. They operate in parallel and are independently supplied by the 3 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.

Primary Input Autopilot Hydraulic source Mechanical Input Yes + Spoilers takes from Servo Control Manifold

Secondary Electrical Input No HP Manifold

Hydraulic source

All surfaces takes from Servo Control Manifold except ( SLAT, FLAP, Kruger notch and ASA Droop) Only 2 FUSES, One before (Kruger notch and ASA Droop) in FRONT and one before RUDDER at the AFT on GREEN line JAM Detection +THS From surface itself FAULT light From Actuator

FUSES

Jamming Detection Feedback

Summer 2013

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Wael El-Maghrabi

A300-600

ATA 27, 50th

Rudder
Primary surface control Feedback comes from surface itself. Mechanically controlled By 2 Pedals and Hydraulically powered 3 Actuators, 3 Hydraulic systems

ARTIFICIAL FEEL

It makes the loads on the pedals proportional to the rudder deflection. Variable stop actuator 2 Electrical Motors
The maximum rudder deflection is 3.5o right and 3.5o left.

The RUD TRAVEL P/B SYS 1 engages the rudder travel system of FLC 1; the P/B SYS 2 engages the rudder travel system of FLC 2. The WHITE light of each P/B goes OFF - System 1 and 2 are engaged.

Summer 2013

Page 2 of 15

Wael El-Maghrabi

A300-600

ATA 27, 50th

RUDDER travel disagreement


When the variable stop actuator does not change from high speed to its low speed configuration, and the A/C speed is decreasing, the flaps are selected to 20o or more, this configuration is called "Rudder travel disagreement". The detection is performed by the monitor circuits of each FLC from the positions transducer. The warnings consist of: 1. FAULT light RUD TRAVEL SYS1 & SYS2 on, 2. MASTER CAUTION light on, 3. SC and warning is repeated on WD. Then the pilot disengages both FLC's by pressing P/B's for RUD TRAVEL 1 & RUD TRAVEL 2 on the overhead panel to OFF/R. In this case both FAULT lights remain on as long as the variable stop unit has not returned to the low speed configuration.

RUDDER TRIM
Is electrically controlled. The control switch is a 3-position rotary switch spring loaded to the neutral (center) position. RESET is obtained if: 1. RESET pushbutton pressed 2. No failure detected by the EFCU's. 3. Rudder surface not at neutral position.

Summer 2013

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Wael El-Maghrabi

A300-600

ATA 27, 50th

YAW DAMPER
It has three functions No Feedback on Pedals: 1. Dutch roll damping. 2. Turn coordination. 3. Automatic compensation In case of single engine failure. The lever is magnetically latched in the active position and YAW DAMPER 1 (or 2) is engaged. If a Failure is detected, the corresponding YAW DAMPER engage lever trips to OFF. The YAW DAMPER actuator is driven by 2 electric motors, each controlled by a computer (FEEL and LIMITATION COMPUTER 1 & 2).

FAULT
The faulty LRU is identified by the Illumination of one of the 6 lights on the FLC front face.

Summer 2013

Page 4 of 15

Wael El-Maghrabi

A300-600

ATA 27, 50th

Elevator
Primary surface control Feedback comes from surface itself. Mechanically controlled and Hydraulically powered For pitch control Scale on Both sides of A/C

PITCH
Pitch control is achieved by 2 Independent mechanical channels The 2 channels are interconnected below the cockpit by a "Forward Detent Bellcrank", which operates in case of a single channel jamming. An "Aft Detent Bellcrank" located between the 2 elevators connects the aft section of the linkage, which operates in case of a single channel jamming. However as It is dangerous to operate only one elevator at high speed, an uncoupling unit prevents disconnection in certain flight phases . The EFCU's will energize the uncoupling solenoid and allow the aft detent bellcrank to Operate Operate=energized = uncoupled If the aircraft speed is greater than 30kts and less than 195kts. Note: On ground, the solenoid is de-energized. The PITCH ARTIFICIAL FEEL system creates load feel at the control column which is variable with the speed parameters.

Summer 2013

Page 5 of 15

Wael El-Maghrabi

A300-600

ATA 27, 50th

Ailerons
Primary surface control Feedback comes from surface itself. Aileron Trim Is electrically controlled. Scale on Control Column Wheel AILERON TRIM scales: A scale representing 14o All Speed Aileron movement (7o in each direction). With the control wheels released, the crew can thus read the actual Aileron Trim value.

ROLL
Dynamometric rod It Measures applied force and transform it to Electrical Signal which sent to AUTOPILOT to disconnect it at certain force. The dynamometric rods, mounted downstream of the Interconnected spring rod, sense the pilots Inputs for Control Wheel Steering. Spring Strut: is interconnected with Control Wheals, which allows, in case of jamming of one control run, the operation of the other control run. Aileron maximum deflections: No Droop: 23o UP; 19 o DOWN. Droop: 16.8 o UP; 22.5 o DOWN. Artificial Feel: provided by a spring device, gives loads proportional to control wheel deflection. Artificial feel function is to provide: - Artificial feel load proportional to control wheel deflection. - Accurate return of the surface to neutral. - Servo control input linkage in trim position in the event of disconnection of the control linkage. The Autopilot Inputs are introduced on the right wing linkage page49

The autopilot actuator is controlled by the Flight Control Computers ( F.C.C). The EFCUs 1 and 2 receive Spoiler and Speed Brake information which is electrically signalled to the actuators through valve groups. Note: Spoiler 3-4-5 deflection is different to spoiler 6-7 deflection. Summer 2013 Page 6 of 15

Wael El-Maghrabi

A300-600

ATA 27, 50th

DROOP
When slats are extended the droop actuator extends. It is controlled by the SFCC and hydraulically powered by the green system.

Spoilers
RVDT Signal to Surfaces 7 spoilers at each wing, from inboard to outboard 37 Flight spoilers 17 Ground spoilers. 15 Brake spoilers. Spoilers 3, 4, 5: larger actuators, Spoilers 6, 7: smaller actuators. Spoilers are electrically controlled Each spoiler is operated by one actuator, which receives control Inputs from a valve group controlled by the EFCU's. Each valve group is installed separate from its actuator. Actuator extension without supply pressure is possible by using the maintenance unlocking device. Set it to "M" (hydraulic by-pass) and extend manually the surface.

CAUTION: If the pressure is recovered, the system returns to normal. Each pushbutton switch is associated with one or two pairs of symmetrical spoilers. Spoiler control and monitoring panel: Its located on the overhead panel. It receives the fault Indications detected by the EFCU's. In addition it sends the engagement order to the EFCU's. Each All Speed Aileron servo control has a permitted internal leakage. Roll Spoiler deflection is based on 3 different Speed laws: Low, high, Low and flaps fully extended (landing configuration).

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Wael El-Maghrabi

A300-600

ATA 27, 50th

Stabilizer
Secondary surface control Feedback comes from surface itself. For pitch trim control 3o Nose down, 14 o Nose Up Mechanically Manually or Electrically controlled and Hydraulically powered Is actuated by a screw jack driven by 2 hydraulic motors. A single motor is able to operate the system at half speed. Scale on Trim-wheels and RHS of A/C A green sector painted on the scale represents normal take-off range: 1.5o nose DOWN to 3o nose UP.

Trim
A switch is installed for electric pitch Trim control. Hydraulic motors operating the tremble horizontal stabilizer provided that: 1. At least one pitch trim system is engaged, the other standby and synchronized in position. 2. AP OFF or in CWS mode. Trimble Horizontal Stabilizer (THS) position (speed trim, Mach trim). The pitch Trim control switches are spring loaded to neutral. If both switches are operated in opposite directions, trimming stops. The THS is actuated by a FALL SAFE BALL SCREW JACK driven by two Independent hydraulic motors. If one motor FAIL it runs in half speed

Note: The pitch Trim rate increases as speed decreases.

Summer 2013

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Wael El-Maghrabi

A300-600

ATA 27, 50th

FAC functions
1. ELECTRICAL TRIM from the rocking levers mounted on the control wheels. 2. AUTOMATIC TRIM (Auto pilot engaged) 3. Flight Envelop Protection: o Mach Trim o a Trim When both of PITCH TRIM engage levers trip to OFF, All electrical control modes of the THS are lost, and the ECAM is activated. The lever is automatically latched in the active position and PITCH TRIM 1 or 2 is Engaged. If a failure is detected, the corresponding PITCH TRIM engage lever trips to OFF. Note: PITCH TRIM disengages and the levers trip to OFF when TRIM reaches full nose up or full nose down position (mechanical stops). However, If the flaps are extended 15o or more, position sensor stop nose up and nose down movement before the mechanical stops are reached, to prevent pitch trim disengagement

Summer 2013

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Wael El-Maghrabi

A300-600

ATA 27, 50th

Flaps
Secondary surface control Feedback comes from Actuator. Lift augmentation Inner, center, outer flaps Electrically controlled, mechanically operated and hydraulically powered 5 Positions Dents

SFCC
2 Channels, in 90 VU

Forward Carriage and Aft Carriage Wing Tip brake


Reset on Ground Only

ASYMMETRY Detection
Flaps don't extend after a lever extend command. ARM signal is exchanged between channels. FAULT action is Initiated and the Flap channel in each SFCC Is Inhibited for the rest of the flight. If a monitor detects ASYM but doesn't receive an "arm" signal from the other channel, a PPU failure is assumed.

RUNAWAY
If the APPU's disagree with the FPPU (position difference) SFCC's generate the associated warnings. If a monitor detects RUNAWAY but doesn't receive an "arm" signal from the other channel, a PPU failure is assumed.

Kruger Flap and Notch Flap


Takes signal from Slat Channel

Command Sensor Unit


Under pedestal in an Avionics Compartment Summer 2013 Page 10 of 15

Wael El-Maghrabi

A300-600

ATA 27, 50th

Alpha Lock protection


If a > 9o, the a-lock light is generated. The function is reset and the a-lock light goes off if the angle of attack is reduced below 8 o. If a slat selection has been made and subsequently the angle exceeds 9o, the a-lock is Inhibited and configuration, the retract command is completed.

Load Relief
FLAP RELIEF is the automatic Flap retraction on command from each SFCC. FLAP RELIEF is commanded when the A/C forward speed exceeds the specific speed for a given flap configuration. A Flaps Load Relief system is active when flaps (40) are selected to minimize the aerodynamic loads on the flaps system. If speed exceeds 178 kt, the flaps automatically retract to an intermediate position (25). Once speed decreases below 173 kt, the flaps extend to 40 again. If flaps 40 are selected above 173 kt, flaps only extend to 25 until speed is below 173 kt. Flap relief function is inhibited if: 1. The computed airspeed from ADCs Is Invalid 2. Flap selection < 20'

STEP BACK gearbox


This STEP BACK gearbox realigns the transmission around the Krueger box. It consists of two bevel gears linked by a drive shaft. An oil level/filler plug is provided for servicing operation.

Summer 2013

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Wael El-Maghrabi

A300-600

ATA 27, 50th

Slats
Secondary surface control Feedback comes from Actuator. Lift augmentation Inner, center, outer Flap and Krueger flap Electrically controlled, mechanically operated and hydraulically powered The slat and flap systems are operated by hydro-mechanical units. Two hydraulic motors supplied by different hydraulic pressure manifolds via priority valve, drive each unit. The valve blocks are electrically controlled and monitored by Slats Flaps Control Computers (SFCC's). If one system pressure falls, the corresponding unit operates at half speed. Notes: The servo controls comprise a heating stage, The servo controls are equipped with a jamming detection device. In case of a slide valve jamming, a jamming signal to the jamming detection box.

Summer 2013

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Wael El-Maghrabi

A300-600

ATA 27, 50th

COMPUTERS
FAC Flight Augmentation Computer:
1. Pitch trim Electrical from rocking levers, Autopilot" 2. Flight Envelop Protection: o Mach Trim o a Trim o Theta trim 3. Limit speed computation 4. Yaw damping, Turn coordination, One engine Compensation

FLC Feel Limitation Computer:


1. Elevator artificial feel 2. Rudder deflection limit calculation

EFCU Electronic flight control unit:


1. 2 control channels, 2 monitor channels 2. Control spoilers, speed brake 3. Rudder trim control and monitor

SFCC's Slats Flaps Control Computers:


1. 2. 3. 4. Slat, flap Alfa Lock Flap Load Relief Flap Droop

Summer 2013

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Wael El-Maghrabi

A300-600

ATA 27, 50th

Tests
JAMMING
The primary surfaces are operated each by 3 servo controls (G, Y, B). In case of jamming of a servo control slide valve the two other servo controls will operate against the order of the faulty one. This might create an overload on the servo control actuator or to the attachment points of the A/C structure where the servo controls are fitted. To protect the servo control actuators and the A/C structure a jamming detection system is provided. The servo controls are equipped with internal pressure relief valves. The jamming detection system creates a warning which will require an immediate corrective action by the pilot in order to de-activate the faulty servo control.

FLIGHT CONTROLS Panel (Lateral Panel)


TEST pushbutton switches: 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). OK: Come on white, 6 seconds after the TEST pushbutton switch is pressed and held, to indicate a successful test.

Summer 2013

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