R NOTE : The flap, tab and slat angles are in degrees.____
**ON A/C ALL
The slat/flap control lever has two baulks. One baulk between position 1 and 2, and one between position 3 and FULL. The baulks prevent a one-movement-change of the lever position from FULL to 0. The lever turns a shaft which moves the input shaft of the CSU through spur gears.
B. Electrical Control
(Ref. Fig. 004)
The CSU is installed in the cockpit, immediately below the slat and flap control lever on the panel 114VU. The CSU changes the mechanical signals from the control lever into electrical signals to the SFCC1 and SFCC2.
The two SFCCs are installed in racks in the forward avionics compartment. The SFCCs have power supplies with no relation between them. Each SFCC has the same function and includes one flap channel and one slat channel. The slat channels each control one of the two valve blocks on the slats PCU. Each valve block has its own different hydraulic supply (Ref. 27-84-00).
There are three solenoid valves at each valve block. For the low speed mode, the SFCCs energize the retract/extend solenoid valves and the POB solenoid. For the high speed mode, the SFCCs energize the extend solenoid valve and the POB solenoid. The POB solenoid permits the release of the POB of the hydraulic motor (Ref. 27-84-00).
An FPPU, which is attached to the PCU, sends signals on the position of the slat transmission to the two SFCCs. The PCU gearbox moves the FPPU. The FPPU has two synchro transmitters, which are the same. One sends signals to the SFCC1, the other one to the SFCC2.
C. Wing Tip Brake (WTB) Control
(Ref. Fig. 005)
The WTB is an electro-hydraulic pressure-on brake. It is installed near the end of the transmission system in each wing. The WTBs stop and hold the transmission if the SFCCs find some given types of failures. Each WTB has two solenoid valves. Each solenoid valve controls one part of a WTB. The WTBs have different hydraulic supplies. The Blue hydraulic system supplies one solenoid valve and the Green hydraulic system supplies the other solenoid valve.
Slats Electrical Control - Schematic Figure 004
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Wing Tip Brake (WTB) Control - Schematic
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Power is supplied to the WTB solenoids through the SFCCs. Each SFCC supplies and controls one solenoid on each WTB. When the WTBs operate, the transmission locks. The circuit can only be reset (set back) on the ground through the Centralized Fault Display System (CFDS). The two SFCCs control the LH and the RH WTB.
D. Monitoring (Ref. Fig. 006)
The two SFCCs monitor the slat system continuously for failures in:
-
the operation of the power transmission system
-
the Line Replaceable Units (LRU)
-
the input and output signals
-
the power supplies.
Failures in the slat system will not give, but may lead to class 1 level 3 warnings which are generated by the Electronic Centralized Aircraft Monitoring (ECAM) system.
The ECAM system shows class 1, level 1 and level 2 cautions to the flight crew (Ref. 31-50-00). The SFCCs supply failure data to the ECAM system through:
-
the System Data Acquisition Concentrators (SDAC) (Ref. 31-55-00)
-
the Flight Warning Computers (FWC) (Ref. 31-53-00)
-
the Display Management Computers (DMC) (Ref. 31-62-00).
The ECAM gives a Maintenance Status Reminder for class 2 failures.
The SFCCs supply all the related data of failures to the Centralized Fault Display System (CFDS).
(1) Monitoring of the Power Transmission Systems
The SFCCs monitor the power transmission system for these failures:
-asymmetry (a position difference between the two APPUs)
-runaway (a position difference between the APPUs and the FPPU)
-uncommanded movement (a movement in the wrong direction, or a
movement away from the last set position)
- overspeed (the faster movement of one or more PPUs)
-system jam
-half speed
-low hydraulic pressure
-control valve position.
To monitor the power transmission system, the SFCCs compare the CSU signals with the position data. The SFCCs receive the position data from:
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Slat Transmission Monitoring - Schematic Figure 006
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