Ground Spoiler Activation Figure 013
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R **ON A/C 151-199, 301-399, 401-499,
D. Ground Spoiler Function
(1)
General The ground spoiler function is ensured by all the spoilers. The surface deflection is 50 deg with an extension rate of 20 deg/s (in autopilot or manual mode).
(2)
Activation of the ground spoiler function. (Ref. Fig. 013) The activation of the ground spoiler function is dependent upon:
-
the function preselection, or one throttle lever at reverse
-
the two engines at low rate
-wheel speed information (of both main gears)
-the main landing gear wheel rotation more than 72kts
NOTE : Condition on wheel speed is inhibited after GND/FLT
____ transition. The condition is rearmed if wheel rotation stops. Consequently after an A/C bounce (A/C airborne):
-
the spoilers remain extended with thrust lever at idle
-
the spoilers retract if thrust is increased above idle (GA), and extend again after the next touch down.
-elevator pre command at the extension of the ground spoilers (autopilot and Manual)
-the both main landing gears compressed while the altitude less than 6ft The preselection is made with the speedbrake control lever. The lever position must be lower than - 2 deg. This preselection can also be made through the selection of reverse thrust on both throttle control levers, or only one throttle control lever with the other control lever in position less than 20 deg. The "two throttle levers at low rate" information is given when the position of the two throttle control levers is less than 20 deg.
(3) Partial lift dumping This function, elaborated in the SECs, is actived at reverse selector if only one main landing gear is depressed. The spoilers 1 thru 5 are partially deflected in order to impact the second gear and consequently to activate the ground spoiler function.
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**ON A/C ALL
E. Normal configuration
(1) Computers
Each computer is active as follows:
-
ELAC 2:
normal law in pitch with associated protections
elevator control
control of THS electric motor No. 1.
-
ELAC 1:
normal law in lateral
aileron control.
-SEC1, 2 and 3: control of their related spoilers from the orders from the normal lateral law of the ELAC 1 speedbrake function, ground spoilers.
The FAC1 controls the rudder with the yaw damper servo-actuator 1 from the orders elaborated in the ELAC 1.
(2) Servocontrols
(a)
Elevators Each elevator can be actuated by two different servocontrols. In normal operation, one servocontrol per surface is active, the other is in the damping mode. On the left elevator, the Green servocontrol is active. On the right elevator, the Yellow servocontrol is active. On the two elevators, the Blue servocontrols are in damping mode.
(b)
THS actuator The THS can be actuated by three different electric motors. In normal operation, the electric motor No. 1 controls the two hydraulic motors respectively supplied by the Green and Yellow systems. The ELAC 1 performs a ground setting through the electric motor No. 2.
(c)
Ailerons Each aileron can be actuated by two different servocontrols. In normal operation, one servocontrol per aileron is active, the other is in damping mode. On the left aileron, the Blue servocontrol is active. On the right aileron, the Green servocontrol is active. The servocontrols, controlled by the ELAC 2, Green on the left side and Blue on the right side are in the damping mode.
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6. Functional Reconfiguration
__________________________ The functions available in normal configuration can be degraded depending on the failures which may affect the system. The resulting functional reconfigurations depend on:
-the level of redundancy of the external information necessary for the normal laws,
-predetermined functional status,
-
inclusion of laws in the computers.
A.
Law Reconfiguration
(1) Pitch control
(a)
Alternate law When the information necessary for the normal law can no longer be consolidated, the alternate law is activated. This law can also be activated after certain system failures. The basic idea is to reduce the authority of the parameters required for the law, while keeping the main characteristics of the normal law. The gains are now dependent upon the configuration. The pitch rate is limited to 5./s. The flare law is replaced by the direct law upon landing gear extension. The longitudinal attitude protection is no longer activated. The alpha protection is replaced by a low-speed protection when Vc becomes lower than a threshold (Vc PROT) a negative load factor demand is added to the pilot command. The high-speed and Mach protection is included as for the normal law, except for decreasing of pilot nose down authority.
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