DOC AIRBUS | AMM A320FFLAPS - DESCRIPTION AND OPERATION
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1. General
A. System Configuration
The aircraft has four flaps (two on each trailing edge of the wing) and ten slats (five on each leading edge of the wing) (Ref. AMM D/O 27-80-00-00) to increase lift during take-off and landing. The inboard flap and the outboard flap each have tabs attached to their trailing edges.
The outboard flap is connected to the flap track carriage at the track 3 and the track 4 positions by a failsafe bolt assembly. The inboard flap is connected to the track 2 carriage by a failsafe bolt assembly and to the pendulum assembly on the track 1 carriage by the flap trunnion. The carriages move along the tracks which are part of the flap-track beam assemblies.
The aircraft has four flaps (two on each trailing edge of the wing) and ten slats (five on each leading edge of the wing) (Ref. AMM D/O 27-80-00-00) to increase lift during take-off and landing.
The outboard flap is connected to the flap track carriage at the track 3 and the track 4 positions by a failsafe bolt assembly. The inboard flap is connected to the track 2 carriage by a failsafe bolt assembly and to the pendulum assembly on the track 1 carriage by the flap trunnion. The carriages move along the tracks which are part of the flap-track beam assemblies.
An interconnecting strut connects the inboard and the outboard flaps. Proximity sensors on the interconnecting strut send signals to stop the flap movement, if the strut moves more than the specified limit.
The tabs are attached to the rear spar of the inboard and the outboard flaps by hinges. They are operated by control rods connected to the hinge 1A mechanism and to the track 2, 3 and 4 roller carriages. A fairing covers each track and hinge.
An interconnecting strut connects the inboard and the outboard flaps. Proximity sensors on the interconnecting strut send signals to stop the flap movement, if the strut moves more than the specified limit.
Two Slat/Flap Control Computers (SFCC1 and SFCC2) monitor and control the flaps. An Instrumentation Position Pick-Off Unit (IPPU) is installed on the Power Control Unit (PCU). The IPPU sends signals to the Electronic Instrument System (EIS), which shows the position of the flaps.
A Feedback Position Pick-Off Unit (FPPU) gives signals of the output shaft position of the PCU. Two Asymmetry Position Pick-Off Units (APPU) give signals of the flap position or speed. The SFCC1 and the SFCC2 receive and monitor the signals from the FPPU and the APPUs.
The aircraft has four flaps (two on each trailing edge of the wing) and ten slats (five on each leading edge of the wing) (Ref. AMM D/O 27-80-00-00) to increase lift during take-off and landing. The inboard flap and the outboard flap each have tabs attached to their trailing edges.
The outboard flap is connected to the flap track carriage at the track 3 and the track 4 positions by a failsafe bolt assembly. The inboard flap is connected to the track 2 carriage by a failsafe bolt assembly and to the pendulum assembly on the track 1 carriage by the flap trunnion. The carriages move along the tracks which are part of the flap-track beam assemblies.
The aircraft has four flaps (two on each trailing edge of the wing) and ten slats (five on each leading edge of the wing) (Ref. AMM D/O 27-80-00-00) to increase lift during take-off and landing.
The outboard flap is connected to the flap track carriage at the track 3 and the track 4 positions by a failsafe bolt assembly. The inboard flap is connected to the track 2 carriage by a failsafe bolt assembly and to the pendulum assembly on the track 1 carriage by the flap trunnion. The carriages move along the tracks which are part of the flap-track beam assemblies.
An interconnecting strut connects the inboard and the outboard flaps. Proximity sensors on the interconnecting strut send signals to stop the flap movement, if the strut moves more than the specified limit.
The tabs are attached to the rear spar of the inboard and the outboard flaps by hinges. They are operated by control rods connected to the hinge 1A mechanism and to the track 2, 3 and 4 roller carriages. A fairing covers each track and hinge.
An interconnecting strut connects the inboard and the outboard flaps. Proximity sensors on the interconnecting strut send signals to stop the flap movement, if the strut moves more than the specified limit.
Two Slat/Flap Control Computers (SFCC1 and SFCC2) monitor and control the flaps. An Instrumentation Position Pick-Off Unit (IPPU) is installed on the Power Control Unit (PCU). The IPPU sends signals to the Electronic Instrument System (EIS), which shows the position of the flaps.
A Feedback Position Pick-Off Unit (FPPU) gives signals of the output shaft position of the PCU. Two Asymmetry Position Pick-Off Units (APPU) give signals of the flap position or speed. The SFCC1 and the SFCC2 receive and monitor the signals from the FPPU and the APPUs.
2. Component Location
Flap System - Component Location ** ON A/C NOT FOR ALL
Flap System - Component Location ** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL Flap System - Component Location ** ON A/C NOT FOR ALL Flap System - Component Location ** ON A/C NOT FOR ALL 3. System Description
Flaps Electrical Control and Monitoring - Schematic ** ON A/C NOT FOR ALL
Flaps Electrical Control and Monitoring - Schematic ** ON A/C NOT FOR ALL
Flaps Electrical Control and Monitoring - Schematic ** ON A/C NOT FOR ALL Flaps Electrical Control and Monitoring - Schematic ** ON A/C NOT FOR ALL A. Electrical Control and Monitoring System (Ref. 27-51-00)
The slat and flap control lever controls the position of the flaps. The Command Sensor Unit (CSU) identifies the position of the slat and flap control lever and sends related signals to each SFCC. Each SFCC controls the valve block of a hydraulic motor, which is part of the flap PCU.
The FPPU, which is part of the flap PCU, and the two APPUs send related signals to the SFCCs. If the SFCCs find a failure in the system, the Wing Tip Brakes (WTB) operate to hold the transmission and the PCU is stopped.
The slat and flap control lever controls the position of the flaps. The Command Sensor Unit (CSU) identifies the position of the slat and flap control lever and sends related signals to each SFCC. Each SFCC controls the valve block of a hydraulic motor, which is part of the flap PCU.
The FPPU, which is part of the flap PCU, and the two APPUs send related signals to the SFCCs. If the SFCCs find a failure in the system, the Wing Tip Brakes (WTB) operate to hold the transmission and the PCU is stopped.
B. Hydraulic Actuation and Power Transmission (Ref. 27-54-00)
A hydro-mechanical PCU supplies mechanical power to the power transmission system. The PCU has two separate hydraulic motors and two Pressure-Off Brakes (POB). Each hydraulic motor has an electrically controlled valve block, which receives signals from a SFCC.
Torque shafts and gearboxes in the fuselage and the wings transmit the mechanical power from the flap PCU to the actuators, which move the flaps. Each flap has two actuators. Actuator 1 is installed on track beam 1 and the actuators 2, 3 and 4 are installed on the rear spar. Torque limiters in the actuators prevent the mechanical overload of the structure.
A hydro-mechanical PCU supplies mechanical power to the power transmission system. The PCU has two separate hydraulic motors and two Pressure-Off Brakes (POB). Each hydraulic motor has an electrically controlled valve block, which receives signals from a SFCC.
Torque shafts and gearboxes in the fuselage and the wings transmit the mechanical power from the flap PCU to the actuators, which move the flaps. Each flap has two actuators. Actuator 1 is installed on track beam 1 and the actuators 2, 3 and 4 are installed on the rear spar. Torque limiters in the actuators prevent the mechanical overload of the structure.
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6. Component Description
Not Applicable
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7. Operation/Control and Indicating
Flap System - Component Location ** ON A/C NOT FOR ALL
Flap System - Component Location ** ON A/C NOT FOR ALL
Flap System - Component Location ** ON A/C NOT FOR ALL Flap System - Component Location ** ON A/C NOT FOR ALL A. Extension and Retraction of the Flaps
The operation of the flaps is hydro-mechanical. The PCU operates the mechanical transmission system which moves the flaps together with the tabs to the set position.
The CSU changes the mechanical signals from the slat and flap control lever into electrical signals. These are sent to the SFCC1 and the SFCC2. They compare the position signal with that from the FPPU. When there is a difference between the signals, the SFCC sends a discrete signal to its related valve block of the flap PCU.
The operation of the flaps is hydro-mechanical. The PCU operates the mechanical transmission system which moves the flaps to the set position.
The CSU changes the mechanical signals from the slat and flap control lever into electrical signals. These are sent to the SFCC1 and the SFCC2. They compare the position signal with that from the FPPU. When there is a difference between the signals, the SFCC sends a discrete signal to its related valve block of the flap PCU.
Each valve block lets hydraulic fluid flow to and from its hydraulic motor, in relation to the signal from the SFCC. It thus controls the direction in which the hydraulic motor turns (for extension and retraction of the flaps) and its speed (low or high speed).
The torque from the hydraulic motors is transmitted to the differential gearbox, which connects the two motors. The mechanical transmission system then transmits the torque to the actuators which move the flaps and tabs.
Each valve block lets hydraulic fluid flow to and from its hydraulic motor, in relation to the signal from the SFCC. It thus controls the direction in which the hydraulic motor turns (for extension and retraction of the flaps) and its speed (low or high speed).
The torque from the hydraulic motors is transmitted to the differential gearbox, which connects the two motors. The mechanical transmission system then transmits the torque to the actuators which move the flaps.
The operation of the flaps is hydro-mechanical. The PCU operates the mechanical transmission system which moves the flaps together with the tabs to the set position.
The CSU changes the mechanical signals from the slat and flap control lever into electrical signals. These are sent to the SFCC1 and the SFCC2. They compare the position signal with that from the FPPU. When there is a difference between the signals, the SFCC sends a discrete signal to its related valve block of the flap PCU.
The operation of the flaps is hydro-mechanical. The PCU operates the mechanical transmission system which moves the flaps to the set position.
The CSU changes the mechanical signals from the slat and flap control lever into electrical signals. These are sent to the SFCC1 and the SFCC2. They compare the position signal with that from the FPPU. When there is a difference between the signals, the SFCC sends a discrete signal to its related valve block of the flap PCU.
Each valve block lets hydraulic fluid flow to and from its hydraulic motor, in relation to the signal from the SFCC. It thus controls the direction in which the hydraulic motor turns (for extension and retraction of the flaps) and its speed (low or high speed).
The torque from the hydraulic motors is transmitted to the differential gearbox, which connects the two motors. The mechanical transmission system then transmits the torque to the actuators which move the flaps and tabs.
Each valve block lets hydraulic fluid flow to and from its hydraulic motor, in relation to the signal from the SFCC. It thus controls the direction in which the hydraulic motor turns (for extension and retraction of the flaps) and its speed (low or high speed).
The torque from the hydraulic motors is transmitted to the differential gearbox, which connects the two motors. The mechanical transmission system then transmits the torque to the actuators which move the flaps.
B. Hydraulic Actuation and Power Transmission
The two hydraulic motors in the PCU give hydraulic actuation. Each hydraulic motor gets power from a different hydraulic system, the Green hydraulic system or the Yellow.
Each hydraulic motor has a valve block and POB. The valve blocks control the direction of rotation and the speed of the output shaft of the PCU. The POB holds the output shaft of the hydraulic motor:
The flap system will operate at half speed if there is a failure of:
The two hydraulic motors in the PCU give hydraulic actuation. Each hydraulic motor gets power from a different hydraulic system, the Green hydraulic system or the Yellow.
Each hydraulic motor has a valve block and POB. The valve blocks control the direction of rotation and the speed of the output shaft of the PCU. The POB holds the output shaft of the hydraulic motor:
- against torque from the airloads
- when there is a failure in its related hydraulic system
- to lock the transmission at the same time as the WTB.
The flap system will operate at half speed if there is a failure of:
- one electrical supply
- one hydraulic system
- one SFCC, or the failure of one of two electrical components
- one engine.
C. Asymmetry and Power Transmission Monitoring
The SFCC1 and the SFCC2 continuously compare position data from the APPUs and the FPPU to monitor the system. They use this data to find asymmetry, runaway and speed failure conditions.
When one SFCC monitors a failure condition:
If the other SFCC also sends a WTB-arm signal:
The SFCC1 and the SFCC2 continuously compare position data from the APPUs and the FPPU to monitor the system. They use this data to find asymmetry, runaway and speed failure conditions.
When one SFCC monitors a failure condition:
- the other SFCC receives a WTB-arm signal
- the related PCU motor stops and its POB operates
- the system operates at half speed.
If the other SFCC also sends a WTB-arm signal:
- the applicable WTBs operate
- the other PCU motor stops
- the system locks and gives a warning to the flight crew.
D. Position Indicating
The upper display unit of the ECAM system shows the position of the flaps. The IPPU, which is installed on the PCU, supplies flap position data to the flight data recorder and the Flight Warning Computer (FWC) (Ref. AMM D/O 27-55-00-00).
A visual check of the position of the flaps can be done through the windows in the fuselage that are adjacent to the flaps. The windows to be used are identified by a brown triangle on the sidewall panel above them.
The upper display unit of the ECAM system shows the position of the flaps. The IPPU, which is installed on the PCU, supplies flap position data to the flight data recorder and the Flight Warning Computer (FWC) (Ref. AMM D/O 27-55-00-00).
A visual check of the position of the flaps can be done through the windows in the fuselage that are adjacent to the flaps. The windows to be used are identified by a brown triangle on the sidewall panel above them.
8. BITE Test
The flap system has a Built-In Test Equipment (BITE). You can do tests of the system through the Multipurpose Control and Display Unit (MCDU) in the aircraft cockpit (Ref. AMM D/O 27-51-00-00). The MCDU also indicates any failures in the system and gives trouble shooting data for the system. The two SFCCs also do a BITE check on power-up.
The flap system has a Built-In Test Equipment (BITE). You can do tests of the system through the Multipurpose Control and Display Unit (MCDU) in the aircraft cockpit (Ref. AMM D/O 27-51-00-00). The MCDU also indicates any failures in the system and gives trouble shooting data for the system. The two SFCCs also do a BITE check on power-up.