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different hydraulic system and has its own valve block
and pressure off brake.
The valve blocks control the direction of rotation and
the speed of their related PCU output shaft.
The hydraulic motors move the transmission through a
differential gearbox. Then torque shafts and gearboxes
transmit the mechanical power to the actuators which
drive the surfaces. Wing tip brakes are provided in
order to stop and lock the system when certain types
of failures are detected. Feedback signals, sent by
dedicated Position Pick Off Units, are used by the
computers to control and monitor the system.
A Feedback PPU provides signals concerning the PCU
output position, while two Asymmetry PPUs send
information about surfaces actual position. In
addition, signals from an Instrumentation PPU are used
for position indicating on the ECAM.
SLAT / FLAP LEVER
Slat and flap positions are simultaneously selected
using a single control lever located on the center
pedestal.
Moving the lever rotates the input shaft of the Command
Sensor Unit which translates the mechanical demand
into electrical signals for the SFCCs.
SLAT / FLAP CONTROL COMPUTERS
Two Slat Flap Control Computers (SFCCs) control and
monitor the system. Each computer includes one slat
and one flap channel. A cross talk allows transfer of
data between the SFCCs. On lever demand, each channel
generates commands to energize its associated PCU valve
block and control its related motors.
The computers monitor the slat and flap drives and
lock the appropriate channel, should a critical failure
occur.
They also inhibit slat retraction from position 1 to
0 at high angle of attack or low speed (alpha-lock
function ).
With one SFCC inoperative, both slat and flap systems
operate at half speed.
TMUFCTA02-T01 LEVEL 1
EFFECTIVITY 27-00-00 Page 2
May 31/00
_A319/A320/A321 TECHNICAL TRAINING MANUAL
MECHANICS / ELECTRICS & AVIONICS COURSE 27 FLIGHT CONTROLS
UF94200
EFFECTIVITY Page 256
ALL
SLATS/FLAPS SYSTEM PRESENTATION
TMUFCTA02-P01 LEVEL 1
EFFECTIVITY 27-00-00 Page 3
May 31/00
_A319/A320/A321 TECHNICAL TRAINING MANUAL
MECHANICS / ELECTRICS & AVIONICS COURSE 27 FLIGHT CONTROLS
UF94200
EFFECTIVITY Page 257
ALL
SLATS/FLAPS SYSTEM PRESENTATION
POWER CONTROL UNITS
Each PCU incorporates two separate hydraulic motors
powered through an electrically signalled valve block
which receives drive commands from the SFCCs.
The motor output shafts on each PCU are coupled through
a differential gearbox to drive the slat and flap
mechanical channels.
A Pressure Off Brake on each motor locks the
transmission:
- when the selected position is reached.
- when there are no drive commands.
- or in case of hydraulic power failure.
If one motor is inoperative, ( i.e. hydraulic failure
or SFCC failure ), the remaining motor provides full
output torque at half speed.
POSITION PICK-OFF UNITS
The SFCCs monitor surface operation through dedicated
Position Pick-Off Units.
A Feedback unit and an Instrumentation PPU are mounted
on each PCU. An Asymmetry PPU is installed at the end
of the transmission system on each wing.
The Intrumentation PPUs provide slat/flap actual
position data for indication on the ECAM through the
Flight Warning Computer. The Asymmetry and Feedback
PPUs are used by the computers to monitor asymmetry,
runaway or overspeed conditions.
Asymmetry is detected on disagreement between the two
APPU signals.
Runaway is detected by comparison of both APPU and
FPPU signals.
Overspeed is detected when overspeed of one or more
PPUs occurs due to high aerodynamic loads acting in
the same direction as the transmission.
TMUFCTA02-T01 LEVEL 1
EFFECTIVITY 27-00-00 Page 4
May 31/00
_A319/A320/A321 TECHNICAL TRAINING MANUAL
MECHANICS / ELECTRICS & AVIONICS COURSE 27 FLIGHT CONTROLS
UF94200
EFFECTIVITY Page 258
ALL
SLATS/FLAPS SYSTEM PRESENTATION
WING TIP BRAKES
The Wing Tip Brakes (WTBs) stop and hold the
transmission if the SFCCs detect certain types of
failures such as asymmetry, runaway or overspeed.
They are conceived as pressure on type brakes. They
are released when solenoids are de-energized. Each
Wing Tip Brake is equipped with two solenoid valves
each controlled by a SFCC and supplied by an hydraulic
system. In normal flight conditions , the solenoids
are de-energized.
The segregation of the hydraulic circuits results in
either one being able to keep the brakes applied. With
　
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