FCPC & FCSC Training

CHAPTER 2 – SYSTEM

Airbus Avionics
FCPC & FCSC TRAINING – 01N
1. INTRODUCTION 2.1. THE AIRCRAFT IN THE SPACE
2.2 THE COCKPIT
2.3. FLY-BY-WIRE PHILOSOPHY
2.4 COMPUTERS PRESENTATION
2. SYSTEM DESCRIPTION 2.5 INTERFACES BETWEEN ATA CHAPTERS
2.6 SERVO CONTROL OVERVIEW
2.7 AILERONS CONTROL
3. LRU DESCRIPTION 2.8 SPOILERS CONTROL
2.9 RUDDER CONTROL
2.10 THS CONTROL

4. INTERFACE CAPABILITIES 2.11 ELEVATORS CONTROL

2.12 COMPUTER ACTUATOR ARRANGEMENT SUMMARY Basic A330/A340
2.13 COMPUTER ACTUATOR ARRANGEMENT SUMMARY A340-500/600 and ENHANCED

5. LINE MAINTENANCE 2.14 ACCELEROMETER UNIT

2.15 RATE GYRO UNIT
2.16 HYDRAULIC PRESSURE SWITCHES

6. SRU DESCRIPTION 2.17 THROTTLE CONTROL UNIT

2.18 ADIRS AND RA
2.19 F/CTL LAWS AND ASSOCIATED FUNCTIONS
2.20 HYDRAULIC POWER SUPPLY
7. SHOP MAINTENANCE 2.21 ELECTRICAL POWER SUPPLY
2.22 POWER SUPPLY AT ENGINE START

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2. SYSTEM DESCRIPTION

2.1 THE AIRCRAFT IN THE SPACE

2.1.1 THREE MAIN AXIS

The motions of the aircraft are conventionally decomposed in three rotations, around the axis, joined in its centre of gravity (G).

In comparison with the path of the aircraft, the position of this one is defined by two angles :
• The incidence angle, which is between the roll axis and the aircraft path (in a side view)
• The skid angle, which is between the roll axis and the aircraft path (in a top view)

In comparison with the worldly surface, the aircraft orientation is defined by two angles :
• The trim angle, which is between the roll axis and the skyline (in a side view)
• The gradient angle, which is between the pitch axis and the vertical line (in a back view)

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2.1.1 THREE MAIN AXIS

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2.1.2 THE SURFACE DESCRIPTION

The aircraft surfaces correspond to the movable surfaces which help the aircraft to move in the space.

These are located :

• on the wings (flaps, slats, ailerons, spoilers),
• on the stabilizers (THS, elevators, rudder).

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2.1.2 THE SURFACE DESCRIPTION

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2.1.3 AERODYNAMIC FORCES

For the aircraft be able to flight, the aerodynamic forces (lift and aircraft drag) must be combined with the mechanical
forces (gravity and thrust power)

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2.1.4 PRIIMARY FLIGHT CONTROL SURFACES
The primary flight control surfaces are:
• The THS:
- long term pitch control,
- leads to the aircraft balance and stability.

• The elevators:
- short term pitch control,
- lead to control the aircraft around this balance position.

• The ailerons:
- roll control.

• The spoilers:
- help for roll control,
- ground spoiler function (destroy the lift at touch and roll out phases to improve braking efficiency),
- speed brake function (increase the drag to have a steep slope down).

• The rudder:
- yaw control.

Their motions modify the aerodynamic forces which act on the aircraft, which turns around the three axis (pitch, roll, yaw).

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2.1.4 PRIIMARY FLIGHT CONTROL SURFACES

• HELP FOR ROLL CONTROL

• GROUND SPOILER FUNCTION
SPOILERS (destroy lift at touch)
• SPEED BRAKE FUNCTION
RUDDER
(increase drag)

YAW CONTROL
FLAPS
TRIMMABLE
SLATS
HORIZONTAL
STABILIZER ELEVATORS • SHORT TERM PITCH CONTROL
AILERONS • CONTROL OF THE AIRCRAFT
AROUND THE BALANCE
POSITION
• LONG TERM PITCH CONTROL
ROLL CONTROL • USEFUL FOR A/C BALANCE
AND STABILITY

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2.1.5 SECONDARY FLIGHT CONTROL SURFACES

The secondary flight control surfaces (or lift augmenting surfaces) are :
• the flaps,
• the slats.

In the low speed flight phases (take off and landing), for the lift power be sufficient, the wing surface and the
trim angle must be increased.

The high lift system includes two trailing edge flaps and seven leading edge slats on each wing.

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2.1.5 SECONDARY FLIGHT CONTROL SURFACES

SPOILERS
RUDDER

FLAPS
TRIMMABLE
SLATS
HORIZONTAL
STABILIZER ELEVATORS
AILERONS

• AT TAKE OFF AND LANDING, FOR THE LIFT POWER BE SUFFICIENT, THE WING SURFACE
AND TRIM ANGLE MUST BE INCREASED

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2.2 THE COCKPIT

2.2.1 OVERVIEW
The main instrument panels, glareshield, center pedestal, overhead panel and forward console
are designed to offer good visibility of the indications and good accessibility to the control devices.
OVERHEAD PANEL

MAIN
GLARESHIELD INSTRUMENT
PANEL
FORWARD FORWARD
CONSOLE CONSOLE

SIDE SIDE
CONSOLE CONSOLE

CENTER
PEDESTAL

• OFFERS GOOD VISIBILITY OF THE INDICATIONS

FCPC & FCSC TRAINING – 01N
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• GOOD ACCESSIBILITY TO THE CONTROL DEVICES
2.2.1 OVERVIEW

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2.2.2 THE OVERHEAD PANEL

Most of the aircraft controls are located on the overhead panel. The main systems are located in
the center, and the others on the side.
Hereafter some examples of computer control:
- FCPC : computer reset (by P/B)
- CMC : CMC2 manual switching
- FWC : soft reset (by C/B)
- SDAC : soft reset (by C/B)

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2.2.2 THE OVERHEAD PANEL

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 2.2.2 THE OVERHEAD PANEL

The illuminated pushbutton switches are used as control devices and indicating or warning units.
The illuminated pushbutton switches have square caps.
Their caps include two independent illuminated sections located on above the other.
The upper section is dedicated to warning indications.
The lower section is used to display the control command.
The illuminated pushbutton switches have two possible positions:
- pressed (control signal for activation),
- released (control signal for desactivation).

DEDICATED TO TO DISPLAY THE (PRESSED : ACTIVATION)

WARNING INDICATION CONTROL COMMAND (RELEASED : DESACTIVATION)
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2.2.3 THE GLARESHIELD

In the CAPT and F/O glareshield panel, an annunciator light gives the information about the pilots priority
on the surfaces.

The side stick priority lights indicate the loss of priority and the taking of priority in front of the pilots.

The red arrow light comes on in front of the pilot losing priority. CAPT and F/O green light, comes on in
front of the pilot taking priority.

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2.2.3 THE GLARESHIELD

RED ARROW LIGHT : LOSING PRIORITY

GREEN ARROW LIGHT : TAKING PRIORITY

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2.2.4 THE MAIN INSTRUMENT PANEL

Six identical and interchangeable Cathode Ray Tubes are installed on the main instrument panel. The CRT are two Primary
Flight Displays (PFD), two Navigation Displays (ND), an Engine/Warning Display (E/WD) and a System Display (SD).
- The PFD displays the piloting information required for short term flight.
- The ND provides medium term flight information necessary to locate the aircraft with respect to navigation aids, map
data and Flight Management System Flight plans.
- The E/WD displays the engine and fuel parameters, the check-list and warning messages and certain information
relevant to system operation.
- The SD displays synoptic giving the configuration of the various systems or certain flight phases.

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2.2.4 THE MAIN INSTRUMENT PANEL

• PFD (PRIMARY FLIGHT DISPLAY):

SHORT TERM FLIGHT INFORMATION

• ND (NAVIGATION DISPLAY):
MEDIUM TERM FLIGHT INFORMATION

• E/WD (ENGINE/WARNING DISPLAY):

ENGINE AND FUEL PARAMETERS

• SD (SYSTEM DISPLAY):
CONFIGURATION OF SYSTEM

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2.2.5 THE PEDESTAL

Three identical and interchangeable Multipurpose Control and Display Units (MCDU) are installed on the pedestal. They
provide an interface with the FMS, ACARS, ACMS and CMS.

The parking brake handle, thrust levers, flap control lever and speed break lever control their respective systems electrically.

Usually, the two forward MCDU’S are for pilot use and the rear one for maintenance use.

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2.2.5 THE PEDESTAL

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2.2.6 THE LATERAL CONSOLES
These consoles contain the side stick controller, the Nose Wheel Steering Handwheel Transmitter and a Radio Rocking Lever.

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2.3 FLY BY WIRE PHILOSOPHY

The main differences between mechanical and electrical controls are as follows :
• the control column has been replaced by the side stick,
• the mechanical channel is replaced by electrical wiring and computers:
• redundant digital computers transmit manual pilot inputs and auto-pilots commands,
• the computers elaborate the flight controls laws, including flight envelope protection and stability augmentation, which
optimizes the control of the aircraft,
• each is in charge of manual control law computation and actuator control and monitoring functions.
• the autopilot commands are directly transmitted to the computers,
• the modulated artificial feel is replaced by the side stick centering spring,
• the mechanical feedback of the conventional servoactuator is replaced by an electrical feedback to the computers.

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2.3 FLY BY WIRE PHILOSOPHY

CONTROL COLUMN
MECHANICAL CHANNEL CONTROL
COLUMN CABLES
-
MECHANICAL FEEDBACK
SURFACE

MECHANICAL CONTROL SERVO CONTROL ACTUATOR

SIDE STICK
A/P COMPUTED
ELEC WIRING AND COMPUTERS COMMAND
COMPUTED ORDER

AP COMMAND TO COMPUTERS SIDE

STICK
ELECTRICAL FEEDBACK PILOTS COMMAND
FEEDBACK

ELECTRICAL CONTROL

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2.3.1 FLY-BY-WIRE ADVANTAGES

 REDUCTION OF THE AIRCRAFT WEIGHT

 REDUCTION OF MECHANICAL COMPLEXITY

 IMPROVEMENT IN REDUNDANCY

 IMPROVEMENT IN SAFETY

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2.3.2 Electrical Flight Control System

The Electrical Flight Control System (EFCS) is constituted of items which lead to control the aircraft behaviour, path and
speed in manual mode:
* flying gears: side sticks, pedals, rudder trim, …
* pilots transmission and treatment gears:
- cables, in case of mechanical control (rudder, THS),
- computers and electric wires in case of electrical control.
* Servo control, to position the surfaces.

The computers transmit orders from the pilots to the servocontrols and ensure the following functions:
* control of the servocontrols,
* contain the flight control laws (aircraft stability improvement, aircraft protection from over control).

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2.3.2 Electrical Flight Control System

F/CTL SYSTEM
ARCHITECTURE

PILOTS TRANSMISSION
FLYING GEARS • CABLES SERVO CONTROL
• COMPUTERS, WIRES

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2.4 COMPUTER PRESENTATION
All flight control surfaces are hydraulically actuated and are electrically signalled. These surfaces are used to control the A330/A340 in the roll,
pitch and yaw axis.
The Electrical Flight Control System (EFCS) is composed of:
• 3 Flight Control Primary Computers (FCPCs) which control the ailerons, rudder, elevators, THS and certain spoilers,
• 2 Flight Control secondary Computers (FCSCs) which control the remaining spoilers and are capable of replacing the FCPCs for aileron,
rudder and/or elevator control,
• 2 Flight Control Data Concentrators (FCDCs) which concentrate data from the FCPCs and FCSCs used for warning, indication, recording
and maintenance purposes.
Pilot commands are transmitted through the side stick controllers, conventional rudder pedals, pitch trim handwheels, throttle control levers,
speed brake control lever, and rudder trim switch.
Data are acquired from dedicated sensors (accelerometers, gyros, tachometers, hydraulic pressure sensors) and the following units and
computers :
• Flight Management Guidance and Envelope Computers (FMGECs),
• Air Data Inertial reference Units (ADIRUs),
• Landing Gear Control Interface Units (LGCIUs),
• Radio Altimeters (RAs),
• Engine Control Units (ECUs),
• Hydraulic System Monitoring Units (HSMUs),
• Slat and Flap Control Computers (SFCCs).
• Data are transmitted to the:
• Flight Management Guidance and Envelope Computers (FMGECs),
• Braking/Steering Control Units (BSCUs),
• Engine Interface and Vibration Monitoring Units (EIVMUs).
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2.4 COMPUTER PRESENTATION
RA
LGCIU EIVMU
HSMU BSCU
ADIRU
FMGEC YAW DAMPER SERVO
ACTUATOR AILERONS, RUDDER,
SIDE STICKS
PEDALS ELEVATORS, THS, CERTAIN
RUDDER TRIM CONTROL
SWITCH ELECT/HYD
SPOILERS
SPEEDBRAKE CONTROL FCPC
ACTUATOR (THS)
LEVER
THROTTLE CONTROL AILERONS
LEVER SERVO-
SPOILERS
FAULT/OFF PUSH- CONTROLS
ELEVATORS
BUTTONS ECU
HSMU
ACCELEROMETER
LGCIU
RATE GYRO UNIT RUDDER TRIM INDICATOR
FCSC
HYD PRESSURE TRIM ACTUATOR
SENSORS
TACHOMETER
REMAINING SPOILERS
FMGEC REPLACEMENT OF FCPC
SLATS/FLAPS FLAPS
SFCC
CONTROLS SLATS

FWC
DMC
CMC CONCENTRATION OF DATA
FCDC DMU
EIVMU
FCMC
FOR WARNING,
FDIU INDICATION, RECORDING
AND MAINTENANCE
PURPOSE
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2.4 COMPUTER PRESENTATION
EFCS reliability is based on a dissimilar and redundant architecture :
• A/C feed backs
3 IR (Inertial Reference), (altitude, position, ground speed, …)?
3 ADC (Air Data Computer), (airspeed, machnumber, angle of attack, …),
2 accelerometers, (vertical Nz and lateral Ny acceleration),
2 yaw rate gyrometers (yaw rate information).
• EFCS computers (7 computers, 3 types)
3 FCPC, 2 FCSC, 2 FCDC.
• Electrical power supply:
6 generators for A340 : GEN 1/2/3/4, APU GEN, CSM/G,
2 batteries,
5 buses : DC ESS BUS BAR, 1PP, 2PP, …
• Hydraulic power supply:
3 circuits : BLUE, YELLOW, GREEN,
8 pumps : MAIN PUMP 1/2/3/4, 3 ELEC PUMP, 1 HAND PUMP, RAT.
Actuators (1, 2 or 3 per surface)
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2.4 COMPUTER PRESENTATION

F/CTL LAW
SERVO CONTROL
SENSORS COMPUTATION RELAYS
SERVO LOOP AND
MONITORING
TREATMENT AND
MONITORING

A/C SYSTEM ENGAGEMENT AND RECONFIGURATION LOGICS

F/CTL LAW
SENSORS SERVO CONTROL RELAYS
COMPUTATION
SERVO LOOP AND
MONITORING
TREATMENT AND
MONITORING

A/C SYSTEM ENGAGEMENT AND RECONFIGURATION LOGICS

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2.4 COMPUTER PRESENTATION

SERVO SERVO SERVO

CONTROL CONTROL CONTROL

FCPC 1

Orders FCPC 2

Slave
FCPC 3

Slave
ORDERS

 One computer
 able controlling the AIRCRAFT
 able assuring safe flight and landing
 Normal operation, FCPC1 master (processes orders and sends these to FCPC2/3 FCSC1/2)
 FCPC2/3 compute laws, but take FCPC1 orders into account

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2.4 COMPUTER PRESENTATION
If FCPC1 is not able to be the master (OFF or internal failure), FCPC2 (or FCPC3 if FCPC2 is not available) will become the
master.
In case of loss of all FCPCs, each FCSC is its own master and controls its associated servo loop with direct law (one FCSC
only can provide a complete aircraft control in direct law).

FCPC 1 FCPC 2 FCPC 3

MASTER SLAVE SLAVE

INOP MASTER SLAVE

INOP MASTER FCSC 1 FCSC 2

INOP

EACH FCSC IS ITS OWN MASTER

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2.4 COMPUTER PRESENTATION
If one computer is not able to execute the orders sent by the master, there are two possible scenarios
• another computer executes the task of the affected computer (i.e elevator control),
• the task is not performed (i.e spoiler control single surface with only one servo).
Each FCPC is able to control simultaneously up to 8 servo controls. So this can provide complete aircraft control in normal
law.
SERVO SERVO SERVO
CONTROL A CONTROL B CONTROL C

FCPC 1 FCPC 2 FCPC 3

Slave

Slave

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2.4 COMPUTER PRESENTATION
The FCDC serves as an interface between the flight control computers (FCPCs and FCSCs) and the display system (EIS,
FWC), the maintenance system (CMS) and the recording system (FDIU).
It achieves the data concentration functions, the warning transmission and performs the flight control system maintenance.
Its main objectives are :
 to isolate as far as possible FCPC and FCSC downstream aircraft systems, and cope with common point effects within the
EFCS,
 to reduce the amount of ARINC 429 receivers within equipment which need EFCS data,
 to limit software maintenance of FCPC and FCSC to a strict minimum.

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 2.5 INTERFACE BETWEEN ATA CHAPTERS

This chapter describes the interfaces of the electrical part of the flight control system (flaps and slats excluded) with :
 the slats and the flaps,
 the other aircraft systems,
HYDRAULIC
FMGECs SFCCs SENSORS

DMCs
FCPCs
LGCIUs
FWCs FCSCs BSCUs

FDIU FCDCs TACHO

FCMC
ADIRUs
CMCs EIVMU
RA
ECU

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2.5 INTERFACE BETWEEN ATA CHAPTERS

Inside ATA 27 (flight controls)

ATA 22 (auto flight)

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2.5 INTERFACE BETWEEN ATA CHAPTERS

ATA 28 (fuel)

ATA 29 (hydraulic power)

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2.5 INTERFACE BETWEEN ATA CHAPTERS

ATA 31 (indicating and recording systems)

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2.5 INTERFACE BETWEEN ATA CHAPTERS

ATA 32 (landing gear)

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2.5 INTERFACE BETWEEN ATA CHAPTERS

ATA 34 (navigation)

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2.5 INTERFACE BETWEEN ATA CHAPTERS

ATA 45 (on board maintenance system)

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2.5 INTERFACE BETWEEN ATA CHAPTERS

ATA 76 (engine controls)

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2.6 SERVO CONTROL OVERVIEW

A SERVO CONTROL IS A GEAR WHICH:

RECEIVES ACTUATES A SURFACE

MECHANICAL ORDERS

or

ELECTRICAL ORDERS

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2.6 SERVO CONTROL OVERVIEW

ACTIVE MODE
 active servo control (pressurized)
 SOLENOïD VALVE energized
 actuator motion further to hydraulic
pressurization

DAMPING MODE
 SOLENOïD VALVE denergized
 servo control isolated from A/C hydraulic system
 actuator follows motion of associated surface
 mode used to avoid surface swaying

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2.6 SERVO CONTROL OVERVIEW

A SERVO CONTROL IS COMPOSED OF:

 A SOLENOïD VALVE (to open/close the hydraulic flow)

 A SERVO VALVE/ELECTRIC MOTOR (to guide the hydraulic flow)

 A MODE SELECTOR VALVE (to select the mode : active, damping, …)

 AN ACTUATOR (to actuate the aircraft surface)

 SEVERAL TRANSDUCERS (for feedback towards computers)

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2.6 SERVO CONTROL OVERVIEW
VARIATOR
SWITCH 1/2

SOLENOID VALVE SERVOVALVE AT REST

HYD

SURFACE

The solenoïd valve can be compared to a switch for an electric line.

The servo valve can be compared to a variator for an electric line. VARIATOR
1/2
SWITCH

INTENSITY/
MOVING
SOLENOID VALVE SERVOVALVE
MAXIMUM
HYD

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2.6 SERVO CONTROL OVERVIEW

(only 2 commands :
OPENED/CLOSED)
 an infinite number of values
 surface final position adjusted by a current variation

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2.6 SERVO CONTROL OVERVIEW

NOTE 1:
* Only two commands to control the solenoïd valve: OPENED/CLOSED.

* The "I" command to control the servo valve can take several values (In the specified range):
- the surface motion speed is proportional to the I command,
- the surface final position is adjusted by a current variation, further to the surface position
feedback analysis in the servoloop (I = O when the position is reached).

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2.6 SERVO CONTROL OVERVIEW

NOTE 2:
 Further to an hydraulic failure, the servo control is isolated from the A/C hydraulic system and is positioned in damping mode.
An hydraulic failure inside the servo control is detected by the differential pressure transducer.

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2.6 SERVO CONTROL OVERVIEW
The two other status of the servo control can be:

ACTIVE MODE-RETRACTED SURFACE DAMPING MODE

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2.6 SERVO CONTROL OVERVIEW

Every servo valve is different. This depends on the concerned surface. Hereafter, three examples
of real schematic for the ailerons servo control.

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2.6 SERVO CONTROL OVERVIEW

ACTIVE MODE
ACTUATOR RIGHT
MOTION

Status of mode selector

Servovalve
valve sent to the
controlled by
FCPC/FCSC
the FCPC/FCSC

(AILERON)
Solenoid valve
controlled by
the FCPC/FCSC

Feedback position of the transducers

Sent to the FCPC/FCSC
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2.6 SERVO CONTROL OVERVIEW

ACTIVE MODE-ACTUATOR
LEFT MOTION

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2.6 SERVO CONTROL OVERVIEW

DAMPING MODE

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2.6 SERVO CONTROL OVERVIEW

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2.7 AILERONS CONTROL

 LOCATED AT THE EXTREMITY OF THE WINGS, ON THE TRAILING EDGE

 ALLOWS THE MODIFICATION OF THE WING LIFT
 LEADS THE AIRCRAFT TO TURN AROUND THE ROLL AXIS

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2.7 AILERONS CONTROL
Each aileron is equipped with two identical electrically controlled fixed body servo controls.
The inboard aileron servo controls and outboard aileron servo controls are of similar lay-out and of a different size.
Each aileron is actuated by one servo control in the active mode while the other is in the damping mode.

In Automatic Pilot (AP) mode:

* the Flight Management Guidance and Envelope Computers (FMGECs) send orders to the FCPCs which in turn
transmit orders to the FCSCs,
* the FMGECs supply the sidestick solenoïd in order to increase the feel force threshold.

In manual mode:
* the ailerons are controlled with the sidesticks which send electrical signals to the FCPCs and FCSCs, the computers
elaborate command orders to the servo controls depending on different flight control laws.

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2.7 AILERONS CONTROL

MANUAL
MODE FCSC 1,2

ELECTRICAL FCPC 1,2,3

CONTROL
EACH AILERON
AP FMGEC 1,2

MODE
ELECTRICAL
2 SERVO CONTROLS
CONTROL
• active mode
• damping mode

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2.7 AILERONS CONTROL

In manual mode, lateral motions of the side stick are used for roll control.

The function of the side sticks is to transmit to the FCPC 1, 2, 3 and to the FCSC 1, 2 the lateral and
longitudinal manual control orders in the form of electrical signals, depending on the position of the
hand grip and to generate the related artificial feel loads.

In autopilot mode, the side sticks are held in the neutral position with a higher load level in order to
prevent any unwanted switching to the manual control mode, while keeping the possibility to override
the autopilot if required.

The AP mode override is achieved through a 10 daN action in pitch and a 6 daN action in roll control
on the side stick.

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2.7 AILERONS CONTROL

 SIDE STICK LATERAL MOTIONS FOR MANUAL

ROLL CONTROL
 IN AP MODE, SIDE STICKS IN NEUTRAL
POSITION (HIGH LOAD LEVEL TO PREVENT
UNWANTED SWITCHING)
 AP MODE OVER RIDE ACHIEVED THROUGH
HARD ACTION IN ROLL CONTROL ON SIDE
STICK

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2.7 AILERONS CONTROL
Interactions between the ailerons servo control and the computers are summed up in the following schematic.

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2.8 SPOILERS CONTROL

 SIX SPOILERS ON REAR UPPER SURFACE OF EACH WING

 RISE UP PERPENDICULARLY, FACING AIR FLOW (ADDITIONAL DRAG)

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2.8 SPOILERS CONTROL

SPOILERS ARE USED IN THE FOLLOWING CONFIGURATIONS :

 ROLL CONTROL (2 TO 6)
 no specific control gear,
 automatic activation further to a roll command.
 SPEED BRAKE FUNCTION (1 TO 6)
 speed brake control level,
 flight phase, to increase drag and destroy lift
 GROUND SPOILER FUNCTION (1 TO 6)
 upon landing, to increase the braking efficiency
 automatic activation, when logic conditions which determine the lift dumper extension are
fulfilled.
 PHASE LIFT DUMPING (1 TO 6)
 at reverse selection, when one main landing gear is depressed.
 MANOEUVER LOAD ALLEVIATION (4 TO 6)
 activated when load factor exceeds a given threshold,
 to reduce the design loads during high-g manoeuvres (in pitch control).

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2.8 SPOILERS CONTROL

SPEEDBRAKE
CONTROL LEVER
TRANSDUCER UNIT

FCSC 1, 2

FCPC 1, 2 3

66 For training purpose only FCPC & FCSC TRAINING – 01N

2.8 SPOILERS CONTROL

CONTROL
LEVER
LIGHTED PLATE

POTENTIO-
METER
FIXED PART
DUPLICATE
SHAFT

CAM

TRAVEL OF LEVER
GROUND SPOILERS EXTENSION OF
SELECTION SPEEDBRAKES

 LEVER LOCKED
 PUSH ACTION : SPOILER EXTENSION BY MOVING THE HANDLE IN THE AFT POSITION
 PULL ACTION, IN THE RETRACTED POSITION : GROUND SPOILER

67 For training purpose only FCPC & FCSC TRAINING – 01N

2.8 SPOILERS CONTROL
The spoiler servo controls get position commands from the flight control primary and secondary computers.
Each spoiler servo control has a linear Variable Differential Transducer (LVDT). This gives information about the position of the spoilers to the
associated flight control computer.

68 For training purpose only FCPC & FCSC TRAINING – 01N

2.9 RUDDER CONTROL

 LOCATED AT THE REAR OF THE VERTICAL STABILIZER, ON THE TRAILING EDGE

 LEADS THE AIRCRAFT TO TURN AROUND THE YAW AXIS
 ASSOCIATED TO SPOILERS/AILERONS
 ROLL/YAW COORDINATION DURING TURNS
 DUTCH ROLL DAMPING
 USED FOR THE AIRCRAFT GUIDANCE ON GROUND

69 For training purpose only FCPC & FCSC TRAINING – 01N

2.9 RUDDER CONTROL
RUDDER CONTROL ON BASIC A330/A340

Three hydraulic servo controls with mechanical input, simultaneously active, actuate the rudder.

These servo controls inputs are actuated from the sum of a yaw damper command and of a manual command (electrical command from the
RUDDER TRIM PANEL, mechanical command from the PEDALS).

The rudder deflection is limited in function of the A/C speed by two limitation units: RTLU (Rudder Travel Limitation Unit) and PTLU (Pedals
Travel Limitation Unit). These functions are used to avoid the transmission of excessive loads to the aircraft structure.

Involuntary variations of the A/C direction, due for example to the loss of an engine, can be corrected using the RUDDER TRIM ACTUATOR
which is controlled by FCSCs.

The yaw damper servo actuators form the main electrical inputs of the rudder control.

In the event of a complete electrical failure of the F/CTL computers, the Dutch roll damping is achieved by the BYDU (Back up Yaw Damper
Unit), mechanically connected in parallel with the two yaw damper servo actuators.

70 For training purpose only FCPC & FCSC TRAINING – 01N

2.9 RUDDER CONTROL
RUDDER CONTROL ON BASIC A330/A340

• YAW DAMPER SERVO

• TO AVOID TRANSMISSION OF EXCESSIVE • 3 HYD SERVO CONTROL
ACTUATOR
LOADS TO AIRCRAFT STRUCTURE (Mechanical inputs)
• main electrical input
• Simultaneously active
• actuated by sum of
 YAW DAMPER
command
 RUD TRIM PANEL
command
or

 PEDAL MECHANICAL
• CORRECTION OF command
INVOLONTARY
VARIATIONS OF
A/C DIRECTION
• IN CASE OF F/CTL
(ENGINE LOSS
COMPUTERS FAILURES
FOR EXAMPLE)
• USED FOR DUTCH ROLL
DAMPING
• MECHANICALLY
• TO AVOID
CONNECTED IN
TRANSMISSION OF
PARALLEL WITH TWO
EXCESSIVE LOADS TO
YAW DAMPER
AIRCRAFT STRUCTURE
ACTUATORS
71 For training purpose only FCPC & FCSC TRAINING – 01N
2.9 RUDDER CONTROL
RUDDER CONTROL ON BASIC A330/A340

ARTIFICIAL FEEL
RUD TRIM FCSC 2
NOSE NOSE FCSC 1
• GERERATES FORCES ON
PEDALS
RESET
TRIM PEDALS
25 ACTUATOR
S1
YAW
RUDDER
• AP CONTROL MODE FORCE
RUD DAMPER
TRIM S2 SERVO ACTR ARE HIGHER TO AVOID
MANUAL
INDICA-
TOR
TRIM ORDER ACTUATOR SPURIOUS COMMAND
ACTUATOR POSITION
POSITION ARTIFICIAL
RUD TRIM FEEL
MECHANISM
CTLSWITCH

FCPC 3
FCPC 2
AP TRIM FCPC 1
ORDER

RUDDER TRIM ACTUATION

• TRIM ACTUATOR MANAGED BY FCSC

72 For training purpose only FCPC & FCSC TRAINING – 01N

2.9 RUDDER CONTROL
RUDDER CONTROL ON A340-500/600 and enhanced

In manual mode, the rudder is controlled from the pedals or the side sticks. Associated position transducers unit send electrical signals to the
FCPC, FCSC and BCM (Back-up Control Module).

The computer generates command orders to the servocontrols, depending on different control laws.

Three electrohydraulic servocontrol, simultaneously active, actuate the rudder.

Mechanically linked to the pedals, a Pedal Feel and Trim Unit (PFTU):
 generates the feel force laws (manual and AP mode)
 achieves the trim function,
 sends rudder pedal position to the FCPC and BCM.

The position of the surface is shown on the System Display via the FCDC.

Back-up Control Module:

In case of a complete failure of the flight controls computers, the dutch roll damping is achieved by the BCM, electrically connected in parallel
with two electrohydraulic servocontrols.

73 For training purpose only FCPC & FCSC TRAINING – 01N

2.9 RUDDER CONTROL
RUDDER CONTROL ON A340-500/600 and enhanced
Correction of involontary
3 ELEC HYD
variation of A/C direction
SERVO,
simultaneously
active, actuate the
rudder

Sidestick
In case of f/ctl
Sidestick
computer failures
Used for Dutch roll
damping
Electrically
connected with
2 ELEC HYD SV

Generates the feel force laws

74 For training purpose only FCPC & FCSC TRAINING – 01N

2.9 RUDDER CONTROL
RUDDER CONTROL ON A340-500/600 and enhanced

RUDDER TRIM ACTUATION AND ARTIFICIAL TRIM :

ARTIFICIAL FEEL MECHANISM INTEGRATED IN THE

PTFU PRODUCES FORCES ON THE RUDDER
PEDALS

MOTOR IN THE PTFU MOVES THE FIXED POINT OF

THE ARTIFICIAL FEEL MECHANISM

MANUAL MODE : TRIM MOTOR CONTROLLED BY THE

CREW BY THE MEAN OF THE RUD TRIM CONTROL
SWITCH FCSCs AND TRIM MOTOR

AP MODE : FCPC SENDS AN AP TRIM ORDER TO THE

FCSC TO COMMAND THE TRIM MOTOR TO MOVE
THE RUDDER PEDALS

75 For training purpose only FCPC & FCSC TRAINING – 01N

2.10 THS CONTROL

 ATTACHED TO THE REAR FUSELAGE

 FOR PITCH EVOLUTION
SIDE STICKS
 USEFULL FOR A RESIDUAL DEFLECTION
(ELECTRICAL
 AVOID THE ELEVATORS TO BE MOVED
 MANUAL MODE CONTROL)
TRIM HANDWHEEL
(MECHANICAL
CONTROL)

76 For training purpose only FCPC & FCSC TRAINING – 01N

2.10 THS CONTROL

SIDESTICK
COMMANDS

MANUAL MODE
ELECTRICAL
CONTROL
SIDESTICK COMMANDS

FCPC11
FCPC
FMGEC 1, 2
AP MODE FCPC2
FCPC 2

ELECTRICAL
FCPC3
FCPC 3
CONTROL

MANUAL MODE
TRIM MECHANICAL CONTROL
MECHANICAL HAND-
WHEELS NORMAL
CONTROL OPERATING

77 For training purpose only FCPC & FCSC TRAINING – 01N

2.10 THS CONTROL

 TWO HYDRAULIC MOTORS

HYDRAULIC
MOTORS  MECHANICAL OR ELECTRICAL INPUT
PTA

THS
MECHANICAL
RIGHT
INPUT
PART

THS
LEFT PART

BALL SCREW

ROTATION
BALL NUT
AXIS

78 For training purpose only FCPC & FCSC TRAINING – 01N

2.10 THS CONTROL

 GROUND OR
"NO BACK
FLIGHT BRAKE  OVERRIDE
SYSTEM"
BALL SCREW MECHANISM
 HAND WHEEL
TURN
THS POSITION
TRANSDUCER

MAKES SURE
OVERRIDE
MECHANISM
MECHANICAL
CHAIN AND CABLE OVERRIDE DETECTION
P1 NON CONTROL
LOOP MOTION
P2 NON
SWITCHES
POSITION P3 NON CANCELS
COMMAND
TRANSDUCERS DEM 1 ELECTRICAL
P1, P2, P3
DEM 2
DEM 3 CONTROL

INPUT SHAFT
MECHANICAL CONTROL
MOTION

79 For training purpose only FCPC & FCSC TRAINING – 01N

2.10 THS CONTROL

ACHIEVED BY PTA
(PITCH TRIM ACTUATOR)

"NO BACK
BRAKE
3 DIGITAL ELECTRONIC MODULE TRIM HANDWHEELS
SYSTEM"
 PTA POSITION BALL
SCREW
POSITION COMMAND TRANSDUCERS
CONTROL PTA  PTA OUTPUT MONITORING,
 MOTORS
DEM  AND TRANSMISSION TO DEM
MONITORING 1 THS POSITION
FCPC 1
TRANSDUCER

OVERRIDE
DEM
2 MECHANISM THS POSITION TRANSDUCER
FCPC 2
3 DC MOTORS
OVERRIDE DETECTION
HYDRAULIC
P1 NON  BALL SCREW POSITION MONITORING,
SWITCHES
MOTORS P2 NON
 ONE ENERGIZED DEM POSITION P3 NON  AND TRANSMISSION TO FCPC
COMMAND
3
FCPC 3 TRANSDUCERS DEM 1
 TWO REMAINING P1, P2, P3 DEM 2
DE-ENERGIZED CLUTCH DEM 3

ELECTRICAL CONTROL
FCPC1/DEM1 --> FCPC2/DEM2 --> FCPC3/DEM3

80 For training purpose only FCPC & FCSC TRAINING – 01N

2.10 THS CONTROL

COMMAND SENT BY FCPC

DGI 24
DGO 7

THS MOTION CONTROLLED BY

DEM

DIGITAL BUS (DEM --> FCPC) DEM

 Failure messages
 FCPC command feed
back DGI 24

ANI 2.5

FCPC 1 (2) (3)

DEM POWER SUPPLY controlled

by FCPC

81 For training purpose only FCPC & FCSC TRAINING – 01N

2.10 THS CONTROL

PTA CONNECTORS
HYDRAULIC MOTORS
(3 OFF)
PIVOT POINT
PTA

MECHANICAL
DEM1
INPUT SHAFT
(FCPC1)
DEM2
(FCPC2)
BORESCOPE PLUG
DEM3
(FCPC3)

ELECTRICAL
ELECTRICAL MOTOR 3 HYDRAULIC VALVE
SCREW SHAFT
MOTOR 2 (FCPC3) BLOCK
(FCPC2)
ELECTRICAL
MOTOR 1
(FCPC1)
RVDT MON BALL NUT

RVDT CON
LOWER CLAW
STOP

82 For training purpose only FCPC & FCSC TRAINING – 01N

2.11 ELEVATORS CONTROL

 LOCATED AT THE REAR OF THE THS, ON THE TRAILING EDGE

 LEAD THE AIRCRAFT TO TURN AROUND THE PITCH AXIS

83 For training purpose only FCPC & FCSC TRAINING – 01N

2.11 ELEVATORS CONTROL

Each elevator is equipped with two identical electrically controlled servo controls.
Each servo control has three operating modes:
 active mode, which permits the actuation of the elevator
 damping mode, which prevents the appearance of flutter
 centering mode, which permits to bring back and hold the elevators in O position in the event of a loss of electrical control of the
two servo controls of a surface.
In AP mode:
 the FMGECs send orders to the FCPCs, which in turn transmit them to the FCSCs,
 the FMGECs supply the sidestick solenoids in order to increase the feel force threshold.
In manual mode
 the electrical control is performed through the sidesticks via the FCPCs and FCSCs which control the servo controls,
 the computers elaborate command orders to the servo controls depending on different flight control laws.

84 For training purpose only FCPC & FCSC TRAINING – 01N

2.11 ELEVATORS CONTROL

MANUAL MODE
ELECTRICAL FCPC FCSC
CONTROL 1,2,3 1,2

EACH ELEVATOR

AP MODE FMGEC 1,2 2 SERVO CONTROLS

ELECTRICAL  active mode
CONTROL  damping mode
 centering mode (bring back and hold
elevators to 0 position)

85 For training purpose only FCPC & FCSC TRAINING – 01N

2.11 ELEVATORS CONTROL

In manual mode, longitudinal motions of the side stick are used for pitch control.
The function of the side sticks is to transmit to the FCPC 1, 2, 3 and to the FCSC 1, 2 the lateral and longitudinal manual control orders in the
form of electrical signals, depending on the position of the hand grip and to generate the related artificial feel loads.
In autopilot mode, the side sticks are held in the neutral position with a higher load level in order to prevent any unwanted switching to the
manual control mode, while keeping the possibility to override the autopilot if required.
The AP mode override is achieved through a 10 daN action in pitch and a 6 daN action in roll control on the side stick.

86 For training purpose only FCPC & FCSC TRAINING – 01N

2.11 ELEVATORS CONTROL
Elevator servo controls have two specific transducers to determine the surface position:
 the actuator position transducer,
 the surface position transducer.

ACTUATOR POSITION SURFACE POSITION

TRANSDUCER TRANSDUCER
87 For training purpose only FCPC & FCSC TRAINING – 01N
2.11 ELEVATORS CONTROL
Interactions between the elevators servo control and FCPC are summed up in the following schematic.

SURFACE POSITION TRANSDUCERS

P2 MON P1 MON
S2 MON S1 MON
SERVO VALVE POSITION
TRANSDUCERS
P2 MON P1 MON
S2 MON S1 MON
SERVO
VALVE
FCPC2 FCPC1
CAPTEUR TRANSDU-
P CER  P
SERVO SERVO
P2 COM P1 COM
CONTROL CONTROL SOLENOID
VALVE

FCSC2 FCSC1

P1 MON P2 MON
P2 COM P1 COM
S1 MON S2 MON
S2 COM S1 COM
MODE SELECTOR
ACTUATOR POSITION TRANSDUCERS VALVE TRANSDUCER

88 For training purpose only FCPC & FCSC TRAINING – 01N

2.12 COMPUTER ACTUATOR ARRANGEMENT Basic A330/A340

(6  1) SPOILERS SPOILERS (1  6)

AILERONS Y G Y B B G G B B Y G Y AILERONS LEGEND:

OUTBOARD INBOARD S1 P1 P2 S2 P3 P3 P3 P3 S2 P2 P1 S1 INBOARD OUTBOARD
P : FCPC
Y G G B G B Y G

S : FCSC

P3  S1 P1 P2 P1 P2 S2  P3
 RUDDER S1  S2  B : BLUE
S1  S2
TRAVEL
S1
 S2
1|2 HYD
LIMITATION
UNIT G : GREEEN
P1  P2  P3
YAW DAMPER HYD
SERVO-ACTUATOR B 1 2 3
Y : YELLOW
G G MECHANICAL
P1 S1 HYD
   B Y
P3 S2 Y Y
RUDDER  : ACTUATION
BACK-UP B TRIM THS RECONFIGURATION
YAW ACTUATOR ELEVATOR ELEVATOR PRIORITIES
DAMPER
Y 1 S1 B G G Y
UNIT 
2 S2  
PEDAL TRAVEL S1 1 P2 P1 P1 P2
 
LIMITATION  S2 S1 S1 S2
2  
UNIT S2
MECHANICAL

89 For training purpose only FCPC & FCSC TRAINING – 01N

2.13 COMPUTER ACTUATOR ARRANGEMENT A340-500/600 and ENHANCED

90 For training purpose only FCPC & FCSC TRAINING – 01N

 2.14 ACCELEROMETER UNIT
The function of the two identical vertical accelerometor units is to send to FCPCs vertical acceleration data (NZ), used in the event of failure of
both ADIRUs to consolidate the load factor information supplied by the valid ADIRU. This is also used in the turbulence damping function.
The function of the lateral accelerometer unit is to send to FCPCs lateral acceleration data (NY), used in the turbulence damping function.
The accelerometers are in the form of a pendulum servoed in position. Upon acceleration application, the pendulum moves under the effect of
inertia. A detector generates a signal proportional to the deviation amplitude.

• 2 VERTICAL ACCELEROMETERS

SENDS Nz USED WHEN 2 FAULTY ADIRU

• 1 LATERAL ACCELEROMETER

SENDS Ny USED IN TURBULENCE

DAMPING FUNCTION

• PENDULUM SERVOED IN POSITION

- WHEN ACCELERATION, PENDULUM MOTION UNDER INERTIA
EFFECT
- DEVIATION DETECTION PROPORTIONAL TO ACCELERATION
91 For training purpose only FCPC & FCSC TRAINING – 01N
2.15 RATE GYRO UNIT
A box with two rate gyros sends yaw rate information to FCPC 1 and FCSCs. This information is used for the elaboration of the Dutch Roll damping
law in the event of loss of the 3 ADIRUs.

• YAW RATE INFORMATION

ELABORATION OF DUTCH ROLL DAMPING

92 For training purpose only FCPC & FCSC TRAINING – 01N

2.16 HYDRAULIC PRESSURE SWITCHES
The three identical hydraulic pressure switches feed the FCPC 1, 2, 3 and FCSC 1, 2 with information about the pressurized or non-pressurized
status of the Green, Blue and Yellow hydraulic systems.
The pressure switch is cylindric with an hydraulic connection at one end and an electronical connector receptable at the other end.

THREE SWITCHES B/Y/G STATUS (PRESSURIZED - NOT PRESSURIZED)

 CYLINDRIC GEAR : HYDRAULIC CONNECTION AT ONE END
ELECTRICAL CONNECTION AT THE OTHER END

93 For training purpose only FCPC & FCSC TRAINING – 01N

2.17 THROTTLE CONTROL UNIT
Two (or four) identical throttle control units are used to transmit the position information of each throttle control lever to the associated ECUs,
for the engine control and to the FCPC 1, 2, 3 which use this information for the ground spoiler control.

 TWO (A330) OR FOUR (A340) UNITS

 THROTTLE CONTROL LEVER POSITION
 USED BY FCPC FOR GROUND SPOILER FUNCTION

94 For training purpose only FCPC & FCSC TRAINING – 01N

 2.18 ADIRS AND RA
ADIRS RA
 ADIRU : Air Data and Inertial Reference Unit
Air Data Inertial Reference  RA : Radio Altimeter
 barometric altitude  altitude  Aircraft height from ground
 airspeed  heading
 Mach number  position  Time between TX/RX of RA proportional
 angle of attack  groundspeed
 total air temperature  inertial vertical speed to A/C height
 accelerations

 INFORMATION USED FOR LAW COMPUTATION AND RUDDER TRAVEL

LIMITATION

95 For training purpose only FCPC & FCSC TRAINING – 01N

2.19 F/CTL LAWS AND ASSOCIATED FUNCTIONS

2.19.1 PRESENTATION

 AIRCRAFT SURFACES ELECTRICALLY CONTROLLED BY FCPC/FCSC

 from FMGEC commands, in AP mode,

 from FCPC/FCSC commands, in manual mode
(normal law, alternate law, direct law, mechanical backup).

 MANUAL CONTROL LAW OBJECTIVES

 to insure safety,
 to improve passengers confort,
 to decrease pilots workload,
 to maintain instinctive piloting.

96 For training purpose only FCPC & FCSC TRAINING – 01N

2.19.1 PRESENTATION

 CONTROL LAW SPECIFIC FOR EACH AXIS (ROLL AND PITCH) AND FOR FLIGHT PHASES
(TAKE OFF, FLIGHT, LANDING)

 PROTECTION LAWS CAN BE ASSOCIATED TO EACH FLIGHT LAW

 CONTROL LAW : ELECTRONIC LINK BETWEEN SIDE STICK AND SURFACES

 PILOTS PERMANENTLY INFORMED OF CONTROL LAW STATUS AND PROTECTION

AVAILABILITY THROUGH ECAM MESSAGES AND PFD INFORMATION

97 For training purpose only FCPC & FCSC TRAINING – 01N

2.19.1 PRESENTATION

 PRINCIPLE

NORMAL  SIDE STICKS POSITION TRANSLATED IN PILOTING OBJECTIVES (LOAD

FACTOR, ROLL SPEED, …)
and  COMPARISON WITH A/C STATUS (INERTIAL XDCR)
ALTERNATIVE  NO DIRECT RELATIONSHIP BETWEEN SIDE STICK/SURFACES ; A/C
LAW SERVOLOOPED
 NORMAL LAW FULL SET OF FLIGHT PROTECTIONS

 ALTERNATE LAW SUITED SET OF PROTECTIONS, ACCORDING TO

PERIPHERAL AVAILABILITY

98 For training purpose only FCPC & FCSC TRAINING – 01N

2.19.1 PRESENTATION

 DIRECT LINK BETWEEN PILOT'S

DIRECT
INPUTS AND SURFACE
LAW DEFLECTION

99 For training purpose only FCPC & FCSC TRAINING – 01N

2.19.1 PRESENTATION

MECHANICAL BACK-UP

 LAST RESOURCE IN THE EVENT OF EFCS COMPUTER LOST

 YAW CONTROL : THROUGH PEDALS
 PITCH CONTROL :
 THROUGH TRIM WHEELS (THS control)
 ELEVATORS AT 0 DEFLECTION
 "MAN PITCH TRIM ONLY" ON PFD

100 For training purpose only FCPC & FCSC TRAINING – 01N
2.19.1 PRESENTATION

The control law implementation inside the computers is the following one:

FCPC
NORMAL LAW

ALTERNATE
LAW
FCSC
DIRECT LAW IMPLEMENTATION
YAW ALTER.
LAW
INSIDE
COMPUTERS

PITCH AND
ROLL DIRECT
LAW

101 For training purpose only FCPC & FCSC TRAINING – 01N
 2.19.1 PRESENTATION
The following page sum up in a table:
 the A/C flight phases,
 the different F/CTL laws (for PITCH and LATERAL control), PROTECTION

 the associated protections.

GROUND FLIGHT FLARE GROUND

A/C
MODE MODE MODE MODE
FLIGHT
PHASE

F/CTL LAWS
PITCH
CONTROL

LATERAL
CONTROL

102 For training purpose only FCPC & FCSC TRAINING – 01N
2.19.1 PRESENTATION

103 For training purpose only FCPC & FCSC TRAINING – 01N
2.19.1 PRESENTATION
In function of the loss of the different lateral and pitch protections, several degraded alternate laws can be elaborated (named ALTERNATE 1,
ALTERNATE 1A, ALTERNATE 2, ALTERNATE 2A, ALTERNATE 2B).

104 For training purpose only FCPC & FCSC TRAINING – 01N
2.19.1 PRESENTATION
The control law reconfiguration allows to change from normal law towards alternate or direct laws, in function of occurrence of failure.

F/CTL LAWS

RECONFIGURATION
105 For training purpose only FCPC & FCSC TRAINING – 01N
2.19.1 PRESENTATION

F/CTL LAWS

RECONFIGURATION

106 For training purpose only FCPC & FCSC TRAINING – 01N
2.19.2 LAWS, PROTECTIONS AND FUNCTIONS DESCRIPTION
This paragraph gives precision for the F/CTL laws, associated protections and functions, listed in the previous PRESENTATION paragraph.

PITCH NORMAL LAW (Nz LAW)

PITCH DIRECT LAW PITCH CONTROL LAWS
FLARE LAW (DIRECT)

STALL PROTECTION (AOA)

LOAD FACTOR LIMITATION PITCH PROTECTIONS
PITCH ATTITUDE PROTECTION
HIGH SPEED PROTECTION
LOW ENERGY WARNING
LATERAL CONTROL LAW
LATERAL NORMAL LAW
YAW ALTERNATE LAW
LATERAL PROTECTION
LATERAL GROUND LAW

BANK ANGLE PROTECTION

SPEED BRAKE FUNCTION ASSOCIATED FUNCTIONS

GROUND SPOILER FUNCTION
PHASED LIFT DUMPING
MANEUVER LOAD ALLEVIATION (MLA)
AILERON DROOP FUNCTION
UP FLOAT AILERONS FUNCTION
BETA TARGET ELABORATION FUNCTION
107 For training purpose only FCPC & FCSC TRAINING – 01N TURBULENCE DAMPING FUNCTION
2.19.2 LAWS, PROTECTIONS AND FUNCTIONS DESCRIPTION
PITCH NORMAL LAW (NZ LAW)

This law, elaborated in FCPCs, is the pitch normal law engaged in flight phase.
Through a pitch action on the side stick, the pilots command a load factor (also named
NZ = vertical acceleration).
With the side stick at neutral, the system maintains 1 G in pitch

108 For training purpose only FCPC & FCSC TRAINING – 01N
2.19.2 LAWS, PROTECTIONS AND FUNCTIONS DESCRIPTION

The NZ law achieves this command, depending on the aircraft feedbacks, so that:
 the short term orders are achieved by the elevators,
 the long term orders are achieved by the THS (autotrim function).

In addition, the NZ law allows to achieve:

 a load factor limitation, depending on flap/slat position,
 a bank angle compensation for angles lower than 33°,
 a THS deflection limitation in the nose up direction.

109 For training purpose only FCPC & FCSC TRAINING – 01N
2.19.2 LAWS, PROTECTIONS AND FUNCTIONS DESCRIPTION

PITCH DIRECT LAW

This law, elaborated in FCPCs and FCSCs, is engaged on the ground or upon loss of the NZ law.
This law is engaged when there is no more healthy IRS. There is a direct stick to elevator relationship (Elevator deflection is proportional
to stick deflection).
There is no automatic trim and the pilot has to use manual trim. "USE MAN PITCH TRIM" amber message is displayed on the PFD.
In flight, the maximum up and down deflections are function of the CG location and flap/slat position so that:
 the load factor is limited at high speed,
 a minimum manoeuvrability is obtained at low speed.
On the ground, this law is such that the pilot can control maximum authority of the elevators.

110 For training purpose only FCPC & FCSC TRAINING – 01N
2.19.2 LAWS, PROTECTIONS AND FUNCTIONS DESCRIPTION

FLARE LAW (DIRECT)

The flight mode changes to flare mode at landing when passing 100 FT.
This elaborates an elevator control order from a pitch command on a side stick and the aircraft inertial feedbacks.
The purpose of this law is to make the pilot regain the behaviour of a conventional aircraft near the ground:
 the piloting normal sensation when landing is to increase the nose up effort (due to the ground effect),
 the NZ law would cancel this sensation and is not fitted to this flight phase.

111 For training purpose only FCPC & FCSC TRAINING – 01N
2.19.2 LAWS, PROTECTIONS AND FUNCTIONS DESCRIPTION
STALL PROTECTION (HIGH ANGLE OF ATTACK PROTECTION)
In pitch normal law, when angle of attack becomes greater than  prot, the elevator control is switched from normal mode to a protection mode where angle of attack is
proportional to side stick deflection.
From  prot to  max, the side stick demands  directly.  max cannot be exceeded even if the side stick is pulled fully back. If the side stick is released, the angle of
attack returns to and maintains  prot.
This protection, which provides protections against stall and windshear, has priority over all other protections.

The normal law is degraded into alternate law, when the angle of attack is greater than  prot. in this case, the stick does not command a load factor, but an incidence:
  prot, with sticks at neutral,
  max, with sticks fully pulled.

112 For training purpose only FCPC & FCSC TRAINING – 01N
2.19.2 LAWS, PROTECTIONS AND FUNCTIONS DESCRIPTION
LOAD FACTOR LIMITATION

The load factor is automatically limited to:

 + 2,5g to -1g flaps retracted,
 + 2g to 0g flaps extended.

PITCH ATTITUDE PROTECTION

This protection is useful to reduce the pilot's authority when the aircraft pitch attitude exceeds a threshold.
This is to not exceed, in the nose down or nose up direction, a predefined pitch attitude.
This is useful to consolidate the stall protection and the high speed protection in extreme conditions.
The pitch attitude is limited to 30° nose up (progressively reduce to 25° at low speed), and to 15° nose down.

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2.19.2 LAWS, PROTECTIONS AND FUNCTIONS DESCRIPTION

HIGH SPEED PROTECTION

The purpose of the high speed protection is to limit the aircraft speed beyond VMO (Operational Maximum Speed) or the Mach Number
beyond MMO (Operational Maximum Mach Number).
In normal conditions (VMO 1 law), the pilot's authority is reduced in the nose down direction in order to make this protection not overrideable.
In degraded conditions (VMO 2 law), the pilot's authority is not reduced.
With sticks released, the speed returns to VMO (or Mach to MMO). The protection is deactivated when the speed returns to VMO (or Mach to
MMO).

LOW ENERGY WARNING

A low energy aural warning "SPEED SPEED SPEED" repeated every 5 seconds indicates to the pilot that the A/C energy becomes lower
than a threshold under which to recover a positive flight path angle through pitch control the thrust must be increased.

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2.19.2 LAWS, PROTECTIONS AND FUNCTIONS DESCRIPTION

LATERAL NORMAL LAW AND BANK ANGLE PROTECTION

Through a roll action on the side stick, the pilot commands a roll rate, with minimized sideslip (automatic turn coordination).

Through action on the pedals, the pilot commands both a bank angle and sideslip.
This law provides a neutral spiral stability up to 33° bank angle and a positive spiral stability above 33°.
Up to 33°, the bank angle is maintained with the stick at neutral.
If the stick is released with bank angle greater than 33°, aircraft automatically rolls back to 33°.
If full stick deflection is maintained, the bank angle is limited to 67°.

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2.19.2 LAWS, PROTECTIONS AND FUNCTIONS DESCRIPTION
YAW ALTERNATE LAW

This law is engaged in the event of loss of the lateral normal law.
Its characteristics are as follows:
 the roll control is direct (an order on the stick directly commands a surface deflection),
 the yaw control is achieved from the pedal, through a mechanical linkage,
 a Dutch roll damping function using limited yaw rate data is introduced through the yaw damper servo actuators.

LATERAL GROUND LAW

The ground law is similar to the yaw alternate law except for the roll kinematics which depend on engaged law (normal or alternate).
In addition to the ground law, when speed is greater than 60 kts and pedal order is close to the stop, the outer ailerons deflected down (25°),
the inner aileron is deflected up (25°) and spoiler 6 is deflected up (20°).
This function is inhibited in flight and is designed to provide more yaw efficiency in case of engine failure on ground.

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2.19.2 LAWS, PROTECTIONS AND FUNCTIONS DESCRIPTION

SPEEDBRAKE FUNCTION

The purpose of this function is to decrease the speed in flight. This is commanded further a pilot's action on the speedbrake control lever. The
surfaces ensuring this are the spoilers 1 through 6.
These are deflecting depending on the lever position up to a maximum value which depends on the aircraft speed.
The pitching moments due to the speedbrake extension are automatically compensated by the pitch control laws.

GROUND SPOILER FUNCTION

This is activated upon landing for the purpose of increasing the breaking efficiency.
When the logic conditions which determine the lift dumper extension are fulfilled, a deflection order is sent to spoilers 1 to 6.

PHASED LIFT DUMPING

This is activated at reverse selection if only one main landing gear is depressed. Spoilers 1 to 6 are partially deflected in order to impact the
second leg and consequently to activate the ground spoiler function.

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2.19.2 LAWS, PROTECTIONS AND FUNCTIONS DESCRIPTION

MANOEUVER LOAD ALLEVIATION FUNCTION (MLA)

The purpose of this function is to reduce the design loads (Flexion moments) during high-g maneuvers (NZ  2) demanded by the pilot.
A symmetrical deflection order is sent to spoilers 4 through 6 and to the inboard/outboard ailerons (up deflection).

AILERON DROOP FUNCTION

This consists in deflecting downwards the inboard/outboard ailerons, depending on the flap/slap position, to improve the wing profile. This is
engaged on ground or in flight.

UPFLOAT AILERONS FUNCTION

An aileron deformation due to aerodynamic and flexibility effects was noticed in clean configuration, so that, when 0° order is requested, an
upward aileron deflection is pointed out.
To optimize performance, ailerons are downward servoed (1° for inboard ailerons, 0,99° for outboard ailerons).

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2.19.2 LAWS, PROTECTIONS AND FUNCTIONS DESCRIPTION

BETA TARGET ELABORATION FUNCTION

This function is elaborated in flight phase further to an engine failure, when the lateral normal law is engaged, to optimize the aircraft
performance.
This allows to display the difference between the effective sideslip and the target sideslip on the PFD.

TURBULENCE DAMPING FUNCTION

The purpose of this is to damp the structural modes induced by atmospheric turbulence: vertical and lateral fuselage flexion.
Vertical flexions are damped through the pitch surfaces.
Lateral flexions are damped through the rudder.
This function is activated by a push button switch and monitored by the "TURB DAMP OFF" blue memo on the PFD when the function is OFF.

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2.20 HYDRAULIC POWER SUPPLY

The flight control surface servo actuators are supplied by three independent hydraulic systems:
 The blue hydraulic system, pressurized by:
- a main hydraulic pump driven by engine 2 (A340) and engine 1 (A330),
- an electric pump.
 The yellow hydraulic system, pressurized by:
- a main hydraulic pump driven by engine 3 (A340) and engine 2 (A330),
- an electric pump,
- a hand pump.
 The green hydraulic system, pressurized by:
- two main hydraulic pumps driven by engines 1 and 4 (A340) and engines 1 and 2 (A330),
- an electric pump,
- a RAM Air Turbine (RAT).

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2.20 HYDRAULIC POWER SUPPLY

3 independent hyd. systems

MAIN PUMPS • automatically

• normally used for extended to keep G.
pressurizing hyd hydraulic
system • servo control speed
limited to reduce
hydraulic
• on ground, to perform consumption
tests
• in flight, after main
pump lost
• at take off, after
engine failure, to
reduce landing gear
retraction time

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2.20 HYDRAULIC POWER SUPPLY

The hydraulic systems include the components below:

 leakage measurement solenoid valve, to isolate the surfaces from the rest of the system during maintenance tests,
 pressure transducers and pressure switches, which enable the F/CTL computers to establish and consolidate the hydraulic system status,
 pressure maintaining valve, to limit the motor supply flow when the pressure decreases below a given value,
 priority valve, to stop the power supply when the pressure decreases below a given value,
 safety valve to avoid the loss of the green system in the event of an in-flight collision resulting in damage to the rudder or wings ends.

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2.20 HYDRAULIC POWER SUPPLY

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2.21 ELECTRICAL POWER SUPPLY
Each of the 2 (or 4) engines drives an Integrated Drive Generator (IDG) providing alternating current power.
The APU (Auxiliary Power Unit) drives an other generator (APU GEN) which can supply all the aircraft network on ground or replace a main generator in flight.
On ground, the aircraft electrical network can be supplied by a ground power unit through the external power receptables (EXT POW A or EXT PWR B).
In case of major failure, a constant speed hydraulic motor drives an emergency generator: both equipments form the
Constant Speed Motor/Generator (CSM/G), which supplies the systems necessary to the aircraft control.

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2.21 ELECTRICAL POWER SUPPLY
Three transformer Rectifiers (2 TR, 1 ESS TR) use the alternating current to supply the main direct current network and the essential direct
current network.
Two batteries supply also direct current in some configuration. The APU TR and/or a battery (APU BAT) power supply the APU starter,
depending on the aircraft configuration.

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2.21 ELECTRICAL POWER SUPPLY
The flight controls can be supplied from the electrical sources below:
 2 main generators for A330 (GEN 1 driven by left engine
GEN 2 driven by right engine)
 4 main generators for A340 (GEN 1 and GEN 4 driven by external engines
GEN 2 driven by internal left engine
GEN 3 driven by internal right engine)
 1 APU generator (Auxiliary Power Unit)
 2 external power
 1 emergency generator (CSM/G)
 2 batteries
When engines running, the flight controls are supplied in flight or on ground, with DC power from the essential bus bars 4PP, 8PP and the normal bus bar 2PP.
The power generation is distributed between the main generators.
These bus bars ensure power supply:
 to the computers,
 to the electrical power actuators,
 to the rate gyro unit accelerometers.
When engines stopped, the flight controls can be supplied on ground, from the APU or from electrical ground power units. The FCPC1/FCSC1 can be supplied from
the batteries if at least one hydraulic system is pressurized.

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2.21 ELECTRICAL POWER SUPPLY

• each engine drives

an Integrated Drive
Generator, providing
alternating current
power. • Gen usefull on ground (or
in flight to replace a main
generator
• emergency generator
supplies systems • GROUND POWER UNIT
necessary to aircraft
control

• From alternate current to

direct current network

• Batteries

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2.22 POWER SUPPLY AT ENGINE START

NOTE:
 approximate values of N2
 NBPT: No Break Power Transfer

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 Thank you

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