A320 Flight Control System Maintenance Guide

ATA 27-80
SLAT SYSTEM
HIGH LIFT DEVICES
LANDING GEAR SYSTEM
WHEELSAND BRAKES
A 320
FAMILY
AIRFRAME AND POWER PLANT SYSTEMS
AIRBUS Power Plant & Airframe / Avionics
A320 FAMILY Base and Line Maintenance (Level 3)
ATA 27 Flight Control System
THE INFORMATION CONTAINED IN THIS MANUAL HAS BEEN PREPARATED

BY ABC CAPACITACIÓN Y ADIESTRAMIENTO WITH INFORMATION
EXTRACTED FROM AIRCRAFT MAINTENANCE MANUAL IN ORDER TO
PROVIDE TECHNICAL TRAINING.
AT MOMENT OF ELABORATION ITS CONSIDERED UPDATED, ALL

TECHNICAL DATA, LIMITS AND TOLERANCES USED ON THIS MANUAL AND
SHOULD BE USED ONLY FOR TRAINING PURPOSES
THE INFORMATION FOR FIELD JOBS MUST BE OBTAINED FROM

CURRENT MANUALS.
LA INFORMACIÓN CONTENIDA EN ESTE MANUAL HA SIDO ELABORADA

POR ABC CAPACITACIÓN Y ADIESTRAMIENTO, CON INFORMACIÓN
EXTRAÍDA DE LOS MANUALES DE MANTENIMIENTO DE LA AERONAVE
CON FINES DE INSTRUCCIÓN.
AL MOMENTO DE LA ELABORACIÓN DE ESTA INFORMACIÓN SE

CONSIDERA ACTUALIZADA, CON LOS DATOS TÉCNICOS, TOLERANCIAS,
LIMITES UTILIZADAS EN ESTE MANUAL QUE DEBE DE SER USADO SOLO
CON FINES DE ENTRENAMIENTO
LA INFORMACIÓN PARA LOS TRABAJOS EN LA AERONAVE DEBERÁ DE

SER OBTENIDO DE LOS MANUALES ACTUALIZADOS DE LA AERONAVE.
FOR TRAINING PURPOSE ONLY Effectivity:

Recurrent Training PAG. 2 A320 FAMILY
Table of Contents:
ATA TOPIC PAGE

27-81-00 Slats Electrical Control and Monitoring Description and Operation 05
27-81-00 Operation of the Wing Tip Brake 37
27-81-00 BITE Test of the Slat and Flap Control Computers (Slat System) 48
27-81-00 Operational Test of the Wing-Tip Brake and the Pressure-Off Brake 53

LEFT IN BLANK INTENTIONALLY

27-81-00 - SLATS ELECTRICAL

CONTROL AND MONITORING
DESCRIPTION AND OPERATION

27-81-00 - SLATS ELECTRICAL CONTROL AND

MONITORING - DESCRIPTION AND OPERATION
GENERAL
The electrical control and monitoring system of the slats has:
− a manually operated slat/flap control lever − to monitor the inputs from and outputs to the related
− a Command Sensor Unit (CSU) 51CV systems.
− two Slat and Flap Control Computers (SFCC1 and SFCC2)
21CV, 22CV The system has a Built-In Test Equipment (BITE).
− two electrically controlled valve blocks 25CV(26CV)
installed on the slats Power Control Unit (PCU) 6001CM The slat/flap control lever controls the position of the slats. The
(AMM D/O 27-84-00-00) CSU identifies the position of the slat/flap control lever and sends
− a Feedback Position Pick-Off Unit (FPPU) 28CV related signals to each SFCC. Each SFCC controls a valve block
− two Asymmetry Position Pick-Off Units (APPU) of a hydraulic motor, which is part of the slat PCU.
31CV(32CV)
− two Wing Tip Brakes (WTB) 35CV(36CV). The two SFCCs monitor the operation of the transmission system.
The FPPU (which is part of the slats PCU) and the two APPUs
The functions of the slats electrical control and monitoring system send signals to the SFCCs. They identify component failures of
are: the transmission system and the control system. The Pressure-
Off Brakes (POB) of the PCU and the WTBs stop and hold the
− to control the valve blocks electrically transmission system when a failure occurs.
− to control the WTBs electrically
− to receive data from and send data to the related systems
− to monitor the power transmission for correct operation
− to monitor the control system and power transmission for
component failure



COMPONENT LOCATION
EFFECTIVITY FIN FUNCTIONAL DESIGNATION PANEL ZONE ATA REF

** ON A/C A321 21CV SLAT/FLAP CONTR. COMP. 85VU 127 27-51-34
** ON A/C 320 21CV SLAT/FLAP CONTR. COMP 85VU 120 27-51-34
** ON A/C A321 22CV SLAT/FLAP CONTR. COMP. 86VU 128 27-51-34
** ON A/C ALL 25CV VALVE BLOCK SLAT 1 147 27-84-53
26CV VALVE BLOCK SLAT 2 148 27-84-53
28CV FPPU-SLAT 148 27-81-19
** ON A/C A321 31CV POSITION PICK OFF UNIT 522UB 522 27-81-18
** ON A/C A320 + NEO 31CV POSITION PICK OFF UNIT 522 27-81-18
** ON A/C 321 32CV POSITION PICK OFF UNIT 622UB 622 27-81-18
** ON A/C A320 + NEO 32CV POSITION PICK OFF UNIT 622 27-81-18
DEPENDS A/C 35CV WING TIP BRAKE 522UB 522 27-81-51
EFECTIVITY 35CV WING TIP BRAKE 575 27-81-51
36CV WING TIP BRAKE 675DB 675 27-81-51
36CV WING TIP BRAKE 675 27-81-51

SYSTEM DESCRIPTION
Mechanical Input
** ON A/C A320 (NEO included)
The slat/flap control lever is installed in the cockpit on panel

114VU. There are five possible positions for the lever (identified
as 0,1,2,3 and FULL). The lever position to the related flight
phase, flap angle and the slat angle is as follows:
LEVER POSITION FLIGHT PHASE FLAP ANGLE (deg) SLAT ANGLE (deg)
0 Cruise 0 0
1* Hold (Lows peed) 0 18
1* Take-off 10 18
2 Take-off 15 22
3 Take-off /Approach 20 22
FULL Land 35 27
* Flap auto-command function

** ON A/C A321 (NEO included)
The slat/flap control lever is installed in the cockpit on panel

114VU. There are five possible positions for the lever (identified
as 0,1,2,3 and FULL). The lever position to the related flight
phase, flap angle, inboard and outboard tab angle and the slat
angle is as follows:
FLAP ANGLE TAB ANGLE TAB ANGLE SLAT ANGLE

LEVER POSITION FLIGHT PHASE INBOARD OUTBOARD
deg) (deg)
(deg) (deg)
0 Cruise 0 0 0 0
1* Hold (Lows peed) 0 0 0 18
1* Take-off 10 5.4 6.2 18
2 Take-off 14 8.4 9.7 22
3 Take-off /Approach 21 13.6 15.8 22
FULL Land 25 16.1 19.1 27
* Flap auto-command function
** 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.

ELECTRICAL CONTROL
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 (AMM D/O 27-84-00-
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 (AMM D/O 27-84-00-00).
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.


WING TIP BRAKE (WTB) CONTROL
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.
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.


MONITORING
The two SFCCs monitor the slat system continuously for failures The SFCCs supply all the related data of failures to the
in: Centralized Fault Display System (CFDS).
− the operation of the power transmission system Monitoring of the Power Transmission Systems
− the Line Replaceable Units (LRU)
− the input and output signals The SFCCs monitor the power transmission system for these
− the power supplies. failures:
Failures in the slat system will not give, but may lead to class 1 − asymmetry (a position difference between the two APPUs)
level 3 warnings which are generated by the Electronic − runaway (a position difference between the APPUs and the
Centralized Aircraft Monitoring (ECAM) system. FPPU)
− uncommanded movement (a movement in the wrong
The ECAM system shows class 1, level 1 and level 2 cautions to direction, or a movement away from the last set position)
the flight crew (AMM D/O 31-50-00-00). The SFCCs supply failure − overspeed (the faster movement of one or more PPUs)
data to the ECAM system through: − system jam
− half speed
− the System Data Acquisition Concentrators (SDAC) (AMM − low hydraulic pressure
D/O 31-55-00-00) − control valve position.
− the Flight Warning Computers (FWC) (AMM D/O 31-53-00-
00) To monitor the power transmission system, the SFCCs compare
− the Display Management Computers (DMC) (AMM D/O 31- the CSU signals with the position data. The SFCCs receive the
62-00-00). position data from:
The ECAM gives a Maintenance Status Reminder for class 2 − the two APPUs
failures. − the FPPU
− the valve blocks.

LRU Monitoring
The SFCCs monitor these LRUs for failures: Other discrete inputs are:
− SFCC1 and SFCC2 − the Aircraft On Ground (AOG) discrete

− the CSU − the WTB-arm input.
− the two WTBs
− the two APPUs Monitoring of Power Supplies
− the FPPU
− the valve blocks of the slat PCU. The SFCCs monitor these power supplies:
The SFCCs keep the data related to the failures in their − the SFCC DC Supply
memories. − the WTB DC Supply
− the synchro excitation power generated by the SFCCs
Monitoring of Input and Output Signals − the LVDT synchro excitation power generated by the
SFCCs.
The SFCCs monitor these input and output signals:
If the voltage is not in the specified limits, the SFCCs keep the
− the ARINC 429 inputs from other systems data related to the failure in its memory.
− the ARINC 429 inputs from the cross-computer link (other
SFCC) The SFCCs transmit the data to the CFDS. If the SFCC DC
− the installation coding supply or the synchro excitation power is not in the specified
− the operation mode codings limits, the flight crew get a failure indication.
− the ground inhibit
− the ARINC 429 outputs (wraparound)
If the above signals are not in the specified limits, the SFCCs
keep the data related to the failure in its memory. The SFCCs
transmit the data to the CFDS.


POWER SUPPLY
The electrical power supplies for the Slat Control and Monitoring
System are:
TYPE BUS SUPPLIES

− the SFCC1 slat channel
− the related PCU solenoids
Essential Bus 401PP
− the synchro and LVDT excitation voltages
− WTB solenoids related to the SFCC1

Battery Bus 701PP
− the SFCC2 slat channel
− the related PCU solenoids
Normal Bus 202PP
− the synchro and LVDT excitation voltages.
− WTB solenoids related to the SFCC2

Battery Bus 702PP
If the WTBs are operated, the battery buses keep the

solenoids energized during a SFCC power failure.


INTERFACES
FOR TRAINING PURPOSE ONLY A320

Recurrent Training PAG. 21 FAMILY
SLAT SYSTEM COMPONENTS – INTERFACES ** ON A/C ALL

SLAT SYSTEM INTERFACES - DATA TO OTHER SYSTEMS ** ON A320 (included NEO)

SLAT SYSTEM INTERFACES - DATA TO OTHER SYSTEMS ** ON A321 (included NEO)

SLAT SYSTEM INTERFACES - DATA FROM OTHER SYSTEMS** ON A/C ALL

COMPONENT DESCRIPTION
VALVE BLOCK
The valve block is the same as the valve block of the flaps PCU.
Refer to AMM 27-51-00 for data on the valve block.

FEEDBACK POSITION PICK-OFF UNIT (FPPU)
The slats FPPU is the same as the flaps FPPU. Refer to AMM
D/O 27-51-00-00

ASYMMETRY POSITION PICK-OFF UNIT (APPU)
The two APPUs are the same as, and interchangeable with, the
FPPU. Refer to AMM D/O 27-51-00-00 for data on the FPPU.

ADAPTER PLATE
An adapter plate, attached to the wing structure, connects the

APPU to the slat transmission system.

WING TIP BRAKE
The slats WTB is the same as the flaps WTB. Refer to AMM D/O
27-51-00-00 for data on the WTB.

** ON A/C ALL
OPERATION/CONTROL AND INDICATING
Normal Operation System Requirements
For the normal operation of the slats:
− energize the aircraft electrical network

− close the circuit breakers 5CV, 7CV, 9CV and 11CV
− pressurize the Blue hydraulic system for the slat system 1
and the Green hydraulic system for the slat system 2.
NOTE: For safety, the circuit breakers 9CV and 11CV have a red
guard installed to prevent incorrect operation during flight. To
open the circuit breakers, it is necessary to remove the applicable
red guard first.
Manual Control
The slat and flap control lever controls the position of the slats.
When the lever is moved to a new position, the slats move to the
indicated slat angle.
NOTE: The slats will not move when the slat and flap control lever
move from position 2 to 3, or 3 to 2. As a function of the lever
position, the flaps can move.


Electrical Control
** ON A/C A320 (included NEO)
The CSU sends discrete signals to the slat channel of each For a permitted out-of-detent pattern, each channel must receive
SFCC. At the same time, the CSU sends discrete signals for the the same out-of-detent pattern from the two sets of switches.
flap position to the flap channel. The switch pattern of the CSU
changes when the control lever moves. This causes the SFCC to If a different configuration occurs, it is a CSU failure.
get different signals (Tables). Each slat channel receives signals
from two sets of the 5-track switches in the CSU. For a correct
signal, each channel must receive the same detent pattern from
the two sets of switches.
LEVER
0 1 2 3 FULL
POSITION
TRACK 1 XXXXX XXXXX
TRACK 2 XXXXXXXXX
TRACK 3 XXXXXXXXXXX
TRACK 4 XXXXXXXXXXX
TRACK 5 XXXXXXXXXXX
SLAT ANG 0 18 22 22 27
FLAP ANG 0 10 15 20 35
LEVER POSITION AND SWITCH PATTERN

The CSU sends discrete signals to the slat channel of each For a permitted out-of-detent pattern, each channel must receive
SFCC. At the same time, the CSU sends discrete signals for the the same out-of-detent pattern from the two sets of switches.
flap position to the flap channel. The switch pattern of the CSU
changes when the control lever moves. This causes the SFCC to A CSU failure is given as one of the two that follows:
get different signals (Tables). Each slat channel receives signals
from two sets of the 5-track switches in the CSU. For a correct − a CSU pattern being other than a valid selection or out-of-
signal, each channel must receive the same detent pattern from detent
the two sets of switches. − the CSU is seen to move directly from 0 to Full or from Full
to 0 without going through positions 1, 2 or 3. This failure is
called a CSU disadjust if it is confirmed by the other SFCC.
LEVER
0 1 2 3 FULL
POSITION
TRACK 1 XXXXX XXXXX
TRACK 2 XXXXXXXXX
TRACK 3 XXXXXXXXXXX
TRACK 4 XXXXXXXXXXX
TRACK 5 XXXXXXXXXXX
SLAT ANG 0 18 22 22 27
FLAP ANG 0 10 15 20 35
TAB INBD 0 5.4 8.4 13.6 16.1
TAB OUTBD 0 6.2 9.7 15.8 19.1
LEVER POSITION AND SWITCH PATTERN

** ON A/C ALL
SFCC Memory
The Air Data/Inertial Reference Units (ADIRU) supply corrected
The SFCC memory keeps the last correct signal, which controls angle-of-attack (alpha) and computed air speed (CAS) data to the
the slat and flap position. The SFCCs compare a new CSU signal SFCC. The SFCC use the data to prevent slat retraction at
with the slat position signal which comes from the FPPU. If a high alpha and/or low CAS. Slat retraction is not possible if:
change of slat angle is necessary, the PCU solenoids get
electrical power. The slats move towards the new position (AMM − the alpha is more than 8.5 deg.
27-54-00). When the position data from the FPPU is the same as the CAS is less than 148 knots.
the CSU signal, the slats stop.
NOTE: Slat and flap movement always obeys the last correct The function resets if alpha decreases below 7.6 deg. or CAS
control lever movement. For example, when the lever moves from increases over 154 knots.
position 3 to FULL, the slats will extend in the direction of the
FULL position. If the lever returns to position 3 before the slats Alpha lock/speed baulk is not possible if:
reach position FULL, the direction of slat movement changes and
the slats move back to position 3. − the slat retraction is set before alpha is more than 8.5 deg.
or CAS less than 148 knots
SLAT ALPHA LOCK/SPEED BAULK − the aircraft is on the ground with CAS below 60 knots.
When the function is active, the ECAM shows the message

A LOCK (green, flashing) above the slat position indication (AMM
D/O 27-85-00-00).

The Air Data/Inertial Reference Units (ADIRU) supply corrected

angle-of-attack (alpha) and computed air speed (CAS) data to the
SFCC. The SFCC use the data to prevent slat retraction at
high alpha and/or low CAS. Slat retraction is not possible if:
− the alpha is more than 8.0 deg.

− the CAS is less than 165 knots.
The function resets if alpha decreases below 7.1 deg. or CAS

increases over 171 knots.
Alpha lock/speed baulk is not possible if:
− the slat retraction is set before alpha is more than 8.0 deg.
or CAS less than 165 knots
− the aircraft is on the ground with CAS below 60 knots.
When the function is active, the ECAM shows the message

A LOCK (green, flashing) above the slat position indication (AMM
D/O 27-85-00-00).

OPERATION OF THE WING TIP BRAKE

** ON A/C ALL
Operation of the Wing Tip Brake Reset
The WTBs lock the transmission system if some given types of The WTB can only be reset on the ground through the CFDS.
failure occur that requires it to lock the WTBs.
If one or the other lane of the slat channel finds a failure:
− the lane arms its own WTB circuits

− the other channel receives a WTB-arm discrete signal.
If one or the other lane in the second slat channel also finds
the failure:
− the lane arms its own WTB circuits

− the first channel receives a WTB-arm discrete signal.
When the SFCCs receive a WTB-arm signal they energize the

related WTB solenoid valves. The WTBs lock the transmission
system.
If one SFCC does not operate, the other SFCC receives a WTB-
arm signal automatically. If the other SFCC finds some given
types of failure, one solenoid valve on each WTB gets electrical
power.

Recurrent Training 2018 PAG. 38 A320 FAMILY
MONITORING FOR FAILURE CONDITIONS
Monitoring of the Power Transmission System If the SFCCs receive a new correct CSU signal, the SFCCs go
back to their normal operation. If there is low hydraulic
The SFCCs monitor: pressure, the SFCCs stop system jam monitoring.
− the slat position data from the APPUs and the FPPU LRU Monitoring
− the rate of change of the slat position data
− the selected position from the CSU. SFCC1 and SFCC2
The SFCCs use this data to find: Each lane of each slat channel receives output signals from the
other lane in the same channel. Each lane compares these
− an asymmetry signals with its own output signals. If there is a difference for
− a runaway more than 320 milliseconds and minor failure steps are
− an uncommanded movement taken:
− an overspeed.
− the solenoids on the related valve block are de-energized
System Jam − the POBs lock their related hydraulic motor
− the other channel receives a WTB-arm signal
The SFCC will find a system jam if the system speed is below − the SFCCs give a class 1 level 1 caution and the ECAM
2% nominal for more than 4 seconds. When the SFCCs find a display unit shows a failure message
system jam: − the slats operate at half speed.
− the valve block solenoids on the PCU are de-energized If the failure resets within 5 seconds, the channel returns to its
− the POBs are applied and stop their related hydraulic normal operation. The SFCCs cancel the caution and the WTB-
motors arm signal. If the failure is still there after 5 seconds, then a
− the SFCCs give a class 1 level 2 caution and the ECAM major failure step is taken:
display unit shows a failure message.
− the SFCC arms the WTB for the defective channel.

The major failure step is also taken if 10 minor failures occur If the SFCCs receive an out-of-detent pattern for more than 10
within 3 minutes. seconds:
If there is a failure in the two slat channels: − the SFCCs give a class 1 level 2 caution after the slats
are at the last set position
− the solenoids on the two valve blocks are de-energized − the ECAM display unit shows a failure message.
− the POBs lock their related hydraulic motor
− the WTB for the two channels lock the transmission system If a CSU disadjust failure is detected:
− the SFCCs give a class 1 level 2 caution and the ECAM
display unit shows a failure message − the solenoids on the two valve blocks are de-energized
− the slats do not operate until reset on the ground. − the POBs lock their related hydraulic motor
− each channel arms its own WTB and sends a WTB-arm
signal to the other channel
CSU − the WTBs lock the transmission system
The SFCCs monitor the CSU signals for the correct detent or out- display unit shows a failure message
of-detent switch patterns. − the slats do not operate until reset on the ground.
If the SFCCs receive an incorrect pattern for more than 0.5 WTB
seconds:
Each slat channel monitors its related WTB solenoids for open
− the solenoids on the related valve block are de-energized circuit or short circuit. If there is a failure with the correct WTB
− the POBs lock their related hydraulic motor power available:
− the SFCCs give a level 1 caution and the ECAM display
unit shows a failure message. − the ECAM display unit shows a failure message.

PPU Solenoid Valves
If one slat channel finds failures because of PPU differences, Each slat channel monitors the position of the solenoid
but does not receive the WTB-arm signal from the other channel: valves on its related valve block. The slat channels use the
signals from the LVDT to compare the position of the control valve
− the SFCC will find a failure in one synchro of the related with that commanded. If a valve does not close after a signal:
PPU
− the POBs lock their related hydraulic motor − the channel will not try to drive the motor when the SFCC
− the related channel arms its WTB gets DC power
− the other channel receives the WTB-arm signal − the SFCCs give a class 1 level 1 caution and the ECAM
− the SFCCs give a class 1 level 1 caution and the ECAM display unit shows a failure message
display unit shows a failure message − the slats operate at half speed.
− the slats operate at half speed.
Hydraulic Pressure
Valve Blocks
Each slat channel monitors the hydraulic pressure available to
LVDT move its related motor. It uses signals from the LVDT to compare
the position of the control valve with that commanded (AMM D/O
Each slat channel monitors its related LVDT for the correct 27-54-00-00). If there is low pressure:
operation. If there is a failure, the SFCCs memory keeps the
related data and sends it to the CFDS. If the failure stops the − the SFCCs give a class 1 level 1 caution and the ECAM
operation of the motor: display unit shows a failure message
display unit shows a failure message

When hydraulic pressure goes back to its normal condition: Monitoring of Input and Output Signals
− the SFCCs and the ECAM system cancel the class 1 level ARINC 429 Inputs from other Systems - Each slat channel
1 caution and the failure message monitors ARINC 429 inputs from the Air Data/Inertial Reference
− the slats operate at normal speed. Unit (ADIRU).
If low pressure is detected the SFCCs stop system jam ARINC 429 Input from Cross-Computer Link - Each slat channel
monitoring. monitors the other slat channel for the correct operation. If there is
no data for more than 10 seconds, the CFDS gets a failure
Hydraulic Motors message.
Each slat channel monitors the transmission system for half Installation Coding
speed operation when there is a hydraulic motor jam. The half
speed monitor operates only when the valves of the two valve Each slat channel monitors its installation code inputs. If they find
blocks are in the full speed position. If the slat movement is an incorrect coding:
slower than the minimum speed for two-motor operation:
− all ARINC 429 outputs, for that channel, change to no
− the SFCCs give a class 1 level 1 caution after 8 computed data
seconds and the ECAM display unit shows a failure − the CFDS gets a failure message.
message
When the aircraft is on the ground, half speed monitoring stops.
FOR TRAINING PURPOSE ONLY A320

Recurrent Training PAG. 42 FAMILY
Operation Mode Coding ARINC 429 Outputs (Wraparound)
Each slat channel monitors its operation mode coding inputs. If Each slat channel monitors its ARINC 429 outputs. Wraparound
they find an incorrect coding: inputs get the output data. If there is a difference, the related
output stops and the CFDS gets a failure message.
− the ARINC 429 slat and flap system status changes to no
computed data Monitoring of Power Supplies
− the POBs lock their related hydraulic motor SFCC DC Supply
− the related channel arms its WTB
− the other channel receives the WTB-arm signal Each slat channel monitors its primary 28V DC supply and its
− the SFCCs give a class 1 level 1 caution and the ECAM internal secondary power supply. If the primary power supply
display unit shows a failure message goes below 15V DC, or the internal secondary power supply
− the slats operate at half speed. does not operate:
If the channel receives the WTB-arm signal from the other − the solenoids on the related valve block are de-energized
channel: − the POB locks the related motor
− the other channel receives the WTB-arm signal
− the WTBs lock the transmission system − the SFCCs give a class 1 level 1 caution and the ECAM
− the SFCCs give a class 1 level 2 caution and the ECAM display unit shows a failure message
display unit shows a failure message. − the slats operate at half speed.
Reset is only possible on the ground. NOTE: The failed channel does not arm the WTB in case of
interruption of all aircraft DC power. This is to stop the WTB
locking the system at the same time when the DC power
fails.

WTB DC Supply
Each slat channel monitors the special power supply for its WTB.
If the WTB power input goes below 15V DC:
− the ECAM display unit shows a failure message

− the CFDS gets a failure message


** ON A/C ALL
FAILURE TABLE
MONITORED ECAM MESSAGE SYSTEM

WARNING MOTOR STATUS
FAILURE E/W SYS/STATUS STATUS
Asymmetry FLT CTL SLATS STOPPED
LOCKED
Runaway INOP SYS
SLATS CAT 3
WING TIP BRK
Overspeed CAUTION + THE TWO
ON NO RESET IN
Single chime STOPPED
Uncommanded FLIGHT
MAX SPEED
movement
MAX SPEED
CSU mechanical LDG DIST = x 1.1
failure *CAT 2 ONLY
System jam FLT CTL SLATS

STOPPED
FAULT
The two Slat INOP SYS
Channels failed CAT 3 SLATS
CSU failure MAX. SPEED LDG DIST CAUTION + THE TWO RESET IF
(valid out-of- SLATS LEVER CAT 2 ONLY Single chime STOPPED FAILURE
detent for more RECYCLE INCREASED DISAPPEARS
than 10 seconds) FUEL CONSUMP
Slats not in SLATS NOT IN WARNING +

CONFIG T.O T.O. CONFIG CIRC
config

** ON A/C ALL
FAILURE TABLE
MONITORED ECAM MESSAGE

WARNING MOTOR STATUS SYSTEM STATUS
FAILURE E/W SYS/STATUS
Slat Channel
failure
CSU failure
(invalid pattern)
PPU Synchro.
LVDT.
Valve Block
Solenoid. FLT CTL SLATS SLATS SLOW STOPPED SPEED ½ SPEED
Low hydraulic SYS 1(2) FAULT
pressure.
Operation Mode
Coding.
SFCC DC supply
synchro excitation
supply.
Hydraulic Motor SLATS SLOW STOPPED ½ SPEED
jam
WTB supply FLT CTL SLAT TIP
WTB solenoid BRK FAULT
ARINC 429
Input/Output.
Installation
Coding * Depending on the slat and flap position.

BITE TEST OF THE

SLAT AND FLAP CONTROL COMPUTERS
(SLAT SYSTEM)

**ON A/C ALL

AIRCRAFT MAINTENANCE CONFIGURATION
BITE TEST OF THE SLAT AND FLAP CONTROL
COMPUTERS (SLAT SYSTEM) − Energize the aircraft electrical circuits (AMM TASK 24-41-
00-861-002).
TASK 27-81-00-740-002-A − Get access to the SYSTEM REPORT/TEST F/CTL page
on the Multipurpose Control Display Unit (MCDU) (AMM
WARNING: PUT THE SAFETY DEVICES AND THE WARNING TASK 31-32-00-860-006).
NOTICES IN POSITION BEFORE YOU START A TASK ON OR
NEAR: Make sure that this(these) circuit breaker(s) is(are) closed:
− THE FLIGHT CONTROLS PANEL DESIGNATION FIN LOCATION

− THE FLIGHT CONTROL SURFACES FLIGHT CONTROLS/FLP/CTL
49VU 6CV B07
− THE LANDING GEAR AND THE RELATED DOORS - AND MONG/SYS1
COMPONENTS THAT MOVE. FLIGHT CONTROLS/SLT/CTL
49VU 5CV B06
AND MONG/SYS1
MOVEMENT OF COMPONENTS CAN KILL OR CAUSE FLIGHT
121VU 12CV P20
INJURY TO PERSONS AND/OR CAN CAUSE DAMAGE TO CONTROLS/WTB/FLP/SYS2
THE EQUIPMENT. FLIGHT
121VU 11CV P19
CONTROLS/WTB/SLT/SYS2
NOTE: IGNORE ALL THE ECAM WARNINGS WHEN THE 121VU HYDRAULIC/LGCIU/SYS2 2GA Q35
COMPUTER IS IN THE MENU FLIGHT CONTROLS/FLP/CTL
121VU 8CV Q21
AND/MONG/SYS2
SAFETY PRECAUTIONS FLIGHT
121VU 7CV R21
CONTROLS/SLT/CTL/SYS2
− Put a WARNING NOTICE(S) in position to tell persons not FLIGHT
122VU 10CV S07
to operate the slat system. Subtask 27-81-00-860-053-A CONTROLS/WTB/FLP/SYS1
FLIGHT
122VU 9CV S06

PROCEDURE
BITE Test of the Slat and Flap Control Computers (Slat System)
NOTE: Use the Multipurpose Control Display Unit (MCDU) 2

on panel 11VU for the test.

ACTION RESULT
1. On the Multipurpose Control Display Unit (MCDU): On the MCDU:
− push the line key < SFCC 1 • the MCDU shows the SFCC 1 menu.
2. On the MCDU On the MCDU:
− push the NEXT PAGE button. • the MCDU shows the next page of the SFCC 1 menu.
3. On the MCDU: On the MCDU:
− push the line key < SLT TEST/RESET. • the MCDU shows the SFCC 1 SLAT TEST/RESET menu
− push the line key < SFCC TEST • the MCDU shows SFCC 1 SLAT SFCC TEST IN PROGRESS
• for a negative test result, the MCDU shows SFCC 1
• for a positive test result the MCDU shows SFCC 1 SLAT SFCC TEST
NO FAULTS
SLAT SFCC TEST
PERFORMED WITH FAULT
< FAULT DATA
(push the line key < FAULT DATA to show the failure data)
• if the test finds a peripheral fault, the MCDU shows:
SFCC 1
SLAT TEST
NO FAULTS BUT
(for a peripheral fault see the display below).
5. On the MCDU:
− push the line key < RETURN frequently until the MCDU shows the
SYSTEM REPORT/TEST F/CTL menu.
− push the line key < SFCC 2 • the MCDU shows the SFCC 2 menu.
7.Do the SFCC test as described above with the SFCC 2 menu
8. On the MCDU:
− push the line key < RETURN frequently until the CFDS menu page
is shown

If there is a peripheral -Fault, the SFCC TEST RESULT page will NOTE: "**" Shows one or more of the peripheral faults or a
be shown on the CFDS.
system is not complete as follows:
SFCC 1 WTB SET
either
SLAT SFCC TEST NO WTB POWER
and/or
DATE:XXX XX UTC:XXXX
and/or LH WTB SOLENOID X/X
1L NO FAULTS BUT 1R and/or RH WTB SOLENOID X/X
2L * 2R and/or FPPU FAULT
3L ** 3R and/or LH APPU FAULT
and/or RH APPU FAULT
4L 4R
5L 5R NOTE: "X/X" shows S/C short circuit or O/C open circuit.
6L <RETURN PRINT> 6R
CLOSE-UP
NOTE: "*" If the X-computer arm test is not done during the
TEST these words will be shown: Aircraft Configuration
2L OTHER SFCC ARM SIGNAL 2R − De-energize the aircraft electrical circuits

NOT TESTED
Removal of Equipment
− Make sure that the work area is clean and clear of tools
and other items.
− Remove the safety barriers.
− Remove the warning notice(s).
− Remove the ground support and maintenance equipment,
the special and standard tools and all other items.

OPERATIONAL TEST OF THE

WING-TIP BRAKE AND THE PRESSURE-
OFF BRAKE

** ON A/C ALL
27-81-00 - SLATS ELECTRICAL CONTROL AND

MONITORING - ADJUSTMENT/TEST
TASK 27-81-00-710-001-A
OPERATIONAL TEST OF THE WING-TIP BRAKE AND THE SAFETY PRECAUTIONS

PRESSURE-OFF BRAKE
− As necessary, use the applicable SAFETY BARRIERS,
WARNING: PUT THE SAFETY DEVICES AND THE WARNING specified by the operator's instructions and your local
NOTICES IN POSITION BEFORE YOU START A TASK ON OR regulations.
NEAR: − Put the WARNING NOTICE(S) in position to tell persons
that the slat and flap systems are in operation.
THE FLIGHT CONTROLS
THE FLIGHT CONTROL SURFACES ENERGIZE THE AIRCRAFT ELECTRICAL CIRCUITS
THE LANDING GEAR AND THE RELATED DOORS -
COMPONENTS THAT MOVE. − Energize the aircraft electrical circuits (AMM TASK 24-41-
00-861-002).
MOVEMENT OF COMPONENTS CAN KILL OR CAUSE − Make sure that the aircraft batteries are fully charged
INJURY TO PERSONS AND/OR CAN CAUSE DAMAGE TO (AMM TASK 24-38-00-710-001).
THE EQUIPMENT.
WARNING: MAKE SURE THAT THE TRAVEL RANGES OF

THE FLIGHT CONTROL SURFACES ARE CLEAR BEFORE
YOU PRESSURIZE/DEPRESSURIZE A HYDRAULIC SYSTEM.
WARNING: OBEY THE HYDRAULIC SAFETY PROCEDURES.

Make sure that this(these) circuit breaker(s) is(are) closed: AIRCRAFT MAINTENANCE CONFIGURATION
PANEL DESIGNATION FIN LOCATION Get access to the SYSTEM REPORT/TEST (F/CTL) page on the
FLIGHT CONTROLS/FLP/CTL MCDU (AMM TASK 31-32-00-860-006).
49VU 6CV B07
AND MONG/SYS1
FLIGHT CONTROLS/SLT/CTL Do the BITE test of the SFCC (Slat System) to get the information
49VU 5CV B06
AND MONG/SYS1 of the CURRENT STATUS of the related flap and slat system
49VU FWS/FWC1/SPLY 3WW F01 (AMM TASK 27-81-00-740-002).
121VU CFDS/CFDIU/SPLY 2TW J18
121VU CFDS/CFDIU/BACK/UP 8TW J17 After this BITE test:
FLIGHT
121VU 11CV P19
CONTROLS/WTB/SLT/SYS2 − If the BITE test result is positive (the page shows SLAT
FLIGHT CONTROLS/FLP/CTL SFCC TEST NO FAULTS), go to 'Initial Conditions'.
121VU 8CV Q21
AND/MONG/SYS2
121VU EIS/FWC2/SPLY 2WW Q07 − If the BITE test result is negative (the page shows SLAT
FLIGHT SFCC TEST PERFORMED WITH FAULTS):
121VU 7CV R21
CONTROLS/SLT/CTL/SYS2
FLIGHT − do the related maintenance
122VU 9CV S06 procedure(s) (for example: If
the test shows that the Wing Tip
Open, safety and tag this(these) circuit breaker(s): Brakes (WTBs) are set, do the
Refer to the fault
reset of the WTBs (AMM TASK
message which comes
PANEL DESIGNATION FIN LOCATION 27-80-00-869-004) or
into view and:
49VU AUTO FLT/FAC1/26VAC 14CC1 B03 − do the related trouble
121VU AUTO FLT/FAC2/26VAC 14CC2 M18 shooting procedure(s) (for
example: If the test shows a
fault of a LRU).

After the maintenance/trouble shooting procedure(s):

− Special Condition:
− Do the BITE test again and make sure that the test result is
positive NOTE: If you do this WTB/POB test with engine driven
pumps and you entered a FLT NBR or a F-PLAN through the
** ON A/C A320, A321 (included NEO) MCDU before engine start, CFDS is inhibited 3 min after first
engine start.
Initial Conditions
If this occurs, do the steps that follow:
− Make sure that the CFDS is not in the SFCC MENU mode
before you start the WTB/POB test. You must go from the (a) Open the C/Bs:
off-line mode (SFCC MENU mode) to the on-line mode
(SFCC NORMAL mode). PANEL DESIGNATION FIN LOCATION
49VU FWS/FWC1/SPLY 3WW F01
NOTE: The WTB/POB test will not operate if a BITE test was 121VU EIS/FWC2/SPLY 2WW Q07
completed before without going from the off-line mode to the on- 121VU CFDS/CFDIU/SPLY 2TW J18
line mode. Subsequently a 'CORRUPTED RAM -RETURN 121VU CFDS/CFDIU/BACK/UP 8TW J17
ONLINE' or a 'PIN PROG FAULT' will be shown.
(b) After 40 seconds, close C/Bs 2TW and 8TW.
• At the MCDU, after the BITE test of the two SFCC's (c) Wait for CFDS initialization.
(Slat System), go back to the CFDS MENU page. (d) Close C/B 3WW.
(e) Do the operational test of the WTB/POB.
− On the overhead panel 50VU: Make sure that the HYD (f) Close C/B 2WW after the test was done successfully.
LEAK MEASUREMENT VALVES G/B/Y P/BSW are in the
ON position (on the pushbutton switches, the OFF legends It is possible to pressurize the hydraulic systems with 3 different
are off). procedures:

PRESSURIZATION
TASK
Use only one of the pressurization procedures.
WITH
electric pumps: − Pressurize the Blue hydraulic system NOTE: AIRBUS recommends that you do pressurization with the
with the blue electric pump (AMM ground power cart or with the EDPs. If you pressurize with the
TASK 29-10-00-863-003). electric pumps it is possible that the hydraulic pressure will
− Pressurize the Green hydraulic not be sufficient to do the WTB/POB test successfully (result
system from the Yellow hydraulic
will be 'TEST INVALID').
system through the Power Transfer
Unit (PTU) with the electric pump
(AMM TASK 29-23-00-863-001). Make sure that the hydraulic pressure stays constant during this
test. The test will abort if the hydraulic pressure decreases
ground power cart: − Pressurize the Blue hydraulic system under approximately 2500 psi.
with the ground power cart (AMM
TASK 29-10-00-863-003). ** ON A/C ALL
− Pressurize the Yellow hydraulic
system from the Green hydraulic PROCEDURE
system through the Power Transfer
Unit (PTU) (AMM TASK 29-23-00- WARNING: MAKE SURE THAT THE TRAVEL RANGES OF
863-002). THE FLIGHT CONTROLS ARE CLEAR.
engine driven pumps − Start both engines by the Engine
(EDPs): Automatic-Start Procedure (AMM MOVEMENT OF FLIGHT CONTROLS CAN CAUSE INJURY TO
TASK 71-00-00-710-003) or the PERSONS AND/OR DAMAGE.
Engine Manual-Start Procedure (AMM
TASK 71-00-00-710-004). CAUTION: IF THE THRUST REVERSER COWLS ARE OPEN,
− Make sure that the Green, Yellow and MAKE SURE THAT THE HALF DOORS OF THE THRUST
Blue hydraulic systems have a REVERSER ARE RETRACTED BEFORE YOU EXTEND THE
pressure of 3000 psi (207 bar). SLATS. IF THE DOORS ARE EXTENDED, YOU CAN CAUSE
DAMAGE TO THE SLATS AND HALF DOORS WHEN THE
SLATS EXTEND.

OPERATIONAL TEST OF THE WING TIP BRAKE AND THE

PRESSURE-OFF BRAKE
NOTE: When you do this test, the slat and flap surfaces will
move automatically
Make sure that all the initial conditions are obeyed.
Do the test that follows:

ACTION RESULT
1. On the panel 121VU: The slats and flaps move to position 3.
− open the circuit breakers 7CV and 8CV (slat and flap system 2). • Make sure that the lever will stay in this position during the
WTB/POB test.
2. Set the slat and flap control lever to position 3.
− Push the line key < SYSTEM REPORT/TEST • The SYSTEM REPORT/TEST page comes into view.
4. Push the line key F/CTL >. • The SYSTEM REPORT/TEST F/CTL page comes
into view
5. Push the line key < SFCC 1 (2). • The SFCC 1 (2) menu comes into view.
6. Push the NEXT PAGE button • The MCDU shows the next page of the SFCC 1 (2) menu.
7. Push the line key < SLT TEST/RESET • The MCDU shows the SFCC 1 (2) SLAT TEST/RESET menu
8. Push the line key < WTB/POB TEST • The MCDU shows the SFCC 1 (2) SLAT WTB/POB TEST
instructions
9. Push the line key < CONTINUE. • The MCDU shows the next page of the SFCC 1 (2) SLAT WTB/POB
TEST instructions.
10. Push the line key < START TEST
11. If the line key < START TEST is not shown, do the instructions that • The MCDU shows that the SLAT WTB/POB TEST
the MCDU shows. is IN PROGRESS.
• Th e MCD U sh ow s in le ss t h an 2 m in u t e s:
S F C C 1 (2) D AT E : XXX XX __ UT C : X X XX
PERFORMED NO FAULTS
RESULT NOT STORED
• This means the test was successful.
• If the MCDU shows:

PERFORMED UNSUCCESSFULLY or TEST ABORTED
• Do the related trouble shooting procedure


A320 Flight Control System Maintenance Guide

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ATA 27-80

THE INFORMATION CONTAINED IN THIS MANUAL HAS BEEN PREPARATED

AT MOMENT OF ELABORATION ITS CONSIDERED UPDATED, ALL

THE INFORMATION FOR FIELD JOBS MUST BE OBTAINED FROM

LA INFORMACIÓN CONTENIDA EN ESTE MANUAL HA SIDO ELABORADA

AL MOMENTO DE LA ELABORACIÓN DE ESTA INFORMACIÓN SE

LA INFORMACIÓN PARA LOS TRABAJOS EN LA AERONAVE DEBERÁ DE

FOR TRAINING PURPOSE ONLY Effectivity:

ATA TOPIC PAGE

FOR TRAINING PURPOSE ONLY Effectivity:

LEFT IN BLANK INTENTIONALLY

FOR TRAINING PURPOSE ONLY Effectivity:

27-81-00 - SLATS ELECTRICAL

FOR TRAINING PURPOSE ONLY Effectivity:

27-81-00 - SLATS ELECTRICAL CONTROL AND

The electrical control and monitoring system of the slats has:

FOR TRAINING PURPOSE ONLY Effectivity:

FOR TRAINING PURPOSE ONLY Effectivity:

FOR TRAINING PURPOSE ONLY Effectivity:

EFFECTIVITY FIN FUNCTIONAL DESIGNATION PANEL ZONE ATA REF

FOR TRAINING PURPOSE ONLY Effectivity:

** ON A/C A320 (NEO included)

The slat/flap control lever is installed in the cockpit on panel

* Flap auto-command function

FOR TRAINING PURPOSE ONLY Effectivity:

** ON A/C A321 (NEO included)

The slat/flap control lever is installed in the cockpit on panel

FLAP ANGLE TAB ANGLE TAB ANGLE SLAT ANGLE

* Flap auto-command function

FOR TRAINING PURPOSE ONLY Effectivity:

The CSU is installed in the cockpit, immediately below the slat

The two SFCCs are installed in racks in the forward avionics

An FPPU, which is attached to the PCU, sends signals on the

FOR TRAINING PURPOSE ONLY Effectivity:

FOR TRAINING PURPOSE ONLY Effectivity:

WING TIP BRAKE (WTB) CONTROL

The WTB is an electro-hydraulic pressure-on brake. It is installed

Power is supplied to the WTB solenoids through the SFCCs.

FOR TRAINING PURPOSE ONLY Effectivity:

FOR TRAINING PURPOSE ONLY Effectivity:

FOR TRAINING PURPOSE ONLY Effectivity:

− SFCC1 and SFCC2 − the Aircraft On Ground (AOG) discrete

FOR TRAINING PURPOSE ONLY Effectivity:

FOR TRAINING PURPOSE ONLY Effectivity:

TYPE BUS SUPPLIES

− WTB solenoids related to the SFCC1

− WTB solenoids related to the SFCC2

If the WTBs are operated, the battery buses keep the

FOR TRAINING PURPOSE ONLY Effectivity:

FOR TRAINING PURPOSE ONLY Effectivity:

FOR TRAINING PURPOSE ONLY A320

SLAT SYSTEM COMPONENTS – INTERFACES ** ON A/C ALL

SLAT SYSTEM INTERFACES - DATA TO OTHER SYSTEMS ** ON A320 (included NEO)

SLAT SYSTEM INTERFACES - DATA TO OTHER SYSTEMS ** ON A321 (included NEO)

SLAT SYSTEM INTERFACES - DATA FROM OTHER SYSTEMS** ON A/C ALL

FOR TRAINING PURPOSE ONLY Effectivity:

FEEDBACK POSITION PICK-OFF UNIT (FPPU)

FOR TRAINING PURPOSE ONLY Effectivity:

ASYMMETRY POSITION PICK-OFF UNIT (APPU)

FOR TRAINING PURPOSE ONLY Effectivity:

An adapter plate, attached to the wing structure, connects the

FOR TRAINING PURPOSE ONLY Effectivity:

WING TIP BRAKE