Description
FLAP LEVER - Commands flaps and slats for simultaneous operation to selected position. Lever must be pulled out of detent prior to positioning. Detents are provided at positions 1 and 3 to avoid excessive flap/slat travel by a single action.
Flaps and Slats are electrically controlled and hydraulically operated. 2 SFCC´s (each containing one Flap channel and one Slat channel) sends signals to thePCU´s(Power control units) which consist in 2 hydraulic motors each (Flaps with G &Y) and Slats (G&B) IF one SFCC is inop Flaps and Slats will travel at half of speed. Slats are sealed for take-off to flap position 15 (compared to the current 10) to allow the wing to generate more lift at lower rotation angles. Slats only travel to Full Ext when TE flaps are beyond 25 (compared to the current 5). Autoslat function available from flap 1 to 25. Flap load relief function active from flap 10 or greater.
When the FLAPS lever is in any position other than 0 in flight, idle RPM is increased (approach idle) and continuous ignition activated.
Flaps And Slats
The five slat and two flap panels on each wing are electrically controlled and hydraulically actuated via inputs from the flap lever. Signals from the FLAPS lever position are transmitted to two slat flap control computers (SFCCs). The slats are powered by both the green and blue hydraulic systems.
The flaps are powered by both the green and yellow hydraulic systems. If one hydraulic system fails, the associated surfaces extend and retract at half speed. If one SFCC fails, all of the flaps and slats operate at half speed.
The effect of a spoiler fault depends on whether the spoiler fails retracted or extended.
If the spoiler fails in the retracted position, handling should not be adversely affected. A CONF 3 landing may reduce any buffeting that is encountered. Speed brake should not be used if spoilers 3 + 4 are affected. The loss of ground spoilers will significantly increase landing distances.
Flaps Slots E Slats At Home Depot
Airbus have identified a failure scenario that leads to high pressure hydraulic fluid reaching the extend chamber of a spoiler actuator via a failed o-ring. This has the effect of a spoiler failing in the fully extended position. In this case, the autopilot does not necessarily have sufficient authority to control the aircraft, and it should be disconnected. Fuel burn will increase significantly; FMGC fuel predictions do not account for the failure and should be disregarded. Green dot speed will minimize this increased fuel burn, but may not be viable if there is excessive buffet – attempt to find a compromise speed. Landing will be flap 3; VAPP and LDG DIST factors are available in QRH IFP.
[F/CTL (GND) SPLR (1+2)(3+4) FAULT, FCOM PRO.AEP.F/CTL]