Airbus

A340-500/600
Differences_to_A330/A340-200/300− Rev.-ID: 1NOV2013

ATA 27
Author: ShM
For Training Purposes Only
ELTT Release: Nov. 22, 2013

Flight Controls

EASA Part-66
B1/B2

A340-5/6_27_B12/D-23
Training Manual
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Lufthansa Technical Training
FLIGHT CONTROLS A340–500/600
GENERAL
27

ATA 27 FLIGHT CONTROLS

FOR TRAINING PURPOSES ONLY!

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Lufthansa Technical Training
FLIGHT CONTROLS A340−500/600
A340–500/600
GENERAL
27−00

SYSTEM DESCRIPTION
Ailerons Spoilers
Each aileron is actuated by two electro−hydraulic servo controls signalled from Each spoiler is actuated by an electro-hydraulic servo control driven by one
the FCPCs or FCSCs. The two pairs of inboard and outboard ailerons perform FCPC or one FCSC. Six spoilers are installed on each wing; they are used in
the following functions: the functions below:
S Roll Control S Spoilers 2 thru 6
in Manual Mode mainly from the side sticks, or guidance orders in Autopilot Roll control, in manual control mode, mainly from the side sticks, or in
Mode from the FMGECs (Flight Management Guidance and Envelope autopilot control mode, from the FMGECs.
Computers) S Spoilers 1 thru 6
S Maneuver Load Alleviation Speedbrake function, from the speedbrake control lever, and ground spoiler
S Lift Augmenting (Aileron Droop) function
S Ground Spoilers S Spoilers 4 thru 6
S Turbulence Damping Maneuver Load Alleviation
Rudder Elevators
The Rudder mainly achieves the yaw control. In addition, it is used to guide the Two Elevators, in conjunction with the Trimable Horizontal Stabilizer achieve
aircraft on the ground. The rudder is simultaneously actuated by three the pitch control of the aircraft.
electro-hydraulic servo controls. In normal operation, the servo controls are Each Elevator is actuated by two electro-hydraulic servo controls driven by the
driven by the FCPCs and the FCSCs: FCPCs or the FCSCs from orders originating from the side sticks in manual
S In Manual Control Mode, from the side stick and/or the rudder pedals which control mode or from the FMGECs in autopilot control mode.
include position transducers
Flaps and Slats
S In Autopilot Control Mode, from the FMGECs (guidance orders).
The seven Slats and the two Flaps on each wing are hydraulically actuated
In case of loss of the rudder normal electrical servo−control (eg: computers
through PCUs (Power Control Units) which drive a mechanical linkage and
failure), the servo controls are driven by the BCM (Back−Up Control Module).
rotary actuators. The PCUs are controlled from the flap and slat control levers
Trimable Horizontal Stabilizer by the SFCCs.
FOR TRAINING PURPOSES ONLY!

The THS permits to ensure the pitch trim function. It is actuated by a screwjack
driven by two hydraulic motors. The motors are controlled:
S In Manual Control Mode
− either electrically from three electric motors controlled by the FCPCs
− or mechanically from the trim control wheel
S In Autopilot Control Mode, from the FMGECs which send orders to the
electric motors via the FCPCs.

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FLIGHT CONTROLS A340−500/600
A340–500/600
GENERAL
27−00

FLIGHT CONTROL
COMPUTERS
SIDE STICKS 2 OUTBOARD
RUDDER AILERONS
RUDDER TRIM CONTROL SWITCH TRIM INDICATOR
SPEEDBRAKE CONTROL LEVER 2 INBOARD
AILERONS
THROTTLE CONTROL LEVER PRIMARY
COMPUTERS
2 SPOILERS 6
FAULT/OFF PUSHBUTTONS

2 SPOILERS 5
3 FCPC
5 LATERAL ACCELEROMETERS
7 VERTICAL ACCELEROMETERS
2 SPOILERS 4
6 RATE GYRO UNITS
HYD PRESSURE SENSORS 2 SPOILERS 3
TACHOMETERS

FMGEC 2 SPOILERS 2
SECONDARY
SFCC
COMPUTERS
HSMU 2 SPOILERS 1

ADIRU
RA 2 FCSC 2 ELEVATORS

LGCIU
EEC

PEDALS PFTU

BSCU.FMGEC.EIVMU
FOR TRAINING PURPOSES ONLY!

ELECTRO HYDRAULIC
RUDDER
ELECTRICAL BACK−UP BCM SERVO CONTROLS

ELEC/HYD
TRIM
MECHANICAL CONTROL ACTUATOR THS
HANDWHEEL

INDICATING EFIS.ECAM.FLIGHT RECORDER

2 FCDC
(FLIGHT CONTROL WARNINGS FWC
EIVMU
DATA MAINTENANCE CMC
CONCENTRATOR)
FCMC

Figure 1 F/CTL System Signals

FRA US/T-2 ShM Aug 01, 2008 05|−5/6|Signals|L2 Page 3
Lufthansa Technical Training
FLIGHT CONTROLS A340–500/600
ELECTRICAL F/CTL SYSTEM
27−90

COMPONENT DESCRIPTION
51CE1 51CE2
ACCELEROMETERS AND RATE GYRO
Accelerometer Units (51CE1, 51CE2, 51CE3, 53CE1, 53CE2, 53CE3 ,63CE1,
63CE2)
The accelerometer units send to the FCPCs lateral (Ny) and vertical (Nz)
acceleration data, that are used in the control law (Ny for lateral normal law and
Nz for Nz law) and for the turbulence damping function.
FR26.1
The unit consists of a casing with attachment points in which are installed:
51CE3
S an accelerometer in the form of a pendulum servoed in position.
When acceleration is applied, the pendulum moves under the effect of FR10
inertia. A pendulum deviation detector generates a signal proportional to the
deviation amplitude. This signal is amplified and sent to a return coil which 63CE1, 63CE2
opposes the acceleration force, to bring back the pendulum to zero.
The signal proportional to acceleration is converted into a voltage through a
FR79
calibrated resistor. This voltage is representative of the acceleration
electrical value.
53CE1, 53CE2, 53CE3
S a DC/DC converter which supplies power
S an output circuit which generates two output signals in the form of a voltage
proportional to the acceleration measured.
S input and output protection circuits
S two electrical connectors.
Accelerometer Units (66CE1, 66CE2, 67CE1, 67CE2)
The accelerometer units send to the FCPCs vertical acceleration data, that are
used for the turbulence damping function.
FOR TRAINING PURPOSES ONLY!

Rate Gyro Units (60CE1, 60CE2, 60CE3, 60CE4, 60CE5, 60CE6)

Six skewed rate gyro units are located in the center section of the A/C and
installed on three independent supports.
The pitch (q), yaw (r) and roll (p) rates are calculated as a linear combination of
the six measurements.
These rates are used for the control law:
(p, r) for lateral normal law, ACCELEROMETER UNIT
(r) for yaw alternate law, Figure 2 Accelerometer Units Location
(q) for Nz law.

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FLIGHT CONTROLS A340–500/600
ELECTRICAL F/CTL SYSTEM
27−90

60CE4
60CE6
60CE2
60CE3
60CE5
60CE1

RIB03
RIB02

RIB02 RIB03

ACCELEROMETER UNIT
66CE1 (PYL 1)
66CE2 (PYL 4)
FOR TRAINING PURPOSES ONLY!

ACCELEROMETER UNIT
67CE1 (PYL 1)
67CE2 (PYL 4) GYRO UNITS
60CE1,2,3,4,5,6

Figure 3 Accelerometer and Rate Gyro Units Location

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Lufthansa Technical Training
FLIGHT CONTROLS A340–500/600
ELECTRICAL F/CTL SYSTEM
27−90
FLIGHT CONTROL PRESSURE SWITCHES (19CE1, 19CE2, 19CE3)
HYDRAULIC PRESSURE SWITCHES (7JS1, 7JS2,7JS3)
General
The three identical flight control pressure switches (19CE1,2,3) feed the FCPC
1 and FCSC 1 with information about the pressurized or non−pressurized
status of the Green, Blue and Yellow hydraulic systems (for FCPC 2, 3 and
FCSC 2 this information is given by the hydraulic switches 7JS1,2,3).

Description
The pressure switch is cylindrical with a hydraulic connection at one end and
an electrical connector receptacle at the other end.
The switch assembly is made of two main sections, the hydraulic part and the
electrical part. The hydraulic part contains a hydraulically−operated piston
which moves a diaphragm. The diaphragm forms the seal between the
hydraulic and electrical parts of the switch.
The movement of the diaphragm is transferred to a piston which moves a
pressure plate. The pressure plate touches a disk spring which is connected to
the switch actuator. The switch actuator touches the switching element. The
switching element itself is a sub−miniature microswitch.
The switch assembly is made so that a click of the disk spring operates the
switching element. Thus, the switch always operates at the same pressure and
there is no variation because of contact wear or vibration.
The nominal pressure detected is 100 +-5 bar (1450 + - 72 psi) .
FOR TRAINING PURPOSES ONLY!

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Lufthansa Technical Training
FLIGHT CONTROLS A340–500/600
ELECTRICAL F/CTL SYSTEM
27−90

FR53.2
19CE1
7 JS1
G−PRESSURE
SWITCH

GREEN
HPM

B−PRESS
SWITCH
19CE2
7 JS2
FOR TRAINING PURPOSES ONLY!

BLUE
19CE3
HPM
7 JS3
Y−PRESS
SWITCH
YELLOW
HPM

Figure 4 Pressure Switches

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Lufthansa Technical Training
FLIGHT CONTROLS A340−500/600
A340–500/600
AILERON
27−10

27−10 AILERON
SYSTEM DESCRIPTION
General
The ailerons (and spoilers) perform these functions:
S roll control: (inboard/outboard ailerons and spoilers 2 thru 6) ; associated
with the rudder, the ailerons and spoilers ensure automatically the roll/yaw
coordination during turns, and the Dutch roll damping.
S MLA (Maneuver Load Alleviation):
(inboard/outboard ailerons and spoilers 4 thru 6).
S aileron droop: (inboard/outboard ailerons)
S ground spoilers (inboard/outboard ailerons and spoilers)
S turbulence damping function
Description
Two inboard and outboard ailerons are provided on each wing; two
electrohydraulic servocontrols actuate each aileron.
In manual roll control mode, the aileron control is performed from the side
sticks which send electrical signals to the FCPC (Flight Control Primary
Computers) and FCSC (Flight Control Secondary Computers).
The computers generate command orders to the servo controls, depending on
the different control laws.
At high speed (Vc higher than 190 kts in CLEAN CONF), the outboard ailerons
are not used, only the turbulence damping function is available.
In certain failure cases, the outboard ailerons are used up to 300 kts.
FOR TRAINING PURPOSES ONLY!

When the RAT is extended, the outboard ailerons are not used, the associated
servo controls being switched to the damping mode in order to minimize the
hydraulic consumption.
On ground, with hydraulic systems not pressurized, the ailerons may or may
not droop down to the servo-control stop depending on the scatter of bearing
and seal friction.
NOTE: There is no aileron trim control.
The position of the control surfaces is shown on the SD (System Display) via
the FCDC (Flight Control Data Concentrator) (Ref. 27−95−00).

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Lufthansa Technical Training
FLIGHT CONTROLS A340−500/600
A340–500/600
AILERON
27−10

OUTBOARD INBOARD
RUDDER (REF 2720)

P3
G
AILERONS

S2
F/O ROLL TRANSDUCER

ROLL CONTROL SURFACES

UNIT

S2
P2
B
FCSC 1, 2

S1

P1
FCPC 1, 2, 3

S1

6
CAPT ROLL TRANSDUCER
UNIT ROLL

P1

5
TRANSDUCER FLIGHT
UNITS CONTROL

P2
Y

4
PEDAL POSITION SECONDARY
TRANSDUCER UNITS COMPUTER

S2
B
3
SPOILERS
TURB DAMP SFCC
LATERAL

P3
B
2
ACCLRM FLIGHT LGCIU
1, 2 TURB DAMP CONTROL
ADIRU (IR)
VERTICAL ACCLRM PRIMARY
1, 2, 3, 4 COMPUTER
LATERAL
ACCLRM
1, 2, 3 VERTICAL
ACCLRM

SPOILERS
RATE 1, 2, 3

P3
B
2
GYRO UNITS
1 TO 6

S2
B
3
FMGEC 1, 2

P2
Y

4
ROLL CONTROL SURFACES
SFCC 1, 2
FOR TRAINING PURPOSES ONLY!

P1

5
ADIRU

S1
1, 2, 3

6
ADR
P1, 2, 3: FCPC 1, 2, 3

INBOARD OUTBOARD

S2
P2
B
S1, 2: FCSC 1, 2

AILERONS
IR
B, G, Y: BLUE, GREEN, YELLOW

S1

P1
HYDRAULIC SYSTEMS
: ARROWS INDICATE THE
LGCIU 1, 2 ACTUATION RECONFIGURATION

S1
G
PRIORITIES

P3
Figure 5 Roll Control System
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FLIGHT CONTROLS A340−500/600
A340–500/600
AILERON AND HYDRAULIC ACTUATION
27−14

27−14 AILERON AND HYD ACTUATION

SYSTEM DESCRIPTION
General Inboard Aileron Servocontrol
The electrohydraulic actuation of the ailerons is achieved by two Each servocontrol is connected to two computers (one FCPC and one FCSC).
electrohydraulic servo controls for each surface. The active computer controls the related servocontrol via a closed loop and
commands the damping mode the adjacent servocontrol.
System Description
The servocontrol has three operating modes:
Each aileron is actuated by two identical servocontrols.
S active mode that enables the aileron to be actuated in accordance with the
The servocontrols on the inboard aileron and the servocontrols on the outboard
electrical orders
aileron are different.
S damping mode that prevents the appearance of flutter in the event of
Each aileron is actuated by one servocontrol in the active mode while the other
multiple failures (mainly dual electrical or hydraulic failures, disconnection of
is in the damping mode.
one servocontrol associated to the hydraulic or electrical failure of the other
In normal configuration, the outer servocontrol of each aileron is in the active servocontrol)
mode.
S centering mode that brings back and hold the servocontrol in the 0 position
Outboard Aileron Servocontrol if the electrical control is lost
Each servocontrol is connected to one computer (one FCPC or one FCSC). LRU components
The active computer controls the related servocontrol via a closed loop and The components below are LRUs (Line Replaceable Units):
commands the damping mode.
S filter
The servocontrol has two operating modes:
S servovalve
S active mode that enables the aileron to be actuated in accordance with the
S solenoid valve
electrical orders
S differential pressure transducer
S damping mode that prevents the appearance of flutter in the event of
multiple failures (mainly dual electrical failure, dual hydraulic failure) Adjustment
FOR TRAINING PURPOSES ONLY!

After replacement of aileron servo control, the servo control has to be adjusted
in that manner that the aileron feedback transducer delivers an electrical zero
signal when the servo control is centered.
Adjustment is done at the feedback transducer which is an LVDT.

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Lufthansa Technical Training
FLIGHT CONTROLS A340−500/600
A340–500/600
AILERON AND HYDRAULIC ACTUATION
27−14

OUTBOARD AILERON
ACTUATORS

INBOARD AILERON
ACTUATORS

FEEDBACK XDCR
ADJUSTMENT DEVICE
COVERED
ACCUMULATOR

INBOARD ACTUATOR
IS SHOWN-
OUTBOARD ACTUATOR
IS SIMILAR

RETURN PORT MODE SELECTOR VALVE

POSITION XDCR
DIFFERENTIAL
PRESSURE
XDCR
FOR TRAINING PURPOSES ONLY!

SOLENOID VALVE
ELECTRICAL
CONNECTOR SERVOVALVE
PRESSURE PORT
GREASE
FITTING
FILTER

TEST
FINGER
Figure 6 Aileron Actuator Location
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Lufthansa Technical Training
FLIGHT CONTROLS
ROLL CONTROL
SYSTEM OPERATION
Operation with the Servocontrol pressurized
The pressurization of the servocontrol causes the opening of the inlet (HP)
blocking valve (4) and of the return (LP) blocking valve (6).
This causes:
S the supply of the servovalve (16) by the HP system
S and the connection of the servocontrol return line to the LP system.
Servocontrol in the Active Mode
For the Outboard Aileron Servocontrol, the solenoid valve (1) is energized. For
the Inboard Aileron Servocontrol, the two windings of the solenoid valve (1) are
not energized.
This lets in the HP flow which puts the mode selector valve (9) in the active
mode. The two chambers of the actuator are connected to the user ports of the
servovalve (16). The servocontrol then operates in the active mode.
The mode selector−valve position transducer (LVDT) (10) senses this state and
sends an electrical signal.
The feedback transducer (LVDT) (14) gives the servoloop feedback.
Servocontrol in the Damping Mode
For the Outboard Aileron Servocontrol, the solenoid valve (1) is de−energized.
For the Inboard Aileron Servocontrol, one of the two windings of the solenoid
valve (1) at least is energized (this is sufficient to perform the function).
The mode selector valve (9) moves under the action of its spring. This causes
the interconnection of the two chambers of the actuator via the damping orifice
(11) and the operation of the anticavitation valves (13).
FOR TRAINING PURPOSES ONLY!
The mode selector−valve transducer (10) identifies this state.
The feedback transducer (14) gives the position of the piston rod to display the
aileron position on the SD.
Servocontrol in the Centering mode (Only INBD Aileron)
When the solenoid valve (1) and the servovalve (16) are no longer energized,
the servocontrol is automatically servoed to the 0 position.
This is done via the mechanical input (17) of the servovalve (16) and the
feedback linkage (18).
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A340−500/600
A340–500/600
27−10
Operation after a Hydraulic Failure
The inlet blocking valve (4) and return blocking valve (6) close. The
servocontrol is isolated from the aircraft hydraulic system. The accumulator (8)
is permanently connected to the return line of the servovalve (16). The return
relief valve (7) keeps the pressure in the LP line at a value higher than the
pressure in the aircraft return system and enables the accumulator (8) to be
filled.
If there is a rupture in the aircraft return line, the return relief valve (7) holds the
volume of fluid in the accumulator (8). The mode selector valve (9) moves
under the action of its spring and the servocontrol operates in the damping
mode. The accumulator (8) holds also a volume of fluid to compensate for
variation of temperature and some external leakage.
Operation after an Electrical Failure
S Outboard Aileron Servocontrol
In the event of a detected servocontrol failure or of a failure of its associated
computer, the solenoid valve (1) is de−energized. The mode selector valve
(9) moves under the action of its spring and the servocontrol operates in the
damping mode.
S Inboard Aileron Servocontrol
In the event of a detected servocontrol failure or of a failure of its two
associated computers, the solenoid valve (1) is energized by the computers
that control the adjacent servocontrol. In this case the servocontrol operates
in the damping mode.
If the whole electrical control of the two servocontrols of the inboard aileron
is lost, the solenoid valves and servovalves are no longer energized. In this
case the servocontrols operate in the centering mode.
Safety Test
The servocontrol design enables the tests below to be performed:
S mode change test using the mode selector valve transducer (10).
S check of the damping coefficient using the differential pressure transducer
(12) that measures the pressure differential between the two chambers.
S test of the accumulator (8), blocking valves (4) (6) and return relief valve (7)
using the accumulator position and test the finger (5) (manually operated).
Page 12
Lufthansa Technical Training
FLIGHT CONTROLS A340−500/600
A340–500/600
ROLL CONTROL
27−10

1 2 3 4 5 6 1 2 3 4 5 6
1 1
P 2 0 P 2 0
R R

7 8 7 8

ACTIVE MODE ACTIVE MODE

P

P
9 10 9 10

U1
U1

R
R

U2
U2

11 12 11 12

16
16

13 13

15 14 17 18 15 14

OUTBOARD AILERON ACT. INBOARD AILERON ACT.

FOR TRAINING PURPOSES ONLY!

1 SOLENOID VALVE 7 RETURN RELIEF VALVE 1 SOLENOID VALVE 7 RETURN RELIEF VALVE
15 FEEDBACK TRANSDUCER 15 FEEDBACK TRANSDUCE
ADJUSTMENT DEVICE 2 TEST CHECK VALVE 8 ACCUMULATOR ADJUSTMENT DEVICE
2 TEST CHECK VALVE 8 ACCUMULATOR
16 SERVOVALVE 16 SERVOVALVE
3 FILTER 9 MODE SELECTOR VALVE 3 FILTER 9 MODE SELECTOR VALVE
MODE SELECTOR VALVE POSITION 17 MECHANICAL INPUT
4 INLET BLOCKING VALVE 10 MODE SELECTOR VALVE POSITION TRANSDUCER 4 INLET BLOCKING VALVE 10
TRANSDUCER
18 FEEDBACK LINKAGE
5 TEST FINGER 11 DAMPING ORIFICE 5 TEST FINGER 11 DAMPING ORIFICE
0: ZERO 0: ZERO 12 DIFFERENTIAL PRESSURE TRANSDUCER
12 DIFFERENTIAL PRESSURE TRANSDUCER
1: LEAK CHECK 1: LEAK CHECK
13 ANTICAVITATION VALVES 2: DISCHARGE 13 ANTICAVITATION VALVES
2: DISCHARGE
6 RETURN BLOCKING VALVE 14 FEEDBACK TRANSDUCER 6 RETURN BLOCKING VALVE 14 FEEDBACK TRANSDUCER

Figure 7 Aileron Actuator Cutview

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FLIGHT CONTROLS A340−500/600
A340–500/600
SPOILER
27−60

GROUND SPOILER CONTROL DESCRIPTION

General
The ground spoiler function involves all spoilers and ailerons. When a ground
spoiler surface on one wing fails, the symmetric one on the other wing is
inhibited.

Arming
The pilot arms the ground spoiler function by pulling the speedbrake control
lever up into the armed position.
Full Extension (Lift Dumping)
The ground spoilers and ailerons automatically extend during rejected takeoff
(at a speed greater than 72 kt) or at landing, when both main landing gear have
touched down and:
S All thrust levers are set to idle, provided they are armed, or
S Reverse is selected on at least two symmetrical engines (remaining engines
at idle).
The aileron roll function is inhibited when the ailerons are used for the ground
spoiler.

Partial Extension (Phased Lift Dumping)

The ground spoilers and ailerons partially extend, when reverse is selected on
at least two symmetric engines (remaining engines at idle), and one main
landing gear is compressed.
This partial extension, by decreasing the lift, will ease the compression of the
second main landing gear and will, consequently, lead to normal ground spoiler
extension.
FOR TRAINING PURPOSES ONLY!

Retraction
The ground spoilers and ailerons retract, when:
S One thrust lever is above idle, or
S All thrust levers are at forward idle and the speedbrakes control lever is
pushed down.

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Lufthansa Technical Training
FLIGHT CONTROLS A340−500/600
A340–500/600
SPOILER
27−60

GND SPOILER
ARMED
AND
ALL PRESELECTION
THROTTLES CONDITION
IN IDLE OR
LIFT DUMPING
ALL
THROTTLES
IN IDLE
AND SPOILER +
AT LEAST TWO AILERONS
THRUST LEVER AND
EXTENSION
IN REVERSE INITIATION

WHEEL SPEED
BOTH MLG>72KTS GROUND
CONDITION
OR
RA < 6 FT

LGCIU TRANS. AND

AIR-GROUND
BOTH MLG (2SEC)
FOR TRAINING PURPOSES ONLY!

RA < 6 FT
AT LEAST TWO PHASED LIFT DUMPING PARTIALLY
SYM. THRUST SPOILER +
LEVER IN REVERSE AND AILERONS
OTHER IN IDLE EXTENSION
ONE MLG
COMPRESSED

Figure 8 Ground Spoiler Logic A340−5/6

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Lufthansa Technical Training
FLIGHT CONTROLS A340−500/600
A340–500/600
THS HYDRAULIC ACTUATION
27−44

THS ACTUATOR DESCRIPTION

General
The THS actuator moves the THS. The THS actuator is an electrohydraulic The PTA controls the THS actuator.
unit that changes the mechanical or the electrical pitch−trim commands into The Blue and the Yellow hydraulic systems supply hydraulic fluid pressure to
mechanical movement. the motors.
Hydraulic fluid pressure is used as the power source to move a system of The hydraulic motors operate the ball screw−jack, which moves the THS.
gears. The gear system moves a ball screw−jack which is attached to the THS.
A differential gear connects the hydraulic motors with each other.
The hydraulic actuation is controlled by the PTA (Pitch Trim Actuator). The PTA
The hydraulic motors each have a POB and a valve block.
has three brushless DC motors each of which has its own controller. The
controllers are DEM (Digital Electronic Modules). The PTA controls the valve. The control valve can also be operated by the
mechanical input shaft of the THS actuator.
Description
The THS actuator moves the THS.
The THS actuator is an electrohydraulic unit, its component parts are:
S two hydraulic motors
S two hydraulic valve blocks
S a gearbox
S a differential gear
S a control and feedback gear
S two POB (Pressure−Off Brakes)
S a no−back brake
S a ball screw−jack
S a mechanical input shaft
S a PTA (Pitch Trim Actuator)
FOR TRAINING PURPOSES ONLY!

S two position transducer packs

S an ERP (Enhanced Runaway Protection)

FRA US/T-2 ShM Aug 01, 2008 47|−5/6|THS Act|L2 Page 16

Lufthansa Technical Training
FLIGHT CONTROLS A340−500/600
A340–500/600
THS HYDRAULIC ACTUATION
27−44

Z311
HYDRAULIC Z312
MOTORS

FR87

BORO
PLUG RVDT MON
FR80
312AR

HYDRAULIC RVDT COM

VALVE
BLOCK
MECHANICAL DEMS
INPUT
SHAFT
PTA PTA
CONNECTORS

ELEC-
MOTOR 3 DEM3
BALL NUT ELEC- (FCPC3)
MOTOR 2 DEM2
FOR TRAINING PURPOSES ONLY!

ELEC- (FCPC2)
MOTOR 1 DEM1
(FCPC1)
SCREW
SHAFT

LOWER CLAW
STOP

Figure 9 THS Actuator

FRA US/T-2 ShM Aug 01, 2008 47|−5/6|THS Act|L2 Page 17
Lufthansa Technical Training
FLIGHT CONTROLS A340−500/600
A340–500/600
THS HYDRAULIC ACTUATION
27−44
STABILIZER SAFETY PRECAUTIONS
CAUTION: CAUTION : THE THS IS AUTOMATICALLY SET TO 3,0 DEG
AC NOSE UP AFTER TD OR POWER UP TEST.
If the THS is not in this position and there is a new power−up test initiated, the
stabilizer will be driven back into this position, as soon as hydraulic pressure is
available.
The movement can be stopped by holding the THS control wheels.

Electric Tim Signal Inhibition

All FCPC PRIM Switches 1/2 and 3 set to OFF. Electrical trim inputs from the
side sticks are inhibited.
Manual Trim is possible, therefore put a warning into the cockpit not to operate
the stabilizer
CAUTION: SETTING THE PRIM SWITCHES BACK TO NORMAL, THIS
WILL GENERATE A POWER−UP TEST AND THE COMMAND
SIGNAL IS TO SET THE STABILIZER TO 3,0 DEG AP NOSE
UP!
Manual Trim Inhibition
This is possible after driving the THS in the 0 deg position and installing a rig
pin into the mechanically control input at the THS Actuator.
FOR TRAINING PURPOSES ONLY!

FRA US/T-2 ShM Aug 01, 2008 47|−5/6|THS Act|L2 Page 18

Lufthansa Technical Training
FLIGHT CONTROLS A340−500/600
A340–500/600
THS HYDRAULIC ACTUATION
27−44

312AR

MECHANICAL
INPUT

SAFETY PIN
FOR TRAINING PURPOSES ONLY!

Figure 10 THS Rigging Pin Installation

FRA US/T-2 ShM Aug 01, 2008 47|−5/6|THS Act|L2 Page 19
Lufthansa Technical Training
FLIGHT CONTROLS A340−500/600
A340–500/600
ELECTRICAL BACK-UP
27−99

COMPONENT LOCATION
Back−Up Control Module
The BCM is located in FWD cargo compartment behind the left sidewall, FWD.
de-compression panel.

Hydraulic Power Supply

The blue BPS is located in the blue hydraulic bay.
The yellow BPS is located R/H side rear wall wheel well area.
FOR TRAINING PURPOSES ONLY!

FRA US/T-2 ShM Aug 01, 2008 65|−5/6|BCM|L2 Page 20

Lufthansa Technical Training
FLIGHT CONTROLS A340−500/600
A340–500/600
ELECTRICAL BACK-UP
27−99

FR45
FR46

FR53.2

132XM

FR39
FR38.1

42CS

44CS 195LB
43CS

ELECTRICAL
CONNECTOR

BCM
FOR TRAINING PURPOSES ONLY!

BPS (2EA)
ELECTRICAL ELECTRICAL
CONNECTOR CONNECTOR

Figure 11 BCM/BPS
FRA US/T-2 ShM Aug 01, 2008 65|−5/6|BCM|L2 Page 21
Lufthansa Technical Training
FLIGHT CONTROLS A340−500/600
A340–500/600
MAINTENANCE AND SAFETY TESTS/BITE
27−96

SPECIAL TEST DESCRIPTION

SYSTEM TEST
This menu is used to check whether failures affecting the flight control system
are present at the time of request. This test can be performed only with aircraft
on ground, all engines stopped.
On this menu initial conditions are requested to make the FCPC, FCSC and
opposite FCDC perform their safety test, then the start key enables a scanning
of all the inputs of the FCDC to check if there is any failure affecting the flight
control system.

SERVO CONTROL TEST

This menu enables access to the
OUTER AILERON DAMPING TEST,
INNER AILERON DAMPING TEST,
ELEVATOR DAMPING TEST,
RUDDER DAMPING TEST,
RUD ELEC BACK−UP TEST and
ENHANCED RUNAWAY PROTECTION TEST.
RUDDER DAMPING TEST
The test is based on the measurement of the delta pressure between the
servocontrol at constant speed and two other servocontrols synchronized in
active mode.
FOR TRAINING PURPOSES ONLY!

FRA US/T-2 ShM Aug 01, 2008 69|−5/6|MCDU|L2 Page 22

Lufthansa Technical Training
FLIGHT CONTROLS A340−500/600
A340–500/600
MAINTENANCE AND SAFETY TESTS/BITE
27−96

STEP 1 STEP 2 STEP 3

       


     
 

   
 


 

 
 
   

 






  



    
  







 

 



   
  




  
 

  
  



 
 

 

STEP 4 STEP 5 STEP 6

      

  

  

  



    
   
  

  


   
 
   
 
 
   
   
  
  
FOR TRAINING PURPOSES ONLY!

 
  
    
  
     










 

 

 

Figure 12 RUDDER DAMPING TEST

FRA US/T-2 ShM Aug 01, 2008 69|−5/6|MCDU|L2 Page 23
Lufthansa Technical Training
FLIGHT CONTROLS A340−500/600
A340–500/600
MAINTENANCE AND SAFETY TESTS/BITE
27−96
ENHANCED RUNAWAY PROTECTION TEST
The purpose of the test is to check the function of the immobilization of the
THS by the ERP with two hydraulic systems (Blue and Yellow) and the FCPCs
(FCPC 1 and 2).
FOR TRAINING PURPOSES ONLY!

FRA US/T-2 ShM Aug 01, 2008 69|−5/6|MCDU|L2 Page 24

Lufthansa Technical Training
FLIGHT CONTROLS A340−500/600
A340–500/600
MAINTENANCE AND SAFETY TESTS/BITE
27−96

STEP 1 STEP 2 STEP 3

       

  
 


 

 

   

 

   
  
  


  

 

  
   
 
 
   

 

 


   
   
 

   
   
 
  
 






 

 

 

STEP 4 STEP 5 RESULT: OK

     

  

    

    

 

   
  



    

!
FOR TRAINING PURPOSES ONLY!

  




 


  


 

 

 

Figure 13 ERP TEST

FRA US/T-2 ShM Aug 01, 2008 69|−5/6|MCDU|L2 Page 25
A340−5/6 27 B12/D−23

TABLE OF CONTENTS
ATA 27 FLIGHT CONTROLS . . . . . . . . . . . . . . . . 1
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 4
27−10 AILERON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
27−14 AILERON AND HYD ACTUATION . . . . . . . . . . . . . . . . . . 10
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 10
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
GROUND SPOILER CONTROL DESCRIPTION . . . . . . 14
THS ACTUATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . 16
COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . 20
SPECIAL TEST DESCRIPTION . . . . . . . . . . . . . . . . . . . . 22

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TABLE OF CONTENTS

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A340−5/6 27 B12/D−23

TABLE OF FIGURES
Figure 1 F/CTL System Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure 2 Accelerometer Units Location . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Figure 3 Accelerometer and Rate Gyro Units Location . . . . . . . . . . . . . . 5
Figure 4 Pressure Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure 5 Roll Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 6 Aileron Actuator Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 7 Aileron Actuator Cutview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 8 Ground Spoiler Logic A340−5/6 . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure 9 THS Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Figure 10 THS Rigging Pin Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 11 BCM/BPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 12 RUDDER DAMPING TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Figure 13 ERP TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

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TABLE OF FIGURES

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TABLE OF FIGURES

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TABLE OF FIGURES

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