Sasi Notes (Complete) PDF

FADEC (Full Authority Digital Engine Control) System: Controls engine parameters like fuel flow, turbine clearance, and protection against exceeding limits. Performs automatic and manual engine starting sequences. General Information: Two-channel redundancy Magnetic alternator for internal p...

FADEC (Full Authority Digital Engine Control) System: Controls engine parameters like fuel flow, turbine clearance, and protection against exceeding limits. Performs automatic and manual engine starting sequences. General Information: Two-channel redundancy Magnetic alternator for internal power source Mounted on the fan case Engine Interface Unit (EIU) Aircraft Control Systems: General: Fly-by-wire system Pilot input and computer control Specific Control Surfaces: Ailerons Elevators Rudder Spoilers Stabilizer Hydraulic Systems: Green, yellow, and blue systems Failure modes and redundancy Electrical Systems: AC and DC power sources Circuit breakers and fuses Other Systems: Pneumatic systems Fuel systems Environmental Control Systems (ECS) Autopilot systems Warning and Caution Systems ECAM (Electronic Centralized Aircraft Monitor): Displays engine parameters like N1, N2, EGT, and fuel flow. Provides critical flight information to the pilots. FADEC Functions: Control of gas generator Protection against engine exceeding limits Power management Automatic and manual engine starting sequences FADEC Power Source: Magnetic alternator for internal power source FADEC Location: Mounted on the fan case EIU (Engine Interface Unit): Transmits engine data to the FADEC for management purposes. FADEC and ECAM Relationship: FADEC provides data to the ECAM for display. FADEC Protection Against Engine Exceeding Limits: Protects against N1 and N2 overspeed Monitors EGT during engine start FADEC Automatic Engine Starting Sequence: Controls start valve, HP fuel valve, fuel flow, and ignition Monitors N1, N2, FF, and EGT Initiates abort and recycle (on the ground only) FADEC Manual Engine Starting Sequence: Passive monitoring of engine Control of start valve, HP fuel valve, and ignition FADEC Cooling: Requires adequate cooling to prevent overheating Outer Turbine term directly utilizes an engine ECAM parameters are being displayed B. N1, N2, EGT, and Fuel Flow Pressure and Temperature two (2) important parameters that are responsible for the data being received by the FADEC to be displayed in the ECAM Speed Brakes: The pilot controls the speed brakes using the speed brake lever. Speed brake extension is inhibited under certain conditions, such as when one or both ELACs or SECs have a fault, angle-of-attack protection is active, or the flaps are in full configuration. If an inhibition occurs while the speed brakes are extended, they automatically retract and remain retracted until the inhibition condition is cleared and the pilot resets the lever. When a speed brake surface on one wing fails, the symmetric surface on the other wing is inhibited. Ground Spoilers: The ground spoiler function involves all spoilers (full extension). When a ground spoiler surface on one wing fails, the symmetric surface on the other wing is inhibited. The pilot arms the ground spoilers by pulling the speed brake lever into the armed position. Ground spoilers automatically extend under certain conditions, such as when the aircraft is on the ground and thrust levers are at idle or reverse is selected. Overall, the information highlights the importance of understanding the conditions under which speed brakes and ground spoilers are activated and inhibited, ensuring safe and controlled operation of the aircraft Ailerons: Each aileron has two electrically controlled hydraulic servojacks. One of these servojacks per aileron operates at a time. Each servojack has two control modes: Active: The jack position is controlled electrically.   Damping: The jack follows surface movement. The system automatically selects damping mode if both ELACs fail or in the event of low hydraulic pressure (blue or green). Spoilers: A servojack positions each spoiler. Each servojack receives hydraulic power from either the green, yellow, or blue hydraulic system, controlled by the SEC1, 2, or 3.   The system automatically retracts the spoilers if it detects a fault or loses electrical control. If the system loses hydraulic pressure, the spoiler retains its deflection or a lesser deflection if aerodynamic forces push it down. When a spoiler surface on one wing fails, the symmetric one on the other wing is inhibited.   Speed Brakes and Ground Spoilers: The pilot controls the speed brakes with the speed brake lever. The speed brakes are actually spoilers 2, 3, and 4. Speedbrake extension is inhibited if: SEC 1 and SEC 3 both have faults. An elevator (left or right) has a fault. Angle-of-attack protection is active. Flaps are in configuration FULL. This information highlights the redundancy and fail-safe mechanisms built into the control system to ensure safe and reliable operation of the aircraft. Key Points: Control Surfaces: The roll of the aircraft is controlled by ailerons and spoilers. Deflection Limits: Ailerons: 25° Spoilers: 35° for spoilers 2, 4, and 5; 7° for spoiler 3 Aileron Droop: The ailerons extend 5° downward when the flaps are extended to improve roll control at low speeds. Control System: The ailerons are controlled by the ELACs (Elevator Aileron Computers). The spoilers are controlled by the SECs (Spoilers Elevator Computers). Both ELACs and SECs receive input from the autopilot or sidestick to control the respective surfaces. Failure Modes: If ELAC1 fails, the system automatically transfers aileron control to ELAC2. If both ELACs fail, the ailerons revert to the damping mode.   If a SEC fails, the spoilers it controls are automatically retracted. Diagram: The diagram illustrates the components involved in roll control: Ailerons: The ailerons are controlled by hydraulic jacks. Spoilers: The spoilers are also controlled by hydraulic jacks. ELACs and SECs: These are the flight control computers that process pilot inputs and send commands to the actuators. Control Surfaces: The roll of the aircraft is controlled by ailerons and spoilers. Deflection Limits: Ailerons: 25° Spoilers: 35° Aileron Droop: The ailerons extend 5° downward when the flaps are extended to improve roll control at low speeds. Control System: The ailerons are controlled by the ELACs (Elevator Aileron Computers). The spoilers are controlled by the SECs (Spoilers Elevator Computers). Both ELACs and SECs receive input from the autopilot or sidestick to control the respective surfaces. Mechanical Control: THS: Mechanical control of the THS is available from the pitch trim wheel at any time, if either the green or yellow hydraulic system is functioning. Mechanical control from the pitch trim wheel has priority over electrical control. Actuation: Elevators:   Each elevator is driven by two electrically-controlled hydraulic servojacks. Each servojack has three control modes: Active: The jack position is electrically controlled. Damping: The jack follows surface movement. Centering: The jack is hydraulically retained in the neutral position. In normal operation, one jack is in active mode and the other is in damping mode.   Some maneuvers can cause the second jack to become active. If the active servojack fails, the damped one becomes active, and the failed jack is automatically switched to damping mode.   If neither jack is being controlled electrically, both are automatically switched to the centering mode. If neither jack is being controlled hydraulically, both are automatically switched to damping mode. If one elevator fails, the deflection of the remaining elevator is limited to avoid putting excessive asymmetric loads on the horizontal tailplane or rear fuselage.   Stabilizer: A screwjack driven by two hydraulic motors drives the stabilizer. The two hydraulic motors are controlled by: One of three electric motors, or The mechanical trim wheel.   This information highlights the redundancy and fail-safe mechanisms built into the pitch control system to ensure safe and reliable operation of the aircraft. Control Surfaces: The pitch of the aircraft is controlled by two elevators and the Trimmable Horizontal Stabilizer (THS). Deflection Limits: Elevators: 30° nose up and 17° nose down THS: 13.5° nose up and 4° nose down Electrical Control: In normal operation, ELAC2 controls the elevators and THS. The green and yellow hydraulic jacks drive the left and right elevator surfaces, respectively. The THS is driven by one of three electric motors. Failure Modes: If ELAC2 fails, control shifts to ELAC1. If both ELACs fail, control shifts to SEC1 or SEC2, depending on the availability of hydraulic systems. The THS motor is also reconfigured in case of failures. ELACs (Elevator Aileron Computers): These control the ailerons and elevators, which are responsible for roll and pitch control. SECS (Spoilers Elevator Computers): These control the spoilers and provide backup control for the elevators and stabilizer. FACs (Flight Augmentation Computers): These control the electrical components of the rudder, including yaw damping and turn coordination. Hydraulic Systems: The green, yellow, and blue hydraulic systems provide power to various actuators, including those for the control surfaces. FCDCs (Flight Control Data Concentrators): These collect data from the ELACs and SECs and send it to the Electronic Instrument System (EIS) and the Centralized Fault Display System (CFDS).   THS: Mechanical control of the THS is available from the pitch trim wheel at any time, if either the green or yellow hydraulic system is functioning. Mechanical control from the pitch trim wheel has priority over electrical control. Actuation: Elevators:   Each elevator is driven by two electrically-controlled hydraulic servojacks. Each servojack has three control modes: Active: The jack position is electrically controlled. Damping: The jack follows surface movement. Centering: The jack is hydraulically retained in the neutral position. In normal operation, one jack is in active mode and the other is in damping mode.   Some maneuvers can cause the second jack to become active. If the active servojack fails, the damped one becomes active, and the failed jack is automatically switched to damping mode.   If neither jack is being controlled electrically, both are automatically switched to the centering mode. If neither jack is being controlled hydraulically, both are automatically switched to damping mode. If one elevator fails, the deflection of the remaining elevator is limited to avoid excessive asymmetric loads on the horizontal tailplane or rear fuselage.   Stabilizer: A screwjack driven by two hydraulic motors drives the stabilizer. The two hydraulic motors are controlled by: One of three electric motors, or The mechanical trim wheel.   Control Surfaces: The pitch of the aircraft is controlled by two elevators and the Trimmable Horizontal Stabilizer (THS). Deflection Limits: Elevators: 30° nose up and 17° nose down THS: 13.5° nose up and 4° nose down Electrical Control: In normal operation, ELAC2 controls the elevators and THS. The green and yellow hydraulic jacks drive the left and right elevator surfaces, respectively. The THS is driven by one of three electric motors. Failure Modes: If ELAC2 fails, control shifts to ELAC1. If both ELACs fail, control shifts to SEC1 or SEC2, depending on the availability of hydraulic systems. The THS motor is also reconfigured in case of failures. The text in the image describes the role of Flight Control Data Concentrators (FCDCs) in an aircraft's flight control system. Here's a breakdown of the information: FCDC Function: FCDCs acquire data from the ELACs (Elevator Aileron Computers) and SECs (Spoilers Elevator Computers). This data includes information about the aircraft's flight control surfaces, their positions, and other relevant parameters. The FCDCs then send this data to two primary systems: Electronic Instrument System (EIS): This system displays critical flight information to the pilots, such as airspeed, altitude, and engine parameters. Centralized Fault Display System (CFDS): This system monitors the aircraft's systems for faults and alerts the pilots to any issues. Sidesticks: Each pilot has a sidestick to control pitch and roll. They are not mechanically linked, and each sends signals to the flight control computers independently. Rudder Pedals: These are interconnected and control the rudder for yaw. Speed Brake Lever: Controls the deployment of speed brakes for increased drag. Trimmable Horizontal Stabilizer Handwheels: These are used to adjust the stabilizer for trim, which helps maintain a desired pitch attitude. Rudder Trim Switch: Controls the rudder trim, which helps maintain a desired heading. Computers: The A320/A321 has a sophisticated flight control system that relies on several computers: 2 ELACs (Elevator Aileron Computers): These control the elevators and ailerons, which are responsible for pitch and roll control. 3 SECs (Spoilers Elevator Computers): These control the spoilers and provide backup control for the elevators and stabilizer. 2 FACs (Flight Augmentation Computers): These control the electrical components of the rudder, including yaw damping and turn coordination. This complex system ensures that the aircraft can be Ailerons: Control the roll of the aircraft (tilting the wings) Elevators: Control the pitch of the aircraft (nose up or down) Rudder: Controls the yaw of the aircraft (turning the nose left or right) Spoilers: Increase drag to slow down the aircraft and aid in descent Flaps: Extend to increase lift at lower speeds, especially during takeoff and landing Slats: Extend to improve airflow over the wing at low speeds, similar to flaps Control Methods: Pitch Axis: Elevators: Electrically controlled Stabilizer: Electrically controlled for normal and alternate control, mechanically controlled for manual trim Roll Axis: Ailerons: Electrically controlled Spoilers: Electrically controlled Yaw Axis: Rudder: Mechanically controlled, but yaw damping, turn coordination, and trim are electrically controlled Speed Brakes: Speed brakes: Electrically controlled Question 1: What are the four (4) important parameters that are being monitored by the FADEC? Answer: The four important parameters monitored by the FADEC are: N1: Rotational speed of the low-pressure (LP) rotor N2: Rotational speed of the high-pressure (HP) rotor EGT: Exhaust Gas Temperature Fuel Flow: Amount of fuel being injected into the combustion chamber Question 2: Which of the following is NOT a function of the FADEC? A. Control of fuel flow B. Control of turbine clearance C. Control of hydraulic pressure D. Protection against engine exceeding limits Answer: C. Control of hydraulic pressure. FADEC primarily controls engine parameters, not hydraulic systems. Question 3: What is the function of the EIU? Answer: The Engine Interface Unit (EIU) transmits engine data to the FADEC for management purposes. It acts as a bridge between the engine and the FADEC. Question 4: What are the two (2) important parameters that are responsible for the data being received by the FADEC to be displayed in the ECAM? Answer: The two important parameters are: Pressure: This includes various pressures within the engine, such as oil pressure, fuel pressure, and turbine inlet pressure. Temperature: This includes temperatures of various components, such as EGT, oil temperature, and compressor inlet air temperature. Question 1: Which term directly utilizes an engine? A. Inner Turbine B. Outer Turbine C. Compressor Vane D. High Pressure Turbine Answer: B. Outer Turbine Question 2: In the ECAM, what parameters are being displayed? A. N1, N2, EGT, and Oil Pressure B. N1, N2, EGT, and Fuel Flow C. N1, N2, EGT, and Oil Temperature D. N1, N2, EGT, and Fuel Pressure Answer: B. N1, N2, EGT, and Fuel Flow Question 3: What are the two (2) important parameters that are responsible for the data being received by the FADEC to be displayed in the ECAM? A. Pressure and Temperature B. Speed and Temperature C. Fuel Flow and Temperature D. Pressure and Fuel Flow Answer: A. Pressure and Temperature Question 1: Which term directly utilizes an engine? A. Inner Turbine B. Outer Turbine C. Compressor Vane D. High Pressure Turbine Answer: B. Outer Turbine Question 2: In the ECAM, what parameters are being displayed? A. N1, N2, EGT, and Oil Pressure B. N1, N2, EGT, and Fuel Flow C. N1, N2, EGT, and Oil Temperature D. N1, N2, EGT, and Fuel Pressure Answer: B. N1, N2, EGT, and Fuel Flow Question 3: What are the two (2) important parameters that are responsible for the data being received by the FADEC to be displayed in the ECAM? A. Pressure and Temperature B. Speed and Temperature C. Fuel Flow and Temperature D. Pressure and Fuel Flow Answer: A. Pressure and Temperature FADEC System: Functions: Control of gas generator Protection against engine exceeding limits Power management Automatic and manual engine starting sequences General Information: Two-channel redundancy Magnetic alternator for internal power source Mounted on the fan case Engine Interface Unit (EIU) Aircraft Control Systems: General: Fly-by-wire system Pilot input and computer control Specific Control Surfaces: Ailerons Elevators Rudder Spoilers Stabilizer Hydraulic Systems: Green, yellow, and blue systems Failure modes and redundancy Electrical Systems: AC and DC power sources Circuit breakers and fuses Other Systems: Pneumatic systems Fuel systems Environmental Control Systems (ECS) Autopilot systems Warning and Caution Systems Specific Questions: What is the FADEC system and what are its functions? What happens if one FADEC channel fails? What is the role of the EIU? What are the primary flight control surfaces and their functions? How is the fly-by-wire system controlled? What are the different hydraulic systems and their functions? What are the sources of electrical power in an aircraft? What are some common warning and caution systems in an aircraft?