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FLIGHT CONTROLS
GENERAL - ARCHITECTURE
A330/A340 FLEET DSC-27-10-20 P 4/22
FCOM 19 AUG 10
MECHANICAL CONTROL
Mechanical control of the THS is available from the pitch trim wheel at any time if either the blue or
the yellow hydraulic system is functioning.
Mechanical control from the pitch trim wheel has priority over electrical control.
ACTUATION
ELEVATORS
‐ Two electrically controlled hydraulic servojacks drive each elevator.
Each servojack has three control modes :
• Active : Jack position is electrically controlled.
• Damping : Jack follows surface movement.
• Centering : Jack is hydraulically maintained in neutral position.
‐ In normal operation:
• One jack is in active mode.
• The other jack is in damping mode.
• Some maneuvers 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 the damping mode.
If neither jack is being controlled electrically nor hydraulically, both are automatically switched
to the damping mode.
If neither of the four jacks is being controlled electrically, the four jacks are automatically
switched to the centering mode.
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.
A330/A340 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
GENERAL - ARCHITECTURE
A330/A340 FLEET DSC-27-10-20 P 5/22
FCOM 19 AUG 10
PITCH CONTROL - SCHEMATIC
A330/A340 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
GENERAL - ARCHITECTURE
A330/A340 FLEET DSC-27-10-20 P 6/22
FCOM 19 AUG 10
ROLL CONTROL
Applicable to:
GENERAL
Two ailerons and five spoilers on each wing control the aircraft about the roll axis.
The maximum deflection of the ailerons is 25 °.
Ailerons extend when the flaps are extended (aileron droop).
The maximum spoiler deflection is 35 °.
A330/A340 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
GENERAL - ARCHITECTURE
A330/A340 FLEET DSC-27-10-20 P 7/22
FCOM 19 AUG 10
Applicable to: ,
GENERAL
Two ailerons and five spoilers on each wing control the aircraft about the roll axis.
The maximum deflection of the ailerons is 25 °.
Ailerons extend when the flaps are extended (aileron droop).
The maximum spoiler deflection is 35 °.
Applicable to: ALL
ELECTRICAL CONTROL
The inboard ailerons are normally controlled from ‐ PRIM 1 (LH) and PRIM 2 (RH) with each
of these computers being capable of controlling both sides. SEC 1 and 2 provide the back up
control in case of PRIM 1 and 2 failure.
‐ The outboard ailerons are normally controlled from PRIM 3. The SEC 1 and 2 provide the back
up control in case of PRIM 3 failure.
‐ The SEC control the N° 3 and 6 spoilers, the PRIM control the N° 2, 4 and 5 spoilers.
Applicable to: ALL
ACTUATION
AILERONS
Two electrically-controlled hydraulic servojacks drive each aileron..
A330/A340 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
GENERAL - ARCHITECTURE
A330/A340 FLEET DSC-27-10-20 P 8/22
FCOM 19 AUG 10
Each servojack has two control modes :
‐ Active : Jack position is electrically controlled.
‐ Damping : Jack follows surface movement.
The system automatically selects damping mode, in the event of green and yellow or blue and
green low pressure, or if the respective computer fails.
At high speed (above 190 kt, in CONF 0), the outboard ailerons are controlled to zero deflection.
In some failure cases, in autopilot mode, the outboard ailerons are used up to 300 kt.
When the emergency generator is only supplied by the RAT, the outer ailerons are controlled in
damping mode to reduce hydraulic power consumption.
SPOILERS
A servojack positions each spoiler. Each servojack receives hydraulic power from either
the green, yellow, or blue hydraulic system, controlled by the PRIM or SEC (Refer to
DSC-27-10-20-C SPEEDBRAKE AND GROUND SPOILER CONTROL - ROLL CONTROL -
SCHEMATIC diagram).
The system automatically retracts the spoilers to their zero position, if it detects a fault or loses
electrical control.
If the system loses hydraulic pressure, the spoiler retains the deflection it had at the time of the
loss, 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
　
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