Airbus A300 Slats & Flaps Control Computer Space Model

Technical Information

Catalogue No: C0356
Category: Flight Control
Object Type: Signal/Data Processor
Object Name: Airbus A300 Slats & Flaps Control Computer Space Model
Part No: 49-095-
Serial No: ?
Manufacturer: Marconi Avionics
Division: Unknown
Platform(s): Airbus A300 
Year of Manufacture: Unknown
Dimensions:
Width (mm):
190 
Height (mm):
200 
Depth (mm):
385 
Weight (g):
Location: Archive Object Store
Inscription(s):

Manufactured by Marconi Avionics Ltd
for Liebherr GmbH
Slat/Flap Control Computer
Part No. 49-095-
Serial No.
DO160 ENV CAT A1ABXXFXFXBAAAZ
Marconi Avionics Ltd K0656

Notes:

This item is an empty chassis of the A300/600 (which first flew in 1983) SFCC and has the full front panel.

GEC-Marconi Avionics has been supplying SFCCs to Liebherr Aero Technik as part of the Slat/Flap Control System for the Airbus A310 and A300-600 since the early 1980s. The slat/flap control computer provides the electronic control for the slats and flaps of a fully fly-by-wire secondary flight control system. Two 6 MCU units are fitted to each aircraft and in the event of failure of one computer, the system continues to operate satisfactorily to provide the operator with an extremely high availability. Each LRU contains independent channels for slat/flap control and monitoring. Commands are generated from a cockpit-mounted Control Sensor Unit (CSU) and provide discrete angular settings for both slat and flap which are input to the SFCC. A computing channel, whether it be for slat or flap, comprises two dissimilar digital lanes, different microprocessors being used for the command and monitor lanes. When the command and monitor lanes agree an output is provided to the hydraulic motor drive to position the surface accordingly. Further safety features include protection against mechanical jam, drive shaft rupture, runaways or asymmetrical operation. Dissimilarity of both hardware and software provides the flight crew with a high degree of confidence as the probability of an incorrect computed command is extremely low. Dissimilarity is reflected from the hardware into the software which is compiled using a different language written by different software teams.

In service on the wide bodied Airbus since 1983 with over 7,500 computers supplied. The mature MTBF has reached over 20,000 operating hours.

 

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