HIGH-LIFT DRIVE, LOCKS AND SPOILER FUNCTIONS
Slats and flaps have electrical supervision and hydraulic drive. The supplied architecture uses two SFCCs, separate flap/slat channels and power-control units with independent hydraulic motors. Slat and flap drives do not use identical hydraulic combinations. Pressure-off brakes hold the transmission under specified conditions, while additional monitoring addresses asymmetry and other abnormal motion. A selected lever position therefore establishes a command, not proof that both wings reached the same resulting geometry. [73, PDF pp. 48–49]
The lever has distinct positions, but configuration 1 and 1+F can correspond to the same lever position under different flight/selection conditions in the described standard. Automatic retraction/inhibition logic belongs to that standard and current displayed limitations. Alpha/speed lock can inhibit slat retraction under specified conditions; it is not a generic flap-drive failure. Compare selected and actual position, indicated protection/inhibition and available sources before diagnosing an incomplete change. The old training extract’s numerical schedules are not a substitute for the installed aircraft’s applicable speeds. [73, PDF pp. 50–54]
Spoilers serve several functions: roll assistance, in-flight speedbraking and ground lift dumping. Allocation and deployment conditions differ by function and airframe standard. A spoiler used in roll need not be responding to the speedbrake lever, and a ground-spoiler armed state needs subsequent activation conditions before it becomes deployed lift dumping. Asymmetric availability can alter more than deceleration. Read the actual surface indications with the command and phase, especially when assessing a landing stopping result or a degraded roll-control state. [73, PDF pp. 10–16] [21, PDF pp. 185–194]
Wingtip brakes and other protective locks are intended to stop hazardous transmission motion under the defined fault conditions. They are not ordinary pauses to be cleared by cycling a lever or repeatedly resetting a circuit breaker. A slow or incomplete high-lift change can also result from a source/motor loss rather than a locked transmission. The remaining system status and applicable configuration/landing procedure distinguish these cases. For Fenix, establish which specific fault is implemented before attributing every frozen surface to one physical brake or reproducing an aircraft-maintenance release action. [73, PDF pp. 48–56] [86, Failures Guide; implemented failure selection]