曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

positions.
US Airways Airbus A319, A320, A321 Notes
34
Now that I have you completely confused, here is the short story:
 Flaps 1 on ground extending for takeoff – Flaps 1+F (slats and flaps)
 Flaps 1 after takeoff during initial flap retraction from Flaps 2 or 3 – Flaps
1+F (slats and flaps)
 Flaps 1 for landing extending from Flaps 0 – Flaps 1 (slats only)
 Flaps 1 for Go Around retracting from 2 or 3– Flaps 1+F (slats and flaps)
As you can see the only time Flaps 1 gives you Flaps 1 (slats only) is on
extension for landing, the rest of the time Flaps 1 is Flaps 1+F (slats and flaps).
The E/WD will show either Flaps 1 or Flaps 1+F depending on configuration.
Flaps 2, 3 and FULL all have both slats and flaps extended to some degree.
Flaps have overspeed protection at flap setting 1+F so that at 210 KIAS the flaps
will automatically retract to Flaps 1 (slats only). Please note on the A321 it is
possible at high gross takeoff weights that F speed will exceed the flap speed for
1+F. In this case the flaps will automatically retract and the pilot will select flaps 0
at S speed which will retract the remaining slats.
Slats have an alpha lock function that inhibits them from retracting from position
1 to 0 when at a high angle of attack or low airspeed.
There are 4 Wingtip Brakes (WTB) that will lock the flaps or slats in case of
asymmetry, overspeed, runaway or uncommanded movement. WTB’s cannot be
released in-flight. If flaps are locked out, slats can operate and visa versa.
US Airways Airbus A319, A320, A321 Notes
35
Sidesticks
Perhaps one of the most distinctive and noticeable differences in the Airbus 320
series from other airliners is the sidestick. Most folks get comfortable with the
sidestick within minutes. However, the computerized flight controls that the
sidestick activate require some new features:
No feedback (feel) is given. Sidestick is spring loaded to neutral.
System algebraically sums the signals from both sticks if both are operated at
the same time (dual input). However, the total input is no more than the max
input from a single stick.
A red Takeover pb in the sidestick (also serving as autopilot disconnect) allows
one pilot to override the other or to disable a damaged sidestick. If priority is
taken an audio “PRIORITY LEFT (or RIGHT)” is sounded.
A red arrow light will illuminate in front of the pilot who has been deactivated
when one pilot has taken priority over the other. A green CAPT or F/O light will
illuminate in front of the pilot with priority if the other sidestick is out of neutral.
Last pilot to press Takeover pb has priority.
Pressing Takeover pb for 40 secs. will latch the priority condition (pilot does not
have to continue to press Takeover pb). However, a deactivated sidestick can be
reactivated by momentarily pressing the Takeover pb on either sidestick.
Green CAPT and F/O sidestick priority lights will flash during dual input and an
audio “DUAL INPUT” will be sounded.
The Takeover pb and dual input warning system are commonly misunderstood.
A green light in front of you means dual input or you have just taken priority in a
dual input situation and a red arrow means your sidestick has been deactivated.
These are two different things. Dual input is almost always unintentional and
unwanted. The takeover priority may be something that needs to be done if a
sidestick has gone bad or some other problem has occurred. However, if YOUR
sidestick is bad the OTHER pilot must latch it out with their Takeover pb.
Sidestick “locks” in place when on autopilot. Pilot action on sidestick (or trim
wheel) at any time will disconnect the autopilot.
US Airways Airbus A319, A320, A321 Notes
36
Instrument / Nav / Comm
ECAM
The ECAM (Electronic Centralized Aircraft Monitoring) system is made up of two
primary components, two SDAC’s (System Data Acquisition Concentrators) and
two FWC’s (Flight Warning Computers). A loss of only one SDAC or only one
FWC will not result in any loss of function. The second computer can handle all
functions alone. The SDAC’s receive data from sensors and will send signals to
3 DMC’s (Display Management Computer) which generate the screen image.
The SDAC’s also send signals to the FWC. The FWC will generate various
warning/caution messages.
The E/WD (Engine/Warning Display) is the display that shows normal engine
readings and ECAM messages. The SD (System Display) is directly below the
E/WD and normally shows system pages or status. For information on switching
screens in case of failures see EFIS later in this section.
　
中國航空網 m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：航空資料4(163)