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

page.
Meaning: This message indicates a cabin altitude variation greater, as an
absolute value, than 1,800 ft/min for five seconds.
Analysis of the fault messages
Five fault messages were received by ACARS. They are described in the order
in which they appear in the CFR.
PROBE PITOT 1+2 / 2+3 / 1+3 (9DA) (2 h 10)
ATA: 341115
Source: EFCS2
Identifiers: EFCS1, AFS
Class 1, HARD
This message, transmitted by the FCDC2 (EFCS2), means that the FCPCs (or
PRIMs) triggered one of the speed monitoring processes: they have detected
a decrease of more than 30 kt in one second of the “polled” speed value. The
three ADRs were considered valid by the EFCS2 at the time the monitoring
was triggered, because the prior rejection of an ADR would have generated a
class 2 fault message and there would therefore have been an asterisk in front
of the source. In this case, the “polled” value is the median value.
At the time this monitoring is triggered, the FCPCs open a window during
which they operate with alternate 2 law (see following graphic). The rudder
deflection limitation function is also frozen, but the associated alarm is
inhibited. At the end of the window, if the difference between the values polled
at each end of that window is less than 50 kt, the FCPCs return to normal law.
Otherwise, they continue in alternate 2 law, the rudder deflection limitation
function remains unavailable and the corresponding alarm is generated.
Note: the alternate 2 control law is a load factor law for pitch and a direct law for roll. Only
the load factor protection remains available. In certain cases, the high and low speed
stabilities may also be lost.
F-GZCP - 1st June 2009
55
The presence of the F/CTL RUD TRV LIM FAULT message indicates that EFCS
monitoring had been activated and that the alternate law had been maintained.
The rudder deflection limitation value then remained the same as that before
monitoring was triggered.
The identifiers are:
 EFCS1: the FCDC1 is a clone of FCDC2 and it is therefore probable that the
message transmitted by EFCS1 was the same. However, it is not possible
to state this categorically at this stage of the investigation because around
twenty messages can be generated by the EFCSs with an ATA code starting
with 341.
 AFS: it does not perform this specific monitoring but can generate a
message with an ATA code starting with 341 further to the triggering of
another monitoring process that does not explicitly point to the speeds,
unlike FCPC monitoring. The fact that the AFS is an identifier nevertheless
implies that the monitoring was triggered in the same minute as that of
EFCS2 monitoring.
This message, in itself, and the identifiers that are associated with it therefore
indicate the triggering of distinct monitoring processes, one of which is
explicitly linked to the speeds delivered by the ADRs. The combined triggering
of these monitoring processes has the following effects:
 at the level of the EFCSs:
 switch to alternate 2 control law,
 unavailability of the rudder deflection limitation function which occurs,
when applicable, ten seconds later.
 at the level of the AFS:
 unavailability of the autopilot,
 unavailability of the auto-thrust,
 unavailability of the flight director function,
 unavailability of the characteristic speeds calculation function,
 unavailability of the reaction to wind shear detection function.
F-GZCP - 1st June 2009
56
FCPC2(2CE2)/WRG:ADIRU1 BUS ADR1-2 TO FCPC2 (2 h 10)
ATA: 279334
Source: *EFCS1
Identifiers: *EFCS2
Class 2, HARD
This message indicates that FCPC 2 no longer considers as valid the information
that is delivered to it by ADR 1 (via bus 2). The ATA code beginning with 27
indicates that the fault was not detected by any other FCPC during the three
seconds that followed (otherwise this message would have been classified
ATA 34). This message has not been fully explained at this stage of the
investigation.
ISIS (22FN-10FC) SPEED OR MACH FUNCTION (2 h 11)
ATA: 342200
Source: ISIS
Identifiers: -
Class 1, HARD
This message, transmitted by the ISIS, may be the consequence of:
 an internal failure at the level of the CAS or Mach elaboration function,
 CAS or Mach values that are outside certain limits.
If the CAS is outside those limits, the SPD flag is displayed on the ISIS speed
scale. If the Mach exceeds the upper limit, the M flag is displayed instead of the
Mach. If it is lower than the lower limit, the Mach value is no longer displayed
　
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10(52)