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DC BAT BUS.
Two batteries are installed. Battery charging is automatic and is controlled by the
BCL (Battery Charge Limiter). The BCL connects the battery to its respective DC
BAT BUS during battery charging and during APU start. The batteries have an
automatic cut-off logic to prevent complete battery run-down when the aircraft is
unpowered and on the ground. This will shut off the batteries at about 22.5v
capacity to ensure APU start after overnight.
Min Battery voltage is 25.5v. Check battery voltage with the BAT switch OFF. To
charge batteries turn them on by pressing their respective pb’s and connecting
external power. A 20 min. charge is required if BAT voltage is not enough.
Part of the normal procedures for the Originating Checklist call for the check of
both batteries to make sure that they are charging properly. Turn off both
batteries and then turn them back on. Watch on the ECAM ELEC page to see
that both batteries have initial current charge rates after 10 seconds of less than
60 amps and decreasing (PH 3.4.1).
If all AC (no RAT) is lost a static inverter is connected from HOT BAT 1 bus to
AC ESS bus (not SHED bus). BAT 2 will supply DC ESS (not SHED) in the event
of loss of all AC (no RAT emerg. gen.) regardless. Below 50 kts. AC ESS will no
longer be supplied by the inverter and will be unpowered. DC BAT will connect
below 100 kts., it is not supplied above 100 kts. in loss of all AC.
If both Main AC busses lose power and the airspeed is 100 kts. or more the RAT
will automatically deploy. The emergency generator will then power AC ESS
BUS and DC ESS BUS. During the 8 seconds it takes the RAT to deploy and
supply power the batteries will supply the ESS busses (not their shed busses)
and the red FAULT light on the EMER ELEC PWR panel will be on during those
8 seconds. The RAT emergency generator is lost at landing gear down
(unmodified A320) or less than 125 kts (A319, modified A320, A321) and ND1
and MCDU1 will go out at that time due to loss of AC shed bus. On landing the
DC BAT bus is automatically connected to the batteries when airspeed drops
US Airways Airbus A319, A320, A321 Notes
10
below 100 kts. When all AC is lost including the RAT emergency generator BAT
1 will supply AC ESS through the static inverter and BAT 2 will supply DC ESS.
When the speed drops below 50 kts. the AC ESS bus is shed and power is lost
to remaining CRT’s (PFD1, ECAM upper). Note: min. RAT speed is 140 kts, RAT
will stall out at less than 125 kts on A319, A321 and modified A320. However,
the RAT will continue to supply hydraulic pressure even after it is unable to
power the emergency generator. The RAT is normally deployed automatically for
electrical problems, however pressing the MAN ON red guarded pb on the
EMER ELEC PWR panel will deploy the RAT and hydraulically power the
Emergency Generator. If you need to reset the Emergency Generator after the
RAT has been deployed (such as go-around after gear has been deployed)
press the RAT MAN ON pb again and this will allow the Emergency Gen to reset
and come back online.
AC BUS 1 normally supplies power to AC ESS and DC BUS 1 which eventually
feeds DC ESS. If AC BUS 1 fails the pilot may press the AC ESS FEED pb to
ALTN. This will put the AC ESS BUS on it’s alternate source, GEN 2 through AC
BUS 2. AC Essential Feed will not automatically switch. This is to prevent a bus
short on the AC ESS BUS from then also damaging the GEN 2 bus complex if it
has already caused damage to the GEN 1 bus complex. ECAM will direct
whether to actually repower AC ESS or to leave it unpowered. AC BUS 2 will
also supply power to DC ESS BUS from DC BUS 2 and DC BAT BUS when the
AC ESS FEED pb is selected to ALTN.
If TR1 fails the DC BAT BUS and DC BUS 1 will become automatically powered
by DC BUS 2 which will automatically connect to the DC BAT BUS.
APU will carry all busses on ground but will not supply main galley shed busses
in-flight. In-flight if only one generator is supplying entire system then part (321:
all galley power) of the galley load and passenger in-seat power supply is shed.
GEN 1 Line (7.1.9) – If there is smoke in the avionics compartment the amber
SMOKE light will come on in the GEN 1 LINE pushbutton. The procedure will call
for the pilot to press the pb. This will open the GEN 1 line contactor and depower
AC bus 1. GEN 2 will then automatically pick up AC BUS1 through the AC BUS
tie. However, GEN 1 will still be powering two wing fuel pumps, one in each wing
inner tank. Note: this is not the complete smoke procedure, just the beginning
that deals with the GEN 1 LINE pb.
In loss of all AC (RAT only) emergency the APU is allowed 3 min. for start after
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