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Direct Law: Lowest level of flight control law. Proportional movement between
sidestick deflection and flight control deflection. No autotrimming. No protections.
Overspeed and Stall warnings available. The default mode on the ground in all
cases (think about it, if you are on the ground you cannot have a G load or roll
rate). This mode is most like a regular airplane (“DC-9 mode”). Amber “USE
MAN PITCH TRIM”
Abnormal Law: This is entered by the aircraft being in an extreme unusual
attitude (about double normal limits). When back to normal attitude aircraft is in
Alternate Law except does not go to direct law on landing and no pitch
protections. Computer reverts to Abnormal when it sees the aircraft in unusual
attitude because computer logic says aircraft should not have been allowed by
normal law protections into this attitude in the first place, therefore computer
sees something is wrong.
Mechanical Backup: Pitch through horizontal stab trim, Lateral through rudders,
Differential power. Both stab and rudder use cables going to controller and
require hydraulic power. Bottom line here, very little “manual reversion” and if no
hydraulic power you are a lawn dart. Red “MAN PITCH TRIM ONLY”
Fly-by-wire, no feedback except for rudder and horizontal stab trim
Two ELAC’s – Elevator, aileron and stabilizer control
Three SEC’s – Spoiler and standby elevator and stabilizer control
Two FAC’s – Electrical rudder control (other warning functions also provided)
FCDC’s (Flight Control Data Concentrators) process information from ELAC’s
and SEC’s and send data to the EIS and CFDS.
Pitch – Controlled by elevators and horizontal stab. Electrically controlled by
ELAC or SEC and hydraulically actuated.
Elevator – Each elevator has two hydraulic power sources and two actuators
(one active and one in damping mode).
Elevator priorities: (Note: unless required by Ground School instructor I would not memorize
which hydraulic system supplies which flight control, I add it for reference only)
ELAC 2 ELAC 1 SEC 2 SEC 1
Left Elevator – Blue and Green hyd. Right Elevator – Yellow and Blue hyd.
Horizontal Stabilizer – Electrically controlled by one of three motors or
mechanically controlled by the pitch trim wheels (through cable) and hydraulically
US Airways Airbus A319, A320, A321 Notes
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powered by green or yellow hydraulic. After touchdown the stab trim is reset
automatically to zero.
Horizontal Stab. Priorities:
ELAC 2 ELAC 1 SEC 2 SEC 1 (same as elevators)
Green and Yellow hyd., 3 electric motors
Roll Control – provided by ailerons and spoilers. Electrically controlled by ELAC
(ailerons) or SEC (spoilers) and hydraulically actuated.
Ailerons – Each aileron is powered by Green and Blue hyd. and has two
actuators (one active and the other damping). The ailerons droop 5° when the
flaps are extended. If both ELAC’s fail then droop is deactivated and the ailerons
streamline and only spoilers are used for roll control.
Aileron priorities:
ELAC 1 ELAC 2
Green and Blue hyd.
Spoilers – Five spoilers are installed on each wing. From the wing root to wing tip
they are numbered 1 through 5. All are used as ground spoilers. Numbers 2
through 5 (the 4 outboard spoilers) provide roll control. The middle three (2 – 4)
provide in-flight speed brakes. If a SEC fails the spoiler(s) it controls is
automatically retracted (if extended) and that spoiler(s) deactivated. There is no
reversion to other computers.
Spoiler priorities:
Spoilers 1 & 2 - SEC 3, Yellow and Green
Spoilers 3 & 4 - SEC 1, Yellow and Blue
Spoiler 5 - SEC 2, Green
Speedbrakes and Ground Spoilers
Green SPD BRK memo on ECAM when speedbrakes extended. Flashes amber
when thrust is applied with speedbrake extended.
US Airways Airbus A319, A320, A321 Notes
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Speedbrake extension inhibited when (SAFE-T):
S - SEC 1 & 3 fail
A - Angle of Attack protection active (α prot) or ALPHA FLOOR active
F - Flaps at FULL setting (also config 3: A321)
E - Elevator (L or R) fails (spoilers 3 and 4 only)
T-TOGA on thrust levers (OK, really above MCT but you better be in the TOGA
detent if you are above MCT!)
If speedbrakes out when inhibited they will automatically retract. Must restow
speedbrake handle for 10 seconds to regain. Do not use speedbrakes below
1000’ AFE.
If one speedbrake on one wing fails the corresponding one on the other wing will
be inhibited for symmetry.
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