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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:
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• at the level of the EFCSs:
o switch to alternate 2 control law,
o unavailability of the rudder deflection limitation function which occurs, when
applicable, ten seconds later.
• at the level of the AFS:
o unavailability of the autopilot,
o unavailability of the auto-thrust,
o unavailability of the flight director function,
o unavailability of the characteristic speeds calculation function,
o unavailability of the reaction to wind shear detection function.
o 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.
o 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 but this flag does not appear. The
display of these flags is not captured by the CMC that the aircraft was equipped with.
o ADIRU2 (1FP2) (2 h 11)
ATA: 341234
Source: IR2
Identifiers: *EFCS1, IR1, IR3
Class 1, HARD
This message has not been fully explained at this stage of the investigation. It was generated
by IR 2, but it is possible that the correlation window had been opened by EFCS 1 via a
class 2 message.
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o FMGEC1 (1CA1) (2 h 13)
ATA: 228334
Source: AFS
Identifiers: -
Class 1, INTERMITTENT
This message has not been fully explained at this stage of the investigation. The fact that it
was “INTERMITTENT” means that the fault was detected for less than 2.5 seconds.
1.16.2.5 Partial conclusion
At this stage of the investigation, the messages analysed allow us to conclude that various
monitoring processes were triggered. At least one of them corresponds to an inconsistency
in the speed measurements. Several of the cockpit effects messages recorded could
correspond to the consequences of these monitoring processes:
• AUTO FLT AP OFF,
• AUTO FLT A/THR OFF,
• AUTO FLT REAC W/S DET FAULT
• F/CTL RUD TRV LIM FAULT,
• F/CTL ALTN LAW,
• FLAG ON CAPT (F/O) PFD SPD LIM,
• FLAG ON CAPT (F/O) PFD FD.
Note: the CFR was designed to facilitate maintenance operations; it is therefore not intended to be
used for investigation purposes.
1.17 Information on Organisations and Management
1.17.1 Preparation of flights within Air France
Two units take part in the preparation of flights:
• the Central Flight Study service, responsible for drawing up the flight dossier,
• the departure station, responsible for providing the crew with the flight dossier, which
may be supplemented with local information ("departing flights" function).
An operational flight dossier is made up of three parts:
• part A containing, in particular, the operational flight plan or plans and the ATC flight
plan, the aeronautical information (NOTAM),
• part B containing the regulatory meteorological charts (TEMSI, wind and temperature
charts) as well as supplementary CAT charts at different flight levels,
• part C containing a chain of meteorological information consisting of TAF and
METAR as well as SIGMET.
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1.17.1.1 Central flight study service
The central flight study service is organised into three entities located within the Operations
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