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one, as there were two pages which could be applicable for the aeroplane concerned and
which could only be assigned on the basis of the accomplished SERVICE BULLETINS (SB).
In addition to the serial numbers the aeroplanes are distinguished by the status of their equipment
with the validity of the documents for the individual aeroplanes being shown by a consecutive numbering
in conjunction with the term "EFFECTIVITY".
Page 2 of the AWM 27-92-19, Feb. 01/91 shows an effectivity range of 013 up to 018 (bottom left).
The designation POST SB001012 below the effectivity range 013018 on the bottom left means that
this WD applies only to aeroplanes whose effectivity is within the range of 001 to 012, if the SB27-
BFU German Federal Bureau of Aircraft Accidents Investigation
5X004-0/01 13
1030 has been accomplished; the accomplishment being indicated on the bottom right. The aeroplane
concerned had the effectivity 017 and the SB 27-1030 had not been accomplished, therefore
page 2 was applicable.
This page is applicable to all aeroplanes with an effectivity range of 013 to 018 and 001 to 012,
provided on the latter the SB27-1030 has been accomplished.
BFU German Federal Bureau of Aircraft Accidents Investigation
5X004-0/01 14
This page is applicable among other things to aeroplanes within an effectivity range POST SB
from 001 to 034, provided the SBs listed on the right-hand side have been accomplished.
Page 4 shows the effectivity range from 001 to 034 following the desgination POST SB, this means
that this range applies only to aeroplanes on which the SBs indicated on this page on the bottom
right have been accomplished. Although the aeroplane concerned was within this range, only the
SB27-1084 had been accomplished, but not the SB27-1030, thus the page was not applcable to
this aeroplane. Erroneously the mechanics thought page 4 to be applicable as the SB 27-1084 had
been accomplished on this aeroplane.
On this aeroplane there was a further particuliarity concerning the wiring between the sidestick plug
and the ELAC. All pairs of wires consist of a red and a blue wire which are twisted round each
other. As can be seen from the AWL the twisted pairs are always assigned in an alphanumerical
sequence of the plug segment coordinates in the order red / blue, except for the twisted pairs 0603
and 0597 which were - opposite to the normal arrangement - assigned to the pins 3C/3D and
15J/15K in the sequence blue / red.
According to an information given by the manufacturer in response to an inquiry, Airbus Industry
intend to achieve a uniform wiring for all “fly by wire“ aeroplanes. From a certain type series,on the
wiring of the A 320 series was planned to be identical with the wiring of the A 330 and A 340 aeroplanes,
an interchange of colours was accepted for a certain transition period. The aeroplane concerned
belonged to the transition series as could be seen from the Aircraft Wiring List.
BFU German Federal Bureau of Aircraft Accidents Investigation
5X004-0/01 15
This AWL shows the standard assignment of the pins 3C/3D on the plug segment AA in the area with
the dark background. This assignment is applicable to most aeroplanes of the fleet except for the
aeroplanes with an effectivity range from 001 to 018, which would have applied also to the aeroplane
concerned. For this aeroplane the assignment of the pairs of wires 0603 and 0597 with an interchange
of colours blue/red instead of red/blue shown on a white background is effective.
After completion of the reconnection work during the night shift from 19 to 20.03.2001 a functional check
was carried out. During this check an error message on the ELAC no. 1 appeared. With the error search
a faulty connection of the bridge on the plug segment AA was found and corrected. The mentioned error
message, however, did not relate to the original complaint. Afterwards a functional and control system
check was conducted simultaneously by an aeroplane electronic technician with a B2 qualification and
an aeroplane electronic technician with a B1 qualification.
The functional check was conducted on the right hand sidestick only, although the wiring on the left side
was affected as well. The check was carried out using the “AIRCRAFT MAINTENANCE MANUAL“
(AMM). The following instruction had to be adhered to: “Push the FLT CTL ELAC 1 (2) pushputton
switch. – Move the side-stick around in its two axis from stop to stop”. Following the functional
check, an ELAC system test, a LAND test as well as an EFCS 182 GROUNDSCANNING with hydraulic
pressure were done and afterwards the aeroplane was cleared for operation with a “Release to
Service“.
All the accomplished work was documented in the copied “Actions“ column of the work done by the
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