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voice messages. While two aural tones may be heard simultaneously, two voice messages
cannot. Some aural alerts may be silenced by pressing the MASTER WARNING/CAUTION
switch/lights. The table that follows identifies the aural alerts produced by the EICAS.
AURAL/VISUAL WARNING SYSTEM
Description
Vol. 2 03−10−25
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
ENGINE INDICATION AND CREW ALERTING SYSTEM (CONT'D)
Aural Tones and Alerts
TONE ASSOCIATED WITH
WARBLER STALL
FIRE BELL FIRE WARNING
CLACKER VMO/MMO, FLAP OVERSPEED
CLACKER “DRUM ROLL” EXCESSIVE STAB TRIM MOVEMENT
CAVALRY CHARGE AUTOPILOT DISCONNECT
HORN ANY GEAR NOT DOWN
C-CHORD ALTITUDE ALERT
DOUBLE C-CHORD VERTICAL TRACK ALERT
TRIPLE CHIME (WARNING) WARNING MESSAGE
SINGLE CHIME (CAUTION) CAUTION MESSAGE
“VOICE MESSAGE” EICAS WARNINGS, TAWS
Several aural alerts cannot be silenced by pressing the MASTER WARNING/CAUTION
switch/light. They can only be silenced when the related situation is corrected or otherwise
acknowledged. These aural alerts include:
• Stall warning;
• Terrain avoidance warnings (TAWS);
• Overspeed;
• Trim clacker;
• Takeoff configuration warnings;
• Autopilot cavalry charge;
• Landing gear horn;
• Altitude alert C-chord;
• Vertical track alert; and
• SELCAL – this aural is sounded twice, then silenced.
Aural Warning Testing
The AURAL WARN TEST switch, located on the miscellaneous panel, is used to test the audio
outputs of the DCUs. The switch is spring-loaded to the neutral position, and must be held in the
1 or 2 position to enable the test to operate. While held in either position, the aural and voice
warnings are sounded sequentially.
AURAL/VISUAL WARNING SYSTEM
Description
Vol. 2 03−10−26
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
ENGINE INDICATION AND CREW ALERTING SYSTEM (CONT'D)
Miscellaneous Panel
Figure 03−10−22
Aural Warning Disable
An aural warning disable panel, located on the copilot’s side console, includes two guarded
switch/lights, one for each DCU. The switches are used to disable the aural warning function of
a DCU should it become inoperative, thereby preventing false aural alerts. The terrain
awareness warning system (TAWS) and traffic collision avoidance system (TCAS) aural
warnings cannot be disabled by this function.
AUDIO WARNING Panel
Figure 03−10−23
Reversionary Control
Reversionary control includes automatic and manually-operated reversion functions, to ensure that
EICAS data continually remains available to the crew.
The automatic reversionary function monitors the operation of the MFD on which the EICAS page
is shown. Should this MFD fail, the system automatically reconfigures the opposite MFD to show
the EICAS page.
The crew can also manually manage display configuration via the EICAS selector and the L (R)
DISPLAYS selectors on the reversionary control panel.
AURAL/VISUAL WARNING SYSTEM
Description
Vol. 2 03−10−27
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
ENGINE INDICATION AND CREW ALERTING SYSTEM (CONT'D)
EICAS Selector
The EICAS selector positions are; BOTH PFD’s, L MFD and R MFD. The selector is normally in
the L MFD position. This locks the left MFD into a split window configuration, placing the EICAS
page in the upper window.
Similarly, if the selector is moved to the R MFD position, the right MFD is locked into a split
window configuration, with the EICAS page in the upper window.
Placing the selector to the BOTH PFD’s position causes any display, currently configured as a
PFD, to include EICAS data. As a result, the display shows flight, navigation and EICAS data in
a compressed format.
EICAS Selector moved to Right MFD
Figure 03−10−24
AURAL/VISUAL WARNING SYSTEM
Description
Vol. 2 03−10−28
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
ENGINE INDICATION AND CREW ALERTING SYSTEM (CONT'D)
EICAS Selector moved to BOTH PFD’s
Figure 03−10−25
L (R) DISPLAYS Selector
L DISPLAYS and R DISPLAYS selectors are used to control the basic configuration of the
associated PFD and MFD. Selector positions are; NORM, MFD REV and PFD REV. Each
selector is typically left in the NORM position, causing the on-side outboard display to operate
as a PFD, and the inboard display to operate as an MFD.
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