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Flight controls revert to Alternate 2 law (without high and low speed protection). On both PFDs :
The "SPD LIM" flag is shown ; no VLS and no VSW is displayed. This situation is latched, until a
PRIM reset is performed on ground, without any hydraulic pressure.
However, if the anomaly was only transient, the autopilot and the autothrust can be re-engaged
when the disagree has disappeared.
ONE ADR IS CORRECT, BUT THE OTHER TWO ADRS PROVIDE THE SAME ERRONEOUS
OUTPUT, OR IF ALL THREE ADRS PROVIDE CONSISTENT AND ERRONEOUS DATA :
The systems will reject the "good" ADR and will continue to operate normally using the two "bad"
ADRs. This condition can be met when, for example, two or all three pitot tubes are obstructed at
the same time, to the same degree, and in the same way. (Flight through a cloud of volcanic ash,
takeoff with two pitots obstructed by foreign matter (mud, insects)).
The following chart provides a non-exhaustive list of the consequences of various cases of
partially or totally obstructed pitot tubes and static ports on airspeed and altitude indications. It
should be noted that the cases described below cover extreme situations (e.g. totally obstructed or
unobstructed drain holes), and that there could be multiple intermediate configurations with similar,
but not identical, consequences.
FAILURE CASE CONSEQUENCES
Water accumulated due to heavy
rain. Drain holes unobstructed.
Transient speed drop until water drains. IAS
fluctuations. IAS step drop and gradual return to normal.
Water accumulated due to heavy
rain. Drain holes obstructed.
Permanent speed drop.
Ice accretion due to pitot heat failure, or transient pitot
blocked due to severe icing. Unobstructed drain holes.
Total pressure leaks towards static pressure.
IAS drop until obstruction cleared/fluctuation,
if transient erratic A/THR is transient.
To be continued on next page
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
NAVIGATION
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Continued from previous page
Ice accretion due to pitot heat failure, or pitot obstruction
due to foreign objects. Obstructed drain holes.
Total pressure blocked.Constant IAS in
level flight, until obstruction is cleared.
In climb, IAS increases. In descent, IAS decreases.
Abnormal AP/FD/ATHR behavior :
a. AP/FD pitch up in OPN CLB to hold target IAS.
b. AP/FD pitch down in OPN DES to hold target IAS
Total obstruction of static ports on ground. Static pressure blocked at airfield level. Normal
indications during T/O roll. After lift-off altitude remains
constant.IAS decreases, after lift-off.IAS decreases, when
aircraft climbs.IAS increases, when aircraft descends.
The above table clearly illustrates that no single rule can be given to conclusively identify all
possible erroneous airspeed/altitude indications cases.
ADR CHECK PROC / UNRELIABLE SPEED INDICATION QRH PROCEDURE
Criteria: S18144, LR
Applicable to: , , , , ,
INTRODUCTION
The UNRELIABLE SPEED INDICATIONS / ADR CHECK PROC procedure has two objectives: to
identify and isolate the affected ADR (s), and, if not successful, to fly the aircraft until landing using
the Back-Up Speed Scale (BUSS) and the GPS altitude information.
It includes the following steps:
1. Memory items
2. Trouble shooting and isolation
3. Flight using the BUSS.
WHEN TO APPLY THIS PROCEDURE?
The flight crew may enter this procedure, either upon ECAM request (ADR DISAGREE or
ANTI-ICE PITOT caution), or because he suspects an erroneous indication, without any ECAM
warning.
Erroneous speed/altitude indication can be suspected by:
1. Speed discrepancy (between ADR1, 2, 3, and standby indication)
2. Fluctuating or unexpected increase/decrease/permanent indicated speed, or pressure altitude.
3. Abnormal correlation of basic flight parameters (IAS, pitch, attitude, thrust, climb rate) :
• IAS increasing, with large nose-up pitch attitude
• IAS decreasing, with large nose down pitch attitude
• IAS decreasing, with nose down pitch attitude and aircraft descending
4. Abnormal AP/FD/ATHR behavior
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
NAVIGATION
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5. STALL warning, or OVERSPEED warnings, or a Flap RELIEF ECAM message, that contradicts
with at least one of the indicated speeds.
• Rely on the stall warning that could be triggered in alternate or direct law. It is not affected by
unreliable speeds, because it is based on angle of attack.
• Depending on the failure, the OVERSPEED warning may be false or justified. Buffet,
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