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复习资料
Review (23-jun-09 by li zhen zhen)
CH 00 & CH 24
1. CFRP is mainly used for primary structures, whilst AFRP and GFRP are only used for secondary structures.
2. In normal operation, only green lights and sometimes blue lights are illuminated.
3. The annunciator light test unit is located at the right side of electronic avionics compartment.
4. The engine sectionbase number is 40.
The landing gear section base number is 50.
The general belly fairing section base number is 60.
5. The C/Bs with a yellow cap must be tripped when flying on batteries only.
6. IDG FAULT light come on in case of overheat or low pressure dectection.
The low pressure warning is inhibited, for IDG input speed below 2000 RPM(Normal input speed range: between 4500 and 9120 RPM).
7. To disconnect the IDG from the accessory gearbox, the IDG pushbutton must be pressed.
8. When the filter is clogged, the relief valve opens.
9. In cold conditions, the cooler bypass valve opens;As the oil warms up, the cooler bypass closes.
10. The priorities of AC distribution are:
1 - GEN 1 (2) on AC BUS 1 (2)
2 - EXT PWR even with one engine generator still running.
3 - APU generator
4 - The remaining engine generator.
11. Generators are never connected in parallel on the same bus.
12. The AC ESS BUS is normally supplied by AC BUS 1, or by AC BUS 2 if AC BUS 1 fails.
13. If AC BUS 1 and 2 are lost above a given airspeed (100Kts), the Ram Air Turbine will extend automatically.
14. When blue hydraulic system is pressurized, a loss of AC BUS 1 and AC BUS 2 and a speed higher than 100 knots, the EMER GEN TEST pushbutton is pressed in, RAT extension is inhibited.
15. A Static Inverter transforms the DC from battery 1 into 115V, 400Hz, single phase AC.
16. (V between 50 and 100 Kts) The AC ESSential Bus is supplied by the Static Inverter and the AC STATIC Inverter Bus is also supplied by the Static Inverter. This bus is used for the APU fuel pump supply.
17. Overheat of Static Inveter will be monitored by The Battery Charge Limiter (BCL).
18. Each Transformer Rectifier control logic consists of an overheat protection and a minimum current flow detection to isolate the distribution circuit from the Transformer Rectifier.
19. The Transformer Rectifier protection reset is possible either from the Centralized Fault Display System via MCDU or from the pusbutton located in the avionics bay.
20. The voltmeters, located on the main control panel, give battery voltage indication even in a cold aircraft configuration.
21. The DC battery BUS supply from DC BUS1, DC BUS2 and BATTERY.
22. The DC ESS BUS is supplied by the DC BAT BUS. In an emergency, it is supplied either by BAT 2 or by the ESS Transformer Rectifier.
23. When the EMER GEN is available, it supplies the AC ESS BUS and via ESS TR, the DC ESS BUS.
24. If the External Power parameters are correct, the indicator lights on the external power receptacle and the EXTERNAL POWER AVAILABLE light on the cockpit overhead panel come on.
25. External power is available but not in use and while MAINT BUS SWITCH is on, Only the AC and DC GRND Buses are supplied.
26. The MAINT BUS switch is located in the forward galley area (ceiling panel).
27. The Ground Power Control Unit (GPCU) is supplied by the Ground Cart through the External Power receptacle and receives a back-up supply from the DC BAT BUS
28.
29. If the Generator Control Unit detects a generator overload, the GALLEY FAULT light comes on. In this case the galleys have to be manually cut off.
30. As soon as refuel door is opened, Refueling busbars are then supplied by service bus. When supplied by HOT BUS, it will be closes after 10mn, refueling power is automatically cut off even if refuel door is still open.
31. The GPCU is the interface between the GCUs and the CFDIU.
24-JUN-09
CH 31
1． The EIS (Electronic Instrument Systems) presents data for:
- Electronic Flight Instrument System (EFIS).
- Electronic Centralized Aircraft Monitoring (ECAM).
The 6 Display Units (DUs) are identical and interchangeable
2． ATTENTION GETTERS-- The warning messages are accompanied by either a MASTER WARNING, or a MASTER CAUTION and an aural warning.
3． MASTER WARNING LIGHT is flashes red for any red warning
MASTER CAUTION LIGHT comes on amber for level 2 amber warning.
4． The displays can be transferred automatically if a system failure is detected. It is also possible to transfer them manually. See attached
5． Each FWC generates all warning messages to be displayed and supplies the attention getters. It also computes the flight phases and provides aural warnings
6． The SDACs acquire most of the signals used to display system pages and used by the FWCs to generate amber warnings
7． System Display: The upper area displays system or status pages, the lower area permanent data.
8． The Gross Weight (GW) is shown in green. It is inhibited before flight phase 2 and after flight phase 9.
9． The cruise page is only automatically called in flight.
10． At the bottom of the System Display, permanent data is always displayed whatever the page presented. TAT, SAT, G LOAD, TIME & GW.
11． The flight phases are computed by the FWCs.
12． The ENG page appears during the Engine start sequence and it will be replaced by the WHEEL page after the Engine start sequence.
13． FLIGHT PHASE 1: DOOR/OXY PAGE
FLIGHT PHASE 2: WHEEL PAGE -- The FLT/CTL page replaces WHEEL page for 20 seconds when either sidestick is moved or when rudder deflection is above 22 degrees
FLIGHT PHASE 3,4,5: ENGINE PAGE-- T.O INHIBIT is displayed on the E/W display.
FLIGHT PHASE 6: CRUISE PAGE -- The CRUISE page appears as soon as SLATS are in and the engines are no longer at take-off power. It disappears when the L/G is selected down (WHEEL page back). The T.O inhibit message disappears. The CRUISE page is also displayed on ground when an ANN LT TEST is performed.
FLIGHT PHASE 7: WHEEL PAGE -- LDG INHIBIT is displayed on the E/W display
FLIGHT PHASE 8: WHEEL PAGE -- LDG INHIBIT is displayed on the E/W display
FLIGHT PHASE 9: WHEEL PAGE -- The LDG INHIBIT message disappears
14． FLIGHT PHASE 10: DOOR PAGE -- 5 minutes after 2nd engine shutdown, the FWC starts a new flight leg in phase 1
15． EMER CANC
When pressed :
1 - Any present aural warning is cancelled.
2 - In case of a red WARNING, the MASTER WARNING and ECAM message remain displayed.
3 - In case of an amber CAUTION, the MASTER CAUTION and ECAM messages are cancelled for the rest of the flight.The STATUS page is automatically called with the white "CANCELLED CAUTION" message and the failure title
16． The EMER CANC inhibition can be manually restored by pressing RCL for more than 3 sec.
17． CLR button of ECAM control panel comes on as long as a WARNING/CAUTION message or a STATUS message is present on the ECAM DU
18． The RCL pushbutton allows the crew to recall warnings, When pressed, the WARNING/CAUTION messages which have been cancelled are recalled
19． The alerts are classified in three levels. They depend on the importance and urgency of the corrective actions required.
- Level 3: warnings (highest priority)
- Level 2: cautions
- Level 1: cautions
- Status messages
20． The failures may be of three different types, independently of their classification. There are 3 separate types of warnings or cautions:
- those associated with an independent failure,
- those associated with a primary failure,
- those associated with a secondary failure
21． The titles of the system pages corresponding to the secondary failures are indicated on the lower right part of the E/WD by an asterisk.
22． The flight mode Annunciator (FMA) provides basic information concerning flight management and guidance system operation
23． ROSE/NAV -- The ROSE/NAV mode displays a 360 degree dynamic pattern which provides the aircraft position with respect to the flight plan.
ARC MODE -- The ARC mode displays a forward 90 degree dynamic pattern which provides the aircraft position with respect to the flight plan.
The PLAN mode displays a true North up oriented static map
24． DU receives digital signals from its related DMC through a Master DSDL, and through four digital buses for the weather radar link.
25． The three DMCs receive aircraft system data on ARINC 429 buses, and weather radar information on ARINC 453 high speed bus.
26． The ECAM Control Panel outputs discretes for the Clear (CLR), Recall (RCL), Status (STS) and EMERgency CANCEL keys wired to the FWCs, and for the ALL key wired to the DMCs
27． FAILURE OF ONE FWC -- There is no operational consequence due to the redundancy of the EIS system.
28． The Electrical Clock is located on the right center instrument panel and provides Universal Time Coordinated (UTC), Elapsed Time (ET), Chronometer and Date
25-JUN-09
CH 31
1. Centralized Fault Display System (CFDS) which monitors the BITE data in order to record the system failures through the CFDIU.
2. All the information necessary for maintenance and troubleshooting is memorized in a Non Volatile Memory (NVM).
3. The Centralized Fault Display Interface Unit (CFDIU) consists of two distinct channels:
- A NORMAL CHANNEL which ensures all the functions.
- A STANDBY CHANNEL which permits restricted operation when the normal channel is faulty.
4. the CFDIU dialogues with one Multipurpose Control and Display Units (MCDUs) at a time
5. Two CFDS modes are available. The NORMAL MODE is always active except on ground when the MENU MODE is selected.
6. In flight the CFDS always operates in the normal mode.
7. MENU MODE can only be selected on ground and interrupts the normal mode of operation.
8. The POST FLIGHT REPORT (PFR) is the sum of the LAST LEG REPORT and of the LAST LEG ECAM REPORT.
9. The POST FLIGHT REPORT（PFR） can only be printed on ground.
10.
11. The failures are classified according to their importance:
- Class 1 failures are the most serious ones and require an immediate maintenance action subject to the Minimum Equipment List (MEL).
- Class 2 failures may have consequences if a second failure occurs. A maintenance action is necessary at the next adequate opportunity.
- Class 3 failures can be left uncorrected until the next scheduled maintenance check.
12. Type 1 System -- Most systems are type 1 systems. These systems can memorize failures occured in the last 64 flight legs. Type 1 systems are connected to the Centralized Fault Display Interface Unit (CFDIU) via an ARINC 429 input bus and an ARINC 429 output bus.
Type 2 System -- Type 2 systems memorize only failures from the last flight leg. The discrete signal is provided to initiate the test of the system
Type 3 System -- TYPE 3 systems are simple systems linked to the CFDS by only two discrete signals. Type 3 systems cannot memorize failure messages.
13. You can display the class 1 failures on the Multipurpose Control and Display Unit (MCDU):
- in the LAST (or CURRENT) LEG REPORT.
- in the LAST (or CURRENT) LEG ECAM REPORT.
Refer to the Minimum Equipment List (MEL): "GO", "GO IF" or "NO GO".
14. Class 1, Class 2 & Class 3 failures can be display on the AVONICS STATUS page of MCDU
15. Class 2 failures have no immediate operational consequence and can be displayed on request on the ECAM STATUS page, under the MAINTENANCE title. You can display the class 2 failures on the MCDU:
- in the LAST (or CURRENT) LEG REPORT.
- in the LAST (or CURRENT) LEG ECAM REPORT.
A class 2 failure has to be repaired within 10 days. Refer to the MEL: "GO" without condition.
16. Class 3 failures have no operational consequence. All aircraft systems remain available. You can display the name of the systems affected by at least a class 3 failure in the AVIONICS STATUS. Do not refer to the MEL
17. On ground, all the functions are available.
In flight, only CURRENT LEG REPORT and CURRENT LEG ECAM REPORT are available. Note that the CFDS menu comprises two pages.
18. Note that red stripes on the paper indicate end of roll.
19. The SSFDR is automatically supplied from the first engine start up to five minutes after the last engine shutdown. The GrouND ConTroL (GND CTL) pushbutton enables the SSFDR to be supplied, via the power interlock circuit, when the aircraft is on the ground for preflight check before engine start or for test and maintenance purposes.
20. Maintenance has to be performed at determined time intervals to replace the battery of the ULB.
21. FLIGHT PHASE 6: CRUISE PAGE disappears when the L/G is selected down (WHEEL page back).
22. To test the clock, the annunciator light switch must be set to TEST.
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