实际工作中经常遇到“航段”——Flight Phase 这个概念。有时候对我们了解故障发生的时机、判断故障有很大帮助。今天来简单介绍下,并分享一个特殊案例。
最常见的是在航后报告中,然后是各种飞机预设报文里,如下图:
Flight Phase由谁决定,FDIMU?实际上,“航段”是FDIMU根据FWC预设的航段逻辑来划分的。如下图,一共10个航段。每一个航段有自己的判断限制。
再详细解释,每个航段的判断逻辑为如下,因为懒我就不逐条翻译,相信大家也能看懂: Flight phase 1: from Elec power ON to 1st engine start
- Aircraft on ground,
- Engine 1 and 2 not running,
- Aircraft not in flight phase 10. Flight phase 2: from 1st engine start to 1st engine take-off power
- Aircraft on ground,
- Aircraft speed below 80kt,
- Engine 1 or 2 running,
- Engine 1 or 2 not at take-off power. Flight phase 3: from 1st engine take-off power to speed increasing to 80kt
- Aircraft on ground,
- Aircraft speed below 80kt,
- Engine 1 or 2 at take-off power. Flight phase 4: from speed up to 80kt to lift off
- Aircraft on ground,
- Engine 1 or 2 at take-off power,
- Aircraft speed greater than 80kt. Flight phase 5: from lift off to 1500ft (climb)
- Aircraft in flight,
- Engine 1 or 2 at take-off power,
- Radio Altitude not failed,
- Radio Altitude < 1500ft. Flight phase 6: from 1500ft to 800ft (cruise)
- Aircraft in flight,
- Aircraft not in flight phase 5 (see above conditions),
- Aircraft not in flight phase 7 (see below conditions), Flight phase 7: from 800ft to touch down (descent)
- At least one RA is available (i.e. not invalid data),
- Engine 1 or 2 not at take-off power,
- RA altitude < 800 ft (with 1500 ft previously recorded during the flight), Flight phase 8: from touch down to speed reducing to 80kt
- Aircraft on ground,
- Aircraft speed up to 80kt,
- Engine 1 or 2 not at take-off power. Flight phase 9: from speed = 80kt to 2nd engine shut down
- Aircraft on ground,
- Aircraft speed below 80kt,
- At least one engine running,
- Engine 1 or 2 not at take-off power,
- Flight phase 3 or 8 memorized. Flight phase 10: from 2nd engine shut down to 5mn after
- Aircraft on ground,
- Engine 1 and 2 not running,
- Flight phase 9 previously memorized. 再进一步。我们需要知道: 1、飞机是否On ground,是根据起落架是否压缩及锁定、RA高度来识别的。 2、航段5的时限是两分钟,如果飞机之后还在空中,则自动切换为航段6。当然航段5本身还有其他的判断逻辑,后面再讲。 3、航段7的时限是三分钟,如果飞机之后还在空中,则自动切换为航段6。 4、航段10的5分钟之后,将自动切换为航段1。
再再进一步。我们将航段识别的逻辑再细分,可以看到有些航段还分了a/b。如下图。a和b在信息发动时用(跟Type1/2/3系统相关),不多讲——因为具体俺也弄不太清楚——害羞状,希望大神后续补充。只截一张AMM的图,有兴趣自己看。
再再再进一步。飞机什么时候算是在第6航段呢?你可以说是飞机在空中,然后又不在5和7航段咯。这样不精确,我们看下图,第6航段的判断是以垂直升降率和飞行高度来决定的。即垂直升降速度大于等于400FT/M,且高度大于10000FT。至于航段5里面的细分还跟缝翼的位置有关。
再再再再进一步。我们再回顾下,不同航段时驾驶舱系统页面的显示情况,如下图。当然这是指自动显示的情况,不包括手动切换。第2阶段比较特殊,是其他系统有操作的情况(如蹬方向舵偏转大于22°时,阶段2的显示自动从轮页面切换为飞控页面)。
最最最后,再再再再再分享一个案例。我们之前说过,航段信息有时候在排故时可能会有所帮助。例如航后报告里RA的故障信息出现在06航段,我们知道RA只在2500FT下工作,而06航段是在10000FT以上,那可以考虑是否是假信息呢。TSM中有些特定的故障也会提到出现的航段情况。 以下是一个特例,关于“Engine Stall”报文信息。有一次飞机在外站,报文收到REP06报,很奇怪的是飞机当时在地面已开舱,报文内容显示飞机也是在01航段,发动机也确实没有运转,所以不可能真的有发动机失速的情况。最终,通过调取当时的QAR数据,并根据报文的触发逻辑判断为相应发动机的主电门故障。由于案例特殊,估计发生情况也很少,这里不做赘述。
今天就这么多。诸君周末愉快。
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