曝光臺(tái) 注意防騙 網(wǎng)曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費(fèi)者

within the first 10 minutes after T/O, the sequence switches to SECONDARY
MODE. In this mode cabin pressure is scheduled at a nominal rate back to the
cabin pressure of the pre-pressurization sequence
Aborted
Takeoff
Memorized
Takeoff Altitude
Takeoff Sequence
(10 minutes at the latest)
Cabin Altitude
Cabin
Rate of Climb
Cabin
Cruise Altitude
Airplane Altitude
Scheduled
Cruise Altitude
GX_13_049
For Training Purposes Only
Sept 04
13-47
P I LOT T R A I N I N G GU I D E
INTEGRATED AIR MANAGEMENT SYSTEM
During this sequence in SECONDARY mode:
• The scheduled cabin pressure remains constant, equal to the scheduled cabin
pressure of the pre-pressurization sequence for 10 minutes or as long as scheduled
cabin pressure is lower than the theoretical cabin pressure
Memorized
Takeoff Altitude
Airplane
Altitude
Aborted
Takeoff
Cruise Altitude
Cabin Altitude
Cabin Cruise Altitude
Take Off Sequence
(10 minutes at the latest)
GX_13_050
P I LOT T R A I N I N G GU I D E
INTEGRATED AIR MANAGEMENT SYSTEM
13-48 For Training Purposes Only
Sept 04
FLIGHT SEQUENCES WITH FMS (PRIMARY MODE)
When the LGECU indicates that the airplane is in flight, the flight sequence with FMS
(primary mode) is initiated (except during the takeoff sequence).
PRIMARY mode is in use when the following conditions are met:
• AUTOPILOT and vertical navigation are engaged
• FMS information is valid
• LDG ELEV switch is set to “FMS”
During this sequence in primary mode:
• Climb – The scheduled cabin pressure takes the lowest value between theoretical
cabin pressure and destination landing pressure -300 feet. Theoretical cabin
pressure is computed from the airplane altitude cruise flight level received from
the FMS
Theoretical Cabin Altitude Schedule Table
Note: Primary mode of operation.
AIRCRAFT
ALTITUDE ZCTH DELTA P AIRCRAFT
ALTITUDE ZCTH DELTA P
-1000 -1300 0.17 26,000 2233 8.33
0 -600 0.32 27,000 2394 8.48
1000 -526 0.81 28,000 2573 8.61
2000 -452 1.27 29,000 2758 8.72
3000 -378 1.73 30,000 2951 8.83
4000 -304 2.17 31,000 3139 8.94
5000 -224 2.59 32,000 3286 9.05
6000 -144 3.00 33,000 3440 9.16
7000 -64 3.39 34,000 3595 9.26
8000 22 3.77 35,000 3756 9.35
9000 103 4.14 36,000 3918 9.44
10,000 189 4.49 37,000 4106 9.50
11,000 411 4.76 38,000 4306 9.56
12,000 503 5.09 39,000 4514 9.60
13,000 601 5.40 40,000 4748 9.62
14,000 705 5.69 41,000 4996 9.64
15,000 809 5.98 42,000 5261 9.64
16,000 919 6.25 43,000 5518 9.64
17,000 1029 6.51 44,000 5764 9.64
18,000 1146 6.76 45,000 6000 9.64
19,000 1262 7.00 46,000 6227 9.64
20,000 1385 7.22 47,000 6444 9.64
21,000 1514 7.44 48,000 6653 9.64
22,000 1643 7.64 49,000 6853 9.64
23,000 1784 7.83 50,000 7045 9.64
24,000 1925 8.01 51,000 7229 9.64
25,000 2073 8.18
For Training Purposes Only
Sept 04
13-49
P I LOT T R A I N I N G GU I D E
INTEGRATED AIR MANAGEMENT SYSTEM
The rate of climb is automatically limited to:
• 500 ft/min if airplane vertical speed is < 2300 ft/min
• 540 ft/min if airplane vertical speed is > 6000 ft/min
• Between the above values the cabin rate of change is proportional to airplane
vertical speed
• Descent – This sequence is initiated when the descent rate is > 500 ft/min for a
duration of more than 10 seconds. The scheduled cabin pressure takes the lowest
value between the theoretical cabin pressure and destination landing pressure -300
feet, plus barometric correction
The rate of descent is automatically limited to:
• 300 ft/min if airplane vertical speed is < 2300 ft/min
• 800 ft/min if airplane vertical speed is > 6000 ft/min
• Between the above values the cabin rate of change is proportional to airplane
vertical speed
-300 FT
Rate +500 ft/min
Both Outflow Valves
Full Open
TIME
ALTITUDE
P
Airplane Descent
Theoretical Aircraft
Descent Rate
Cabin Altitude
GX_13_051
P I LOT T R A I N I N G GU I D E
INTEGRATED AIR MANAGEMENT SYSTEM
13-50 For Training Purposes Only
Sept 04
FLIGHT SEQUENCES WITHOUT FMS (SECONDARY MODE)
When the LGECU indicates the airplane is in flight, the normal flight sequence is
initiated (except during the takeoff sequence).
During this sequence:
• Cabin pressurization is controlled with calculated rates of change according to
　
中國航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：龐巴迪挑戰(zhàn)者手冊(cè)8(73)