曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

Ground Spoilers are armed by raising the Speed Brake Lever. The speed brake
lever does not move with auto extension.
Ground Spoilers extend automatically:
Partial Extension – On landing –
Reverse selected on at least one engine with other at or near idle –and– one
main landing gear strut compressed
Full Extension – On landing or on takeoff above 72 kts. (rejected takeoff) –
Both thrust levers at idle (spoilers armed) –or–
Reverse thrust selected on at least one engine with other at idle (spoilers not
armed) and both mains compressed.
Rudder – Rudder controls yaw. FAC 1 & 2 provide electric control through trim
motors and hydraulically actuated. Mechanically controlled by rudder pedals if
FAC’s fail. Rudder deflection is normally limited according to airspeed but during
dual FAC failure full rudder deflection is available when the slats extend. Rudder
trim is automatic but can be done manually using electric RUD TRIM switch. A
rudder trim RESET pb will reset the rudder to 0 trim (not available during
autopilot operation).
ELACs sends signals to FACs and FACs compute yaw damper and turn
coordinations. No feedback (rudder pedal movement) during yaw damper
corrections or turn coordination. The rudder is not computer controlled to the
extent of the rest of the flight controls. It is assisted by the ELAC but does not
have the level of “fly-by-wire” that the roll and pitch axis do.
US Airways Airbus A319, A320, A321 Notes
32
FAC – think of a southern Dragnet, “just the FACs y’all”
Y – Yaw functions, normal and alternate yaw
A – Angle of Attack (flight envelope protection - AoA, High and Low speed limits)
W – Windshear
L – Low Energy warning (speed, speed)
α Prot – Alpha Protection, Angle of attack protection speed, top of amber tiger
stripe
A – Angle of Attack instead of Load Factor (g’s)
S – Speedbrakes retract
A – Autopilot disconnects
P – Pitch trim inhibited
Flaps
The flap handle has a “trigger” that must be squeezed to allow the flaps to move
out of detent with balks at 1 and 3 to prevent “overshoot”. The flaps will only
provide the configurations that are allowed for each detent, there is no “in
between the detents” positioning. The flap handle controls both flaps and slats.
Controlled by two Slat Flap Control Computers (SFCCs).
Both flaps and slats are powered by two hydraulic systems, flaps by green and
yellow and slats by green and blue. If any hydraulic system fails leaving only one
hydraulic system powering either slats or flaps the single powered control will
extend and retract at half speed. If only one SFCC is functional the flaps and
slats will operate at half speed.
The flaps have 5 selected positions: 0, 1, 2, 3 and FULL.
Takeoff is allowed with 1, 2 or 3
Landing is allowed with 3 or FULL
Note: when landing with Flaps 3 the LDG FLAP 3 pb on the GPWS overhead
panel should be selected ON to prevent GPWS flap warnings when landing and
also CONFIG 3 selected in PERF APPR for proper approach numbers.
US Airways Airbus A319, A320, A321 Notes
33
The flap position numbers are just that, position numbers, they do not
correspond to degrees of flaps (or slats) and in fact each model (the A319, A320
and A321) has slightly different flap deflection schedules for certain flap lever
positions. For example, Flaps FULL for the A319 is 40°, A320 is 35° and the
A321 is 25°. The A321 also has additional slots built into the flaps to provide
additional lift at slower speeds. Procedures remain the same for all models
except for higher flap speeds on the A321. The flap “indicator” is in the E/WD
and shows the amount of extension for both slats and flaps, with three positions
for the slats and four positions for the flaps.
Flaps 0 (zero) is flaps “UP” with all trailing and leading edge flap devices fully
stowed.
Flaps 1 is a “hybrid” with two separate configurations for the same Flaps 1
handle position. However, from a pilot standpoint the difference is transparent as
the flap handle is treated the same. Flaps 1 position will provide flaps 1+F for
takeoff and anytime you are retracting flaps from a higher setting (2, 3 or FULL).
Any other time Flaps 1 will provide Flaps 1 (how about that?). OK, so what is the
difference between Flaps 1 and Flaps 1+F? Glad you asked, simply this, the
trailing edge flaps. The trailing edge flaps make up the +F as Flaps 1 is slats only
in the initial position. During Flaps 1+F the slats and flaps will extend to initial
　
中國航空網 www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：航空資料4(162)