曝光臺 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者

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21. Simulated engine failure at V1
22. Single engine, Direct Law, Flaps 3 landing
23. Full reverse on the good engine during roll out
Revision 14.0 45
FLIGHT TEST DATA
A330-200 Flaps full, Gear down Vc=145KIAS
10.88
10.92
10.96
11.00
11.04
11.08
11.12
11.16
11.20
11.24
11.28
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Time (sec)
Altitude (kft)
ho= entry altitude
ho- 35’
ho- 75’
ho+ 115’
to Dt = 5.3 D t = 7.8
Source: Airbus Flight Test Data
Pitch rates: FBS 6o/sec 3.2o/sec
A330-200 Gear & Flaps Up Vc=250KIAS
10.90
10.95
11.00
11.05
11.10
11.15
11.20
11.25
11.30
11.35
0 1 2 3 4 5 6 7 8 9 10
Time (sec)
Altitude (kft)
ho= entry altitude
ho- 40’
ho- 68’
ho+ 172’
to Dt = 3.4 D t = 5.7
Source: Airbus Flight Test Data
Pitch rates: FBS 5.5o/sec 3.2o/sec
Revision 14.0 46
Data
Plots
Manevuer Q
(°/Sec)
Nz (G) Vc (Kts) D T
(Sec)
Alt Loss
(Ft)
D Zp
Vs (Ft)
4 F/Dn 3.2 1.38 146 7.8 82 -
3 F/Dn (Fbs) 6.0 1.44 145 5.3 52 115 (4)
9 Clean 3.2 1.76 250 5.7 68 -
10 Clean (Fbs) 5.5 1.83 250 3.4 40 172 (9)
A330-200 AIRCRAFT
The benefit of the FBS recovery for the A330-200 in the approach configuration was quite
apparent. The use of the full back stick resulted in only a 35 foot altitude loss below the
maneuver entry altitude. Whereas, the 3 degree/second rotation rate recovery resulted in a 75
foot altitude loss. More significantly however, the aircraft using the Full Back Stick (FBS)
recovery technique was only below the entry altitude for 5.3 seconds, whereas the 3 deg/sec
aircraft was below the entry altitude for 7.8 seconds. But most significant was that at the
point where the 3 deg/sec aircraft was just getting back to the entry altitude, the FBS aircraft
was 115 feet above the entry altitude.
In the clean descent configuration, altitude loss for the FBS recovery was 40 feet, as opposed
to 68 feet. The time below the entry altitude was 3.4 seconds as opposed to 5.7 seconds.
And finally, the FBS aircraft was 172 feet above the 3 degree/sec aircraft as it was just getting
back to the entry altitude.
Pilot Comments
SIMULATOR - Since the iron bird simulator cab is a non-moving cab, it was difficult to make
several repeatable runs at a specific pitch rate, notably 3.0 deg/sec. But what was learned
from the CFIT maneuvers was that better, more consistent recoveries were achieved by using
the Airbus recommended full aft stick technique. They provided the minimum altitude loss,
and the maximum climb rate, while minimizing pilot workload. At the completion of the
maneuver flown with full aft stick, there was always the feeling of precise pitch control, even
though the airplane was recovering from a maximum performance maneuver. The runs flown
using the airline AFM recommended Ònormal pull up to 17.5 degÓ, and climbs to SRS (speed
reference system) commands, gave more altitude loss and a slower climb. Additionally, the
pilot comments indicate that workload actually increases while trying to precisely hold pitch
attitude, and several bobbles and pitch overshoots were noted trying to get there. The time
spent trying to precisely maintain a pitch attitude could better be used building situational
awareness of position and clearance with terrain.
AIRCRAFT - This extensive series of CFIT avoidance maneuvers indicated to us, even
without reducing the data, that in the dark absence of situational awareness, the best possible
performance is obtained by using a full back stick technique.
Revision 14.0 47
Conclusion
The A320/330 full aft stick CFIT recovery vs 3 deg/sec pull gave better and more consistent
performance without any increase in risk of exceeding envelope parameters. No additional or
specific pilot training was necessary to perform the full aft stick recovery technique since the
FBW design provides excellent pitch rate and g control as well as excellent envelope protection
for stall, overstress, or overspeed.
Recommendations
A320/A330/A340 operators should use the manufacturers recommended full aft stick CFIT
recovery procedure.
B. Boeing B-777-300
SIMULATOR TEST CARD
Following briefings on the B777-300 flight control system, and CFIT avoidance procedures, 2
hours was spent in the simulator cab. This was done mainly for familiarization with switches
and controls, to get a basic feel for dynamics and handling characteristics, and to practice CFIT
　
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