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

Pilot’s Manual for the Gulfstream IV. For the purposes of this system description,
the following central warning system units and components will be discussed:
• Avionics Standard Communications Bus
• Bus Controllers
• Fault Warning Computers
• Data Acquisition Units
• Standby Warning Lights Panel (SPZ-8000)
• Warning/Caution Inhibition Panel
• Tone Generator (SPZ-8000)
• Tone Generator (SPZ-8400)
• Maintenance Test Switch
• Trend and Limit Monitoring System
2. Description of Subsystems, Units and Components:
A. Avionics Standard Communications Bus:
Two independent Avionics Standard Communications Buses (ASCBs)
provide data transfer within the central warning system. Although
movement of data across the buses has bidirectional capability, it can only
occur in one direction at a time. Three bus controllers (one inside each
symbol generator) control operation of both ASCBs.
Systems deemed critical to airplane operation retain a private line as the
primary means of communication and rely on ASCB as a backup.
B. Bus Controllers:
Bus controllers function by notifying subsystems, units and components
when to transmit and receive across ASCB by assigning message priorities
and inhibiting simultaneous transmissions.
A bus controller is incorporated into each of the three symbol generators in
order to equal the level of symbol generator redundancy. Each bus
controller is independent of the other two and only one is active at any
given time. The other two, if operable, are in a standby status. Bus
controller No. 1 normally assumes control of ASCB and retains control until
a fault or failure occurs. At that time, bus controller No. 1 would
automatically go off-line and the next bus controller in sequence would
OPERATING MANUAL
PRODUCTION AIRCRAFT SYSTEMS 2A-31-00
Page 19
January 31/02
Revision 6
assume control of ASCB. In addition, a blue BUS CTLR 1-2-3 FL advisory
message would be displayed on the Crew Alerting System (CAS).
In addition to bus monitoring, each bus controller performs a self-test at
fault warning computer and bus controller power-up. The self-test is
inhibited, however, if the airplane is airborne. Failure of a bus controller
self-test causes a blue BC 1-2-3 TEST FAIL advisory message to be
displayed on CAS (enabled only on the ground).
C. Fault Warning Computers:
Two fault warning computers are incorporated into the central warning
system. They are designated Fault Warning Computer (FWC) 1 (installed
in the left radio rack) and FWC 2 (installed in the right radio rack). Each
FWC receives ASCB inputs consisting of identical versions of engine data,
airplane systems data and other miscellaneous data. Each FWC then
places the data through identical algorithms. FWC outputs are transmitted
across ASCB to the three symbol generators used by the central display
system.
Although both FWCs may be available and functioning properly, only one is
in control at any given time. Should the FWC in control fail, the CAS
messages section will be replaced by a red “X”. Reversion to the opposite
FWC (as well as routine selection of the FWC in control) is accomplished
by the flight crew using either display controller. With an operable FWC in
control, CAS messages are returned and the failed FWC will be identified
by a blue FWC 1-2 FAIL advisory message.
The fault warning computers also contain an electronic checklist module.
This feature is described in Section 2A-31-50, Central Display System.
D. Data Acquisition Units:
Two data acquisition units are incorporated into the central warning
system. Data Acquisition Unit (DAU) 1 is installed in the left radio rack and
is dedicated to the left engine. DAU 2 is installed in the right radio rack and
is dedicated to the right engine. Each DAU receives its dedicated engine
data plus other miscellaneous airplane systems data across ASCB and
then transmits the data back across ASCB to the three symbol generators
used by the central display system.
Each DAU has two independent channels, A and B; only one of which is in
control at any given time. Should the channel in control fail, a blue DAU
1A-1B-2A-2B FAIL advisory message will be displayed on CAS. Reversion
to the opposite channel (as well as routine selection of the channel in
control) is accomplished by the flight crew using either display controller.
E. Standby Warning Lights Panel (SPZ-8000):
SPZ-8000 equipped airplanes have a Standby Warning Lights Panel
(SWLP) installed on the copilot’s inboard skirt panel. Its 21 capsules are all
red and cover most of the subject areas addressed by the warning (red)
　
中國航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：灣流4操作手冊 Gulfstream IV Operating Manual 2(64)