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

damper function
􀁺 Transition from ground to in-flight law (and vice
versa)
Switching over in 0.5 second after lift-off or touchdown.
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STL 945.7136/97
A319/A320/A321 control laws – reconfiguration logics
5.14
Normal law
Triple IRS failure
or double radio-altimeter
failure (when landing gear
extended)
or double hydraulic failure (B+G) or Y+G)
or double aileron failure
or loss of all spoilers
or THS jammed
or emergency power supply
Double self-detected ADC or IRS failure
or double (2nd not self-detected) ADC failure
or triple ADC failure
or double ELAC failure
or double FAC failure
or double SFCC slat channel failure
Alternate law Double (2nd not
self-detected
IRS failure
Crew action (identification of failed IRS)
Direct law
STL 945.7136/97
A319/A320/A321 alternate law
5.15
􀁺 Flight mode as basic control laws :
- pitch axis : as normal law, stick deflection to
change Nz,
- roll/yaw axes : direct stick-to-roll-surface
relationship, speed, configuration
and surface availability
dependent,
- automatic pitch trim.
􀁺 Loss of flight envelope protections except :
- manoeuvre protection against excessive load
factor
- low speed stability
- conventional aural stall and overspeed warning
􀁺 Reversion of basic control law :
- alternate law not being adapted to landing phase -
automatic reversion to direct law after landing
gear extension.
􀁺 Automatic reconfigurations after loss of basic control
law in either axis.
STL 945.7136/97
A319/A320/A321 direct law and mechanical back-up
5.16
􀁺 On all axes :
- direct stick to elevator or roll control surface
relationship,
- center of gravity, configuration and surface
availability dependent.
􀁺 Manual trimming through trim wheel :
- amber message on PFD (“USE MAN PITCH
TRIM”)
􀁺 Loss of all flight envelope protections :
- conventional aural stall and overspeed warning.
􀁺 Automatic reconfiguration after loss of basic control
law in either axis.
Direct law
􀁺 Highly improbable operational necessity.
􀁺 To sustain the aircraft during a temporary complete
loss of electrical power.
􀁺 Longitudinal control of the aircraft through trim
wheel. Elevators kept at zero deflection..
􀁺 Lateral control from pedals.
􀁺 Manual trimming through trim wheel :
- red message on PFD (“MAN PITCH TRIM
ONLY”)
Mechanical back-up
STL 945.7136/97
Performance comparison of sidestick/FBW and conventional controls
5.17
􀁺 A300 flying testbed equipped with dual sidestick/FBW
system (left side) and control column conventional flight
control system (right side).
􀁺 Two pilots twice flew each of the following three flight
conditions in well-specified and demanding experimental
circuits :
- Flight Director (FD) : FD and autothrottle system on,
- ILS (raw data) : FD and autothrottle system off,
- NDB (non-precision) : FD, autothrottle and ILS off.
􀁺 The following measurements of recorded flight parameters
were calculated when appropriate and compared for flying
with the sidestick and conventional controls :
- Mean : average of 1 second values,
- Standard deviation : amount of variation around the
mean,
- Rate zero : number of sign changes per minute,
- Reversal rate : number of direction reversals per
minute.
STL 945.7136/97
Performance comparison of sidestick/FBW and conventional controls
5.18
Roll and pitch angles
Standard deviation
Roll, pitch and yaw rates
Standard deviation
Control Control
Conventional
Sidestick/FBW
Conventional
Sidestick/FBW
Transitions per Minute Degrees per Second
Transitions per Minute Degrees
Control
Conventional
Sidestick/FBW
Control
Conventional
Sidestick/FBW
Roll, pitch and yaw rates
Transitions through zero
Acceleration
Transitions through zero
4
3,2
1,6
1,4
Roll Pitch
16
9
11,2
8
Vertical Longitudinal Lateral
.6 .2
Acceleration Type
4
4
1
.5
.4
.5
.4
Roll Rate Pitch Rate Yaw Rate
19,2
Roll Rate Pitch Rate Yaw Rate
15,7
17,5
11,1
　
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