A320 经典笔记教程英文版.doc

.PHASES OF FLIGHTTakeoff SRS, N 85%, 90 IAS until THR Red AltClimb (TO until 1000)Acceleration ALT another Mode 1000CRZ Final Cruise ALTDESOut of CRZ Altitude within 200 NM of DestinationAPPR circle D DECEL pt APPR is activatedGo AroundTOGAEmer Gen Config., 8 sec while RAT deploys and powers upAPU START is inhibited100 IAS BAT powers DC BAT Bus50 IAS the AC ESS Bus quitsWING TIP BRAKESROAM R - RunawayO - OverspeedA - AsymmetryM - Movement uncommandedWhat does the CRC NOT silence?Gear NOT DownOverspeed However the EMER CANCEL will silence them What is the reset 3 sec?SPEEDSVls is the lowest achievable speed with A/TH engaged. Normal LawAlpha Protection is the lowest speed regardless of A/TH.NAVIGATION SETUPD I F S I PIf FLEX temps are the same, consider which gives lowest V1 call or what can lift the most weightIf a FLEX temperature is not entered in the PERF TAKEOFF page of the MCDU, and the Thrust Levers are positioned in the FLEX Detent, a Warning will be generated. In this case, the flight crew should move the Thrust Levers to the TOGA detent and execute a max thrust takeoff. When the Thrust Levers are moved to the TOGA detent, the Warning will be cancelled.What does SRS do for you?It commands:1. V2 if you are not yet there.2. V2 + 10 with both engines3. V2 is you are single engine, it will fly the existing speed if above V2NOTE: At heavy takeoff weights, the S speed on the A321 may be higher than the MAX speed of CONF 1 + F (225 knots). In this scenario, is it permissible to retract the flaps/slats at speeds below S speed? No. At heavy takeoff weight, the S speed on the A321 may be higher than the MAX speed of CONF 1+F (225 knots). In this case, continue to accelerate. On reaching 210 knots the automatic flap retraction will occur and the MAX speed will move to 235 knots.NORMAL FLAREThe aircraft will at 50 trim nose down 3 degrees over 8 seconds forcing the pilot to negotiate the landing.Abnormal Law with Stability has the Flare Autotrim therefore no Direct Law requiredAlternate Law presumes there is no Flare Autotrim and therefore is Direct Law for landing.INFO SOURCES on the PFDADRADRIRSOR ADRIRSIRS IRS ADR VSD can be both: if digital display is boxed amber then it is BARO V/S VSD not boxed amber is IRS and called the Instant (Inertial) V/SAUTOLAND LIGHTBoth A/P OFF or fail below 200LOC deviation .25 Dot above 15 RA LOC flashesG/S deviation 1 Dot above 100 RA G/S flashesLoss of SignalFD flashes LAND remains engagedDifference between pilots RAs 15 RAGo-Around is mandatory during a CAT II/III approach if AUTO LAND Light illuminates during an approach.FAC FUNCTIONSFLYWFlight envelope speed tape F S etcLow energy warning: SPEED, SPEED, SPEED, - 2000 200 Flaps 2, 3, F; and Normal LawYaw Dampening, Turn coordination, Travel limit (F-CTL ECAM), TrimWindshear Reactive: 50 1300 (See next page) (Predictive is based on the Radar: 0 TO 100 kts, then 50 to 2300 / out to 5 nmLow Energy Warning is available in CONF 2, 3, or FULL, between 100 and 2,000 AGL when TOGA not selected. This will produce an aural “SPEED, SPEED, SPEED” when a change in flight path alone is insufficient to regain a positive flight path. Thrust must be increased. During deceleration, the Low Energy Warning is triggered before Alpha Floor, unless Alpha Floor is triggered by Side Stick deflection._PFD: THRUST? SPEED? PITCH? SPEED THR CLB MAN TOGA THR IDLE THRUST maintains aircraft speed. PITCH controls speed. PITCH controls speed. PITCH controls speed. (nothing there) YOU control the speed.REACTIVE WINDSHEAR (FAC based)Reactive Windshear system: When a FAC detects Windshear conditions, it triggers a warning: “WINDSHEAR” in red on both PFDs (for at least 15 seconds) An aural warning, “WINDSHEAR, WINDSHEAR, WINDSHEAR”PREDICTIVE WINDSHEAR (Radar based)The Predictive Windshear system operates when the aircraft is below 1,500 AGL. It scans the airspace within 5 nm forward of the aircraft for Windshears. When a Windshear is detected, a warning, caution, or advisory message appears on the PFD and (depending on the range selected on the ND) an icon appears on the ND. Predictive Windshear warning and caution are associated with an aural warning. During takeoff, both warnings and cautions are available within 3 nm. Alerts are inhibited above 100 knots and up to 50. During landing, alerts are inhibited below 50.When the WINDSHEAR switch is in AUTO, the Predictive Windshear function is activated. Windshear areas are detected by the antenna scanning below 2,300 RA, even if the transceiver selector is set to OFF, and displayed on the ND if below 1,500.Predictive Windshear aural alerts have priority over TCAS, EGPWS, and other FWC aural warnings. They are inhibited by Windshear detection by FAC (Reactive) and stall warning aural messages.Unless accompanied by a weather return. The icon only displays areas of moisture and may not display more severe adjacent areas of Windshear. If maneuvering is accomplished, ensure that wings are level approaching Windshear area to maximize aircraft performance.What is the appropriate procedure if the predictive Windshear system generates a Warning 1. Takeoff: REJECT the takeoff. 2. After lift-off: TOGA. Follow SRS commands. Retract gear & flaps on schedule. 3.Approach: Execute a normal GO AROUND using TOGA thrust. Retract gear and flaps/slats on scheduleWindshear is best handled by the Autopilot (suggestion: pre-brief Take Off for A/P ON at 100).A319 / A320 FUEL TANK STUFFEngine IDG Return FuelEngine IDG Return FuelHIGH LEVELHIGH LEVELREFUEL FULLREFUEL FULL55016501650The difference between Refuel Full and High Level is: it is there for the IDG Fuel Return to fill up.When the High Level is reached the Center Tanks stop sending Fuel to the Engines so that the Wing Tanks will send some fuel to the Engines and make room for more IDG Return Fuel.The Wing Tanks will do this until 1100 LBS has been burned off.You will get an ECAM Advisory Message if:1. the Fuel Tank difference between Wing Tanks is greater than 3307 Lbs.2. Fuel Temperature is greater than 45 C in the Inner Cell3. Fuel Temperature is greater than 55 C in the Outer Cell4. Fuel Temperature is less than -40 C in any CellThe goal is to burn the Center Tank fuel first:Refueling sequence: Outer Inner Center. Burn off sequence: Center Inner Outer.MORE A319 / A320 FUEL TANK STUFFAUTOMATIC SYSTEM CENTER TANK FUEL PUMPS OPERATION:With Fuel in the Center Tanks Without Fuel in the Center TanksON - at Engine START for two minutes to TEST it. SAME.ON - On the ground when Pump Switches are ON OFF.OFF - when Slats are extended.ON - when Slats are retract (e.g., after takeoff)OFF when the Center Tank has been EMPTY for 5 minutes.DIFFERENCE:On the A319/A320 the CENTER Fuel Switches are PUMP Switches while on the A321 they are TRANSFER VALVE Switches.FOR A319 / A320 / A321 AIRCRAFTFUEL FAULT LIGHT:If the MODE SEL is in AUTO, and thenIf the Center still has MORE than 550 LBS in it when there is LESS than 11,000 LBS in EITHER Wing Tanks then we know the Automatic System has failed us Tank Capacity: 13,500Wing Capacity: 27,000Capacity 14,500550 11,000 72 ktsBoth Thrust Levers IDLEAUTOBRAKESLets say you takeoff with them Disarmed.When will they deploy during a RTO?RTO occurs 72 ktsThrust Levers both IDLEOne or both Reversers selectedThen AUTOBRAKESLanding Deploy:Weight on WheelsMain(s) spin upCARGO HEATHOT AIR FAULT is a OVERHEAT Light.ISOL VALVE FAULT is a disagreement Light. Two valves on AIR COND ECAM PageOFF Inlet and Outlet Valves CLOSE and Extraction Fan STOPS.CARGO SMOKE FWD CARGO AFT CARGOLoop FIRST TESTLoop FIRST TESTLoop SECOND TESTLoop SECOND TESTA319 / A320 SENSORS A321 SENSORSALTHOUGH THIS IS THE WAY MANY PHs TEACH IT, THERE ARE NO “LOOPS” at least not in the way you think of Engine fire Loops, etc. THERE ARE LOGIC CIRCUITS. SEE THE VISUAL ORAL SWITCH LIGHT GUIDE FOR THE ACTUAL SYSTEM DATA.Two Channels per LOOP.ONE Bottle but two Discharge Lights.If you discharge once, both Light will come on.The Smoke Light will probably remain as it senses the smoke and Halon optically.From the US Airways PH: Both cargo compartments are equipped with smoke detector loops. The forward compartment contains 2 smoke detectors in the A319/320 and 4 smoke detectors in the A321. In the A319/320, the aft compartment contains 2 loops with two detectors each. In the A321, the aft compartment contains 3 loops with 2 smoke detectors in each. A Smoke Detection Control Unit (SDCU) issues a smoke warning when 2 smoke detectors of one loop detect smoke. If 1 smoke detector fails, the system remains operational with the other detector.Cargo smoke is indicated by an aural CRC, the illumination of the MASTER WARN and CARGO SMOKE light on the CARGO SMOKE panel. 1 extinguisher bottle supplies one nozzle in the forward compartment and 2 nozzles in the aft compartment. The agent is discharged by pressing either the FWD or AFT DISCH pb.Note: If the cargo smoke warning is activated in either compartment, the associated isolation valves close and the extraction fan stops. VENTILATIONBLOWER FAULTLow pressureComputer power failsSmokeDuct overheatEXTRACT FAULTLow pressureComputer power failsSmokeOVERRIDE: BLOWER forced to STOPEXTRACT forced to RUNCONFIGURATIONS:OPENGround operations:Flow is straight through;If it gets too COLD, then CLOSED is used.CLOSEDNormally in-flight and on the ground when it is cold;Flow circulates through Skin-Heat ExchangerIf in-flight it gets too warm, then INTERMEDIATE is used.INTERMEDIATEOutlet Valve is partially Open.ABNORMALEither or both BLOWER or EXTRACT FAULT LightsBlower STOPS Extract RUNSCLOSED configuration plus Air Conditioned AirSMOKESMOKE Light (Gen 1 Line Emer Elec Pnl)Blower STOPS Extract RUNSINTERMEDIATE without Skin-Heat Exchanger plus Air Conditioned AirELECTRICAL CONFIGURATIONSWhat Electrical Configurations are there?NormalAbnormalsEmergency Electrical ConfigurationBattery onlyTHRUST LEVERSTo ARM:Thrust Levers are ARMED in the TOGA, FLX MCT positions.TOGA is a manual setting.If you are there unnaturally you will get messages: every 5 secondsLVR CLMAN THRUST on the FMA MCT is a manual setting (except in single engine)It is ENGAGED when placed to CL upon LVR CL message.To DISENGAGE: Pull to IDLEUse the Instinctive pbYou will get messages: every 5 secondsLVR CLAUTO FLT AUTO THRUST LIMITED on ECAM To RE-ENGAGE:A/TH pushPlace Thrust Levers to CLIf A/TH is OFFAUTO THRUSTTHRUST LOCK: The Thrust Lock function prevents thrust variations when the Autothrust System fails and disengages. How should the crew suppress the thrust lock condition? Moving the Thrust Levers out of the CL or MCT detent suppresses the Thrust Lock and allows manual cont