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查看: 6669|回复: 11

问一个空难调查片,俄罗斯,小孩进驾驶舱的

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3HA4452 发表于 2010-2-12 21:42:49 | 显示全部楼层 |阅读模式
刚看了那个片,a310的,那小孩误解除了横滚ap,然后横滚过大,失控。。。
片子里讲,调查的人去飞了模拟器,说airbus有备用自动驾驶,失控时会接管。飞行员只要放手驾驶盘,就会自动摆脱失控(当然俄罗斯飞行员不知道,所以摔了)。

真有那么高级的救命系统?哪位了解的说说。
tenerife 发表于 2010-2-12 21:45:46 | 显示全部楼层
SU593
MU2305 发表于 2010-2-12 21:47:48 | 显示全部楼层
是飞香港的那个吗
CES6684 发表于 2010-2-12 21:48:34 | 显示全部楼层
是事实,airbus是电传的
mi--feng 发表于 2010-2-12 21:49:05 | 显示全部楼层
看过那个片子。。也想了解一下。。等待
tanran2000 发表于 2010-2-12 21:52:41 | 显示全部楼层
3HA1902 发表于 2010-2-12 21:54:32 | 显示全部楼层
感兴趣中,网上没有视频啊
ca177 发表于 2010-2-12 22:02:50 | 显示全部楼层
就是传说中的Alpha floor。Wilco的插件有做出来。你让它失速,就能激活。
shcai 发表于 2010-2-12 22:09:57 | 显示全部楼层
那个就是自动驾驶啊,你飞的时候没用么?
ca177 发表于 2010-2-12 22:14:23 | 显示全部楼层
回复 9# shcai


    两回事
3HA880 发表于 2010-2-12 22:15:14 | 显示全部楼层
这个并不是什么高级的救命系统, 这是一个空客内置的一个控制失速的装置, 这个wilco的320已经做出来的,我试过在起飞后油门全收在接近失速的状态下320会自动加速爬升的
 楼主| 3HA4452 发表于 2010-2-12 22:50:58 | 显示全部楼层
回复 8# ca177


查了一下,就是接管油门到toga,减小攻角,无论是否设置为ap,at。看来把airbus开失速还挺不容易的

把找到的资料也贴一下
http://en.allexperts.com/q/Aerospace-Aviation-2437/Airbus.htm

Expert: Capt Paul - 1/18/2007

Question
Hi Capt. Paul.
Just wondering how you can get an Airbus into Alpha Floor?
Thanks
Ricky


Answer
Hello Ricky,

To understand “Alpha Floor" we have to take a short look at some of the Alpha protections that the Airbus offers,  “Alpha Prot" vs. "Alpha Floor" and “Alpha Max”.

“Alpha Prot".  This is a condition that the aircraft has reached, and as a protective measure, the following limits are consequently activated - 45 bank limit, speed brakes retract, side stick commands AOA, pitch up trim inhibited – all of which will cancel  when the aircraft HAS safely left the condition that triggered the “A-Prot” protections.  

“Alpha floor" (which triggers TOGA A/THR, speed brakes retract, etc.) occurs at a "pre-determined" AOA (Angle of Attach) between "Alpha Prot" and "Alpha max.” , but this condition must be manually cancelled by the crew by manipulation of the thrust levers  

According to the FCOM, AOA triggers ALPHA FLOOR at 9.5 degrees in CONFIG 0; 15 degrees in CONFIG 1 & 2; 14 degrees in CONFIG 3; and 13 degrees in CONFIG FULL.  

Alpha floor (and therefore automatic TOGA thrust and speed brake retraction) is NOT directly triggered by airspeed bleed.  Alpha floor is strictly a function of angle of attack, and you can put the simulator into alpha floor at speeds in excess of 250 knots.  If you command full back on the side stick, you will quickly command an angle of attack close to the maximum value.  This triggers alpha floor, TOGA thrust, and speed brake retraction within a second or two.  Bleeding off the airspeed is another way to increase angle of attack and trigger alpha floor.

You can consider Alpha Floor as a mode of the Auto thrust system, and Alpha Prot a mode of the flight control system.  

When the aircraft’s angle-of-attack goes beyond the ALPHA FLOOR threshold,this means that the aircraft has decelerated significantly (below ALPHA PROT
Speed): A/THR activates automatically and orders TOGA thrust, regardless of the thrust lever position.

When the aircraft accelerates again, the angle-of-attack drops below the ALPHA FLOOR threshold.  TOGA thrust is maintained or locked. This enables the flightcrew to reduce thrust, as necessary.  TOGA LK appears on the FMA to indicate that TOGA thrust is locked.  The desired thrust can only be recovered by setting A/THR to off, with the instinctive disconnect pushbutton.

ALPHA floor is available, when the flight controls are in NORMAL LAW, from liftoff to 100 ft R/A at landing. It is inhibited in some cases of engine failure.

Incidentally, Alpha protection can also be entered at high speed when it gives protection at the buffet boundary.  Here, the aim is to allow the pilot to use all the available manoeuvring capability while staying outside the deterrent buffet and countering any tendencies to pitch up.  The high-speed stall occurs at much lower Alpha than the Alpha-max adopted as the low-speed limit, and Alpha-Prot and Alpha-max are shifted down as a function of Mach when in the clean configuration.  Thus, full back stick will result in the aircraft stabilizing at the buffet boundary with a small margin to the deterrent buffet.  Because the margin is tiny, a small pitch-down pre-command is introduced progressively at a given Alpha between Alpha-Prot and Alpha-max (function of Mach) to prevent dynamic overshoots into the deterrent buffet with rapid entries into Alpha protection at high Mach.

I hope that this answers your question.

Cheers

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