6.3 THRUST REVERSER SYSTEM – DESCRIPTION AND OPERATION
The thrust reverser system for the V2500 engine is designed for use on the ground to reduce aircraft landing roll. The thrust reverser is designed to be used at two extreme positions, stowed and deployed. In the stowed position, the thrust reverser provides an aerodynamic fairing between the fan cowl and the core nozzle. When deployed, the translating sleeves are hydraulically moved rearward exposing the cascades ; the blocker doors are positioned to close the fan duct downstream and the fan air exhaust flow is diverted forward through the cascades providing a braking effort for the aircraft. The thrust reverser system is synchronized by means of a flexible synchronizing shaft connecting all four translating sleeve hydraulic actuators. Thrust reverser shutoff valve (TRSOV) is designed to isolate the Thrust reverser shutoff valve (TRSOV) is designed to isolate the thrust reverser from the aircraft hydraulic system.
o The reporting service of Full Client Operations that works after ITIL best practices, where Release Management, Incident Management and Change Management are a focus. As clearly seen from the above short description of the seven (7) core services included in Full Client Operations, these offerings address the day to day operation of physical PC’s; with the exclusion of the hardware itself 5 .
As the name of the method indicates, the prediction error variance (PEV) concerns itself with ‘prediction’, ‘variance’ and ‘errors’. To understand the PEV method and its application some basic topics from the ﬁeld of statistics and probability are described in this section and serve as an introduction into the method. First the subjects ‘models’, as a representation and prediction of reality, and ‘errors’ are shortly explained in association with measurements. Measurements in the presented study mainly refer to engine calibration tests, usually on engine test benches. The assumptions on models and errors for the research are summarised in this section. To understand the diﬀerence between models and measurements the basics of probability theory are important. Since measurements have noise and maybe errors, the analysis of the raw data is important in order to know if the data are suitable for further use. Next to the glance of an expert, there exist methods to support the data analysis. Important functions for a set of measurements are the ones that determine the mean value, the variance, the standard deviation, correlation and the expectation and distribution of the measurement results. The calculations bring a certain measure of conﬁdence on the expected values and can be used to evaluate the outcome of a prediction.
(note: When APU bleed is used to supply the packs – the flow is high or 120% regardless of selection)
Q 087: The pack flow control valve closed automatically in case of:
A: Pack overheat, engine starting, or operation of the fire or ditching push button
To shed ice, it may be necessary to perform several thrust variations between idle and a thrust compatible with the flight phase. If VIB are still above the advisory at idle, set thrust temporarily to 90% N1 if flight conditions permit.
After each thrust variation, vibrations should decrease, indicating the progress of the ice shedding. When the ice is shed, vibrations should return to normal and the flight crew can resume normal engineoperation.
Where the Customer requests Airbus to incorporate the Customers originated data or that of any other party into the technical data issued by Airbus (Technical Data) relating to the
operation, maintenance, overhaul, repair or modification of the aircraft, Airbus shall do so on the condition that the use of the COC data shall be entirely at the Customers risk, Airbus being under no liability whatsoever in respect of either the contents of any COC data, or the effect which the incorporation of such COC data may have on the Technical data issued by Airbus. (c) Disclaimer Clause
PLAN corresponds to a map displayed on the ND.
ENG is a standby mode to display engine parameters on the ND. S Scale Selector Switch to selesct the range on the ND.
for example, if ”320” is selected the distance between aircraft sysmbol and compass rose corresponds to a distance of 320 nautical miles.
extinguisher will not automatically fire. Note: APU will auto shutdown in-flight for reasons other than fire.
The APU generator will automatically come online if engine gens. or external is not already online. The APU is ready for bleed and electrics when reaching 95% for two seconds or 99.5%. The AVAIL light will show in the APU start pb and green APU AVAIL will show on EWD display when APU gen is available for use. APU bleed may be selected on whenever needed and APU will allow bleed to come online after allowing time for EGT to stabilize. On shutdown the APU Master is pushed off. The APU will continue to run for cooling period before shutting down. If the APU Master is pressed back on before the APU shuts down the APU will continue to run. When shutting the APU down for the Parking & Securing checklist wait 2 mins. after APU Avail light goes out or until APU flap shows fully closed on ECAM APU page before switching batteries off. If APU is left running, leave batteries on for fire protection.
• Below 100 kts (or if the RAT stalls) the emergency generation automatically transfers to the batteries and static inverter, and automatically sheds the AC SHED ESS and DC SHED ESS busses.
• In Smoke Configuration the main bus bars are shedded. Same as emergency electrical configuration except that the fuel pumps are connected upstream of the GEN 1 line contactor. 75% of equipment is shed, all that is remained is supplied from the CBs on the overhead panel. • The BATT pbs on the overhead panel controls the operation of the
Synchronization of Modes between FMGCs :
So as to ensure a consistent operation of the AFS, it is mandatory to have the two FMGCs in operation of the same modes active and armed. The logic for the selection of the FMGC which has priority takes into account the engage- ment of the AP/FD and A-THR functions ( see Fig. on next page ).
Applicable to: ALL
The SRS mode guides the aircraft with the highest speed of VAPP or IAS at time of TOGA selection (limited to maximum of VLS +25 with all engines operative or VLS +15 with one engine inoperative with FMS 2) until the acceleration altitude where the target speed increases to green dot. Some FMS misbehaviour may prevent this automatic target speed increase. Should this occur, pulling the FCU ALT knob for OP CLB manually disengages SRS mode and allows the target speed to increase to green dot. It should be noted however, that the target speed increases to green dot speed as soon as ALT* mode engages when approaching the FCU clearance altitude.
The optimal solution to (2) is given by solving (3) in all engine operating points. This means that if dynamics are neglected, optimal engineoperation throughout a driving cycle is achieved when all combustion events are operated with the same trade-offs between fuel consumption and emissions. The optimal solution to (1), i.e. when dynamics are considered, most likely will not fulﬁll the same criteria. However, it is assumed that a near-optimal solution to (1) can be found if all combustion events (both during steady-state and during transient engineoperation) in a driving cycle are operated with the same trade-offs between fuel con- sumption and emissions. The approach to fulﬁll this criteria is to separate the set points based on their different corresponding time scales. The idea is that set points for faster systems should be adjusted based on actual values when slower systems have not reached their set points. As described in Section 1, there are two main causes of dynamics in the engine air system; the mechanical inertia of the turbocharger system, and the gas dynamics due to emptying and ﬁlling of volumes in the air system. Typically, the mechanical dynamics associated to the turbo system are slower, while the gas dynamics are faster. Therefore, the set point for boost pressure is assumed to be associated with the slowest dynamics, the set point for the oxygen fraction in the intake manifold with faster dynamics, and the injected timing is not associated to any dynamics.
▪ Larger Shaft: for additional strength
▪ Gusseted Pillow Blocks: for additional front and rear support
With Magtrol’s Engine Dynamometers, high performance motor testing is available to manufacturers and users of small engines. Magtrol’s Engine Dynamometers have been designed to address the severe, high vibration conditions inherent in internal combustion engine testing.
BigDog has onboard systems that provide power, actuation, sensing, controls and communications. The power supply is a water-cooled two-stroke internal combustion engine that delivers about 15 hp. The engine drives a hydraulic pump which delivers high-pressure hydraulic oil through a system of filters, manifolds, accumulators and other plumbing to the robot’s leg actuators. The actuators are low-friction hydraulic cylinders regulated by two-stage aerospace-quality servovalves. Each actuator has sensors for joint position and force. Each leg has 4 hydraulic actuators that power the joints, as well as a 5 th passive degree of freedom. See Figure 3. A heat-exchanger mounted on BigDog's body cools the