Malý výtažek z manuálu, co to vlastně dělá a o co všechno přišli. Myslím si, že měli letět jen na ISIS, nebo záložní přístroje, pokud neměli ISIS. Překládat to nebudu, bo nemám čas, použijte Google  Ve zkratce řečeno, máš-li ADIRU ve faultu, musíš vypnout tu část, která je v ní špatná, pak zas bude běhat. Tady AD část. Pokud to neudělali, přišli i o GPS.
ADIRS GENERAL
The ADIRUs are used as primary means of navigation. Each ADIRU is
a combination of an Air Data Reference (ADR) and an Inertial Reference
(IR) inside a single unit.
INPUTS
The ADIRUs receive data from several air data sensors. Pitot and
static inputs are processed by Air Data Modules (ADMs) and sent to
the ADIRUs, in addition, the information from the Angle Of Attack
(AOA) and Total Air Temperature (TAT) sensors send their
information directly to the ADIRUs. Standby pitot and static data are
also sent to the ISIS. The inertial part of the ADIRUs receives Global
Positioning System (GPS) information from the Multi Mode Receiver
(MMR). The GPS is optional on the A330/A340-200/300.
COMPUTATION
The ADIRUs inertial part calculates and outputs: attitude, heading,
angular rate, acceleration, vertical speed, aircraft position and ground
speed. The ADIRUs air data part provides anemometric data such as
airspeed, Mach number, static and total temperature, and barometric
altitude.
OUTPUTS
The ADIRUs provide information to many of the Line Replaceable
Units (LRUs) as well as attitude and heading information displayed
on the PFD and ND via the Display Management Computers (DMCs).
ADIRU 1 and ADIRU 3 provide heading data to the Digital Distance
and Radio Magnetic Indicator (DDRMI).
Displayed heading data is referenced to true or magnetic north, control
of the type of output is selectable by the flight crew via the
true/MAGnetic pushbutton. The ADIRUs also provide information
to the Flight Management Guidance and Envelope Computer
(FMGEC) for flight management purposes.
SWITCHING
The ADIRU SWITCHING panel is located on the center pedestal. In
normal configuration, ADIRU 1 supplies the CAPT EFIS, and heading
to the DDRMI. ADIRU 2 supplies the F/O EFIS and ADIRU 3 is in
standby. In case of failure of the ADR or IR function of ADIRU 1 or
2, the affected instruments and displays can be manually switched to
ADIRU 3 by turning the switch on the SWITCHING panel.
CONTROLS
The ADIRS MSU is used to turn the ADIRUs on and off. The
OFF/NAV/ATT switch controls of the ADIRS MSU allow to power
each ADIRU. The ADIRS MSU provides FAULT/OFF indications
of the IR and ADR parts of the ADIRUs. It also enables switching
from normal operation mode to back-up mode in case of loss of
navigation capability. In this case, only attitude and heading
information is available.
IRS initialization is normally performed through the FMGEC via the
MCDU. The MCDU also displays ADIRS parameters. The Flight
Control Unit (FCU) provides the capability of adjusting the barometric
reference to the ADIRUs.
NOTE: Note : with the latest version of the Flight Management
System (FMS), an auto-alignment by GPS is available.
INTERFACE
The ADIRUs are directly connected to different user systems [Flight
Warning Computer (FWC), Full Authority Digital Engine Control
(FADEC), DDRMI],and to the Flight Control Computers (FCCs).
The wiring between the RAs and the ADIRUs is for the Indicated Air
Speed (IAS).
ADIRS D/O (3)
ADIRU PRINCIPLE
The Air Data/Inertial Reference Unit (ADIRU) comprises an Air Data
Reference (ADR) and an Inertial Reference (IR) both included in a single
unit.
SENSOR CONNECTION
The probes are connected to the ADR of the ADIRU.
STATIC PORTS
CAPT and F/O static ports directly provide static pressure to 4 Air
Data Modules (ADMs) which convert this pressure into digital format.
ADR1 and ADR2 compute the average static pressure value from the
left and right ADMs. Standby static ports provide an average pressure
directly to the Integrated Standby Instrument System (ISIS) indicator
and to a single ADM connected to ADR3.
PITOT PROBES
The three pitot probes directly provide the total pressure to three
ADMs. The standby pitot probe also supplies the standby airspeed
indicator function of the ISIS indicator.
ANGLE OF ATTACK SENSOR
Each Angle Of Attack (AOA) sensor provides a primary and a backup
signal to each ADIRU. In case of failure, the selection is automatically
made by the ADIRU. The AOA sensor is equipped with a self-test
device which is activated from the MCDU through the ADIRU. The
AOA sensors are also called Alpha probes.
TOTAL AIR TEMPERATURE SENSORS
Each Total Air Temperature (TAT) sensor has two independent sensing
elements. For the CAPT TAT sensor, sensing elements 1 and 2 are
respectively connected to ADR1 and ADR3. For the F/O TAT sensor,
only one sensing element is connected to ADR2.
NOTE: Optionally, a specific TAT sensor installed with a tube
receives compressed air picked up on the bleed air muscle
pressure line manifold. This compressed air induces a suction
effect and creates airflow inside the sensor. This type of
TAT sensor is used to compensate the solar heating effect
on the ground.
WATER DRAIN AND HEATING
The probes are installed in such a way that their pressure lines do not
require a water drain except for the stand-by static line. The probe
and sensor heating is achieved through the probe heating system.
AIR DATA MONITORING FUNCTION
When the crew selects all ADRs OFF, the Backup Speed Scale and
backup altitude scale replace at the same time the normal speed and
altitude scale on the two PFDs. The backup altitude scale displays the
GPS Altitude. This makes it possible for the flight crew to fly at a
safe speed and altitude when there is an unreliable speed/altitude
indication.
The air data monitoring function makes it possible to fly at a safe
speed, stay above the stall speed and below the maximum structural
speeds. The function lets the pilots reach a safe speed by an adjustment
of the thrust and the pitch. The two red areas show the range in which
the speed is too fast and the range in which the speed is less than the
stall speed. The amber areas show the range of high speeds with an
appropriate margin to the maximum structural speeds and the range
of low speeds with an appropriate margin to the stall. The green area
shows the safe speed range. The target speed (green) is the most
satisfactory speed. During approach, it shows the target speed for the
approach.
The GPS ALT flag (white) is an indication that the GPS altitude
replaces the barometric altitude. When amber dashes are on the last
two digits, they are an indication of a degraded altitude display mode. |
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