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改左好多啦 flightgrading都冇左
改左好多啦 flightgrading都冇左
from pprune
A: 1. Cut e aptitude test
2. Aviation technical knowledge mini quiz
3. Interview
B: 1. Raven matrix aptitude test
2. Group exercise
3. Management interview
C: Some kind of "flight grading" but done on a computer instead
of using an aircraft at Adelaide
似乎中間本身Group discussion 同 flight plannnig exercise 兩個合埋得返一個
FBW其中一個重要嘅好處係有envelope protection,所有pilot inputs都會經電腦監察同調整過之後先會傳去Control surfaces,確保唔會超過左個flight envelope(777為例就有stall,overspeed同bank angle protection
另外用FBW嘅機其實都要Hydraulic power,FBW只係取代左control cable去連接機頭嘅Flight controls同Control surfaces嘅Hydraulic actuators
壞處就係無電就用唔到(當然個機會係好微
所以部份Flight controls就有Mechanical backup,即係保留番control cable,但backup只係用黎保持平飛,俾時間機師去restore power
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改左好多啦 flightgrading都冇左
from pprune
A: 1. Cut e aptitude test
2. Aviation technical knowledge mini quiz
3. Interview
B: 1. Raven matrix aptitude test
2. Group exercise
3. Management interview
C: Some kind of "flight grading" but done on a computer instead
of using an aircraft at Adelaide
似乎中間本身Group discussion 同 flight plannnig exercise 兩個合埋得返一個
因為flight grading d instructor 俾分太係又fail 唔係又fail ，寧願搬返俾自己做assessment :^(
想問下KA呢加有冇轉到
1A 一樣，但俾用計數機。最好做KA 再apply CX 會着數少少
係咪仲係個份做唔完既數
可以背答案既英文MC
以前好似係做左筆試先再打機 即係呢加轉左？
想問下KA呢加有冇轉到
1A 一樣，但俾用計數機。最好做KA 再apply CX 會着數少少
係咪仲係個份做唔完既數
可以背答案既英文MC
以前好似係做左筆試先再打機 即係呢加轉左？
唔係，一樣用cut e
想問下KA呢加有冇轉到
1A 一樣，但俾用計數機。最好做KA 再apply CX 會着數少少
係咪仲係個份做唔完既數
可以背答案既英文MC
以前好似係做左筆試先再打機 即係呢加轉左？
唔係，一樣用cut e
以前唔係cut e
係做英文數學卷先
之後第二關就打機
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Airbus 好似無mechanical link to control surface?基本上有RAT 無斷bus 就實夠電bump hydraulic :^(
Airbus 好似無mechanical link to control surface?基本上有RAT 無斷bus 就實夠電bump hydraulic :^(
Flight control system同Hydraulic system要分開睇,control cable同埋FBW嘅wire用途一樣,好似人嘅神經線咁負責傳遞訊號;而Hydraulic就係肌肉收到訊號就去郁隻手咁
巴士都有Mechanical backup(利申唔熟巴士
http://code7700.com/aero_airbus_control_laws.htm
BACKUP SYSTEM
[Airbus FTCM, pg. 2.60.11] The purpose of the backup system is to allow control of the aircraft following a total loss of electrics, flight control computers, elevators, or ailerons and spoilers. It is designed to allow the crew to safely stabilise the flight path while attempting to recover a control law or restore a lost system(s). It is not intended that an approach and landing should be flown in this configuration.