Вопрсо о устройстве, принципе действия штучки, которая выдвигается из вюзеляжа при отказе «главной питательной системы» (там поток воздуха крутит винт, и от этого питаются основыне приводы и системы ла). Насколько я помню такое стоит на В767, 777. Если можете,то дайте пожалуйста информацию(со ссылкой на источник) об этом приводе(интересует конечно же не виртуальная реальность, а настоящая).
З.Ы. Просто тема реферта «Проблемы в современной реакивной авиации» для Введения в космическую и авиационную технику.
The RAT, when deployed, provides hydraulic power only to the primary
flight control components connected to the center hydraulic system. The
RAT provides hydraulic and electrical power throughout the flight envelope.
The RAT can supply electrical and hydraulic power simultaneously. If the
RAT is unable to maintain RPM, the RAT’s generator electrical load is shed
until RPM is satisfactory. The RAT has a priority to provide hydraulic power
to flight controls over power to the C1 and C2 TRUs. In flight, the RAT
deploys automatically if:
· Both engines are failed and center system pressure is low, or
· Both AC transfer busses are unpowered, or
· All three hydraulic system pressures are low.
The RAT can be deployed manually by pushing the RAM AIR TURBINE switch.
The hot battery or APU battery bus must be powered. The center hydraulic
system does not need to be powered. The RAT is deployed by a compressed
spring. Once deployed, the RAT cannot be stowed in flight.
Warning: The RAT can be manually deployed on the ground.
Deployment could cause serious injury to ground personnel or
damage ground equipment.
Ram Air Turbine (RAT) Generator
The RAT generator provides standby power to the C1 and C2 TRUs. The
RAT generator has no operating time limits, and operates at all airspeeds and
altitudes.
The RAT can supply electrical and hydraulic power simultaneously. If the
RAT is unable to maintain RPM, the RAT generator electrical load is shed
until RPM is satisfactory. Power for standby electrical loads is provided by
the main battery when the RAT generator loads are shed.
The RAT is deployed automatically if both AC transfer busses lose power in
flight. The RAT can be manually deployed by pushing the RAM AIR TURBINE
switch on the overhead panel.
Warning: The RAT can be deployed manually on the ground.
Deployment could cause seriously injury to ground personnel or
damage to ground equipment.
Источник Boeing PLC.
A. The ram air turbine (RAT) is an auxiliary pressure source for the center
system. The RAT is stowed in the aft right wing/body fairing. The RAT
consists of a hinged strut with a hydraulic pump powered by a ram air
driven turbine. The RAT automatically deploys if engine speed (N2) drops
below 50% in both engines. The RAT can be deployed manually with RAT
manual select switch in the flight compartment. When deployed, the RAT
supplies pressure to the center system for operation of the flight
controls.
G__e_n_e_r_a_l
If engine speed (N2) in both engines drops below 50%, the left
The blade centered limit switch will de-energize the RAT
A. The ram air turbine (RAT) provides reserve hydraulic power to the center
system for operation of the primary flight controls.
B. The ram air turbine (RAT) is stowed inside the aft right wing-to-body
fairing. When deployed, the RAT swings out into the airstream and
remains extended until retracted on the ground. The RAT automatically
deploys if engine speed (N2) drops below 50% in both engines. The RAT
can be deployed manually with the RAT manual select switch in the flight
compartment.
C. When the airplane is on the ground, the RAT can be retracted with the RAT
retract select switch in the right wheel well. Prior to retracting the
RAT, the propeller blades must be moved to align index marks on the hub
and strut.
D. The RAT consists of a turbine and a hydraulic pump mounted on a hinged
strut housing. The turbine consists of a hub with two propeller blades
which are driven by the airstream. The RAT is deployed and retracted by
the electric motor-driven rotary actuator.
2 . C__o_m_p_o_n_e_n_t _D__e_t_a_i_l_s
A. RAT Strut (Fig. 1)
(1) The RAT strut supports the hydraulic pump and turbine. The strut is
pivoted at the upper end where it mounts to the airplane. Swivel
valves at the top of the strut transfer fluid from the strut to the
center hydraulic system. Internal passages in the strut carry fluid
between the swivel valves and hydraulic pump.
(2) A spring-loaded blade-lock plunger is mounted at the lower end of
the strut. The plunger locks the turbine blades in the correct
position for stowing the RAT. The plunger also prevents rotation of
the blades until clear of the airplane during deployment. The
plunger is actuated by a cable attached to a bracket on the outboard
swivel valve. A blade index switch actuated by the plunger stops
retraction of the RAT if the plunger does not engage the turbine
hub.
B. Hydraulic Pump (Fig. 1)
(1) The hydraulic pump supplies 11.3 gpm at 2140 psi. The pump flow is
controlled by the output pressure. At 3025 psi the pump delivery
flow is zero.
(2) The pump can be used as a hydraulic motor to drive the turbine for a
test of the governor. To back-drive the turbine, a valve in the
checkout module reverses the fluid flow from the center hydraulic
system. The system pressure is then used as a power source to drive
the pump as a motor. In this mode, the pump drives the turbine in
the normal direction. Prior to backdriving the turbine, a safety
screen is installed which completely encloses the turbine blades for
personnel protection. The safety screen must be removed before the
RAT is retracted.
Turbine (Fig. 1)
(1) The turbine consists of a hub with two propeller blades. The hub is
connected to the hydraulic pump by a driveshaft. The blades are
attached to a mechanical governor in the hub. The governor varies
the blade pitch angle to control the turbine speed.
D. Rotary Actuator (Fig. 1)
(1) The rotary actuator DC electric motor (Fig. 1) powers deployment and
retraction of the RAT assembly. Power for deployment will be
provided automatically under certain flight conditions. Power for
deployment may also be provided through use of an override switch on
the pilot’s overhead panel P5.
E. Deployment Arm (Fig. 1)
(1) The force required to deploy and retract the RAT is transfered
through a deployment arm. The deployment arm upper attach point
is the crank arm of the rotary actuator motor. The lower end of
the deployment arm is attached to the midpoint of the RAT strut
housing.
F. RAT Compartment Door (Fig. 1)
(1) The RAT compartment door opens as the RAT is deployed. The door
assembly contains a seal which isolates the compartment when the
RAT is in the retracted position.
G. Door Actuation Link (Fig. 1)
(1) The actuation link joins the RAT strut to the compartment door. The
link has a bearing at each end. The link forces the door open or
closed as the RAT deploys or retracts.
Pressure Relief Valve
(1) A pressure relief valve is in the RAT hydraulic pump pressure output
line. If the RAT pump output pressure becomes too high, the relief
valve opens to direct fluid flow into the system return line thus
relieving excess pressure.
I. Checkout Module (Fig. 2)
(1) The checkout module is in the right main wheel at the aft end of the
keel beam. The module contains a back-drive valve, filters,
pressure switch, check valves, and a volumetric fuse cartridge
valve. The module is used to check the operation of the RAT with
the airplane on the ground.
(2) The back-drive valve is a manual valve which reverses the RAT pump
connections to the center hydraulic system. In the back-drive
position, center system pressure is routed to the supply port of the
RAT pump. This causes the pump to act as a motor driving the
turbine in the normal direction.
(3) The module filters both pressure and case drain fluid from the RAT
pump. The filters are a non-cleanable type.
(4) A pressure switch senses pressure output of the RAT pump and turns
on the RAT pressure light in the flight compartment.
(5) Check valves prevent the RAT system from being pressurized by the
center system while the RAT is not in use. An orifice in the
back-drive valve permits a small flow of fluid to warm the strut and
pump. The fluid returns to the center system through the pump case
drain line.
(6) The volumetric fuse cartridge valve reduces the pressure load on the
RAT pump until the turbine reaches governed speed.
J. RAT Isolation Check Valve (Fig. 3)
(1) The check valve isolates the output of the RAT hydraulic pump to
power only the primary flight controls. This valve is an in-line
check valve installed in the center system pressure line. The check
valve is below the ADP pressure/case drain filter module on the
inboard wall of the left wheel well.
K. Tachometer
(1) The tachometer provides a visual indication of the operating status
of the RAT during ground test. The tachometer indicator is next to
the checkout module in the right wheel well.
(2) The tachometer indicator has two indicator lights and a lamp test
switch. A green light indicates turbine speed is at the normal
governed speed. A red light indicates turbine overspeed. If no
light is on, the turbine speed is below the normal governed speed.
The lamp test switch is used to check that the indicator lights are
not burned out. When the switch is pressed, with the RAT operating,
both indicator lights should illuminate.
(3) Power for the tachometer indicator and the source of turbine speed
sensing is provided by a speed sensor located in the lower end of
the RAT strut between the hub and pump. The speed sensor is a
permanent magnet generator that produces an electrical signal which
is used to power the indicator lights.
O__p_e_r_a_t_i_o_n
A. Functional Description (Fig. 5)
(1) In-Flight Deployment
(a) In the air mode, the air/ground system No. 2 relay provides 28
volt dc power from the battery bus to the airspeed switch. The
airspeed switch is actuated by the pitot/static system and
closes when airplane speed reaches 80 KIAS. This arms the
automatic deployment circuit.
(
and right engine speed cards energize the RAT deploy relay.
The RAT deploy relay provides 28 volt dc power from the hot
battery bus to the actuator motor. The motor extends the RAT
until the down limit switch is actuated. The RAT up limit
switch closes to illuminate the RAT UNLOCKED light on the
engine ignition/start control panel. A RAT UNLOCKED message
also appears on the EICAS display.
© The RAT can also be deployed with the RAT manual select switch
on the engine ignition/start control panel. This switch
provides 28 volt dc power from the battery bus to the RAT
override relay. The override relay provides 28 volt dc power
from the hot battery bus to the actuator motor. The motor
extends the RAT until the RAT override limit switch is
actuated.
(d) The blade-lock plunger releases the turbine hub as the RAT
nears the fully deployed position. The force of the airstream
rotates the turbine blades to drive the hydraulic pump. A
governor in the hub varies the pitch of the blades to control
turbine speed. Fluid is supplied to the hydraulic pump from
the center system reservoir. Pressure and case drain flow from
the pump enters the center system through filters in the
checkout module. The RAT isolation check valve allows
pressurized fluid from the pump to flow only to the primary
flight controls. Pump pressure closes the checkout module
pressure switch and turns on the RAT PRESS light on the engine
ignition/start control panel.
Retraction
(a) The RAT can be retracted only while the airplane is on the
ground. The turbine hub must be moved to align index marks on
the hub and strut prior to starting retraction. With the RAT
manual select switch in the OFF position, 28 volt dc power is
available to the RAT retract select switch. Moving the RAT
retract select switch to the RETRACT position energizes the RAT
retract relay to provide 28 volt dc power from the hot battery
bus to the actuator motor. The motor retracts the RAT until
the up limit switch is actuated.
(
retract relay if the blade-lock plunger does not engage the hub
before the RAT retracts about 15¡. This removes power from the
actuator motor and stops retraction of the RAT. The RAT cannot
be retracted until the index hole in the turbine hub is
manually aligned with the blade-lock plunger.
ссылка на документ: AMM Boeing-767, раздел 29-20
В двух преведенных выше постах описано как система функционирует, а не «нажмёшь на кнопочку на клаиватуре, штучка выпадет и можешь приземляться». Что еще надо?