engine 5

This is the default profile that was created in the site.
Random Members
  • Khaled
  • jake ounce
  • amc0318
  • JoeBlow
  • vikingbeast51
  • mdfavionics
  • Pascolo
  • jochute
  • hawker700
  • FLYGUYRUSS
  • Speedfreak96
  • Calvin
  • airbornebrit
  • jschaedig
  • fredsmith
  • rickdelman
  • Gus123
  • Mark
  • MG5775
  • DeputyLOL

Random Albums
No albums available currently

Recent Updates

Pinned Items
Recent Activities
  • Mark
    Mark created a new forum post in ATA 23 Communication
    Post is under moderation
    Stream item published successfully. Item will now be visible on your stream.
  • Mark
    Mark created a new forum post in ATA 22 Auto-Flight
    A recent MD-10-10 inbound aircraft had a repeat write-up of a "Single Land" warning right after rotation. A quick look into the CFDS, FCC1 and FCC2 flight faults showed numerous wheel speed transducer faults.


    The Auto-Pilot uses wheel speed signals to initiate the nose-down and roll-out landing functions. The FCC's look for 80 knot wheel speed signals during take-off. The thinking is...... if one (or more) transducers is failed at the beginning of flight, than the failure will be present on landing which would prevent proper auto-land operations.

    The Auto Ground Spoiler system looks at these same transducer signals for wheel spin up also.

    On MD-10's and MD-11's, every tire has a transducer used for Anti-Skid, but only the rear set of tires is monitored for speed by the FCC's. The failure above showing the LIB (Left InBoard) would be the #6 main tire.

    The transducers can be monitored through CFDS, FCC1 (or FCC2), Sensor Readout, Analog Inputs.


    The left inboard does show "something" in the image above, but all the tires are at rest. The failure would most likely be either a sheared transducer shaft or a open signal coil. There would be no speed increase as with the other three tires. The FCC's would log this fault almost instantly. All the flights referenced for this failure had the fault recorded before 500' of altitude.

    MD-10-10 ASM 32-45 and 27-63.
    1. View Thread →
    Post is under moderation
    Stream item published successfully. Item will now be visible on your stream.
  •   Mark commented on this post about 6 days ago
    rickdelman
    rickdelman updated his profile picture
    Post is under moderation
    Stream item published successfully. Item will now be visible on your stream.
  • Mark
    Mark created a new forum post in ATA 28 Fuel
    The replacement of a fuel measuring stick on a McDonnell Douglas aircraft is quite easy. Best of all...... it's completely dry.



    The stick sits inside a sealed tube. The magnet on the tip of the stick is acted upon by a float that rides up/down around the tube.



    Replacement of the stick takes less than five minutes.



    A simple snap ring holds the assembly in place. A pocket screwdriver was all that was needed to snap this ring in.



    MD-10-10 AMM 28-42-01-2
    1. View Thread →
    Post is under moderation
    Stream item published successfully. Item will now be visible on your stream.
  • rickdelman
    rickdelman just registered on the site
    Post is under moderation
    Stream item published successfully. Item will now be visible on your stream.
  • Mark
    Mark created a new forum post in ATA 29 Hydraulic Systems
    We recently had a MD-10 with a crew complaint on spoiler deployment. While running the electric hydraulic pumps to deploy/stow the spoilers, I had a non-avoidable discrepancy dealing with the #1 hydraulic pressure. With spoiler handle movement, the pressure on the #1 system was consistently 500-700psi lower than the #2 and #3. This was accompanied by the indication going amber. (The pressures are pretty close in the image below. This is a recovery phase with no spoiler movement and pressures climbing.)



    So what could I be dealing with, a bad indication or a bad reversible motor pump? What did I "hope" it was?

    There is one quick way to verify the fault in this case. Turn off the electric pumps and crank an engine to be used as a pressure source. The engine does not need fuel applied. The starter alone will fully pressurize the engine driven pump(s).

    In the case of this aircraft, with the #1 engine spinning I had 2900psi and it only dropped a hundred pounds while moving the flight controls.

    Verdict??? A weak reversible pump and a nasty ass replacement procedure.

    There is no way two electrical pumps will ever generate the power of an engine driven pump. With the electric pumps, all the pressures will be low, but not to the level that was noticed with the #1 system. It is also a testament to the strength of the starters.
    1. View Thread →
    Post is under moderation
    Stream item published successfully. Item will now be visible on your stream.
There are no activities here yet
Unable to load tooltip content.
English Arabic French German Italian Japanese Korean Norwegian Portuguese Russian Spanish

 Random acts of kindness are contagious!!