Użytkownik "Shrek" napisał w wiadomości grup
Post by ShrekPost by J.F.Post by ShrekPost by J.F.Ale to by mogli napisac juz w tych wstepnych wersjach :-)
Ze wstępnych wynika chyba coś pośredniego. Załoga sprawdziła
bezpieczniki niezgodnie z instrukcją - bo instrukcja nic o tym nie
wspominała, ale mimo to sprawdzili i były wciśnięte.
A tego nie to sobie nie przypominam z wstepnych raportow.
Wynika z dokumentów do które podał linka Grzech(u). Skoro zalecili
uzupełnienie procedur benkowi, bo nie przewidywała co jak się
podwozie awaryjnie nie otworzy...
Ale z tego nijak nie wynika, ze zaloga sprawdzila bezpieczniki.
Tak teraz patrze we wstepny raport i pozniejsze oswiadczenia
-bezpieczniki sa dwa,
C4248 LANDING GEAR – ALT EXT MOTOR
C829 BAT BUS DISTR
-ten drugi jest na panelu P6-1 pozycja A1, a ten pierwszy to gdzie ?
Pozycja F6 ... tez chyba panel P6-1.
-"obserwacja bezpiecznika C829 z fotela F/O jest bardzo utrudniona".
No i tak sie zastanawiam - sprawdzili pierwszy bezpiecznik, a na drugi
nikt nie zwrocil uwagi ?
Gdyby pilot tylko odwrocil glowe - mozliwe, ale jesli szef pokladu
przyszedl i ogladal - chyba by zauwazyl inny wylaczony bezpiecznik ?
W kazdym badz razie nie widze w raportach zapisu, ze zaloga sprawdzila
bezpieczniki !
P.S. komentarz z pewnego forum:
http://www.airliners.net/aviation-forums/tech_ops/read.main/309160
"This C/B (and others) on the P6 panel is in a location where it
easily gets bumped when the F/O puts his flight bag into it´s stowage
place.
Boeing has some stupid locations for C/Bs on the B737, B747, B757 and
B767."
"Here's the FAA's take on circuit breakers. I'm not sure if its the
latest version. Each operator will have there own policy on resetting
circuit breakers.
[-And to take it one step further, the FAA has been rather paranoid
about in-flight circuit breaker resets after the AS261 accident.]
FAA Aviation Safety
SPECIAL AIRWORTHINESS INFORMATION BULLETIN
SAIB: CE-10-11
SUBJ: Electrical: Fire Hazard in Resetting Circuit Breakers (C/Bs)
Date: December 23, 2009
This is information only. Recommendations aren%u2019t mandatory.
2. Essential C/Bs should be reset in flight only once:
a. after at least one minute;
b. if there is no remaining smoke or burning smell and
c. the affected system and equipment is needed for the operational
environment.
3. Do not reset any non-essential C/Bs in flight.
From my airlines QRH manual 737-400/NG:
Circuit Breakers
WARNING! Opening, resetting or cycling of CBs is prohibited
except when following an approved QRH, Flight
Handbook, MEL procedure or in the Captain%u2019s
judgment an extreme condition exists which
makes it necessary for the safety of flight.
WARNING! Do not reset a tripped Fuel Pump, Fuel Quantity
Indication System, or (400) Lavatory Flush Motor
circuit breaker under any circumstance.
If a tripped circuit breaker needs to be reset, a two-minute cooling
period should be observed before resetting. If the circuit breaker
trips again, do not attempt another reset.
A Maintenance Logbook write-up, including a description of the
exact conditions when the trip occurred, when the CB was reset
and the results of resetting the CB, is required and may provide the
key to effective troubleshooting and corrective action by
Maintenance."
Ogolnie ma to jakis sens, ale ... zaskoczyl mnie troche ten krytyczny
Lavatory Flush :-)
Aaa ,
"-That probably comes from the DC9 that burned out due to a fire
caused by an overheated lav flush motor ...
--If you are referring to AC797, DFW-YYZ that ended up in CVG ... it
was the other way around. The fire caused the flush pump to pop the
circuit breakers. The cause of the fire was never determined.
-I once had a 737NG with a popping lav flush motor C/B, which was
resetted repeatetely by the pilots. The reason of the C/B popping was
a badly routed wireloom chaffing against the housing of the cockpit
zone temperature fan above and behind the captain´s seat. Due to the
repeated arcing (115V AC system), the area was already nicely black
and the insulation of other wires in the same wireloom was damaged.
Remember SR111?"
">>True, but what was needed in this case was an attention getter to
alert the crew that an important CB is tripped
Post by ShrekI would say the lack of landing gear coming down was a pretty serious
attention getter. Even if they'd known exactly why (CB open) they
wouldn't know why the CB was open and may or may not have been
allowed to reset it. For certain failures, resetting a tripped CB
could kill you. A gear up landing, though really ugly, is unlikely to
be fatal."
Hm ...
Skomplikowane te samoloty.
J.