Thruster88

Red, do you have any explanation for the fuel pressure behaviour in skippys aircraft? In the tecnam i flew yesterday there was less than 0.2 psi change when turning off or on the electric boost pump, on the ground at idle or flying at full power.

So the fuel pressure in skippys aircraft is dropping from normal 4-5 psi to about 1 psi when the boost pump is turned off and slowly rises over a minute or two back to a normal level of 4-5 psi. Skippy tells me his boost pump pressure is a little higher than the engine pump pressure so the boost pump could force the diaphragm down in the engine pump and It would stop stroking. A blockage of the vent could keep the diaphragm down with minimal stroking which gradually increases as pressure bleds back into the vented section of the engine pump.

The jet or turbine powered car dream is alive and well.

I have had the carburetors flood out the vents tubes a few times on the thruster 582 while at low idle on a down hill taxi. My electric fuel pump pressure is a little high and am changing the pump to a facet FEP42SV, 1.5 to 4psi. Other reasons for flooding, carbs shaking at low idle and or heavy floats.

Find flight data recorders on june 13 and 16, fly them to Delhi on June 24 for investigation. Seems like an unnecessary delay.

Brendan, the POH for my 1963 Beechcraft 23 always calls the electric fuel pump the boost pump. It does this in the normal and the emergency sections of the manual. In the event of engine failure BOOST PUMP ON and change tank is first in the list. The engine pump can supply enough fuel pressure at all times unless there is a mechanical pump failure, vapour lock, partial blockage or air in the system due to a dry tank selected, the BOOST pump can over come these issues. I will continue to call the secondary, electric, backup, other pump the BOOST pump in any aircraft I fly. Unless it is an iS rotax, then it is pump A and pump B.

Regarding your posts that the carburetor engine still receives adequate flow even at low fuel pressure, I TOTALLY AGREE, however to say the fuel pressure gauge is in error sometimes makes no sense. How can it be in error sometimes? Is your fuel pressure on the ground, Boost pump only the same as while flying, engine pump only? In a tecnam /912 I have been flying lately they are the same. Turning off the boost pump in flight results in zero change in fuel pressure on the mechanical fuel pressure gauge. Below is a 912 fuel pump. A blockage in the vent line might explain your pressure rising over a minute or two. The little spring controls fuel pressure and should immediately take over from the boost pump unless perhaps the diaphragm is being held down and not able to stroke.

When aircraft hit the ground hard like this one has they often bounce back into the air and make a second hit some 10-20 metres away. It looks to have flipped over as well.

How would the fuel pressure gauge know that you had just turned the boost pump off and then decide to indicate a lower pressure for 1 to 2 minutes? It must be a very clever or mischievous one, or it might just be showing what is actually happening.

Less prop noise. Hartzell have moved on to Scimitar blades now. End of the blades is a swept wing to reduce noise as the tip approaches the speed of sound.

Q tips on a PA30 with a great rego, it was at old station this year.

From casa. Email [email protected] with your aircraft type, registration mark, serial number. Ask for a hex code. Or if you are VH reg you can see your hex code on flightradar24. Just enter your reg.

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Laptop, software and a data cable. At aviation prices they might have even got a spare set.

Not sure about the live rat idea. If a rat started chewing on the wires in a canbus or digital type system there would be error messages, many error messages before takeoff. Left and right side of the aircraft are two essentially separate systems. Synchronised left and right side rats? anything is possible. The aircraft was 12? years old so would have been through many inspections.

How does the park brake work? Blocking valve to hold pressure or a separate master cylinder like a Piper Cherokee?

My guess in this fly by wire and FADEC aircraft there would be many levels of redundancy. To have no control of the flight controls or engines would be unthinkable. Un commanded double engine failure? Don't think so.

AI Overview The Boeing 787's flight data recorder (FDR) system architecture relies on a robust electrical system for power and data acquisition. The FDR, often referred to as a "black box," is connected to various aircraft systems through a flight-data acquisition unit. This unit gathers data from sensors throughout the aircraft and transmits it to the FDR. The 787's electrical system, which includes multiple power sources and redundancies, ensures the FDR remains operational even during power interruptions. Here's a breakdown of the key components and their interaction: 1. Electrical System: Generators: The 787 has multiple generators, including those driven by the engines, the APU, and a ram air turbine (RAT). Power Distribution: The generated power is distributed through AC buses and converted to other voltage levels as needed. Redundancy: The electrical system is designed with redundancy to ensure continued operation even with generator failures. Backup Power: In addition to the main battery, the APU battery, and the RAT, the main battery can also be used as a backup power source. 2. Flight Data Acquisition: Sensors: Numerous sensors are strategically placed throughout the aircraft to monitor various parameters. Flight-Data Acquisition Unit: This unit acts as an intermediary, collecting data from the sensors and preparing it for the FDR. Common Data Network (CDN): The CDN facilitates data transfer between different aircraft systems, including the flight-data acquisition unit. 3. Flight Data Recorder (FDR): Crash-Survivable Memory Unit (CSMU): The FDR is housed in a ruggedized CSMU that can withstand extreme conditions. Solid-State Memory: Modern FDRs utilize solid-state memory, which are more reliable and less prone to mechanical failure than older systems. Recorder Independent Power Supply (RIPS): The Enhanced Airborne Flight Recorder (EAFR) includes a RIPS, which provides power to the recorder in case of a main power failure. Location Devices: The FDR is equipped with an Underwater Locator Beacon (ULB) and an Emergency Locator Transmitter (ELT) to aid in recovery after an accident. 4. Common Core System (CCS): Integrated System: The CCS integrates various physical and logical networks, including the ODN (for non-critical systems) and the IDN (for flight-critical systems). Data Transfer: The CCS facilitates data transfer between different aircraft systems and within the CCS itself. Panel Interface Pods (PIPs): Many cockpit panel switches interface with the CDN through PIP logic circuit card assemblies. In essence, the 787's electrical system provides the necessary power and the data acquisition system gathers the critical information. The FDR, protected by its CSMU and RIPS, records this data for later analysis, ensuring that valuable information is available in the event of an incident.

It was a foot launch paramotor. Very sad.

Those pins don't really have to slide, they just allow for the wear in the fixed pad.

The PA-28-140 performance is as stated in the POH. Oh and um 4 people and full fuel would not be permitted after reading the POH. Always read the POH or flight manual or whatever the manufacturer calls it.

My friend once had a similar problem in his Socata TB10 Tobago. Problem turned out to be the master cylinder was not able to fully retract so hydraulic pressure could not be released to the reservoir. The hotter it got the harder the brake grabbed. Do you have a park brake valve or anything that might be holding pressure. Wrong fluid and swollen orings?

Yes any time the boost pump is on in my RV the indicated fuel flow is about 2 gallons per hour higher, this is obviously a false reading since there is never any change in power, engine sound or air speed. Are you A, leaning to a fuel flow from the lycoming performance chart? or B, simply pulling the mixture out until the engine starts to run rough and then go slightly richer? If the answer is B then fuel pump on or off will not matter. If answer is A and your flow meter is like mine then there will be a difference. If you are leaning to a fuel flow then I would switch the boost pump off. Normally the boost pump would be off by the time leaning is done. Leaning in a lycoming should be done any time the power is 75% or less, this has nothing to do with altitude.

I have o-320 in the musketeer and o-360 in the RV. The rate of fuel consumption is only changed by mixture and power setting, there is no change with electric boost pump on or off, if the are no problems with the fuel system such as partially blocked filter, engine pump faulty etc. How ever in my RV switching on the boost ALWAYS shows an instant increase in fuel flow. I believe this is due to fuel pulsing in the flow meter. So if you lean to a known fuel flow with the pump on and then turn it off the mixture would be to lean in my RV by about 2 gph.

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