Raptor71
7th Jun 2017, 15:19
Hello everybody,
I was reading the MRG and CC and some questions came at me:
If I can get some help on these ones:
ELECTRICAL:
==="The battery charger will not enter in the charge mode when BAT OVHT, APU START, DC1 and TFR1 unpowered, refuelling panel open."
I know that the charger has two modes ( charge and TR); I also understand that during the TR modern the charger still supplies the battery to maintain it charged.
If I understand why the charger would not charge the battery in the event of an OVHT, what about the other conditions?
I suppose that in the event of a DC1 and TFR1 failures, charger power is kept to feed the battery bus, ac and dc stay busses even if it means stopping the supply to the battery.
=== Battery OVHT: loss of hot batt and sw hot batt bus ( source: MRG and CC)...on the schematics it does not look obvious....
HYDRAULICS
===Can we assume that the 760kg fuel limitations also applies to the engine driven pumps? I mean: the fluid going to the EDP is also cooled by the heat exchanger, running this pump with low fuel in the tank could definitely damage the pump right?
===System A: two standpipes and only 1 for system B...why?
=== No OVHT light for the EDP...is these pumps not likely to OVHT?
=== Can somebody explain me the case drain the hyd pumps...where goes the fluid after cooling the components? Does it go back to the reservoir? I do not see any lines in the WW....
=== PTU: is it activated with flaps at 15? or less than 15?
=== Aileron trim INOP with loss of sys A and B....I assumed that it was electrically activated....
=== MRG schematics: if you decided to close the FLT CTRL SOV, you would loose the autopilot too ( and YD for system B)
Some more are coming most probably/
I would like to finish with some perf questions:
I did some simulations on the OPT:
In the example I took:
a full rated T/O at 22k gives N1: 93.9 and with ATM 93.0 with 33 degrees
a full rated T/O at 24k gives N1: 96.1 and with ATM 92.9 with 40 degrees
My question is: what option is better for engine life in the ATM case?
Is a decrease of 1% N1 at 22k and 24k produces the same amount of EGT decrease?
Thanks guys....
I was reading the MRG and CC and some questions came at me:
If I can get some help on these ones:
ELECTRICAL:
==="The battery charger will not enter in the charge mode when BAT OVHT, APU START, DC1 and TFR1 unpowered, refuelling panel open."
I know that the charger has two modes ( charge and TR); I also understand that during the TR modern the charger still supplies the battery to maintain it charged.
If I understand why the charger would not charge the battery in the event of an OVHT, what about the other conditions?
I suppose that in the event of a DC1 and TFR1 failures, charger power is kept to feed the battery bus, ac and dc stay busses even if it means stopping the supply to the battery.
=== Battery OVHT: loss of hot batt and sw hot batt bus ( source: MRG and CC)...on the schematics it does not look obvious....
HYDRAULICS
===Can we assume that the 760kg fuel limitations also applies to the engine driven pumps? I mean: the fluid going to the EDP is also cooled by the heat exchanger, running this pump with low fuel in the tank could definitely damage the pump right?
===System A: two standpipes and only 1 for system B...why?
=== No OVHT light for the EDP...is these pumps not likely to OVHT?
=== Can somebody explain me the case drain the hyd pumps...where goes the fluid after cooling the components? Does it go back to the reservoir? I do not see any lines in the WW....
=== PTU: is it activated with flaps at 15? or less than 15?
=== Aileron trim INOP with loss of sys A and B....I assumed that it was electrically activated....
=== MRG schematics: if you decided to close the FLT CTRL SOV, you would loose the autopilot too ( and YD for system B)
Some more are coming most probably/
I would like to finish with some perf questions:
I did some simulations on the OPT:
In the example I took:
a full rated T/O at 22k gives N1: 93.9 and with ATM 93.0 with 33 degrees
a full rated T/O at 24k gives N1: 96.1 and with ATM 92.9 with 40 degrees
My question is: what option is better for engine life in the ATM case?
Is a decrease of 1% N1 at 22k and 24k produces the same amount of EGT decrease?
Thanks guys....