On ground HYD EDP selected to OFF to check on another matter, notice HYD system remains pressurised at 3,000PSI??? Re-cycle and check C.B, still remains pressurised.
Cause : The HYD EDP Solenoid shut off valve fails to operate and remains open!
MEL raised (C) !
When asked what does one do in flight, when HYD SYS OVHT occurs? Airbus answer, "10x-9 and that the HYD box will overheat and shear off the HYD drive mechanism, with no further damage", when pressed for more info, nothing cameback.
Therefore, didn't take MEL! 4 hour flight over water at night, problem with this particular HYD system, could only become worse in flight! don't get paid enough money to take that one !
.. which is why the MEL/PUS systems are permissions, not coercive directions. The pilot is expected to consider the facts ON THE DAY and moderate the MEL permission as appears appropriate. ie the pilot can require more restrictions up to and including not accepting the aircraft.
.. all depends on the operator being reasonable and honourable as well, of course.
Something to remember about these flying computers. I have read of SWLT inputs that do not work in this forum. Take time to positively push each switch and ensure light msg appears or clears. I have demonstrated to junior mechanics that by pushing a SWLT quickly no msg appeared then selecting again but slowly and positively the msg will appear. When doing soft resets on the o'head panel ensure a reasonable time lag (10-15secs) before reseting not a nano sec. This is a (Ctrl/Alt/Delete) function for your computer not a c/b. Something to remember when the cockpit goes black.....
God I love Twin Otters! Smoke rolling out from the floor boards with Airconditioning on, getting passed by canadian geese in flight & Greyhound busses on the ground... The only fixed wing aircraft in the world to take off in a nose down attitude... those wacky DeHavilland guys!
Well done not to accept the aircraft. This is not a MEL C item. Acc. Mel 29-23-01 "PTU may run continously when selected AUTO provided operation of the PTU in both directions is checked before first flight of the day." That also means that in OFF the PTU must stop! Hence this item is a NOGO.
"Flight director disagree. I have never seen this before on an airbus! AP2 engaged.Modes are v/s and loc with gs armed. Aircraft is cleared to 2000ft and further with the glide. F/o PFd GS* as glideslope captures at approx 2300ft.Ap1 engaged as plan is practice autoland. Capt Pfd Alt* as approaching fcu altitude as GS* not annunciated. AP1 now master autopilot so aircraft attempts to acquire fcu alt and not the glideslope. Glideslope is now showing fly down so both autopilots and fd disengaged and a manual approach and landing flown. Does anybody have any ideas as to why this happened?"
My guess is one ILS receiver in a failure mode not understood by the FWC. What about the GS and LOC indications? Just my 5 cents!
After tuning ILS 1 & 2, setting up for approach in marginal weather, noticed that ILS 1 tuning was intermittent (indications switched between freq/course to IDENT/course)...and ILS 2 was rock solid IDENT. This situation prevented a dual autopilot autoland and also NO AIII capability...only the ILS 2 was available for an instrument approach. Next day, after talking to Maintenance regarding the writeup...come to find out that a failure of MMR 1 had occurred...according to them, this never happens! There is no comparator between these and you wouldn't know you suffered this problem until on final and no Cat2/Cat3 capability.
Heavy airbourne,I posted the original problem and after a lot of digging in the fcom I discovered that if the aircraft FDchanges to ALT* and at the same time it is in a position to capture GS it will not capture the GS!
Problem: One fuel tank quantity indicator may be INOP.
According MEL A/C can be dispatched after dipstick. No problem with that, but: FMS has no more performance page, no speeds, no predictions on fuel etc. This is a logical consequence but nevertheless a nuisance.
Back to manual fuel checking etc. Not a problem with this contraption as everything to do this is at hand.
Rises the question - how is this handled in e.g. A320 or 737? More problems with the performance page, speeds etc.?
If the FQIS is giving an erroneous indication, it is a simple matter, after starting one engine, to go to the FMC INIT page - FUEL, and deselect FQ (fuel quantity). By doing this, the FOB is calculated only from the original (blocked) FOB - FF (fuel flow) (as determined from the FF sensors at each FCU (fuel control unit).
By using this method, there should be no incorrectly computed GW, thereby giving erroneous performance/speed data to/from the FMC.
However, your questions asks specifically of the B737/A320 FMCs; I would like to think those FMCs have a similar capability.
A320 legacy FMGC retention of previous VAPP in secondary flight plan.
Here's a good one which I have seen several times and which could catch someone out badly one day. If the previous flight has had the VAPP increased for any reason in an A320 with the of style "legacy" FMGCs and the active flight plan has been copied into the secondary, sometimes it can retain the selected VAPP on the next flight in the secondary flight plan. It should be checked, but one day it will be missed.
During takeoff/initial climb the left engine lost power. The flt crew attempted to continue the climb-out, but following the application of water-methanol, the pilot lost directional control. Subsequently, the aircraft banked to the left, entered a descent and impacted between the parallel runways. Injuries: 2 Fatal
Never arm the water-methanol system when already at takeoff power.