Maintenance actions to resolve RAT problem leaded to inhibite take-off flaps alarm, and to put the aircraft in (electrical) flight conditions.
Isnt this the wrong way round?The RAT probe failure was caused by the aircraft being in air mode in the first place.
doodahdave,
Can you give us your analysis of posts 1489 and 1500?
Is this c/b thats mentioned routinely pulled by maint to check strobes for first flight of the day check?Is this your experience?This aircraft was on its second flight,having arrived from BCN.If the daily checks been done in BCN(Spanair base?),why pull this breaker in MAD?Is it possible they flew with it pulled from BCN or will the RAT probe overheat whatever the ambient conditions?BCN am departure=temp 15/59 vs. pm departure MAD=temp 30/86??
Autoslats only work with flaps/slats set ie slats already mid-seal..they re-position slats from mid-seal to full extend.Pls confirm.Is a slats only takeoff possible on this bird or just the DC9?How much stall speed margin does full extend from mid-seal buy you?Im just thinking of something to try to explain the awkward CVR leak that has the pilot saying Flaps/slats SET.A flapless takeoff combined with autoslat failure and incorrect TO thrust might be a way to explain the call and the accident.If flapless takeoff is not possible,then the call must have been rote or the leak is incorrect...
With RAT probe disabled,pls confirm that AT cannot be engaged(contrary to MEL)?TCI requires a temp input,even an invalid one,to function.Can it be pilot-entered?
Thanks.