CJ technical questions
Join Date: Dec 2001
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OK Tom I have taken the bait
lets discuss
pressurisation, the 3 modes auto isobaric and manual
and how to use them ( why is the L tab of the checklist so badly presented)
when you get a p1 one ahars fail haw do you get rid of the annoying BANK ANGLE soundtrack.
why is a generator imbalance indication a bad thing
why dont we train the p2 V1 cut proceedures in line with the sops
why do chief pilots drink so much
why do captains not read the notams
why is the toilet overflowing
why is my hotel room ****
why dont the italians do sandwiches
why do I still love this job after 30 years
over!!!!
lets discuss
pressurisation, the 3 modes auto isobaric and manual
and how to use them ( why is the L tab of the checklist so badly presented)
when you get a p1 one ahars fail haw do you get rid of the annoying BANK ANGLE soundtrack.
why is a generator imbalance indication a bad thing
why dont we train the p2 V1 cut proceedures in line with the sops
why do chief pilots drink so much
why do captains not read the notams
why is the toilet overflowing
why is my hotel room ****
why dont the italians do sandwiches
why do I still love this job after 30 years
over!!!!
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Can I play too???
How many letters are in lower case in the cockpit?
Which indication shows (without looking out the window) that a GPU is connected?
On the CJ3+ VXR convertible, how do you manually reset the A/C crosstie lockout reset switch in case of elevator trim runaway?
How many letters are in lower case in the cockpit?
Which indication shows (without looking out the window) that a GPU is connected?
On the CJ3+ VXR convertible, how do you manually reset the A/C crosstie lockout reset switch in case of elevator trim runaway?
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pressurisation, the 3 modes auto isobaric and manual
and how to use them ( why is the L tab of the checklist so badly presented)
My understanding of this may be wrong but here's what I think. In auto mode, the pressurisation controller sets up an autoschedule for the flight based on the elevation you start from, the destination pressure altitude that you set before take off (lots of operators don't do this for some reason) and the maximum altitude attained during the flight.
If you lose the air data computer input the controller no longer knows how high you are going to go and it switches to isobaric mode which is indicated by an orange light and the window will have FL in it. If you push the knob you recall the last set cabin altitude for landing. The pilot uses the pressurisation controller in isobaric mode by adjusting the FL to maintain a sensible cabin pressure differential and pushes it to set the destination cabin altitude if necessary (indicated by CA).
In manual mode, which you need to switch to, you directly control the cabin altitude by moving the up, down toggle (which is sensitive). This would be used in the event of a failure of the pressurisation controller itself.
when you get a p1 one ahars fail haw do you get rid of the annoying BANK ANGLE soundtrack.
thats a very good question.. um..
well you could fly with the wings perpendicular to the ground in the direction it failed and knife edge your way back to bristol
I suspect that bank angle warning is part of the TAWS system so you could pull the TAWS circuit breaker. I'm guessing now.
why is a generator imbalance indication a bad thing
There are two possible imbalances from the generators that I am aware of. You could have a voltage imbalance or a current imbalance. If the voltage output of each generator is different (rotate the volt meter knob left and right and note the readings) they won't tie together correctly. If that happens I think its possible for them to not load share properly. This means that one generator will take more of the load than the other and its possible to blow the 225 current limiter in the back with is tough for the FO to reset in flight.
There will be other systems that rely on a stable system voltage thats within stated limits and if there is a significant voltage imbalance that may result in an incorrect system voltage.
The second imbalance is caused by not load sharing properly (I think they need to be within 10% of each other) and one generator supplying more current to its bus than the other. That can result in failure of the shear shaft in the generator and it will be off line.
In a straight CJ there is probably an implication for the inverters if the voltage output is not within limits so I will have to do a bit of reading to find out the rest of the answer.
why dont we train the p2 V1 cut proceedures in line with the sops
I don't know. I also don't know why we don't train in line with ICAO, the aircraft manufacturers recommendations, or basic airmanship.
why do chief pilots drink so much
because its there and nobody beats chief pilots over their credit card bills
why do captains not read the notams
because the format is so bloody confusing and the useful stuff is buried in between kite flying in chorleywood and model flying in abingdon. I was very pleased indeed that I had actually read the notams for Sion the other day and briefed the FO that no IGS was available before we left Oxford. I have changed..
why is the toilet overflowing
because you eat too much meat
why is my hotel room ****
because you work for a tight wad that won't pay for decent rooms
why dont the italians do sandwiches
because Pope Pius VI decreed that the body of christ should not be in a sub and all the sandwich making italians emigrated to New York where they live to this day
why do I still love this job after 30 years
because its a bloody good laugh all the time and because you like helping people get better at it and you secretly like crappy hotel rooms with bunged up bogs
over!!!!
if you're interested I am building this into a CBT (computer based testing/training). In some kind of wierd eutopian world I would like to get it used across companies to try to get enough input to actually make it useful. It will support timed tests, single correct answers, multiple correct answers, and can build a random test for each candidate if required. And it emails the results to whoever you want. Its the right price for you. Its free.
and if its just me and you on here we may as well do this over a beer..
trim runaway question is interesting. There is also a pitch trim CB which should isolate the power to the elevator trim so I'd pull that. Disengaging the autopilot would also be a good idea which would mean pressing and holding the big red button on the yoke for a few seconds. I think there is a fundemental difference between the 500 and 525 cockpit which is the big red battery disconnect switch under the captains left arm. If all else failed I would use the battery disconnect to remove power from the trim motor. I'm going to have a proper look into itI don't have any manuals at home so I'll have a look at work and get back to you.
and how to use them ( why is the L tab of the checklist so badly presented)
My understanding of this may be wrong but here's what I think. In auto mode, the pressurisation controller sets up an autoschedule for the flight based on the elevation you start from, the destination pressure altitude that you set before take off (lots of operators don't do this for some reason) and the maximum altitude attained during the flight.
If you lose the air data computer input the controller no longer knows how high you are going to go and it switches to isobaric mode which is indicated by an orange light and the window will have FL in it. If you push the knob you recall the last set cabin altitude for landing. The pilot uses the pressurisation controller in isobaric mode by adjusting the FL to maintain a sensible cabin pressure differential and pushes it to set the destination cabin altitude if necessary (indicated by CA).
In manual mode, which you need to switch to, you directly control the cabin altitude by moving the up, down toggle (which is sensitive). This would be used in the event of a failure of the pressurisation controller itself.
when you get a p1 one ahars fail haw do you get rid of the annoying BANK ANGLE soundtrack.
thats a very good question.. um..
well you could fly with the wings perpendicular to the ground in the direction it failed and knife edge your way back to bristol
I suspect that bank angle warning is part of the TAWS system so you could pull the TAWS circuit breaker. I'm guessing now.
why is a generator imbalance indication a bad thing
There are two possible imbalances from the generators that I am aware of. You could have a voltage imbalance or a current imbalance. If the voltage output of each generator is different (rotate the volt meter knob left and right and note the readings) they won't tie together correctly. If that happens I think its possible for them to not load share properly. This means that one generator will take more of the load than the other and its possible to blow the 225 current limiter in the back with is tough for the FO to reset in flight.
There will be other systems that rely on a stable system voltage thats within stated limits and if there is a significant voltage imbalance that may result in an incorrect system voltage.
The second imbalance is caused by not load sharing properly (I think they need to be within 10% of each other) and one generator supplying more current to its bus than the other. That can result in failure of the shear shaft in the generator and it will be off line.
In a straight CJ there is probably an implication for the inverters if the voltage output is not within limits so I will have to do a bit of reading to find out the rest of the answer.
why dont we train the p2 V1 cut proceedures in line with the sops
I don't know. I also don't know why we don't train in line with ICAO, the aircraft manufacturers recommendations, or basic airmanship.
why do chief pilots drink so much
because its there and nobody beats chief pilots over their credit card bills
why do captains not read the notams
because the format is so bloody confusing and the useful stuff is buried in between kite flying in chorleywood and model flying in abingdon. I was very pleased indeed that I had actually read the notams for Sion the other day and briefed the FO that no IGS was available before we left Oxford. I have changed..
why is the toilet overflowing
because you eat too much meat
why is my hotel room ****
because you work for a tight wad that won't pay for decent rooms
why dont the italians do sandwiches
because Pope Pius VI decreed that the body of christ should not be in a sub and all the sandwich making italians emigrated to New York where they live to this day
why do I still love this job after 30 years
because its a bloody good laugh all the time and because you like helping people get better at it and you secretly like crappy hotel rooms with bunged up bogs
over!!!!
if you're interested I am building this into a CBT (computer based testing/training). In some kind of wierd eutopian world I would like to get it used across companies to try to get enough input to actually make it useful. It will support timed tests, single correct answers, multiple correct answers, and can build a random test for each candidate if required. And it emails the results to whoever you want. Its the right price for you. Its free.
and if its just me and you on here we may as well do this over a beer..
trim runaway question is interesting. There is also a pitch trim CB which should isolate the power to the elevator trim so I'd pull that. Disengaging the autopilot would also be a good idea which would mean pressing and holding the big red button on the yoke for a few seconds. I think there is a fundemental difference between the 500 and 525 cockpit which is the big red battery disconnect switch under the captains left arm. If all else failed I would use the battery disconnect to remove power from the trim motor. I'm going to have a proper look into itI don't have any manuals at home so I'll have a look at work and get back to you.
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thanks tom you have achieved 92% and can have the rest of the day off.
as we spend hours in the cruise our company tend to pull out the checklist and discover what we dont know and unravel the poor solutions delivered by the checklist, consider what will happen if we loose the cabin NOW, plus lots of other simulated emergencies which will happen sooner or later.
If you want to talk tech **** Tom Shaw our systems groundschool guy and Andy Stirland our very gifted Chief Engineer are on the constant learning curve and would be pleased to play if you need an answer.
as we spend hours in the cruise our company tend to pull out the checklist and discover what we dont know and unravel the poor solutions delivered by the checklist, consider what will happen if we loose the cabin NOW, plus lots of other simulated emergencies which will happen sooner or later.
If you want to talk tech **** Tom Shaw our systems groundschool guy and Andy Stirland our very gifted Chief Engineer are on the constant learning curve and would be pleased to play if you need an answer.
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CJ Technical Questions
Anti- Ice Protection:
I believe the nose spinner on the FJ Williams engines are not anti-iced
(Bleed air).
Is it because they are more aerodynamically shaped, than spinners on the older P+W J15D's, or is there some other reason?.
I believe the nose spinner on the FJ Williams engines are not anti-iced
(Bleed air).
Is it because they are more aerodynamically shaped, than spinners on the older P+W J15D's, or is there some other reason?.
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APUDRIVER,
To answer your question most effectively I have copied the appropriate section out of the AFM for your reference:
"The engine fan, stators and spinner are aerodynamically deiced. Ice will build on the spinner, engine fan, and stators, and shed due to centrifugal and aerodynamic forces. Minor acoustical vibrations may be evident at some power settings as this ice builds and sheds. Momentarily increasing engine speed will assist with shedding the accumulated ice." (525BFM 3-98)
Hope that helps with your query.
To answer your question most effectively I have copied the appropriate section out of the AFM for your reference:
"The engine fan, stators and spinner are aerodynamically deiced. Ice will build on the spinner, engine fan, and stators, and shed due to centrifugal and aerodynamic forces. Minor acoustical vibrations may be evident at some power settings as this ice builds and sheds. Momentarily increasing engine speed will assist with shedding the accumulated ice." (525BFM 3-98)
Hope that helps with your query.
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Martin,
Can I just query what other problems went along with the AHRS1 fail that gave you a "Bank Angle" soundtrack?
We had an AHRS1 failure a few weeks ago and did not get that happen to us (not even before using the Reversion switch).
Did the soundtrack stop on yours after reverting to AHRS2?
Can I just query what other problems went along with the AHRS1 fail that gave you a "Bank Angle" soundtrack?
We had an AHRS1 failure a few weeks ago and did not get that happen to us (not even before using the Reversion switch).
Did the soundtrack stop on yours after reverting to AHRS2?
