LH engineer seriously injured at MAN 13th Nov
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Tyre pressure chart. Heavie's mains here -
http://www.aci.aero/aci/ACIAPAC/Down...r%20letter.pdf
Tyre sizes here -
Desser Aircraft Tire & Rubber Company
Excellent manual from Goodyear.
http://www.goodyearaviation.com/reso...raftmanual.pdf
http://www.aci.aero/aci/ACIAPAC/Down...r%20letter.pdf
Tyre sizes here -
Desser Aircraft Tire & Rubber Company
Excellent manual from Goodyear.
http://www.goodyearaviation.com/reso...raftmanual.pdf
Last edited by forget; 15th Oct 2010 at 10:59.
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Airbus AMM for A320's dictates tyre pressures depending on cover manufacturer and specification of cover..
It wasn't because the technician didn't know the pressure required, he didn't know how to use the equipment and didn't ask anybody that did. I never charge a cover with an outlet pressure from the regulator above 50 PSI of what I require. As said before, you will know the difference between a HP and LP setting when you purge the line. If you don't know who to use a trolley etc, ask someone who does. If the kit is unserviceable, stand up and don't use it.
Your safety is more important that 200 holiday makers being a couple of hours late, regardless of the pressures being applied..
It wasn't because the technician didn't know the pressure required, he didn't know how to use the equipment and didn't ask anybody that did. I never charge a cover with an outlet pressure from the regulator above 50 PSI of what I require. As said before, you will know the difference between a HP and LP setting when you purge the line. If you don't know who to use a trolley etc, ask someone who does. If the kit is unserviceable, stand up and don't use it.
Your safety is more important that 200 holiday makers being a couple of hours late, regardless of the pressures being applied..
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Airbus AMM for A320's dictates tyre pressures depending on cover manufacturer and specification of cover..
It wasn't because the technician didn't know the pressure required, he didn't know how to use the equipment and didn't ask anybody that did. I never charge a cover with an outlet pressure from the regulator above 50 PSI of what I require. As said before, you will know the difference between a HP and LP setting when you purge the line. If you don't know who to use a trolley etc, ask someone who does. If the kit is unserviceable, stand up and don't use it.
Your safety is more important that 200 holiday makers being a couple of hours late, regardless of the pressures being applied
It wasn't because the technician didn't know the pressure required, he didn't know how to use the equipment and didn't ask anybody that did. I never charge a cover with an outlet pressure from the regulator above 50 PSI of what I require. As said before, you will know the difference between a HP and LP setting when you purge the line. If you don't know who to use a trolley etc, ask someone who does. If the kit is unserviceable, stand up and don't use it.
Your safety is more important that 200 holiday makers being a couple of hours late, regardless of the pressures being applied
I reported to my line manager that in my opinion the pressure regulator on the nitrogen rig was dangerous as it was a high pressure regulator attached to low pressure tyre inflation equipment. I was given two or three coats of ignoring.
Within two months I was called to an aircraft where two contractors were having problems with the equipment and it was "jammed".
A Newbow tyre inflater was fitted and the operating handle could not be moved.
A quick look identified the problem and scared the sh*te out of me.
They wanted to put 125 psi into the wheel but had the regulator set to 125 bars (1875psi approx).
Rather gingerly I switched off the bottles and depressurised the line.
The only thing that saved them (and me) was the Newbow inflator I dread to think what the consequences of using something cheaper and nastier would have been.
Then we got a low pressure regulator!!!!!
Interestingly I note this this occurred at about the same date give or take a few months as the acccident at Manchester
Within two months I was called to an aircraft where two contractors were having problems with the equipment and it was "jammed".
A Newbow tyre inflater was fitted and the operating handle could not be moved.
A quick look identified the problem and scared the sh*te out of me.
They wanted to put 125 psi into the wheel but had the regulator set to 125 bars (1875psi approx).
Rather gingerly I switched off the bottles and depressurised the line.
The only thing that saved them (and me) was the Newbow inflator I dread to think what the consequences of using something cheaper and nastier would have been.
Then we got a low pressure regulator!!!!!
Interestingly I note this this occurred at about the same date give or take a few months as the acccident at Manchester
Last edited by ericferret; 17th Oct 2010 at 09:57.
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Alber,
I think you got it right first time. There were contributory factors, but that's what they were. I'm not sure sure that, for once, you can blame the beancounters.
he didn't know how to use the equipment and didn't ask anybody that did.
Human factors such as the bean counters.
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Tyre Filling Unit
We use the Newbow Tyre inflators on the output of the "Fast Tyre Fill Unit", they are great. This machine stores Liquid Nitrogen at 350 psi and we vaporize it to room temperature gas and supply it down 50ft hoses to fill tyres from empty in the Tyre Storage facility at different airlines in the UK. Each machine holds the equivalent of 20 cylinders of gas which cannot over pressurize the tyres as we cannot possibly exceed the min burst pressure of an aircraft tyre which is 4 x working pressure or about 800 psi for a 737 main gear. There is no cylinder handling and a handy gauge tells you when it is nearly empty. It is truly a safer option for tyres.
If you are interested visit | McNaughton Dynamics UK | Nitrogen, Oxygen and Cryogenic Pressurisation Servicing Units |
If you are interested visit | McNaughton Dynamics UK | Nitrogen, Oxygen and Cryogenic Pressurisation Servicing Units |
