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ALASKA AIR EMERGENCY LANDING HAWAII

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ALASKA AIR EMERGENCY LANDING HAWAII

Old 2nd May 2018, 06:29
  #41 (permalink)  
 
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The newer installations don't use pressure switches - they use differential pressure transducers (typically strain gauge type). Switches fail (especially in the adverse environment of an engine) - transducers are far easier to fault detect, and monitored by the FADEC they are typically dual channel redundant. Typical installation will set a fault when the delta P gets above a certainly level (if anyone's looking it says it time to replace the filter), then set a flight deck message when the delta P approaches bypass.
All that being said, I don't know what the CFM56-7 uses...
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Old 2nd May 2018, 07:02
  #42 (permalink)  
 
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Originally Posted by tdracer View Post
The newer installations don't use pressure switches - they use differential pressure transducers (typically strain gauge type). Switches fail (especially in the adverse environment of an engine) - transducers are far easier to fault detect, and monitored by the FADEC they are typically dual channel redundant. Typical installation will set a fault when the delta P gets above a certainly level (if anyone's looking it says it time to replace the filter), then set a flight deck message when the delta P approaches bypass.
All that being said, I don't know what the CFM56-7 uses...
Yep. Transducers are more reliable, especially at higher pressures. But they do fail too.
Hence the redundancy.
Do you want to see what a shoe box full of 'em looks like?
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Old 2nd May 2018, 08:33
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I don't know if turbulance is a consideration in an engine out situation, but Maui approach is considerably bumpier then HNL.
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Old 2nd May 2018, 14:20
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Originally Posted by Deadstick126 View Post
I don't know if turbulence is a consideration in an engine out situation, but Maui approach is considerably bumpier then HNL.
Nope, only if there are TRWs that block the approach path. Otherwise, runway winds only.
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