Gear pins?
Join Date: Jan 1999
Location: north of barlu
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Cough has hit on one of the main uses for the pins also on some aircraft when the hydrulic system is totaly de-pressuised to check the precharge PX in the accumulators this can miss position shuttle valves and when the system is re-pressuised strange things happen as the pressure gets into places it should not.
On the BAe 1-11 if you dont put the nose gear lock in after checking the stby steering acc px you run the risk of retracting the nose gear when the hydrulic pressure is re applyed.
On the BAe 1-11 if you dont put the nose gear lock in after checking the stby steering acc px you run the risk of retracting the nose gear when the hydrulic pressure is re applyed.
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TwoDeadDogs,
>> Legend has it that after an F50 suffered a gear collapse,a Fokker training guy pushed up on said beam whilst demonstrating to new trainees <<
You are wrong in this point. It was an engineer who pushed up, saying "I don't believe the required forces should be so light".
NOW he believes, but has no chance to ever push the beam up again. The required forces are said to be just a few (around 5 ) kilopond.
By the way, also the first collapse has been due to improper handling of (another)engineer.
Two damaged F 50 within a few days, two fired engineers, has been a sad statistics for the maintenance at Vienna.
>> Legend has it that after an F50 suffered a gear collapse,a Fokker training guy pushed up on said beam whilst demonstrating to new trainees <<
You are wrong in this point. It was an engineer who pushed up, saying "I don't believe the required forces should be so light".
NOW he believes, but has no chance to ever push the beam up again. The required forces are said to be just a few (around 5 ) kilopond.
By the way, also the first collapse has been due to improper handling of (another)engineer.
Two damaged F 50 within a few days, two fired engineers, has been a sad statistics for the maintenance at Vienna.
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Reminds me of a funny incident years ago. Airplane was a 748 and engineer did retraction tests in hangar then taxied airplane to line for me to fly. He came into the ramp (engineers could taxi under power there) taxiing fast and rough, and abruptly spun around and went back to hangar. I called and he said the nosewhel steering was inop, needed a new valve. None available, would be AOG.
Small island, and nothing came in for about 5 days, but then the airplane appeared on the ramp, serviceable for flight. I asked how he fixed it and he said he used an old valve that he repaired. (he lied of course)
Later I discovered he had left the gear handle up after the retract test on jacks, and when he taxied there was no pressure in the down line, where the steering gets it power.
If he had not had the pins fitted, we would not have had that airplane back for quite a while!
Small island, and nothing came in for about 5 days, but then the airplane appeared on the ramp, serviceable for flight. I asked how he fixed it and he said he used an old valve that he repaired. (he lied of course)
Later I discovered he had left the gear handle up after the retract test on jacks, and when he taxied there was no pressure in the down line, where the steering gets it power.
If he had not had the pins fitted, we would not have had that airplane back for quite a while!
