P
psysix
[FONT=Verdana, Arial, Helvetica, sans-serif]N29RA[/FONT]
[FONT=Verdana, Arial, Helvetica, sans-serif]Senior Member? Senior-not[/FONT]
[FONT=Verdana, Arial, Helvetica, sans-serif]Registered: Sep 2004
Location: Commuting
Posts: 326
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"Noooooooooo!!!!!!!!"
But if it's true here's a (hugs) and a chaste (smooch)
and a belated welcome to SP
If it's not, well....
I was wondering if this thread was getting too unwieldy to the point I should just start new threads. I didn't think I had any more stuff to add to this thread but I can think of one or two more stories that have come up over the last month I can write about.
Postscript
We had tried talking with dispatch while we were still in the air, but weren't able to get a hold of them. So after landing we talked with dispatch. It turns out that they were dealing with a separate emergency on another company aircraft that had an engine fire light illuminate on them. So they shut the engine down as they were supposed to and diverted. Luckily it was just a faulty annunciator and not an actual engine fire. When I talked to that crew about it, they said a lot of passengers were a little upset when they saw the prop stop turning inflight.
After dealing with the engine fire emergency with the other plane, dispatch and maintenance finally decided they wanted us to ferry our plane to the maintenance base. You can guess what we told them about where to put that idea. We didn't feel comfortable flying it at night, partial panel, with an electrical problem, using ADF tracking techniques to navigate. We wanted the mechanic out here first to fix it before we were going to fly it anywhere.
The mechanic found that a cable bundle behind the captain's instrument panel wasn't properly attached to where it was supposed to be I guess and was just draped over the captain's flight controls. So as the flight controls moved it just chafed the insulation away to the point where it shorted on our flight.
As for what I learned about this whole deal, I wasn't expecting smoke to be so ambigious, but it was enough to confuse me. I was thinking of smoke as being a lot of smoke - when it's hard to breathe and it burns your eyes. I didn't think the amount of smoke we had warranted us putting on the masks and goggles, but I guess it could have gotten worse and then we'd be wishing we had them on.
I'm still not totally comfortable with electricity and understanding how it gets from the generator to all the equipment. I know from rote that we have a 24v 34amp-hr battery, two 28v DC starter/generators with five 28v DC electrical busses, two 115v 400Hz AC electrical busses, two 26v 400Hz AC electrical busses, and three 28v avionics busses - (lots of busses in this tiny simple airplane), but that didn't help me understand what was happening. So I'll be studying that a little more so that I can understand what's going on with the electrons.[/FONT]
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Are we there yet?
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[FONT=Verdana, Arial, Helvetica, sans-serif]Senior Member? Senior-not[/FONT]
Location: Commuting
Posts: 326
[/FONT]
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[FONT=Verdana, Arial, Helvetica, sans-serif]quote:[/FONT] Originally posted by Jeff S KDTW
"N29RA", by the way, <hiss> "I am your father."
"N29RA", by the way, <hiss> "I am your father."
"Noooooooooo!!!!!!!!"
But if it's true here's a (hugs) and a chaste (smooch)
I was wondering if this thread was getting too unwieldy to the point I should just start new threads. I didn't think I had any more stuff to add to this thread but I can think of one or two more stories that have come up over the last month I can write about.
Postscript
We had tried talking with dispatch while we were still in the air, but weren't able to get a hold of them. So after landing we talked with dispatch. It turns out that they were dealing with a separate emergency on another company aircraft that had an engine fire light illuminate on them. So they shut the engine down as they were supposed to and diverted. Luckily it was just a faulty annunciator and not an actual engine fire. When I talked to that crew about it, they said a lot of passengers were a little upset when they saw the prop stop turning inflight.
After dealing with the engine fire emergency with the other plane, dispatch and maintenance finally decided they wanted us to ferry our plane to the maintenance base. You can guess what we told them about where to put that idea. We didn't feel comfortable flying it at night, partial panel, with an electrical problem, using ADF tracking techniques to navigate. We wanted the mechanic out here first to fix it before we were going to fly it anywhere.
The mechanic found that a cable bundle behind the captain's instrument panel wasn't properly attached to where it was supposed to be I guess and was just draped over the captain's flight controls. So as the flight controls moved it just chafed the insulation away to the point where it shorted on our flight.
As for what I learned about this whole deal, I wasn't expecting smoke to be so ambigious, but it was enough to confuse me. I was thinking of smoke as being a lot of smoke - when it's hard to breathe and it burns your eyes. I didn't think the amount of smoke we had warranted us putting on the masks and goggles, but I guess it could have gotten worse and then we'd be wishing we had them on.
I'm still not totally comfortable with electricity and understanding how it gets from the generator to all the equipment. I know from rote that we have a 24v 34amp-hr battery, two 28v DC starter/generators with five 28v DC electrical busses, two 115v 400Hz AC electrical busses, two 26v 400Hz AC electrical busses, and three 28v avionics busses - (lots of busses in this tiny simple airplane), but that didn't help me understand what was happening. So I'll be studying that a little more so that I can understand what's going on with the electrons.[/FONT]
[FONT=Verdana, Arial, Helvetica, sans-serif]__________________
Are we there yet?
