Video from Interstate 8 shows the moments a 25-year-old flight instructor safely landed a small plane Friday morning. A student-pilot was preparing to land at Gillespie Field when the engine failed and the instructor took control.
Credit @fox5sandiego / Keri Decker
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The Rudder it provides control the aircraft around the Vertical axis (YAW action)! The components in this post all live up by the rudder.
The first picture is the servo control (Power Control Actuator) there are 3 of them as there is one actuator for each hydraulic system to provide a back up encase you lose a system. You can see them pushing and pulling the leading edge of the rudder in the video.
The second picture is the travel limitation unit. The purpose of the unit is self explanatory it limits the amount the rudder can travel. Why? Because if an aircraft is cruising at 500mph, you don’t want to put a full rudder input in as it will spiral the plane out of control (just like you would go full lock when your driving at 70mph in your car). The unit will only allow it to go a small amount.
The third component is the YAW DAMPER it receives signals from the FAC (Flight Augmentation Control) to put small inputs into the rudder to prevent and reduce the amount of movement in the aircraft. If an aircraft begins to fluctuate if serious enough it can lead into ‘Dutch Roll’
I have included a picture (from google) of the FLT CTRL page on the ECAM of an Airbus. You can see that in this case the Yellow system is active and that the rudder has a limitation in place (green brackets).
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The nose wheel steering system is supplied by the yellow hydraulic system and is composed of several components which are described in detail in the following sections.
SWIVEL SELECTOR VALVE
The swivel selector valve is installed co-axially with respect to the L/G retraction axis and provides hydraulic power supply when the gear is extended. When the gear starts to retract, the swivel selector valve cuts the hydraulic power supply.
A 40-micron filter and a check valve are installed in the hydraulic power supply line followed with a second check valve mounted between the filter and the servo valve.
The servo valve is of the deflection-jet type. It is equipped with a Linear Variable Differential Transducer (LVDT) sensor which detects the position of the slide valve. The LVDT provides position feedback for the steering control.
The adjustable diaphragms are used to adjust the flow to each actuating cylinder chamber and consequently the wheel steering speed.
Two check valves ensure the distribution of fluid from the accumulator to the chamber of the steering actuator.
The bypass valve interconnects the two chambers of the steering actuator in the event of hydraulic system depressurization. The bypass valve opens if the pressure exceeds 273 bar (4000 psi).
There is one anti-shimmy valve per steering actuator chamber.
The steering actuator drives the rotating tube, which is part of the NLG structure, via a rack-and-pinion assembly.
The anti-shimmy accumulator supplies pressurized fluid in case of cavitation in one of the two chambers of the steering actuator. The accumulator can supply fluid pressurized up to 15 bar (220 psi).
A bleed screw allows bleeding and depressurization of the hydraulic block. ➖➖➖➖➖➖➖➖➖➖➖#a320#airbus#steering#hydraulic#aircraftmechanic#nosewheel#aircraftengineer ➖➖➖➖➖➖➖➖➖➖➖➖➖
23 Ekim 2018 Salı günü, yılların sektör tecrübesine sahip değerli mesai arkadaşımız Muharrem SAVUR ile Eğitim Müdürümüz Bora YAZICI, İstanbul Gelişim Üniversitesi Meslek Yüksek Okulu ev sahipliğinde saat 14.00-16.00 saatleri arasında "geçmişten günümüze uçak bakım teknisyenliği - uçak bakım teknisyenliği nedir" konulu sempozyumda genç üniversitelilerin misafiri oluyor.
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First Look : Cessna Denali
There are two successful business strategies an aircraft manufacturer might follow when creating a new product. One assumes the new airplane is so innovative that it will create its own market. In the other, an OEM watches a specific market develop until the day it’s ready to launch a competing aircraft, a machine incorporating lessons learned from years of observing competitors in the marketplace. The latter is the strategy Textron Aviation took when preparing the new Denali single-engine high-performance turboprop.
Some might call the single-engine turboprop market a bit crowded if they look only at the last decade’s worth of delivery numbers from the General Aviation Manufacturers Association. The more appropriate word is consistent, with more than 200 airframes delivered almost every year. OEMs love consistency.
The largest single-engine turboprop seller is Cessna’s Caravan series, with 1,062 delivered from 2008 through the second quarter of 2018, followed closely by the Pilatus PC-12, at 901 delivered; Daher’s TBM series, with 535; Piper’s M500/600, at 371; Quest’s Kodiak, at 245; and Mahindra’s Airvan 10, with 52. Prices range from $1.7 million for the Mahindra turboprop to $5 million for a typically equipped PC-12. In between, it’s $2.53 million for a Grand Caravan, $2.98 million for a Piper M600 and $4.22 million for a fully equipped TBM 930. While the Epic 1000 is not yet certified, the company is taking orders for $3.25 million. Cessna is currently taking Denali orders at $4.8 million apiece.
🔴 Aircraft pitot static system
An aircraft pitot-static system comprises a number of sensors which detect the ambient air pressure affected (pitot pressure) and unaffected (static pressure) by the forward motion of the aircraft. These pressures are used on their own or in combination with each other to provide indications of various flight parameters.
• Altitude (Altimeter)
• Airspeed (Air Speed Indicator)
• Mach Number (Machmeter)
• Vertical speed (V/S Indicator).
Pitot and static pressure are also used in other equipment, such as the Autopilot and the Cabin Altimeter.