Ä°lk aklıma gelen iki seçenek:

1- Geçen hafta tartışıldığı üzere PSEU -

trottle advance ile touchdown'dan sonraki 30 saniye arasında inhibit ediliyor.

2- Takeoff config ikazı - Yani panelde yanan kırmızı ikaz lambası + sesi... ( sadece ses olarak deÄŸerlendiremeyiz öyle olursa cabin altitude horn ile karışabilir çünkü o da aynı sesli ikazı kullanmakta )



3 üncüyü halen düÅŸünüyorum... 

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Bu üç hadisenin ilkini zaten daha önce haftanın sorusunda açıkladık

1. PSEU

Buna sebep olan etkenleri aşağıya tekrar ekleyelim.

• takeoff configuration warnings

• landing configurations warnings

• landing gear

• air/ground sensing

Tekrar kontrol etmek istersek buradan edebiliriz. Zaman kaybetmeden diÄŸerlerine geçelim.  ( http://www.flypgsva.org/blog/post/QuestionoftheWeek/49/PSEU 

2. Engine control

     A.Master Fire Warning (FIRE WARN) Lights

Illuminated (red) – indicates a fire warning (or system test) in engine, cargo, APU

or main gear wheel well

• fire warning bell sounds

• if on ground, remote APU fire warning horn sounds.

Push –

• extinguishes both master FIRE WARN lights

• silences fire warning bell

• silences remote APU fire warning horn

• resets system for additional warnings.

Note: Pushing fire warning bell cutout switch on overheat/fire protection panel

results in same actions.

  B. Takeoff Configuration Warning Light

Illuminated (red) –

• activates on the ground as the throttles are advanced if the airplane is not

configured correctly for takeoff

• activation is simultaneous with aural warning intermittent horn for

TAKEOFF CONFIGURATION alert.

Takeoff config ikazı N1 ların %63 den sonra ;uçağın no takeoff config olması durumda sesli olarak alert vermeye baÅŸlar. Bu durumda kesinlikle kalkış rejected edilmelidir.

C.Intermittent Cabin Altitude/Configuration Warning

Takeoff configuration warning is armed when the airplane is on the ground and

either or both forward thrust levers are advanced for takeoff. Takeoff

configuration warning activates if:

• trailing edge flaps are not in the flaps 1 through 25 takeoff range, or

• trailing edge flaps are in a skew or asymmetry condition, or have

uncommanded motion, or

• leading edge devices are not configured for takeoff or have uncommanded

motion, or

• speed brake lever is not in the DOWN position, or

• spoiler control valve is open providing pressurized hydraulic fluid to the

ground spoiler interlock valve, or

• parking brake is set, or

• stabilizer trim not set in the takeoff range.

WARNING: The Cabin Altitude and Takeoff Configuration Warnings use

the same intermittent tone when activated.

 

 

3- CDS Fault



 

The CDS FAULT annunciation will only occur on the ground prior to the second engine start, it is probably a DEU failure but is in any case a no-go item. If a DEU fails in-flight, the remaining DEU will automatically power all 6 DU's and a DSPLY SOURCE annunciation will appear on both PFD's. The nomenclature requirements for these annunciations were developed by Boeing Flight Deck Crew Operations engineers during the early design phase of the 737NG program. The intent of the design function is as follows:

· The CDS FAULT message is intended to be activated on ground to tell the maintenance crew or air crew that the airplane is in a non-dispatchable condition.

· The DISPLAY SOURCE message is annunciated in air to tell the crew that all the primary display information is from one source and should be compared with all other data sources (standby instruments, raw data, etc.) to validate its accuracy.

Since the DISPLAY SOURCE message is intended to be activated in air and CDS FAULT is intended to be activated on ground, air/ground logic is used by CDS to determine which message is appropriate. The air/ground logic system uses a number of inputs to determine airplane state. One of the inputs used is “engines running”. CDS uses the “engines running” logic as the primary trigger for changing the CDS FAULT message to its in-air counterpart. The “engines running” logic is used in case the air/ground data isn't correct as a result of other air/ground sensing faults.

The DISPLAYS - SOURCE selector is only used on the ground for maintenance purposes (to make all 6 DU's be powered by either DEU 1 or 2). This may be why the switch is a different shape to the other three; if not, it is still a good way to remember that this is a switch that pilots should not touch!

QRH de bize ne demiş ona bakalım

CDS FAULT

Condition: The CDS FAULT annunciation indicates aCDS fault occurs.

Note: CDS FAULT annunciates on the ground only,before the second engine start.

1 Do not takeoff.

 

 

Resimleri yine iÅŸsaatinde olduÄŸum için akÅŸam ekleyebileceÄŸim. Tabi aynı zamanda araÅŸtırmaya devam.

 

 

 

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Yukarıda CDS fault yazısında  bir kayma olmuÅŸ yazıda onu tekrar düzeltip göndereceÄŸim . Ofisteki kısıtlı internet seçeneÄŸinden ancak bu kadarını yapabiliyorum.

Ayrıca bir iki araÅŸtırma daha yaptım CDS tüm bilgi ekranlarını kontrol eden sistem imiÅŸ.  CDS sistemi için ÅŸunu özellikle belirtmekte fayda var , Sistem standby dan deÄŸil kendi basından besleniyormuÅŸ, Bunun sebebi arıza devam edip etmediÄŸini çözmek için.

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3- CDS Fault

The CDS FAULT annunciation will only occur on the ground prior to the second engine start, it is probably a DEU failure but is in any case a no-go item. If a DEU fails in-flight, the remaining DEU will automatically power all 6 DU's and a DSPLY SOURCE annunciation will appear on both PFD's. The nomenclature requirements for these annunciations were developed by Boeing Flight Deck Crew Operations engineers during the early design phase of the 737NG program. The intent of the design function is as follows:

*The CDS FAULT message is intended to be activated on ground to tell the maintenance crew or air crew that the airplane is in a non-dispatchable condition.

 *The DISPLAY SOURCE message is annunciated in air to tell the crew that all the primary display information is from one source and should be compared with all other data sources (standby instruments, raw data, etc.) to validate its accuracy.

 

Since the DISPLAY SOURCE message is intended to be activated in air and CDS FAULT is intended to be activated on ground, air/ground logic is used by CDS to determine which message is appropriate. The air/ground logic system uses a number of inputs to determine airplane state. One of the inputs used is “engines running”. CDS uses the “engines running” logic as the primary trigger for changing the CDS FAULT message to its in-air counterpart. The “engines running” logic is used in case the air/ground data isn't correct as a result of other air/ground sensing faults.

The DISPLAYS - SOURCE selector is only used on the ground for maintenance purposes (to make all 6 DU's be powered by either DEU 1 or 2). This may be why the switch is a different shape to the other three; if not, it is still a good way to remember that this is a switch that pilots should not touch !!

 

 

Takeoff Configuration and Cabin Altitude Warning Lights

 

 

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Bir tanesi yanlış, dolayısı ile bir tanesi eksik !  acaba hangisi ?

Durmak yok, çalışmaya devam

Bu sefer yakalandınız. Bakalım BONUS kime gidecek.

 

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Yani ya soruda bir eksik var ya da ben anlayamıyorum. Åžimdi bu 3 ikaz sadece yerde geliyor ise , koskoca Boeing de bu 3 ikazdan baÅŸka ikaz alınmıyor mu yerde. ? Ä°kincisi bir grup altında yada baÅŸlık altında olması gerekiyor gibi geliyor bana. Overhead de gördüÄŸümüz her ışık hata olarak gelebilir gibi geliyor. Mesela kapı açıksa yukarıda kapının paçık olduÄŸunu ikaz veren ışığı görürüz. Bunun bir farklı yönlendirmesi olması gerekli. Yoksa komple ya QRH i okuyucam yada Vol 2 yi okuyacam

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Ä°kazların bir çoÄŸu hem yerde hem de havada gelebiliyor. Fakat bazı arıza ikazları sadece yerde veriliyor. O ikaz mesaj veya lambaları havalandıktan sonra INHIBIT oluyor. O sistemlerle ilgili arızalar gelirse baÅŸka türlü ikazlar oluyor.

Ä°ÅŸte bu tür 3 tane ikaz var, bunlar sadece yerde geliyor.

PSEU doğru, ENGINE CONTROL doğru, CONFIG WARNING tam doğru değil, sebebi ALTITUDE WARNING geldiğinde aynı korna sesi geliyor, bu sorun teşkil edince ek lamba konuldu.



Cevaplarda halen bir tanesi eksik. İpucu isterseniz veririm. Bence biraz daha araştırın, faydalı olur.

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üçüncüsü de ELEC LIGHT dır.

Volume 2 der ki :

Illuminated (amber) – a fault exists in DC power system or standby power system.

Note: Operates only with airplane on ground.

Electrical Power Controls and Monitoring Schematic

DC Power System

28 volt DC power is supplied by three TR units, which are energized from the AC

transfer busses. The battery provides DC power to loads required to be operative

when no other source is available.

On the ground, an amber ELEC light comes on to indicate that a fault exists in DC

power system or standby power system. The ELEC light is inhibited in flight.

Standby Power System

Normal Operation

The standby system provides 115V AC and 24V DC power to essential systems

in the event of loss of all engine or APU–driven AC power. The standby power

system consists of:

• static inverter

• AC standby bus

• DC standby bus

• battery bus

• hot battery bus

• switched hot battery bus

• main battery

• auxiliary battery.

During normal operation the guarded standby power switch is in AUTO and the

battery switch is ON. This configuration provides alternate power sources in case

of partial power loss as well as complete transfer to battery power if all normal

power is lost. Under normal conditions the AC standby bus is powered from AC

transfer bus 1. The DC standby bus is powered by TR1, TR2, and TR3; the battery

bus is powered by TR3; the hot battery bus and switched hot battery bus are

powered by the battery/battery charger.

Alternate Operation

Dual Battery

The alternate power sources for standby power are the main battery and auxiliary

battery. With the standby power switch in the AUTO position, the loss of all

engine or APU electrical power causes the batteries to power the standby loads,

both in the air and on the ground. The AC standby bus is powered from the

batteries via the static inverter. The DC standby bus, battery bus, hot battery bus,

and switched hot battery bus are powered directly from the batteries.

The standby power switch provides for automatic or manual control of power to

the standby buses.

In the AUTO position, automatic switching from normal to alternate power occurs

if power from either AC transfer bus 1 or DC bus 1 is lost.

Positioning the switch to BAT overrides automatic switching and places the AC

standby bus, DC standby bus, and battery bus on battery power. The battery switch

may be ON or OFF. If the battery switch is OFF, the switched hot battery bus is

not powered.

 

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