DOCSLIB.ORG

Engine Start and Trim (Synchronization) Panels Dornier 328Jet - Fuel Control System Dornier 328Jet - Fuel Control System

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Engine Start and Trim (Synchronization) Panels Dornier 328Jet - Fuel Control System Dornier 328Jet - Fuel Control System Dornier 328Jet - Fuel Control System Engine Start and Trim (Synchronization) Panels Dornier 328Jet - Fuel Control System Dornier 328Jet - Fuel Control System FADEC System Schematic (one engine shown) Dornier 328Jet - Fuel Control System Fuel Components Inboard Dornier 328Jet - Fuel Control System FUEL CONTROL SYSTEM General The engine fuel system provides the engine with fuel at the required pressure and flow to permit control of engine thrust, operates the variable guide vane actuator and provides the motive flow required by the aircraft fuel feed system. The engine fuel system is controlled by the thrust lever, a dual Full–Authority Digital Electronic Control (FADEC) and the Hydro Mechanical Unit (HMU). A Permanent Magnet Alternator (PMA), driven by the accessory gearbox, supplies power to the Engine Electronic Control (EEC) – part of the FADEC – and the overspeed protection circuit. During engine start/shut down or as a back up the EEC is powered by the aircraft electrical system. With the engines running the EEC is independent of the aircraft electrical system. Engine Control System The engine fuel control system regulates the fuel flow and operates the engine variable guide vane system as a function of various schedules to meet the flight crew demands. The system components control the following: – proper fuel flow at minimum fuel introduction speed (5.2% N2) – sequence of fuel distribution to the appropriate fuel nozzles during engine start – control of ground idle speed – to provide surge free acceleration – to provide rapid deceleration without extinguishing the combustion – to provide fuel shut off and fuel dump after shut down – to provide protection against ITT overtemperature – to provide protection against High Pressure (HP) and Low Pressure (LP) compressor (fan) overspeed The engine fuel control system is supplied with fuel from the aircraft fuel system. Fuel feed to the engine is provided by jet booster pumps located in the wing feeder tank. The motive fuel flow, to drive the jet booster pumps, is supplied by the engine mounted fuel pump. Should the jet booster pumps fail, the supply of fuel to the engine can be maintained by the electrical booster pump which is also located in the wing feeder tank. To prevent fuel accumulation in the combustion section following an engine shutdown, a fuel dump valve will purge remaining fuel from both the primary and secondary fuel manifolds into a fuel ”waste” tank, located on the outer bypass duct. Via an ejector pump purged fuel will be recycled to the LP fuel supply line. A mechanical fuel shut–off valve, mounted on the dump valve, provides an automatic engine shut down in the event of a separation of the low pressure compressor (fan) from the low pressure turbines. Dornier 328Jet - Fuel Control System Full Authority Digital Electronic Control (FADEC) Engine thrust is controlled by a dual channel Full Authority Digital Electronic Control (FADEC) which regulates HP compressor speed (N2) and LP compressor (fan) speed (N1) in response to a flight crew–operated Thrust Lever Angle (TLA), ambient conditions, aircraft discrete inputs and engine operating limits. The thrust lever settings are: CUT–OFF, IDLE, MAX CRUISE, MAX CLIMB and TAKE–OFF. The main components of the engine control system are the Thrust Lever (TL), EEC and the HMU. The HMU responds to the electrical commands from the EEC to provide precise engine control, optimize engine performance and improve specific fuel consumption. During the engine start–up phase and when the engine is operating at idle speed, the EEC supervises and controls the HP compressor speed (N2). When the engine is operating above idle speed, the EEC controls and supervises the LP compressor (fan) speed (N1). The EEC controls and supervises the respective compressors in accordance with the data supplied by aircraft and engine sensors, engine trim and discrete inputs from the flight compartment. The appropriate N1 speed to achieve the required thrust is determined by the EEC. The N1 speed is a function of TLA and the ambient conditions. The EEC adjusts the fuel metering valve position within the HMU, to achieve the appropriate N1 speed to produce required thrust. The calculated N1 speed is a function of: – TLA. – Ambient conditions: Engine – total inlet temperature, – inlet total pressure, – inlet pressure. – Discrete inputs from systems or conditions such as cabin bleed(s) open and nacelle anti–ice. – Specific engine trim (T4.5 and N1). – Mechanical red line speeds. – Engine thermal protection..
Load more

Recommended publications
  • Aa2016-1 Aircraft Accident Investigation Report
    AA2016-1 AIRCRAFT ACCIDENT INVESTIGATION REPORT KOREA PILOT SCHOOL N 1 7 6 C D February 25, 2016 The objective of the investigation conducted by the Japan Transport Safety Board in accordance with the Act for Establishment of the Japan Transport Safety Board and with Annex 13 to the Convention on International Civil Aviation is to determine the causes of an accident and damage incidental to such an accident, thereby preventing future accidents and reducing damage. It is not the purpose of the investigation to apportion blame or liability. Norihiro Goto Chairman, Japan Transport Safety Board Note: This report is a translation of the Japanese original investigation report. The text in Japanese shall prevail in the interpretation of the report. AIRCRAFT ACCIDENT INVESTIGATION REPORT AIRCRAFT DAMAGE CAUSED BY FORCED LANDING KOREA PILOT SCHOOL OPERATED BY PRIVATELY CONTRACTED PILOT CIRRUS SR20, N176 CD (THE UNITED STATES) NISHIKATA, IBUSUKI CITY, KAGOSHIMA PREFECTURE, JAPAN At ABOUT 14:30 JST, OCTOBER 12, 2014 February 12, 2016 Adopted by the Japan Transport Safety Board Chairman Norihiro Goto Member Shinsuke Endoh Member Toshiyuki Ishikawa Member Sadao Tamura Member Yuki Shuto Member Keiji Tanaka SYNOPSIS <Summary of the Accident> On Sunday October 12, 2014, around 14:30 Japan Standard Time (JST: UTC + 9 hrs. all times are indicated in JST on a 24-hour clock), the Cirrus SR20, registered N176CD, owned by the KOREA PILOT SCHOOL, was damaged during forced landing in a grass field at Nishikata, Ibusuki city, Kagoshima prefecture, because the engine halted while it was ferried from Saipan International Airport to Gimpo International Airport in the Republic of Korea.
    [Show full text]
  • Heavy-Fueled Intermittent Ignition Engines: Technical Issues
    Publications 9-2009 Heavy-Fueled Intermittent Ignition Engines: Technical Issues Jeffrey Arthur Schneider Embry-Riddle Aeronautical University Timothy Wilson Embry-Riddle Aeronautical University, [email protected] Christopher Griffis Peter Pierpont Follow this and additional works at: https://commons.erau.edu/publication Part of the Aeronautical Vehicles Commons, and the Propulsion and Power Commons Scholarly Commons Citation Schneider, J. A., Wilson, T., Griffis, C., & Pierpont,. P (2009). Heavy-Fueled Intermittent Ignition Engines: Technical Issues. , (). Retrieved from https://commons.erau.edu/publication/145 This Report is brought to you for free and open access by Scholarly Commons. It has been accepted for inclusion in Publications by an authorized administrator of Scholarly Commons. For more information, please contact [email protected]. DOT/FAA/AR-08/42 Heavy-Fueled Intermittent Air Traffic Organization NextGen & Operations Planning Ignition Engines: Office of Research and Technology Development Technical Issues Washington, DC 20591 September 2009 Final Report This document is available to the U.S. public through the National Technical Information Services (NTIS), Springfield, Virginia 22161. U.S. Department of Transportation Federal Aviation Administration NOTICE This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The United States Government assumes no liability for the contents or use thereof. The United States Government does not endorse products or manufacturers. Trade or manufacturer's names appear herein solely because they are considered essential to the objective of this report. This document does not constitute FAA certification policy. Consult your local FAA aircraft certification office as to its use. This report is available at the Federal Aviation Administration William J.
    [Show full text]
  • Sunbird Aviation P2-SBC Pilatus Britten Norman BN-2T 1.2 Km West of Kiunga Aerodrome Western Province PAPUA NEW GUINEA 13 April 2016
    FINAL REPORT AIC 16-1002 AIRCRAFT ACCIDENT INVESTIGATION REPORT Sunbird Aviation P2-SBC Pilatus Britten Norman BN-2T 1.2 Km west of Kiunga Aerodrome Western Province PAPUA NEW GUINEA 13 April 2016 The Papua New Guinea Accident Investigation Commission (AIC) was informed of an accident involving a Pilatus Britten Norman Turbine Islander BN-2T, on 13 April 2015. The accident occurred 1.2 km West of Kiunga Aerodrome, at 14:31 local time. An investigation was immediately commenced by the AIC and investigators deployed to Kiunga on 14 April 2016. This Final Report AIC 16-1002, dated 13 February 2017, was produced by the AIC, PO Box 1709, Boroko 111, NCD, Papua New Guinea, and is published on the AIC web site. www.aic.gov.pg The report is based upon the investigation carried out by the AIC, in accordance with Annex 13 to the Convention on International Civil Aviation, and the Papua New Guinea (PNG) Civil Aviation Act 2000 (as amended), and the AIC Policy and Procedures Manual. It contains factual information, analysis of that information, findings and contributing factors, other factors, recommendations, and safety actions. Readers are advised that in accordance with Annex 13 to the Convention on International Civil Aviation, it is not the purpose of an AIC aircraft accident investigation to apportion blame or liability. The sole objective of the investigation and the Final Report is the prevention of accidents and incidents. (Reference: ICAO Annex 13, Chapter 3, paragraph 3.1.) Consequently, AIC reports are confined to matters of safety significance and may be misleading if used for any other purpose.
    [Show full text]
  • PT6A-60A Engine
    PT6A-60A Engine ACCESSORY SECTION HIGH PRESSURE FUEL PUMP POWER INTERSTAGE CENTRIFUGAL BOOST PUMP TURBINES TURBINE COMPRESSOR OIL PRESS PUMP Powerplant TEMPERATURE N 1 GOVERNOR FUEL PROBE A/C COMPRESSOR (RIGHT ENG) NOZZLE OIL SCAVENGE PUMPS STARTER GENERATOR IGNITOR COMPRESSOR AIR INLET REDUCTION TURBINE SCREEN GEARS PROP GOVERNOR PAD PROP FLANGE COMPRESSOR INLET OIL RESERVOIR EXHAUST OUTLET P 3 BLEED AIR TAPOFF FOR: IGNITOR ENVIRONMENTAL SYSTEM FUEL PRESSURIZATION NOZZLE CHIP DETECTOR TRANSFER PNEUMATICS 3 STAGE VALVE AXIAL COMPRESSOR ANNULAR BLEED VALVE COMBUSTION CHAMBER B3CRH-PP001i King Air 350 Developed for Training Purposes 4K-1 October 2001 CAE SimuFlite 4K-2 Developed for Training Purposes King Air 350 October 2001 Powerplant Lubrication System OIL COOLER BYPASS VALVE LEGEND PRESSURE OIL (90 TO 135 PSIG) OIL COOLER SCAVENGE OIL RESERVOIR REDUCTION GEARS TORQUEMETER OIL POWER COMPRESSOR OIL FILTER AND CONTROL VALVE TURBINE SHAFT CHECK VALVE OIL FILLER SHAFT ASSEMBLY AND DIPSTICK PROPELLER SHAFT OIL TRANSFER TUBE CENTRIFUGAL PROPELLER BREATHER THERMOSTATIC GOVERNOR DIVERTER VALVE AND BETA (IF FITTED) CONTROL FILTER COMPRESSOR BYPASS OIL-TO-FUEL VALVE HEATER PROP EXTERNAL SCAVENGE PUMP PRESSURE (DUAL ELEMENT) REGULATING AND RELIEF VALVE THRUST BEARING CHIP DETECTOR RUDDER BOOST TO OIL PRESSURE TRANSDUCER AND BEARING INDICATOR OIL PRESS INTERNAL TORQUEMETER PUMP SCAVENGE PRESSURE INDICATOR PUMP ACCESSOR Y (DUAL ELEMENT) GEARBOX DRAIN OIL TANK DRAIN TO OIL TEMPERATURE LOW OIL PRESSURE INDICATOR WARNING SWITCH B3CRH-PP002i King Air
    [Show full text]
  • Hondajet Model HA-420
    Honda Aircraft Company PILOT’S OPERATING MANUAL HondaJet Model HA-420 Original Issue: December 10, 2015 Revision B2: March 3, 2017 This Pilot’s Operating Manual is supplemental to the current FAA Approved Airplane Flight Manual, HJ1-29000-003-001. If any inconsistencies exist between this Pilot’s Operating Manual and the FAA Approved Airplane Flight Manual, the FAA Approved Airplane Flight Manual shall be the governing authority. These commodities, technology, or software were exported from the United States in accordance with the Export Administration Regulations. Diversion contrary to U.S. law is prohibited. P/N: HJ1-29000-005-001 Copyright © Honda Aircraft Company 2016 FOR TRAINING PURPOSES ONLY Honda Aircraft Company Copyright © Honda Aircraft Co., LLC 2016 All Rights Reserved. Published by Honda Aircraft Company 6430 Ballinger Road Greensboro, NC 27410 USA www.hondajet.com Copyright © Honda Aircraft Company 2016 FOR TRAINING PURPOSES ONLY Honda Aircraft Company LIST OF EFFECTIVE PAGES This list contains all current pages with effective revision date. Use this list to maintain the most current version of the manual: Insert the latest revised pages. Then destroy superseded or deleted pages. Note: A vertical revision bar in the left margin of the page indicates pages that have been added, revised or deleted. MODEL HA-420 PILOT’S OPERATING MANUAL Title Page ...................................................................... March 3, 2017 Copyright Page ............................................................. March 3, 2017 List of Effective Pages .................................................. March 3, 2017 Record of Revisions ..................................................... March 3, 2017 Record of Temporary Revisions ................................... March 3, 2017 List of Service Bulletins ............................................... March 3, 2017 Documentation Group .................................................. March 3, 2017 SECTION 1 – SYSTEMS DESCRIPTION Pages 1 – 232 ..........................................................
    [Show full text]
  • 14 CFR Ch. I (1–1–12 Edition) Pt. 147, App. C
    Pt. 147, App. C 14 CFR Ch. I (1–1–12 Edition) APPENDIX C TO PART 147—AIRFRAME II. AIRFRAME SYSTEMS AND COMPONENTS CURRICULUM SUBJECTS Teach- ing This appendix lists the subjects required in level at least 750 hours of each airframe cur- riculum, in addition to at least 400 hours in A. AIRCRAFT LANDING GEAR SYSTEMS general curriculum subjects. (3) 29. Inspect, check, service, and repair landing gear, The number in parentheses before each retraction systems, shock struts, brakes, wheels, item listed under each subject heading indi- tires, and steering systems. cates the level of proficiency at which that B. HYDRAULIC AND PNEUMATIC POWER SYSTEMS item must be taught. (2) 30. Repair hydraulic and pneumatic power systems components. (3) 31. Identify and select hydraulic fluids. I. AIRFRAME STRUCTURES (3) 32. Inspect, check, service, troubleshoot, and repair hydraulic and pneumatic power systems. Teach- ing C. CABIN ATMOSPHERE CONTROL SYSTEMS level (1) 33. Inspect, check, troubleshoot, service, and repair heating, cooling, air conditioning, pressurization A. WOOD STRUCTURES systems, and air cycle machines. (1) 1. Service and repair wood structures. (1) 34. Inspect, check, troubleshoot, service, and repair (1) 2. Identify wood defects. heating, cooling, air-conditioning, and pressuriza- (1) 3. Inspect wood structures. tion systems. (2) 35. Inspect, check, troubleshoot, service and repair B. AIRCRAFT COVERING oxygen systems. (1) 4. Select and apply fabric and fiberglass covering D. AIRCRAFT INSTRUMENT SYSTEMS materials. (1) 36. Inspect, check, service, troubleshoot, and repair (1) 5. Inspect, test, and repair fabric and fiberglass. electronic flight instrument systems and both me- C. AIRCRAFT FINISHES chanical and electrical heading, speed, altitude, (1) 6.
    [Show full text]
  • SID97-3E Teledyne Continental® Aircraft Engine
    ® TELEDYNE CONTINENTAL AIRCRAFT ENGINE CATEGORY 4 SERVICE INFORMATION DIRECTIVE SID97-3E Compliance Will Enhance Safety, Maintenance or Economy Of Technical Portions Operation FAA APPROVED SUPERSEDES M73-22, M89-10, M92-17, SID98-10A, SID97-3, SID97-3A, SID97-3B, SID97-3C SUBJECT: PROCEDURES AND SPECIFICATIONS FOR ADJUSTMENT and SID97-3D, OF TELEDYNE CONTINENTAL MOTORS (TCM) CONTINUOUS FLOW FUEL INJECTION SYSTEMS. PURPOSE: Provide procedures and specifications for the adjustment of Teledyne Continental Motors (TCM) fuel injection systems. COMPLIANCE: At Engine Installation, 100 hour/Annual Inspection, fuel system component replacement or as required if operation is not within specifications. MODELS AFFECTED: All TCM continuous flow fuel injected engine models except IO-240-B w/ Bypass Fuel System; L/TSIO-360-RB; TSIO-520-L, LB, WB; GTSIO-520-F, K, N and GIO-550-A Engine Models. differences require checking and adjusting the fuel WARNING injection system to meet operational specifications before flight. THE PROCEDURES AND VALUES PROVIDED IN THIS SERVICE BULLETIN APPLY TO TCM Aircraft and engines that have been modified from FUEL INJECTED ENGINES THAT HAVE NOT their original type design must have the fuel BEEN MODIFIED FROM THEIR ORIGINAL TYPE injection system maintained in accordance with the DESIGN. REFER TO SUPPLEMENTAL TYPE CERTIFICATE (STC) HOLDER INFORMATION Supplemental Type Certificate Holder’s FAA AND INSTRUCTIONS FOR AIRCRAFT AND approved instructions. ENGINES THAT HAVE BEEN MODIFIED FROM THEIR ORIGINAL TYPE DESIGN. Operational verification of the engine fuel system is required any time one of the following GENERAL INFORMATION circumstances occurs: (1) at engine installation, (2) during 100 hour and annual inspections, Fuel injection system components manufactured (3) whenever a fuel system component is replaced by TCM are adjusted and calibrated to meet or adjusted, (4) when changes occur in the engineering specifications.
    [Show full text]
  • Aircraft Accident Investigation L II •! II II
    r- -., ( {,) JO!O ,_, v • Aircraft Accident Investigation l II •! II II • • I Beech 200 VH-AAV II i Sydney (Kingsford Smith) Airport 21 February 1980 ___,.,_,, .., p 1a- SJ.iJ~l 'i !2!~.M-ACH l LJtrr .-,!s;i~_;;;;,.. :·.::·.::·. I '"'"·. I~· -;/p__ ~,;,! 'vi~ ·ll,J ···········f··'"'''' jl ·A~i~ ........................ I ~;.: )c~ ... -,~c,c 'l1/tL .... i .... ?/r..'f: .... ;;~;;······t\SCA :('{P0.. "J.. j.1.. ?.o..... TYP lST A.,: ..: .. ':t/f?.c.. l a,.,-,:r.."ta.~nzr;_ I I i. • • • Transport • Australia Report 802 -1017 • • - .~!(~ :;~~-,H."1\ ! .• r.,-:· ... ,:::.·;;; f:'-~/\1\'\'"~;-~ lNVE.:\TIGI\JI.QfJ BRANCH ~ Tran'sport Report 802-1017 ~Australia Aircraft Accident Investigation Advance Airlines of Australia Beech Super King Air 200 VH-AAV Sydney (Kingsford Smith) Airport, New South Wales 21 February 1980. The Secretary to the Department of Transport authorised the investigation of this accident and the publication of this report pursuant to the powers conferred by Air Navigation Regulations 278 and 283 respectively. Prepared by Air Safety Investigation Branch September 1981 I I AUSTRALIAN GOVERNMENT PUBLISHING SERVICE CANBERRA 1981 0 Commonwealth of Australia 1981 ISBN 0 642 05272 7 The contents of this publication rnay not be reproduced in whole or in part without the written authority of the Dcpurtment of Transport. Inquiries should be addressed to the Air Sufcty Investigation Branch, Box !839Q. Melbourne, 300!. Printed by Watson Ferguson and Co., Brisbane Contents The Accident . I Section 1 Factual Information I I. I History of the flight I 1.2 Injuries to persons . 2 1.3 Damage to aircraft . 2 1.4 Other damage 2 1.5 Personnel information.
    [Show full text]
  • API Installation Service Manual 9003
    INSTALLATION AND SERVICE MANUAL 9003 TABLE OF CONTENTS SUBJECT PARAGRAPH PAGE INTRODUCTION ....................................................................................................... 1 RECORD OF REVISION............................................................................................ 2, 3 SECTION ONE DESCRIPTION AND PRINCIPLES OF OPERATION GENERAL .............................................................................1-1 ................................ 4 SYSTEM DESCRIPTION .....................................................1-2 ................................ 5 AIR SECTION .......................................................................1-3 ................................ 6 FUEL REGULATOR SECTION ..........................................1-4 ................................ 7 IDLE SYSTEM ......................................................................1-5 ................................ 8 MANUAL MIXTURE CONTROL .......................................1-6 ................................ 8 FLOW DIVIDER ...................................................................1-7 ................................ 9 DISTRIBUTION BLOCK .....................................................1-8 ................................ 9 INJECTOR NOZZLES ..........................................................1-9 ................................ 10 SYSTEM REQUIREMENTS ................................................1-10 .............................. 10 PERFORMANCE ..................................................................1-11
    [Show full text]
  • Aviation Fuels Technical Review
    Aviation Fuels Technical Review | Chevron Products Aviation Fuels Company Technical Review Chevron Products Company 6001 Bollinger Canyon Road San Ramon, CA 94583 Chevron Products Company is a division of a wholly owned subsidiary of Chevron Corporation. http://www.chevron.com/productsservices/aviation/ © 2007 Chevron U.S.A. Inc. All rights reserved. Chevron and the Caltex, Chevron and Texaco hallmarks are federally registered trademarks of Chevron Intellectual Property LLC. Recycled/RecyclableRecycled/recyclable paper paper IDC 1114-099612 MS-9891 (11/14) Table of Contents Notes General Introduction ............................................................i 8 • Aviation Gasoline Performance ............................ 45 Performance Properties 1 • Aviation Turbine Fuel Introduction ........................... 1 Cleanliness Types of Fuel Safety Properties Fuel Consumption 9 • Aviation Gasoline 2 • Aviation Turbine Fuel Performance .........................3 Specifications and Test Methods .......................... 54 Performance Properties Specifications Cleanliness Future Fuels Safety Properties Test Methods Emissions 10 • Aviation Gasoline Composition ............................. 63 3 • Aviation Turbine Fuel Composition Specifications and Test Method ...............................14 Property/Composition Relationships Specifications Additives Test Methods 11 • Aviation Gasoline Refining ..................................... 66 4 • Aviation Turbine Fuel Composition ........................24 Alkylation Base Fuel Avgas Blending
    [Show full text]
  • Flying Lab Uniquely Instrumented 200T Is an Atmospheric Research Aircraft
    A MAGAZINE FOR THE OWNER/PILOT OF KING AIR AIRCRAFT JANUARY 2018 • VOLUME 12, NUMBER 1 • $6.50 Flying Lab Uniquely Instrumented 200T is an Atmospheric Research Aircraft JANUARY 2018 KING AIR MAGAZINE • 1 2 • KING AIR MAGAZINE JANUARY 2018 A MAGAZINE FOR THE OWNER/PILOT OF KING AIR AIRCRAFT King JANUARY 2018 VolumeAir 12 / Number 1 2 11 20 30 EDITOR Kim Blonigen EDITORIAL OFFICE 2779 Aero Park Dr., Traverse City MI 49686 Contents Phone: (316) 652-9495 E-mail: [email protected] PUBLISHERS J. Scott Lizenby 2 20 Dave Moore Village Publications For Science’s Sake Beechcraft’s First by MeLinda Schnyder Light Twin GRAPHIC DESIGN Luana Dueweke by Edward H. Phillips PRODUCTION MANAGER Mike Revard PUBLICATIONS DIRECTOR 11 Jason Smith 26 MELs and the Part 91 Value Added ADVERTISING DIRECTOR John Shoemaker King Air Owner-Operator King Air Magazine by Clint Coatney 2779 Aero Park Drive Traverse City, MI 49686 Phone: 1-800-773-7798 30 Fax: (231) 946-9588 Technically... E-mail: [email protected] ADVERTISING EXECUTIVE ASSISTANT 14 Betsy Beaudoin Aviation Issues: Phone: 1-800-773-7798 E-mail: [email protected] News Update 32 SUBSCRIBER SERVICES by Kim Blonigen Advertiser Index Rhonda Kelly, Mgr. Kelly Adamson Molly Costilow Diane Smith Jamie Wilson P.O. Box 1810 16 Traverse City, MI 49685 1-800-447-7367 Ask the Expert: Rambling Replies ONLINE ADDRESS www.kingairmagazine.com by Tom Clements SUBSCRIPTIONS King Air is distributed at no charge to all registered owners of King Air aircraft. The mailing list is updated bi-monthly. All others may sub scribe by King Air is wholly owned by Village Press, Inc.
    [Show full text]
  • Master 11-2005.Indd
    AAIB Bulletin: 11/2005 G-JAPS EW/C2005/05/07 ACCIDENT Aircraft Type and Registration: Europa XS, G-JAPS No & Type of Engines: 1 Rotax 914 Turbo piston engine Category: 1.3 Year of Manufacture: 2003 Date & Time (UTC): 29 May 2005 at 1820 hrs Location: Hulam Farm, Co. Durham Type of Flight: Private Persons on Board: Crew - 2 Passengers - None Injuries: Crew - 2 Passengers - N/A Nature of Damage: Beyond economical repair Commander’s Licence: Private Pilot’s Licence Commander’s Age: 51 years Commander’s Flying Experience: 1,364 hours (of which 1,232 were on type) Last 90 days - 50 hours Last 28 days - 22 hours Information Source: AAIB Field Investigation Synopsis During an endurance test flight, the engine started to run morning of the accident flight, were accomplished rough and pulse between 2,000 rpm and 4,000 rpm. A without incident and, between each flight, the aircraft forced landing in a field was carried out, but the left wing was thoroughly inspected. The accident occurred on struck the ground during the flare resulting in the aircraft the next flight, which was intended to be a test of the flipping inverted. Despite a thorough examination of the aircraft’s endurance, and was carried out by a test pilot engine and fuel system, the cause of the engine failure with the owner flying as an observer. The aircraft had was not determined. been fuelled earlier in the day with MOGAS obtained from a local garage and, prior to this flight, there was History of the flight approximately 46 litres of fuel on board.
    [Show full text]