Fuel Dump

[Tiennetti]

...
Legalmente o tecnicamente? Distinguo perchè legalmente è un discorso a parte....ci sono 737 identici con diversi MLW...guarda che fanno le compagnie per risparmiare un po' ...

Credo che la differenza sia solo sui MTOW (su cui si pagano le tasse)
Limitazioni di MLW sono al massimo stabilite dalla compagnía ma in nessun caso dovrebbero affettare l'economicitá delle operazioni

[davierosoft]

Per il 737 abbiamo:

OVERWEIGHT LANDING - MAINTENANCE PRACTICES

1.
General
A.
Overweight Landing
(1)
§[When the airplane lands at a weight that is above the maximum-landing weight (MLW) as specified in the Airplane Flight Manual (AFM), it is an overweight landing.]§
(a)
§[When an overweight landing occurs, an airplane inspection is necessary as defined in this procedure.]§
(b)
§[If the landing was also a hard landing, the Hard Landing Conditional Maintenance Practices Inspection, plus the Overweight Landing Conditional Inspection must be done as defined in the respective procedures. If damage is found in the Phase I Conditional Inspection of either procedure, as defined above, then both the Overweight and Hard Landing Phase II inspections must be done.]§

NOTE:
§[The pilot must make the decision if the airplane landing was a hard landing.]§


B.
§[The Inspection]§
(1)
§[The inspection is divided into two phases (Phase I and Phase II).]§

NOTE:
§[The pilot must make the decision if the airplane landing was a hard landing. An Overweight Landing that was not accompanied by a Hard Landing does not require a hard landing inspection.]§


(a)
§[Phase I, step 2.A inspection is applicable when the airplane landing was overweight, but was not a hard landing.]§
(b)
§[Phase I, step 2.B inspection is applicable when the airplane landing was overweight and also a hard landing.]§
(c)
§[If the inspection during Phase I does not show that damage has occured, more examination is not necessary.]§
(d)
§[If Phase I, step 2.A inspection shows that damage has occurred, you must do the Phase I, step 2.B inspection.]§
(e)
§[If the Phase I, step 2.B inspection shows damage has occurred, you must do the Phase II inspection.]§
(2)
§[When the conditional inspection tells you to "examine" a component, look for these conditions (replace or repair the components, if necessary):]§
(a)
§[Cracks]§
(b)
§[Creases or cracks in the skin or web]§
(c)
§[Skin wrinkling that crosses a line of fasteners]§
(d)
§[Pulled apart structure]§
(e)
§[Loose paint (paint flakes)]§
(f)
§[Twisted parts (distortion)]§
(g)
§[Bent components]§
(h)
§[Fastener holes that have become larger or longer]§
(i)
§[Loose fasteners]§
(j)
§[Fasteners that have pulled out or are gone]§
TASK 05-51-74-212-001 - Phase I Examination
TASK 05-51-74-212-006 - Phase II Examination

Phase I Examination
A.
§[Phase I, Step A, Examine the airplane structure for an overweight landing that was not a hard landing.]§
S 212-002§[

(1)
Examine the areas of the airplane landing gear as follows:
(a)
Examine the main landing gear tires and wheels for signs of damage.
(b)
Examine the upper and lower ends of the main landing gear shock strut for signs of hydraulic fluid leakage.

NOTE:
A small quantity of hydraulic fluid on the inner cylinder is satisfactory.


(c)
Examine the tires and wheels of the nose landing gear for signs of damage.
(d)
Examine the upper and lower ends of the shock strut of the nose landing gear for signs of hydraulic fluid leakage.

NOTE:
A small quantity of hydraulic fluid on the inner cylinder is satisfactory.


]§
B.
§[Phase I, Step B, Examine the airplane structure for an Overweight Landing that was also a hard landing.]§
S 212-003

(1)
Examine the areas of the main landing gear as follows:
(a)
Examine the tires of the main landing gear for damage.
(b)
Examine the wheels of the main landing gear for cracks.
(c)
Examine the upper and lower ends of the shock strut for the main landing gear for signs of hydraulic fluid leakage.

NOTE:
A small quantity of hydraulic fluid on the inner cylinder is satisfactory.


(d)
Examine the doors and linkage of the strut doors of the main landing gear for distortion, cracks, or other signs of damage.
(e)
Examine the trunnion link for the main gear and the upper end of the shock strut for cracks.
(f)
Examine the landing gear beam and attachment fittings for cracks and loose or missing fasteners.
(g)
Examine the attach nut for the orifice support tube on the main gear for fluid leakage.
S 212-004

(2)
Examine the areas of the nose landing gear as follows:
(a)
Examine the nose wheel well for buckling, and paint that is flaked.
(b)
Look for fasteners that have pulled out, or that are not in the web of the nose wheel well.

NOTE:
Look carefully in the area near the trunnion and the support fittings of the drag strut.


(c)
Examine the tires of the nose landing gear for damage.
(d)
Examine the wheels of the nose landing gear for cracks.
(e)
Examine the upper and lower ends of the shock strut for the nose landing gear for signs of hydraulic fluid leakage.

NOTE:
A small quantity of hydraulic fluid on the inner cylinder is satisfactory.


(f)
Examine the outer cylinder of the nose landing gear for distortion, cracks, or paint that has flaked.
(g)
Examine the attach nut for the orifice support tube on the nose gear for fluid leakage.
(h)
Examine the doors, the hinges, and the retraction mechanism for damage, distortion, buckles, and pulled or missing fasteners.
S 212-005§[

(3)
Examine the Fuselage and Wing areas as follows:
(a)
Examine the engine strut panels, doors, and structure. Look for buckling, cracks, and for fasteners that are pulled out, or are not there.
(b)
Examine the leading edge wing-to-body fairing for movement from its usual position. Look for fastener hole elongation or tear out, and cracks in the skin. Also look for fasteners that are pulled out, or are not there.
(c)
Look at the inboard trailing edge flaps for damage.
(d)
Examine the top and lower fuselage skin panels forward and aft of the wing for buckles, wrinkles or tears.

NOTE:
Permanent wrinkles often occur on the lower side fuselage skins aft of STA 727. An interior inspection is necessary if you find these wrinkles and they did not exist before the landing. If they did exist, examine the wrinkles carefully for cracks.


(e)
Examine the keel beam chords, stiffeners, webs, and splices at STA 663 through 727A for distortion, buckled or damaged panels, and pulled or missing fasteners.
(f)
Examine the strut-to-wing fairing panels for the top and lower nacelle for buckling, cracks, and pulled or missing fasteners.
(g)
Examine the wing leading edge-fairing for displacement, fastener hole elongation or tear-out, skin cracks, and pulled or missing fasteners.
(h)
Do the Hard Landing Conditional Inspection examination (AMM 05-51-51/201) as defined in the procedure. If damage is found in the Phase I Conditional Inspection of either procedure, then both Hard Landing and Overweight Landing Conditional Phase II Inspections must be done.

NOTE:
For a hard landing that is overweight, the peak recorded vertical acceleration can be significantly less than the G-level thresholds provided for landings at or below the design landing weight.



NOTE:
When both the Hard Landing Conditional Inspection, and the Overweight Landing Conditional Inspection, as defined above, must be done, it is not necessary to do duplicative tasks twice, such as: Landing gear, nacelle struts, fuselage, wing LE fairings, horizontal stab, cargo area, engine inspection, flight controls, etc.


]§

E per seconda:

TASK 05-51-74-212-006

3.
Phase II Examination
A.
References
(1)
AMM 05-51-61/201, Dragged Engine Nacelle/Engine Seizure
(2)
AMM 07-11-11/201, Jacking Airplane
(3)
AMM 27-00-00, Flight Controls
(4)
AMM 32-00-00, Landing Gear
(5)
AMM 32-11-00, Main Landing Gear
(6)
AMM 32-21-00, Nose Landing Gear
(7)
AMM 32-32-00/501, Main Landing Gear Extension and Retraction
(8)
AMM 32-33-00/501, Nose Landing Gear Extension and Retraction
(9)
AMM 32-34-00/501, Main Landing Gear Manual Extension
(10)
AMM 32-35-00/501, Nose Landing Gear Manual Extension
(11)
AMM 32-51-00/501, Nose Wheel Steering System
(12)
AMM 72-00-00/601, Engine
B.
Examine the Landing Gear
S 582-016

(1)
Lift the airplane on jacks (AMM 07-11-11/201).
S 722-007

(2)
Do a test of the main and nose landing gear for signs of interference, misalignment, or distortion.
(a)
Retract and extend the main landing gear with the control handle (AMM 32-32-00/501).
(b)
Retract and extend the nose landing gear with the control handle (AMM 32-33-00/501).
(c)
Retract the main landing gear with the control handle and extend it with the alternate extension system (AMM 32-34-00/501).
(d)
Retract the nose landing gear with the control handle and extend it with the alternate extension system (AMM 32-35-00/501).
S 212-008

(3)
Examine the main landing gear areas as follows (Ref Chapter 32):
(a)
If it is necessary to remove a main landing gear wheel (or wheels) because of a flat tire, do the steps that follow:
1)
Examine the wheel structure for cracks.
2)
Examine the brake assembly for damage.
3)
Make sure the wheel bearings are smooth.
(b)
Examine the outer and inner cylinder lugs for distortion, cracks, and other types of damage.
(c)
Examine the trunnion link fittings for cracks.
(d)
Examine the torsion links for distortion, cracks, and other types of damage.
(e)
Examine the drag brace link for cracks or distortion.
(f)
Examine the side strut, the side strut linkage, and the attachments for cracks or distortion.
(g)
Look at the hydraulic fluid levels in the shock struts.
1)
If the fluid level is ten pints low or more, remove the inner cylinder.
a)
Examine the inner cylinder for distortion or cracks.
2)
Examine the orifice support tube for cracks.

NOTE:
Do not remove the orifice support tube to examine it.


(h)
Examine the walking beam fitting of the shock strut for cracks.
(i)
Examine the support fitting on the aft trunnion of the shock strut for cracks.
(j)
Examine these components for distortion, cracks, nicks, gouges, and pulled or missing fasteners:
1)
The walking beam for the main gear actuator
2)
The linkage fittings of the walking beam and the actuator.
(k)
Examine the drag strut for cracks, distortion, and other types of damage.
(l)
Examine the main gear outer cylinder to trunnion link attach bolt.

NOTE:
To do this you must remove the bolt and examine the holes and the bushing for elongation.


(m)
Examine the wheel well of the landing gear for signs of fuel or other fluid leaks near the landing gear.
S 212-009

(4)
Examine the areas of the nose landing gear as follows (Ref Chapter 32):
(a)
If it is necessary to remove a nose landing gear wheel (or wheels) because of a flat tire, do the steps that follow:
1)
Examine the wheel structure for cracks.
2)
Make sure the wheel bearings are smooth.
(b)
Examine these components for distortion, cracks, flaking paint, and pulled, loose or missing fasteners:
1)
The trunnion fitting area of the outer cylinder
2)
The torsion links
3)
The drag brace link assemblies.
(c)
Make sure the shock strut pressure is correct and the hydraulic fluid is at the correct level.
(d)
If you find damage during steps (b) and (c), or if there was a hard landing and a high impact on the nose gear, examine it:
1)
Remove the inner cylinder.
2)
Examine the nose gear for distortion and cracks.
(e)
If you did not find damage during steps (b) and (c), do an inspection of these components at the first convenient opportunity after a hard landing or a high drag/side load landing:
1)
The inner cylinder
2)
The orifice support tube.
(f)
Examine the wheel well area for signs of fluid leaks near the landing gear.
S 712-015

(5)
Do a check of the adjustment of the steering mechanism of the nose landing gear (AMM 32-51-00/501).
S 582-010

(6)
Lower the airplane off the jacks (AMM 07-11-11/201).
C.
Examine the Fuselage and Wing Areas
S 212-011

(1)
Examine the fuselage and wing areas as follows:
(a)
Remove the upper wing-to-body fairing immediately forward of the aft fairing (Refer to the operator's standard procedure).
(b)
The lower fuselage structure for skin buckling, flaking paint, cracks, and pulled or missing fasteners.

NOTE:
Examine closely in the area below the body crease from STA 727 to 100 inches aft.


(c)
Examine these components at STA 540 through STA 727A for distoriton, buckled or damaged panels, and pulled or missing fasteners:
1)
The keel beam chords
2)
The stiffeners
3)
The webs and the splices.
(d)
Examine these components for buckling, distortion, flaking point, cracks and pulled or missing fasteners:
1)
The wing to fuselage joints at STA 540 and 664
2)
The upper fuselage structure between S-6 Left and S-6 Right at STA's 540, 664, and 727
3)
The bulkheads at body STA 294.5 and 360, fuselage structure immediately outboard of the nose wheel well

NOTE:
You can do this inspection on the forward side through the access holes in the sidewalls of the nose wheel well. Examine the aft side of the bulkhead at ATA 294.5 from the electronics compartment.


4)
The wheel well of the nose landing gear and the web of the nose wheel well

NOTE:
Examine closely in the area of the trunnion support fittings.


5)
The body STA 706 trunnion support fitting for the main landing gear.
(e)
Look for signs of fuel leaks, or other fluid leaks in the areas that follow:
1)
The wings
2)
The nacelles
3)
The engine struts
4)
The external surface of the fuselage
5)
The wheel well of the nose landing gear
6)
The wheel wells of the main landing gear.
(f)
Examine the top and lower fuselage skin panels forward and aft of the wing for buckles, wrinkles or tears.

NOTE:
Permanent wrinkles often occur on the lower side fuselage skins aft of STA 727. An interior inspection is necessary if you find these wrinkles and they did not exist before the landing. If they did exist, examine the wrinkles carefully for cracks.


(g)
Examine the wing ribs along the aft side of the rear spar at WBL 92.5 and 114.0 for cracks.
(h)
Examine the upper and lower trailing edge panels and structure.

NOTE:
Examine closely the area of the main landing gear beam.


(i)
Examine these flight control components for sheared rivets and structure damage:
1)
The inboard and outboard trailing edge flaps
2)
The flap tracks
3)
The drive screws for the flaps
4)
The linkages and the fairings for the flaps
5)
The inboard and outboard spoilers.
(j)
Examine these flap components for crankshafting when it is possible the flaps touched the ground:
1)
The flap track bolts of the outboard trailing edge flaps
2)
The flap track bolts of the inboard trailing edge flaps
(k)
Install the upper wing-to-body fairing immediately forward of the aft fairing (Refer to the operator's standard procedure).
D.
Examine the Engine Nacelles
S 212-014

(1)
Do an engine inspection after a hard landing (AMM 72-00-00/601).
S 212-017

(2)
Do an inspection of a dragged engine nacelle (AMM 05-51-61/201).
E.
Examine the Flight Controls
S 712-018

(1)
Do a check of the flight controls for smooth movement and correct cable tension (Ref Chapter 27).

[davierosoft]

Forse è un po lungo il post...
Cerco di riassumerlo:
In pratica la procedura di ispezione prevede come prima cosa che il pilota dica se l'aereo oltre ad essere atterrato oltre l'MLW è atterrato dolcemente o meno, questo servirà per determinare il tipo di ispezioni da effettuare!
Si inizia con la fase I (sperando che non serva la fase II)
Si va alla fase I parte A se si è atterrati dolcemente altrmenti la I B se c'è stato presunto o effettivo hard landing.

Nel caso di atterraggio leggero l'ispezione si limita ai carrelli e le ruote, se danni vengono trovati l'ispezione passa alla fase II relativa!

Nel caso di atterraggio pesante si controllano, oltre ai carrelli (in modo più dettagliato), anche parti strutturali di ali e fusoliera, nonchè anche il nose gear, viene poi rimandato all'ispezione per hard landing (ispezione a se) che contiene anche i piloni motore ecc (almeno vado a memoria)
In caso di danni c'è sempre la fase II dell'ispezione!

Questo tecnicamente...
Al termine dell'ispezione/riparazioni eventuali, l'aereo è TECNICAMENTE volabile, legalmente saranno le autorità a deciderlo!

[Gozer]

In pratica la procedura di ispezione prevede come prima cosa che il pilota dica se l'aereo oltre ad essere atterrato oltre l'MLW è atterrato dolcemente o meno, questo servirà per determinare il tipo di ispezioni da effettuare!

"dolcemente" si intende "entro i 360 ft/m di variometro"?

[davierosoft]

Atterraggio dolce o pesante è na cosa da pilota, non da tecnico, noi ci basiamo su quello che ci dicono loro! Saranno loro a sapere quanto variometro è "leggero" e quanto variometro è "pesante".
Posso cercare sull'AOM ma non so se poi ci sia e se magari procedure di compagnia variano più in sicurezza questi valori.

[Snap-on]

Questo tecnicamente...
Al termine dell'ispezione/riparazioni eventuali, l'aereo è TECNICAMENTE volabile, legalmente saranno le autorità a deciderlo!

Ne sei proprio sicuro?

Saluti

Steve

[I-FORD]

Tutti gli aerei di linea che conosco io hanno il MTOW superiore al MLW.
Tutti gli aerei di linea che conosco io sono in grado di atterrare al MTOW rispettando le limitazioni previste (max. v/s 360 ft/min e un numero di landing G che dipende dal velivolo, di solito è 2G) senza subire danni.
Ogni volta che si atterra ad un peso superiore al MLW è prevista una ispezione specifica, che può essere breve o lunga in base agli eventuali dati riscontrati.
Non tutti gli aerei che conosco io hanno l'impianto di fuel dump, dato che per quelli più "leggeri" MD80 ad esempio, non è necessario, dal momento che rispettano, come ha fatto vedere FAS postando la JAR 25.1001, i climb gradient limits richiesti, anche al MTOW.
A proposito, tale norma nel rendere obbligatorio il sistema di fuel dump non fa riferimento all'atterraggio, che deve sempre essere possibile, anche al MTOW, bensì alle climb performances, sia in riattaccata che in tutte le altre fasi del volo.
Infatti, aerei come l'MD80, a causa della mancanza di tale impianto, sopra certi pesi non possono volare su particolari aree con ostacoli molto alti (le Alpi, ad esempio) a meno che, per ogni rotta, non si stabilisca un Punto di Non Ritorno, prima del quale, in caso di piantata motore, si è costretti a tornare indietro e oltre il quale si deve continuare, il tutto condito da una quota minima che consenta la discesa senza interferire con l'ostacolo.
Gli aerei con l'impianto di dumping non hanno queste limitazioni.
Il B767/300 AZ ha l'impianto di fuel dumping, che garantisce il rispetto dei vincoli di prestazione, ma non il MLW.
Infatti, nella maggior parte dei casi, anche scaricando tutto lo scaricabile (cioè il carburante del serbatoio centrale) rimango al di sopra del MLW.
Mi sembra che gli A321/320/319 AZ non abbiano l'impianto di scarico carburante, come l'MD80.

[davierosoft]

Questo tecnicamente...
Al termine dell'ispezione/riparazioni eventuali, l'aereo è TECNICAMENTE volabile, legalmente saranno le autorità a deciderlo!

Ne sei proprio sicuro?

Saluti

Steve

Sul fatto che l'aereo se è in buone condizioni è in grado di volare? o sul fatto che legalmente possa o non possa?


Edito... Mi pare che a meno di manchevolezze varie il tutto potrebbe risolversi senza perdita del certificato di aeronavigabilità! Quindi il CRS dovrebbe bastare...
Vado un po a memoria visto che 1) non ci passo quasi mai per la "linea", 2) non mi è mai capitata nessuna situazione da conditional inspection.

[FAS]

Scusa FAS, ma credo che tutti gli aerei di dimensioni medie abbiano MTOW > MLW

si, é naturale..


..non fraintendere la citazione relativa all'altra discussione che é applicabile a questa con i giusti filtri...

spero si non aver creato un falso intendimento
se si perdonami

[10tothenorthtoland]

Be' ,ma siamo proprio sicuri che nessun computer - pardon -
320 possa fare fuel dumping?

[Sinuhe]

Per le sollecitazioni alla struttura, in caso di atterraggio sovrappeso poi l'aereo va controllato in diversi punti.
MTOW= Maximun TakeOff Weight
MLW= Maximum Landing Weight

Ammazza che velocità nel rispondere!!

é l'efficenza del forum.................

Per essere efficienete magari metti la i (efficienza:)

[FAS]

Be' ,ma siamo proprio sicuri che nessun computer - pardon -
320 possa fare fuel dumping?

potresti chiarire cosa vuoi sapere?

[Galaxy]

FAS, guarda l'ala destra... perde...

[JT8D]

E' un inconveniente capitato ad un 320 Nouvelair a Novembre dello scorso anno, dovuto all'apertura di un overpressure protection.

Paolo

[peterfly 65]

Hai ragione sinhue mi è scappata la i

[FAS]

FAS, guarda l'ala destra... perde...

appunto! non collima con la seguente affermazione:

Be' ,ma siamo proprio sicuri che nessun computer - pardon -
320 possa fare fuel dumping?

[davierosoft]

Aspe... se quello lo consideri fuel dumping allora anche il 737 ce l'ha e glie l'ho fatto fare almeno 2 volte!

[Gozer]

Aspe... se quello lo consideri fuel dumping allora anche il 737 ce l'ha e glie l'ho fatto fare almeno 2 volte!

E allora me sa che ce l'ha pure la macchina mia, il meccanico la chiama "condensa del condizionatore", ma io sono convinto che sia fuel dumping

[davierosoft]

lol