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<Answer>. The FAA has directed that there will be no dry running of pumps at any time. By
installing the auto shutoff procedure there is no concern that the pilots might forget or are
distracted with other more pressing duties to turn the pumps off. Installation of auto
shutoff may allow operators to get rid of the operational wet shutoff, but it is unlikely the
pump inspections would be removed. Auto Shutoff turns off the pump 14 seconds
following indication of low pressure. That timing was tested in the lab to preclude dry
running and the generation of heat in the event the pump has failed.
11. Don’t we risk inspecting the pump into a failure mode by re-inspecting them every 1000 hours?
<Answer>. No, the inspection involves removing the pumps from the housing and does not take the
pump apart. The inspection just looks at the screws, etc.
2004 Flight Operations Symposium Questions 8/23/2004 10:19 AM
May 9 – 12, 2004, Bell Harbor Convention Center
Page 3 of 15
12. Is there a change of material (to composite) in store for future fuel pumps (7E7 for example)?
<Answer>. We are unaware of any plans or any current research on that issue. The cast-in diffuser
pump eliminated screws in the assembly that were a significant part of the problem.
13. What is the status of nitrogen inerting?
<Answer>. Boeing is studying nitrogen inerting for the center wing tank as a service bulletin retrofit.
In addition, we note that the FAA is considering mandating such a system on airplanes.
The 737 and 747 airplanes would most likely be the first models to incorporate such a
system. At the present time there is no plan to mitigate SFAR 88 requirements by
installation of the NGS.
Contaminated and Slippery Runways:
14. Does the definition of “wet runway” include grooved or non-grooved runways? What is the
definition of a “damp” runway?
<Answer>. Wet is considered to be “not dry” or “not contaminated” by some definitions. It is
generally accepted that a surface that appears “reflective” is considered wet. A damp
runway is not wet. However, airlines must decide how they will treat these different
conditions.
15. Is “good” characterized as “wet” in Boeing data? If a grooved runway is wet, can we assume it is
“dry”? If a non-grooved runway is wet, can it be assumed to be dry?
<Answer>. Boeing data is based on testing of the 707, 727, 737 and 747 in Roswell, NM (not a
grooved runway). A wet, grooved runway cannot be considered dry. Boeing testing
shows that braking capability on a wet, grooved runway is about 85-90% of that on a dry
runway.
16. What is “advisory” data?
<Answer>. Advisory data is data that has been computed according to the same standards and with
similar methods as certified data, but since the data is not required by certification or
operational rules Boeing publishes the data as Advisory.
17. Is there friction data published in Boeing documents?
<Answer>. Boeing does not publish friction data from runway friction measuring carts.
2004 Flight Operations Symposium Questions 8/23/2004 10:19 AM
May 9 – 12, 2004, Bell Harbor Convention Center
Page 4 of 15
18. The contaminated runway data takes credit for thrust reversers, but the published dry data does
not. Is there thrust reverser inoperative data available for contaminated runways? And does the
Boeing data for one thrust reverser operating normally consider that the pilot may be judicious in
his application of reverse thrust because of the asymmetric condition?
<Answer>. Boeing does have some data available for one or two inoperative thrust reversers on
contaminated runways; the data consider a "judicious" application of thrust. New data is
being added for no reversers.
19. Does Boeing publish contaminated runway data for inoperative equipment such as hydraulics and
anti-skid?
<Answer>. Boeing provides landing information for some inoperative systems in the Operations
Manual - PI section for landing with non-normal configurations.
20. Are the published crosswind guidelines piloted simulations?
<Answer>. The 737 classic, the 757, the 767 and the 777 takeoff crosswind guidelines are based on
piloted cab simulations assuming an engine out refused takeoff maneuver at an adverse
loading condition using normal piloting techniques. The published crosswinds were
selected to provide adequate airplane control. The 737NG and 747 takeoff crosswind
guidelines are based on engineering analysis and simulation studies assuming the same
engine out refused takeoff maneuver.
The 737 classic, 737NG, 747-400, 757, 767, and 777 landing crosswind guidelines are
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