A video convertion problem, sorry. I'm perform an upload, of a old video with just little problems. My intention is only to provide a copy for studies, share with a aviation students persons.
The Ram Air Turbine (RAT) is a hydraulic system device on Airbus A320 and a330 family. Provide a hydraulic system pressurization using a pump. This pressure can be use by the Hidraulic Motor Generator (HMG), an emergency electrical generator, and provide a minimum electrical load for someone essential equipments for the flight.
Hi, I'm Héber. In fact, another person replied to your previous comments, not me (as you can see). My first language isn't English either, I'm Brazilian, we speak Portuguese.
@@blackhawktv1156 Hello. At 1:44 the narrator is talking about "chattering". This is a type of electrical fault of bad contacts under voltage/current. (Please see my previous response) Chaffing (not mentioned at 1:44) is a mechanical failure process in wiring and wire harnesses. If wires/harnesses/loom are free to move and rub against each other, the friction often will damage the insulation, exposing the conductors and resulting in an electrical short. The solution to prevent chaffing is securing wires / wire bundles / wire harnesses / wire looms correctly, so there is no possibility of them rubbing against each other, or rubbing against metal componants (structural bulkheads, longerons etc..) Other solutions to high vibrations and high G-loads are : Wireup, lacing, braded sheathes/sleeves, potting of componants and wiring looms. Hope this helps.
@@heberzunarelliHey could you provide me with more informations on Pressure Seals or VP? And the compound that separates pressured zones from non-pressured
Hi would please clarify what do you mean by leading and trailing edges are difficult environments for installation WHENEVER THE FLAPS AND SLATS ARE EXTENDED 2:40 timing video
When leading edge slats and trailing edge flaps are in the stowed position, componants located in the space between the moving elements and the main wing are not exposed to the air stream and any contaminants carried along with the air stream. When the moving elements, slats and flaps are deployed, these componants are exposed to a very turbulant air stream. They are typically deployed near or on the ground at high landing speeds.
[edited] Connectors typically have multiple contacts, or pins. These pins come in many different designs, but are often a male-female configuration. Vibrations, incorrect disconnecting & reconecting, and thermal cycles can degrade the spring loaded contact between the mated pins, or there precise fit. A bad fit increases the resistance (impeadance), which in turn, could generate heating of the contact area in higher currents/amps circuits. The result is a bad contact, which presents as voltage drop, or voltage inconsistancy. This is called "chattering"
@@trespire Hello, I appreciate your efforts to reply to my friend, but be careful with your approach, as I assume you're not from the teaching field either. Saying, by assumption, that someone doesn't know about a subject doesn't help to create a legal link to explain content, think about it. It was not a nice way to show respect for the proposed questioning.
@@heberzunarelli Thanks for the feedback, but I don't speak legalese, nor have any inclination to do so. While I don't teach in accademia, I do train profesionals in the metal fabrication sector. All my trainees are grown adults, and I treat them as such. Frankness and directness yealds the best results. If someone doesn't know something, or didn't understand my explanation (often my fault), trainees are encouraged to speak up, & I'll repeat the explanation. I've consciously adopted a short/concise style of explaining, no tip toeing around peoples feelings and egos, including my own. 100% technical and data driven, as industrial processes have no feelings or sentiments.
@@trespire Industrial processes don't have sensations or feelings, but people do. I've also worked with technical training in aviation for many years, and I'm also a lecturer at a university. It's logical that you can say at the start of a conversation that someone "doesn't have any knowledge about that subject", but it's not the best method applied by the leading researchers of techniques for conducting presentations, training, classes. I don't expect you to agree with me, not least because you already believe that the best results for you are obtained this way. Life goes on, success is what I wish you.
@@heberzunarelli Again thank you for your feedback. I agree that we (I) should consider people have sensations and feelings, as the human factor is at least 50% of the success. Sometimes I lose patience when training the same customer some basic fundamental principals over and over. I will make an affort to be more sensitive & patient when dealing with people ! Again thank you.
Hello , thanks for your video, I start to learning to make wiring harness for aircraft but I am very bad to learn wiring diagram and symbols, what book do you recommend for beginners?
The idea of this channel is to make sure that cool study materials like this don't get forgotten in the world, because they can always help someone who wants to improve themselves.
When I find videos with aviation colleagues, I always post them here on this channel, but they're hard to find. Some I've converted from VHS tapes will be posted here soon.
The difference is in the ability to understand and respond to different dangerous scenarios. The latest version of the computer, more protections it will offer, as demonstrated in this video.
@@heberzunarelli Excelente vídeo! Se tiver mais sistemas, compartilhe 🙏 Estou em treinamento e nenhum se compara a este vídeo: direto ao ponto e mostrando itens na aeronave.
Olá! Eu nunca formatei o meu, e só posso lhe orientar que basta você procurar por vídeos que ensinam a trabalhar com o Windows na versão que está nele que você terá êxito. É um aparelho bem legal.
I am no expert on human factors, but I first turned wrenches on aircraft in 1961 and retired in 2009. In my experience, too many maintenance failures are caused by inadequate communication at shift turnovers, or whenever one mechanic takes over an uncompleted job from another. Most airlines have specified procedures for documenting these transactions, but effectively it is up to the person who started the job to do everything needed to avoid leaving a possible misunderstanding of the tasks needed to complete the job. The exact stage of the task completed must be communicated. Everything that has been opened, disconnected, disturbed, or left unsafetied, untorqued, uncalibrated, or any other process needed to make it airworthy, needs to be either unambiguously called out in the remaining open task cards or equivalent documents, or documented individually and communicated to the person taking over the task. Without fail. Disaster awaits the unwary.
My friend, all that has changed is the era and the names of the companies, because the problems are still the same. New systems are implemented and new technologies are developed, but these problems are still the the basis of everything because there are more people worried about equipment failures than the problems with the people who's care the equipments.
Fala meu amigo ! Te achei por aqui, então... muito bom. Forte abraço, continue postando material, este video do B767 é muito bom. Sempre ajuda contar com recursos audiovisuais para que os manicacas de plantão ( tipo eu ! ) possam expandir vossas teorias. Forte abraço, Comando!
Olá meu amigo, que bom que gostou. Estou sim subindo mais vídeos sobre essas e outras aeronaves. A ideia é não deixar que esses materiais cheguem à aqueles que querem estudar esse conteúdo. Abraço!
