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There are a lot of things that are not redundant.
The lesson to learn is to know the systems of your plane very, very, well. This is not an easy task, nor is it common between planes. You should know all the systems, and the what-if scenarios that go with them. This includes the mechanical systems. Like how the cables and pushrods are run through the plane. For example: What if you pump down the gear but do not get a green light? Do you cycle the gear? Answer - it depends. You need to give thought to the possibility that cycling the gear may lose what little hydraulic fluid you have left. When the hydraulic system runs more than one thing, you need to worry about what else you might lose. There is no one pat answer that fits all planes. Reading the emergency procedures is great - except the emergency procedures have difficulty determining which combination of failures has happened. You really need to understand the systems. In article ne.com, Andrew Gideon wrote: -----BEGIN PGP SIGNED MESSAGE----- Hash: SHA1 I've been reading the POH for my club's 182RG, and I find myself surprised. The manual gear extension replies upon the same hydrolic pressure system as the powered mechanism. Isn't that insufficiently redundant? I'm not sure what I expected - perhaps something purely mechanical. But I didn't expect a lone pressure system to be a single point of failure. Is this normal? - Andrew -----BEGIN PGP SIGNATURE----- Version: GnuPG v1.2.4 (GNU/Linux) iD8DBQFAO/97sJzG+JC8BsgRAsBuAJ4icGbpAvUC4EW/rL/ILCagYfyhaACfTe+T 51+A7xKPIVfPn7+lWCWoHgg= =Mbq0 -----END PGP SIGNATURE----- |
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