Name That Part #2

bnt83

bnt83

Final Approach
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Hint: The serrated shaft is about the diameter of a dime.
 
Just a wild guess. Shaft that drives the hand on airspeed indicator?
 
It is the shaft that holds the AOA vane on the side of the aircraft...
 
I am going with Mari's guess... She is REAL smart..... for a girl..;)
 
N801BH said:
British huh.........


It is the flamduzzy rod for the Lucas refrigerator probe....:rofl::lol::confused:
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They build using as many parts as possible and as mechanical as it could be. Electronics smoke when they fail so they must be magic and therefore to be avoided at all costs. :rofl:

When hydraulics fail they leak

When electronics fail they smoke
 
Maybe we should ask people how it works to detect ice....
 
Photo is of an ice detector on a Hawker 850XP. Can anyone guess how it works, other than Hawker girl?
 
Please don't tell me that the thing is supposed to rotate until the ice builds up thick enough to fill the gap between the shaft and the piece behind it.
 
Not even close

Capt. Geoffrey Thorpe said:
Please don't tell me that the thing is supposed to rotate until the ice builds up thick enough to fill the gap between the shaft and the piece behind it.
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It is attached, via an extremely thermally conductive secret material, to the pilot's left nipple. When the cold causes it to pop out, it blocks the airflow to the piece that you see behind it (to the right in the picture), which is spring-loaded just enough to be easily overcome by the full airflow, but then move foreward (to the left in the picture) when the airflow is blocked.

This bit is attached by bellcranks and pushrods to the de-ice swich, which does nothing but move from the "not cold" to "cold" position. The pilot is expected to observe this change and go fly somewhere warmer.

The fact that it does nothing to detect moisture that could form ice, nor to detect the actual presence of ice is not viewed as a weakness, because going and flying somewhere warmer solves the problem, and why make things more complicated than they have to be?
 
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Re: Not even close

Stevel said:
It is attached, via an extremely thermally conductive secret material, to the pilot's left nipple. When the cold causes it to pop out, it blocks the airflow to the piece that you see behind it (to the right in the picture), which is spring-loaded just enough to be easily overcome by the full airflow, but then move foreward (to the left in the picture) when the airflow is blocked.

This bit is attached by bellcranks and pushrods to the de-ice swich, which does nothing but move from the "not cold" to "cold" position. The pilot is expected to observe this change and go fly somewhere warmer.

The fact that it does nothing to detect moisture that could form ice, nor to detect the actual presence of ice is not viewed as a weakness, because going and flying somewhere warmer solves the problem, and why make things more complicated thatn they have to be?
Click to expand...

:rofl:
 
Actually, it's the shaft of the wind up key for the APU on a Airbus 350. The slot on the end is for a dime used to windup the spring connected to the APU main shaft. After the Captain enters the cockpit after assuring the lowly First Officer has fully wound the spring, he disengages the latch engaged in the teeth displayed on the shaft, allowing the APU to spin up, fire and accelerate and thus provide air for starting the main engines.

This unique item was installed by EADS in the 350 design after they discarded the idea of using the same batteries used in the 787 for the same purpose. It can be retracted by the First Officer pulling on a carbon composite light weight string in flight to prevent over tightening the spring or left exposed blocked by the aero shield shown to also prevent over tightening.

Cheers
 
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bnt83 said:
They build using as many parts as possible and as mechanical as it could be. Electronics smoke when they fail so they must be magic and therefore to be avoided at all costs. :rofl:

When hydraulics fail they leak

When electronics fail they smoke
Click to expand...

A friend of mine always wanted a hydraulic TV set so he could see what was leaking when the picture failed and fix it.

Cheers
 
It's an external cabin pressurization release. Push it inward and it depressurizes the cabin so the door can be opened.
 
I cheated.

The Hawkers are equipped with an Ice Detector. The ice detector is powered through the left squat switch. It consists of a motor driven serrated rod extending from the side of the nose of the aircraft. Within a few thousands of an inch aft of this rod is a triangular "cutter". When ice forms on the rod, it jams between the rod and the cutter, increasing the torque on the electric motor. When the torque exceeds a predetermined value, the ice detection light in the cockpit.
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bartmc said:
I cheated.

The Hawkers are equipped with an Ice Detector. The ice detector is powered through the left squat switch. It consists of a motor driven serrated rod extending from the side of the nose of the aircraft. Within a few thousands of an inch aft of this rod is a triangular "cutter". When ice forms on the rod, it jams between the rod and the cutter, increasing the torque on the electric motor. When the torque exceeds a predetermined value, the ice detection light in the cockpit.
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Typically British complexity. The old Electra has a probe that has two forward-facing ports in it, one to each side of a diaphragm that works a microswitch. One port is heated, the other isn't. The unheated port ices up, blocking the airflow, which creates a pressure differential across the diaphragm and actuates the switch which fires a light.

Simple 1950s American know-how. Motors and torque sensors to detect ice???

Dan
 
My tech editing textbook had a WWII-era British example of what not to do. "Notice: This missile must be stored bottom up to avoid accidental detonation. To facilitate this, the top has been labeled 'bottom' and the bottom has been labeled 'top.'"
 
Becky said:
My tech editing textbook had a WWII-era British example of what not to do. "Notice: This missile must be stored bottom up to avoid accidental detonation. To facilitate this, the top has been labeled 'bottom' and the bottom has been labeled 'top.'"
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She's backkkkkkkkkk.....

Great post though...:yes:;)
 
Is odd as hell when reading Hawker maintenance manuals and seeing British talk like "inspect the spiggot" WTF is a spiggot on an elevator? (Spiggot = fitting)

iNigo was correct. Ice detector. The shaft continually turns in flight and when iced up it drags against the cutter bar which increase the torque required to turn the shaft. The increase torque causes the drive motor to shift in the mount which presses against a micro switch.
 
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bnt83 said:
Is odd as hell when reading Hawker maintenance manuals and seeing British talk like "inspect the spiggot" WTF is a spiggot on an elevator? (Spiggot = fitting)
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Which you adjust with a spanner.

Cheers
 
The ironic thing is that by the time the ice detector detects ice you have probably already iced up the little TKS holes in the wing and tail so none will come out...
 
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