I wouldn’t place them anywhere else in the cockpit, I’m just a little surprised the Boeing engineers fitting the aeroplanes together didn’t think twice about dangling uninsulated wires in-front of the oxygen canisters.

I didn’t think I was being sensationalist, perhaps you could state exactly where you think I have been? This is more serious than the normal bullitins, the norm being anything from malfunctioning toilet tanks to overheating wiper motors.

In 2007, Airbus issued a 36 month time frame in which to replace Thales pitot tubes on all A330s and A340s… Turned out to be a few months too long :rolleyes:

Point 1: You use the term ‘engineers’…. quite often you’ll find its monkeys which work in a factory, ie. Mexican wiring looms in A380’s causing problems…. Engineers are the ones who are correcting the faults…. :rolleyes:

Point 2: Sensationalism – Boeing are fixing the problem and have given the airlines a suitable timeframe in which to do the work. The maximum deflections of 737 rudders were not understood fully for a long time, fleets were grounded, more than a couple of aircraft lost…. This is a problem which has been discovered and is being fixed. “Most dangerous Boeing defect since….” Bo[[ocks. I assume you’re either a ground handler, cabin crew, or someone who flies a bit.

Point 3:
*Cost to ground the fleet, both in future sales, confidence of Boeing products, AND airlines operating costs from lack of revenue, even for one day while the problems are immediately rectified: Billions
*Cost of compensating 500 families and replacing an aircraft: Millions…. IF one crashes in the next 18 months.
I know which I’d pick if I was operating a business.

So let me get this straight…

There was a manufacturing defect on some new aircraft.
The defect caused a non-fatal (luckily) incident.
The manufacturer have issued an AD requiring compliance.
Some airlines are bleating about cost.
The fault will be fixed within 24 months on all aircraft.

I still don’t get your sensationalist point. This happens all the time, and is all down to cost reduction.

Oxygen canisters are fitted to many aircraft in the PAX overhead panels and when ignited burn at about 700 degrees C, producing 3 minutes-worth of oxygen and huge amounts of iron oxide. They get quite warm on the outside too…..

So, we have proven technology, admittedly badly fitted, in the cockpit. What would you have done about it at the design stage? Name one place in the cockpit of a modern aircraft which is more than two inches away from some electrical wires…. Boeing have said that they have made a mistake, and they are rectifying it.

No, but I’ve found some of its delivery (in bits) to Newcastle – pm your e-mail address……

Speaking of 125’s….. Mistyar66 – did you know that the FBI were involved with your 125 a couple of years ago? (I only found out last week…..). Apparently it was stolen in Nigeria, sold on a couple of times, ended up under the ownership of a certain large university, moved to Newcastle, was scrapped, was donated to NEAM, whereupon it was sold to you….

While it was at Newcastle, a large American gentleman with RayBans and a sharp suit asked to see the aircraft…. he was a bit happier when he was shown what was left. Insurance write off- unrecoverable…. 😀

By inverting the colours in photoshop, all I can see is W5250….. which makes it a Botha…. evidently wrong!

If it’s N5250, it’s an anson. Could be a line of enquiry…

N5250
Avro
Anson
Mk. I
652A

first date: 23 May 1941 – Taken on strength by de Havilland Canada at Toronto

To Eastern Air Command on 16 June 1941, for use by No. 31 Operational Training Unit at Derbert, NS. Category B crash at New Glasgow, NS aerodrome at 16:30 on 12 March 1942. To Canada Car & Foundry for repairs 19 March to 13 June 1942, had 445:15 time logged when it arrived. To No. 3 Training Command when completed. To CC & F again for overhaul, 28 June 1943, with 1183:30 time logged. To No. 1 Training Command on 28 June 1943, for use by No. 1 Air Observers School at Malton, Ontario. To No. 6 Repair Depot on 12 May 1944 for overhaul, but scrapped instead.

last date: 21 July 1944. – struck off, reduced to spares and produce

from http://www.ody.ca/~bwalker/RCAF_N5042_N5352.html

The UK serial N5250 is from a much earlier batch than the Canadian N5250….. work is ongoing…..
UK serials from here: http://britishaviation-ptp.com/avro652_2.html

Voisin in the late ’20s was the first…. (although the Americans try to claim it was the B47 in the late 1940s…..

Maxarets were pretty standard from the 1950’s up to the early 70’s when the electrical types came into use.

Maxarets use centrifugal force (or lack of…) to open the brake lines

The first mainstream electrical type is a sensor and what can be best described as a castellated mainwheel – essentially the sensor counts the rotations of the wheel and compares it to a wheel on the other side of the aircraft. If the count drops significantly, a signal is sent to the braking system which releases the brake pressure.

The second common type is a generator with a vane on the end. The vane rotates with the wheel, while the generator is held in the axle. Again, the wheels are compared to each other and brake pressure is reduced if one wheel decelerates quicker than the others.

Apparently the Cessna Citation does have a nosewheel spin-up facility as an option…. (prevention of FOD from the nosewheel tearing itself apart on initial contact).

Spinning the wheels is complex, heavy and apparently only saves 10% wear. (Most tyre wear is doe to taxiing anyway)

NEAM have a pilot’s seat which I donated – give them a call…