Holds Falcon 900 specific troubleshooting information
Missing ground in the latch circuit of the R3cm slat control relay. This was a misswire from the Duncan installation of Aviation Partners winglets.
Original WDM
Sh0p notes
Aviation Partners wire mods
F90-0095S01REV-DVR–Slat Control Wiring Modification (1)
Aviation Partners Final disposition for F900ex 028
slat diagram large
(these numbers were from Spring 2014 on bmb)
Warn Pack = 3.621
Shim = approx .45
Pin = .354 below
Total pack is 4.92
Total wear before Shim is 1 inch.
Shim adds .45
Total life is 1.45
2000 landings
.000725 inch per landing.
29 dollars per landings per brake.
try this for the whole document
https://docs.google.com/spreadsheets/d/1uTJgjMsK7voB2dsyOmcUYxOQYy3BF0OQkD1glkY3DD4/pubhtml
This was from June 13, 2014, prior to the installation of shim in 1 and 4, and a new brake on 2
All calls to Iridium phones are international calls.
If your phone allows international calls:
dial the Country code of the country you are calling from
from the USA: 011 88162345lastfour for the Cockpit.
from the USA: 011 88162345lastfour for the Cabin.
–OR– two stage dialing if that does not work
From inside USA/Canada 1.480.768.2500 &WaitPromt 88162345lastfour
From outside USA/Canada 1.011.480.768.2500 &WaitPromt 88162345lastfour
AircellAxxesIIQuickCallingGuide042010
remember to use AIRINC 429 label Label 204 for Baro Corrected altitude
CHECK SLIDE 417 for Dial Prefixes.
Here is now I would do it:
AD not applicable by reason of part number of installed equipment.
here’s why: EASA AD US-2012-26-15-1 effectivity cites Honeywell Service Bulletin ADM/ADC/ADAHRS–34–A01.
Honeywell Service Bulletin ADM/ADC/ADAHRS–34–A01, page 5,1.A. Effectivity…. details the applicable part number of the affected equipment.
The currently installed Air Data Computers: 7000700-647 do not appear on that table.
Smallest incoming squawk I can write is:
Intermittent disconnect of both AFCS’s. VERY intermittent, in the air. most of the time a C/B re-set will bring one AP back.
On the most recent problem on the ground, the MT would engage either side, but YD engage would immediately cause AP FAIL. That was followed by a RUDDER NOT CENTERED message.
http://toddheffley.com/wordpress/?p=5061 for an old set of codes after a encounter with wake turbulence. The only significant part of that deal is ” RUDDER MONITOR FAILURE B11 – run tests 1 and 5″ but that may still just be response to the wake turbulence.
Current, Clean, Menu 98 “Flight Fault Summary” codes not available for operational reasons.
San Antonio 19 feb 2014.
On 2 out of 10 system power-ups, the RAFCS failed ,
and the Menu 99 summary revealed:
I can duplicate this on the ground, if the engines are not running.
After all the dust settled this turned out to be a YD servo that would run in the extend direction OK, but it was intermittent in the retract direction.
If Hind Sight Was Foresight….you can actually see the problem in this picture
with the rudder pedals centered, after 2 or three AP YD servo tests, the rudder would end up an inch or so out of center.
Hindsight.
Aircell
AFIS, ACARS, IRIDIUM, GoGo Biz
here is the statrter kit from Cisco
an easy tutorial to get the codes is :
http://toddheffley.com/wordpress/?p=4245
Here are the codes after an encounter with wake turbulance 12 Feb 2014
Line 1 is A processor
Line 2 is B processor
here is the left decode
BZZ_12FEB_UNCOMMANDED ROLL_LEFT_SPZ-8000-Flight-Fault-Summary
DB61
A9 talks about was the Aircraft in turbulence at the time of the disconnect?
right
2014_fEB_12_RIGHT SPZ-8000-Flight-Fault-Summary
Run FZ test 01 and Test 05
rudder ground maintenance test
Looks like the left computer was flying, and disconnected because of
AIL SERVO MOTION A9
or
RUDDER MONITOR FAILURE B11 – run tests 1 and 5
hmm.
60 each NAS517V3-7XF
10 each NAS517V3-8XF