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pre calc study guideFeel free to edit this textI'm looking for experienced that can be learn or similar situations so I don't fell bad at all. thanks You come here asking technical information on a damage repair? GF If you've missed the hole, you're facing either enlarging the hole (with a reamer: this is a tight tolerance), or building a repair over the area and redoing all the other hi-locks, too. Edge distance between holes and tolerance per the structural repair manual may preclude both. If you don't have a repair noted in the SRM, then you'll need engineering involved. Nobody online can see the damage, and won't be able to provide specifics. It sounds like you may be doing work that you're not qualified to do, given your choice of tools, your method of removal, and your question. Regardless, if you've drilled into the spar, you've created a very dangerous condition and need to get someone at your location, who is qualified, involved immediately. Get advice from your peers. Do not try to cover it up. People's lives are at stake. With Blackjack. And hookers. In fact, forget the airline. I enlarge the hole and It looks like a 8 perfectly. Go to the SRM for the aircraft you are working on. Nothing we tell you here is valid if it can not be verified in the SRM for the aircraft you are working on. Your super may have meant to drill the head off and then punch the Hi-Lok's shank out. I enlarge the hole and It looks like a 8 perfectly. Have you ever removed a hi-lock. Have you ever removed a rivet. You understand that drilling a rivet doesn't mean you run the drill into the material, right. Drilling a rivet involves using a bit the same size and the rivet shank diameter of smaller, ensuring it stays center, and drilling the factory head (usually). You drill to the depth of the factory head, inside the rivet only, and then use a punch to break off the head, and then use the punch to drive the body out the other side. You should never attempt to actually drill into a rivet beyond the head.http://www.nilcenrietti.com.ar/imagenes/culligan-water-softener-manual-mc350.xml
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Don't make sno-men holes and don't pooch the metal when you drive the rivet out and you are golden. If you’re lucky you might oversize the hole and get away with a larger fastener, but with a snowmanned hole you could have edge distance issues. You need to find a repair in the srm or get an engineer involved. Keep it legal and safe no matter what you do. Seems like if you had access to the tail to drill it, that you should’ve just took the collar off and knocked it out. But I wasn’t there to see how you ended up resorting to that. They say you learn the most from your screw ups, I believe that is true. Both military and civil versionsWe thank you for your support and hope you'll join the largest aviation community on the web. Some features of WorldCat will not be available.By continuing to use the site, you are agreeing to OCLC’s placement of cookies on your device. Find out more here. However, formatting rules can vary widely between applications and fields of interest or study. The specific requirements or preferences of your reviewing publisher, classroom teacher, institution or organization should be applied. Please enter recipient e-mail address(es). Please re-enter recipient e-mail address(es). Please enter your name. Please enter the subject. Please enter the message. Please select Ok if you would like to proceed with this request anyway. All rights reserved. You can easily create a free account. We’ve made big changes to make the eCFR easier to use. Be sure to leave feedback using the 'Feedback' button on the bottom right of each page!The Public Inspection page may alsoWhile every effort has been made to ensure thatUntil the ACFR grants it official status, the XMLCounts are subject to sampling, reprocessing and revision (up or down) throughout the day. This information is not part of the official Federal Register document. Use the PDF linked in the document sidebar for the official electronic format.http://www.kurkinostom.ru/userfiles/culligan-water-softener-manual-mark-89.xml These can be usefulOnly official editions of theUse the PDF linked in the document sidebar for the official electronic format. This proposed AD was prompted by reports of cracks on the wing lower skin under the drag angle at a certain wing station (WS). This proposed AD would require a one-time inspection of the wing lower skin under the drag angle at a certain WS to determine if a certain repair or modification has been accomplished; repetitive visual inspections of certain fuselage structures; repetitive eddy current inspections of the front spar along a certain WS reference line, the drag angle, and all fastener holes; repetitive structural gap checks of a certain surface; and corrective actions if necessary. This proposed AD would also require replacing certain rivets with certain fasteners, and corrective actions if necessary. The FAA is proposing this AD to address the unsafe condition on these products. Follow the instructions for submitting comments. FAA-2019-0710; or in person at Docket Operations between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this NPRM, the regulatory evaluation, any comments received, and other information. The street address for Docket Operations is in the ADDRESSES section. Comments will be available in the AD docket shortly after receipt. Send your comments to an address listed under the ADDRESSES section. Include “Docket No. FAA-2019-0710; Product Identifier 2019-NM-060-AD” at the beginning of your comments. The FAA specifically invites comments on the overall regulatory, economic, environmental, and energy aspects of this NPRM. The FAA will consider all comments received by the closing date and may amend this NPRM because of those comments. The FAA will also post a report summarizing each substantive verbal contact the agency receives about this NPRM. You may examine the MCAI in the AD docket on the internet at by searching for and locating Docket No.http://www.diamondsinthemaking.com/content/boss-be-5-manualThe FAA is proposing this AD to address this condition, which if not detected and corrected, may lead to widespread fatigue damage and wing structure failure. See the MCAI for additional background information. Corrective actions include, among other things, repair, replacement, and oversizing any affected holes. Pursuant to the FAA's bilateral agreement with the State of Design Authority, the FAA has been notified of the unsafe condition described in the MCAI and service information referenced above. The FAA is proposing this AD because the FAA evaluated all the relevant information and determined the unsafe condition described previously is likely to exist or develop on other products of the same type design. This proposed AD also would require sending the inspection results to Viking. The FAA has determined that REO 215-57-V022 provides only generic instructions, not instructions tailored to the type of damage that might be found during the inspections required by this proposed AD. The control number for the collection of information required by this NPRM is 2120-0056. The paperwork cost associated with this NPRM has been detailed in the Costs of Compliance section of this document and includes time for reviewing instructions, as well as completing and reviewing the collection of information. Therefore, all reporting associated with this NPRM is mandatory. Comments concerning the accuracy of this burden and suggestions for reducing the burden should be directed to the FAA at 800 Independence Ave. SW, Washington, DC 20591, ATTN: Information Collection Clearance Officer, AES-200. Subtitle I, section 106, describes the authority of the FAA Administrator. Subtitle VII: Aviation Programs, describes in more detail the scope of the Agency's authority. This regulation is within the scope of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action.http://hermandadtropasnomadas.com/images/carlsbro-marlin-8400-user-manual.pdf Start Printed Page 53078 This proposed AD would not have a substantial direct effect on the States, on the relationship between the national Government and the States, or on the distribution of power and responsibilities among the various levels of government. FAA-2019-0710; Product Identifier 2019-NM-060-AD. The FAA is issuing this AD to address this condition, which if not detected and corrected, may lead to widespread fatigue damage and wing structure failure. A review of airplane maintenance records is acceptable in lieu of this inspection if accomplishment of the repair or modification can be conclusively determined from that review. For the purposes of this AD, replacement of damaged wing box primary structural member is considered a “repair.” If there are no records of water landings, determine total operation cycles using only land landings and water drops. Repeat the actions thereafter at intervals not to exceed the earliest of the times specified in figure 2 to paragraphs (i) and (m) of this AD. If approved by the DAO, the approval must include the DAO-authorized signature. If any crack is found, before further flight, repair using a method approved by the Manager, New York ACO Branch, FAA; or TCCA; or Viking Air Limited's TCCA DAO. If approved by the DAO, the approval must include the DAO-authorized signature. Repeat the actions thereafter at the times specified in figure 2 to paragraphs (i) and (m) of this AD. For the purposes of this AD, the earliest compliance time applies if the accumulated airplane flight times (flight hours, water drops, or total operation cycles) meet multiple criteria. Repeat the actions thereafter at the times specified in figure 2 to paragraphs (i) and (m) of this AD. For the purposes of this AD, the earliest compliance time applies if the accumulated airplane flight times (flight hours, water drops, or total operation cycles) meet multiple criteria. If sending information directly to the manager of the certification office, send it to ATTN: Program Manager, Continuing Operational Safety, FAA, New York ACO Branch, 1600 Stewart Avenue, Suite 410, Westbury, NY 11590; telephone 516-228-7300; fax 516-794-5531.If approved by the DAO, the approval must include the DAO-authorized signature. The OMB Control Number for this information collection is 2120-0056. Public reporting for this collection of information is estimated to be approximately 1 hour per response, including the time for reviewing instructions, completing and reviewing the collection of information. All responses to this collection of information are mandatory. Comments concerning the accuracy of this burden and suggestions for reducing the burden should be directed to the FAA at: 800 Independence Ave. SW, Washington, DC 20591, Attn: Information Collection Clearance Officer, AES-200. This MCAI may be found in the AD docket on the internet at by searching for and locating Docket No. It is one of only a handful of large amphibious aircraft to have been produced in large numbers during the post-war era, and the first to be developed from the onset as a water bomber.From an early stage, it was developed to perform aerial firefighting operations as a water bomber; to operate well in such a capacity, it can be flown at relatively low speeds and in high gust-loading environments, as are typically found over forest fires. It can also be used for other missions types, including passenger services, freight transport, and air-sea search and rescue operations. On 23 October 1967, the first prototype performed its maiden flight, and the first production aircraft was handed over during June 1969.Other changes include the addition of new avionics and various structural improvements.Although manufacturing did come to an end in 1990, a further improved model, designated as the CL-415, entered production during 1993. Viking announced plans to open a production line to build the CL-515, an improvement over the CL-415, with more recent avionics, instrumentation to allow it to continue fighting fires at night, and the ability to fill other roles, like maritime surveillance, and maritime search and rescue, when it wasn't fire season.Beyond the water bomber role, the CL-215 was designed for use in other capacities, such as a search and rescue platform, passenger transport, and freighter; for this purpose, the cabin can be configured in various different ways, including a flexible combi configuration.You can help by adding to it. ( May 2019 ) As such, it features a revised underfloor structure, larger side-mounted doors and more windows in the main cabin area.The first of these flew on 8 June 1989.The department lent the aircraft to the effort to fight the California wildfires of October 2007, and it is seen here at Fox Field. At the top of the tanks are funnels that spill excess water collected during replenishment operations out of the side of the aircraft. Retrieved 24 June 2019. Longview Aviation Capital, and its subsidiary Viking Air of North Saanich, BC, reached a deal to provide the Republic of Indonesia’s Ministry of Defense with seven aerial-firefighting aircraft, including one CL-415EAF and six new-production CL-515 airplanes. Manufacturer’s serial number (MSN) 1081 is the first Canadair CL-215 to undergo the major modification to CL-415EAF “Enhanced Aerial Firefighter” configuration by LAS in collaboration with Cascade Aerospace. Abbotsford, British Columbia. Retrieved 11 March 2020. Retrieved 22 September 2019. Retrieved: 14 July 2014. Retrieved: 29 June 2016. Retrieved 20 July 2020. Retrieved 20 July 2020. Archived from the original on 18 January 2018. Canadair: The First 50 Years. Toronto: CANAV Books, 1995.By using this site, you agree to the Terms of Use and Privacy Policy. To get the best experience using our site we recommend that you upgrade or switch browsers.Read our policy. Women in Aviation Helicopter Report After evaluating the CL-215 30 months ago, Flight International tests its follow-on, the CL-415. The perfect delivery machine for that task is an aircraft, which can link water supply and fire directly and rapidly. Over the years, numerous aircraft have been adapted to a fire-fighting role, but Bombardier's twin-turboprop Canadair CL-415 is unique as a new-build amphibian primarily dedicated to the task. Flight International, evaluated the CL-415 as a follow on from the test, made 30 months ago, of the CL-215T turboprop modification of the original CL-215 piston-engine water-bomber. By no stretch of the imagination could the CL-215 be described as a thing of beauty, and its development into the CL-415 has done little to change that. The airframe is festooned with airflow fences and vortex generators, to optimise the low-speed aerodynamics of the wing and empennage, which live in an asymmetric prop-wash from the two large propellers which have the same direction of rotation. Deep baffles below the wing protect the outer sides of the engine intakes. The only clear external difference, between the CL-215T and the CL-415, is that there are four drop doors, instead of two. The release setting of their pre-loaded door actuators has been increased to resist a flight vertical load of 2.2G, to cure a slight weeping found during manoeuvring during flight tests. Those doors serve a drop system, which has been increased in capacity and flexibility. The upper parts of the water tanks are reshaped to bulge forward, adding 15 volume for a total of 6,140litres. A flatter foam tank, holding 600litres, is now located under the starboard four-seat bench (up to 14 firefighters can be carried), and holds concentrate for 19 drops. The Quebec Government's aircraft have two foam tanks. Protective coatings and paints have been further improved. The optional auxiliary power unit (APU) is housed in the cabin and exhausts to the left, under the wing. It supplies extra electrical power, but is not operable in flight. Piping for washing-down the aircraft is fixed in the engine nacelles, removing the need for the crew to climb up through the cockpit roof hatch and manhandle panels and hoses - important in maintenance afloat. Engine oil can also be replenished remotely from a cabin unit, from where filter condition and chip detection are also monitored. A new forward electrics-centre houses the batteries: numerous off-load devices protect them, especially when the generators are idle. An electric pump powers a separate hydraulic line, for emergency gear-lowering or door stowage, and maintenance. A fuel drain pump, operable from the refueling panel aft of the right gear, eases the task of draining the eight-cell fuel tanks in each wing for maintenance. ENGINE START Under the eye of Yves Mahaut, Canadair's senior pilot on amphibious aircraft, I started the first engine on external electrical power. Inter-turbine temperature (ITT) is displayed on the primary panel, Nh and oil pressure on the secondary and fuel flow on the third. With familiarity, a pilot could get used to this, but it might be better if there was at least one composite reversionary display for start-up, to save the eye waving. The parking and standby brake handles behind the control wheel are easy to reach, for the control columns are canted outboard, as on the Douglas DC-3 and de Havilland Comet, exposing the ledge space under the instrument panels. After initial fierceness, from lack of recent use, the brakes settled down to progressive operation. The free pedal travel before brakes initially respond may be an advantage. Braking at high speed during landings, when there may be residual lift, is discouraged. Control of taxiing speed by propellers alone is excellent: the power levers are cranked back and at less of an arm-stretch than they were on the earlier aircraft. The maximum take-off weight on land is 19,930kg. The payload can be 5,250kg over short distances, or the maximum fuel load of 4,650kg can give an empty ferry range of up to 1,300nm (2,400km). Our take-off weight was 15,820kg, with 2,700kg fuel and a mid-centre-of-gravity of 30.17. C-GKEQ (the eleventh CL-415) had flown 112h, and was due for delivery to the Securit, Civile in France. TAKE-OFF For our first take-off, 100 torque (Tq) would be used. The torque setting for the actual atmospheric conditions is taken from reference cards. Vernier screws below each lever quadrant set a soft stop, using a counter built into each power lever. The stop can be over-ridden with a push to give full power. There is no take-off configuration warning - it would certainly be difficult to design one for an amphibian. Power, rather than speed, affects trim, and rudder trim is automatically balanced over a small range of authority to contain any small thrust imbalance - but not a swing on engine-failure. Mahaut held the control wheel forward, with aileron to counter a slight crosswind, while I steered along runway 06 at Montreal's downtown Dorval Airport. After lift-off, I noted a slight pilot-induced oscillation in pitch and a high pitch-trim rate. Trim changes little with airspeed, but this rate was suited to the change of trim with flap retraction: I was to appreciate this during manoeuvring near terrain. The flaps were retracted from their 10.The best-gradient climb speed is slow for a big aircraft at 110kt, and the best-rate-of-climb speed is 135kt, but 140-150kt was better for fitting in with the surrounding traffic. Hydraulic assistance to the rudder is halved above 145kt IAS (indicated airspeed). Vmo (maximum IAS) is 190kt. AIR WORK The precision of torque setting is outstanding. During a brief hold, in the base of summer cumulus at 5,000ft, we checked the de-icing. The engine inlets and all empennage leading edges have inflatable boots, but the wing is not ice-protected - instead, there is a performance allowance of 180kg. The thick wing-section is claimed not to be sensitive to light icing. The long-range-cruise TAS is a low 145kt. In a simulated go-around at 95kt, a touch of pitch-trim balanced out a rapid application of full power and raising of the flaps. In a simulated steep descent at 110kt with 10.With a rapid roll-rate when entering turns there is a slight adverse yaw, but a steady 30.As speed reduced with 25.All stalls ended in a high-drag flattish descent with the control column held fully aft; direct recovery could be made on thrust alone - with a loss of just 200ft after a full stall. In a sideslip at 100kt, with 15. TESTING THE WATER At Lake Mont Tremblant, we met our photo-shoot helicopter. The excellent view in steep turns, through the side-screens and eyebrow windows, soon revealed this small grey target. The water, wind and obstacles were checked in a run at 500ft radio altitude, with a 10kt wind from the left. Mahaut made the first landing, while I took note of the flare attitude and visual cues in preparation for my own efforts. My water take-off gave a feeling for the changes in pitch control - first pulling, to lift the hull onto the step, then easing forward to accelerate without lifting off prematurely. The lake is 600ft above sea level and nearby wooded hilltops top 2,500ft. Judging the best working path and available escape routes (for the extremely unlikely event of engine failure), I flew various paths to a left-hand descent on to the lake, from around 1,500ft. The presence of houses on the hillside above the lake meant that a shallow approach was out of the question, and that altitude had to be held late. Using sideslip sharply increased the descent rate. After a firm and steady pull on the control column, I was still feeling for the height of the keel above water when my first touchdown made itself. It was unbelievably smooth and I was destined not to repeat it. We tried several full stops: in each case the water run was kept to a couple of hundred metres. Reverse pitch can be used to help here, and propeller response is rapid. The landing distance from 50ft at maximum weight is quoted as 675m, and take-off to 50ft less than 850m. In water taxiing, directional control depends on differential forward and reverse propeller pitch once the speed decays far enough to make the rudder inoperative. The water became more choppy and started to slop over the windscreen at take-off, meaning that wipers were needed. Canadair has answered the prayers of every pilot here with an intermittent wiper switch mounted on the control wheel. Such switches are often unsuitably placed. A SCOOP For a scooping run, I touched down on the stall warning, at 70kt. The two cast-metal scoops were already pivoted down and forward, ready to fill the two pairs of tanks. The total clear distance needed to fill the tanks with a scoop is 1,200m. The scoops can be extended once on the water, but landing with them down is more efficient. Again, low speed is the key; a water speed of 90kt is allowed, but touching down above 80kt means a steep increase in drag, and marked changes to the control forces and engine torque needed. Even at the maximum landing weight of 16,800kg, touching down at less than 70kt is feasible - as long as a close eye is kept on the yellow low-speed and warning sectors of the angle-of-attack gauge. Warnings may start at only 5kt above stalling speed but, with the hull now close to the water, any adverse gust would merely drop it on to the surface. A take-off weight of 20,900kg is allowed off water. An automatic scoop- control targets this figure, or limits uplift to a selected volume. There is an irritating delay between movement of the multi-function selector knob of the glare-shield controller and the reaction of its associated display. This control also allows the number of drop-salvos and the intervals between them to be preset; one press of the dump button on the pilot's control wheel is sufficient to set off the sequence of four closely spaced drops. After a full load of water was dumped from 300ft, the doors re-closed in 5s. The sudden feeling of updraft gives a temptation to over-control in pitch. The CL-415 in its natural environment is the very model of precision in speed and height. Precise control in attitude comes from the powered controls. Gentle turns could easily be made, to slowly weave around tree-covered islands, with the helicopter holding station. POWER TO THE ELBOW With the controls unpowered, the pilot has to apply much more effort, but manoeuvrability overall is little different. The trim operates differently in powered and manual-control modes: with power, trim commands are executed through moving the main control surfaces, but in manual mode, trimming relies on trim tabs on one surface in each axis. Flight at 150-160kt is comfortable for integrating with traffic, and slowing down for the landing configuration can be left until near the threshold. After extensive water work, height judgement over a wide concrete runway at low landing speeds needed some mental re-adjustment. The large low-pressure tyres and the long vertical travel of the gear allow minimally prepared surfaces to be used, but they must be sufficiently compacted for the smaller nose gear not to dig in. I applied the brakes at about 60kt after touchdown, but Mahaut made it very clear that this was unnecessary. I then taxied and parked without any use of brakes, save for final engagement of the parking brake. On shutdown, I tried the emergency manual release of the water-drop doors, a large red handle each side of the centre pedestal. It moves easily halfway and then must be heaved fully back - a pull and a tug, then the doors bang open, driven by pre-loaded spring actuators. A stack of rubber discs acts as a damper to prevent door damage. A GOOD TOOL FOR THE JOB By mid 1994, over 1 million drops had been made by CL-215s, with 125,000 water landings; 125 CL-215s were built and 15 have been converted to turbine power. The first batch of 24 CL-415s are being made at a production rate of nine per annum. The low-speed characteristics of the CL-415 are outstanding, and make it far more suitable for fire fighting than converted military types. It is truly an impressive specialist aircraft. Source: Flight International News Canada suspends all flights to Mexico and the Caribbean 2021-01-29T18:10:00Z Canadian airlines will suspend all flights to Mexico and the Caribbean for the next three months as the country imposes even stricter measures to stem the spread of new variants of the coronavirus. News New Spanish facility of BAA Training to offer 737 Max simulators 2021-01-29T16:53:00Z Pilot-training organisation BAA Training is intending to introduce Boeing 737 Max simulation devices at its Spanish facility over the course of this year. The company says the Barcelona centre will be introducing a Max full-flight simulator in April, and complement this with a flight-training device in the fourth quarter.. We provide news, data, analytics and advisory services to connect the aviation community globally and help organisations shape their business strategies, identify new opportunities and make better decisions faster. Certificate No. 022. We are preparing some documents on interesting topics related to avionic matters. Stay connected! Over the years we have built a solid reputation for quality, minimum down timesOur avionics specialists are kept continually abreast of the. Only the first ten pages (on 871) are available for non-registered users. Free registration grants access to the whole document. It showcases information on the aircraft’s manufacturer, general characteristics, performance outputs, as well as other key knowledge relative to this aircraft type. It was originally manufactured by Canadair until the company was purchased by Bombardier in 1996. The aircraft was developed from the Canadair CL-215 and was specifically built for the purpose of providing aerial support for firefighting missions. It achieved first flight on December 6, 1993, and was introduced into active service in 1994. Nearly two years later, on May 7th, 2018, Viking Air officially announced the launch of the Viking CL-415EAF (“Enhanced Aerial Firefighter”) Conversion Program in conjunction with its parent company, Longview Aviation Asset Management. This conversion program is considered to be the basis for the future development of the CL-515 amphibious aircraft. It was designed and built specifically for aerial firefighting.This saves on valuable work hours, which can then be expended on more pressing matters. No matter the size of your operation, or the types of aircraft in your fleet, with latest fully web-based version of the software, WinAir Version 7, you can expect that business processes will be improved upon and that clarity will be established at all levels of your organization. Since the software has been designed from the hangar floor up, meaning that it logically follows industry standards and best practices, you can anticipate that your staff will be able to rapidly understand the software’s workflow and processes. By mimicking actual aviation maintenance work steps, users are able to easily to navigate through the system, resulting in an expedited software learning curve. Organizations taking advantage of these services have found them to be a significant benefit to their organization, both in terms of the accuracy of their results and the time-savings that they produce.