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Intermittent faults are notoriously difficult to identify and repair ("troubleshoot") because each individual factor does not create the problem alone, so the factors can only be identified while the malfunction is actually occurring. The person capable of identifying and solving the problem is seldom the usual operator.
[18] [19] The investigation found that improper maintenance led to the right engine suffering an internal failure, which likely would have caused misfiring and intermittent operation of the fuel pump. [18] The failure was gradual and the aircraft developed engine problems 23 minutes after take off. [19]
A single-engine piston aircraft has a simple fuel system; a tanker (such as the KC-135), in addition to managing its own fuel, can also provide fuel to other aircraft. [1] Fuel is piped through fuel lines to a fuel control valve (usually known as the fuel selector). This valve serves several functions.
A fuel control unit attempts to solve those problems by acting as an intermediary between the operator's controls and the fuel valve. The operator has a power lever which only controls the engine's potential, not the actual fuel flow. The fuel control unit acts as a computer to determine the amount of fuel needed to deliver the power requested ...
A check engine light or malfunction indicator lamp (MIL), is a tell-tale that a computerized engine-management system uses to indicate a malfunction or problem with the vehicle ranging from minor (such as a loose gas cap) to serious (worn spark plugs, engine problems or a faulty oil valve, etc.).
By submerging the pump in fuel at the bottom of the tank, the pump is cooled by the surrounding fuel; Liquid fuel by itself (i.e. without oxygen present) isn't flammable, therefore surrounding the fuel pump by fuel reduces the risk of fire; In-tank fuel pumps are often part of an assembly consisting of the fuel pump, fuel strainer and fuel ...
On 25 June 2001, an Airtex Aviation Embraer EMB-110P1 Bandeirante aircraft with nine people on board transmitted a mayday call on its approach to the airport in the town of Cootamundra, New South Wales. The pilot reported smoke in the cabin and an engine and gear failure, followed by instructing the passengers to adopt the "brace position".
The infinite switch itself was described in a 1975 patent of George F. Esker Jr. and Otto J. Cousins of the Harper Wyman Company. This switch would reset itself as the bi-metallic strip cooled, provided a cycle of calibrated opening and closing. It also provided an indicator light that remained on as long as the knob was not in the closed position.
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