Moderators: richierich, ua900, PanAm_DC10, hOMSaR
convair880mfan wrote:I've seen quite a few videos on how commercial airplane manufacturers test various structures for stress tolerance. Are avionics also tested? Seems like in severe turbulence these complex and sensitive instruments would take quite a beating internally.
There are few videos where a narrator tours the avionics compartment of an airliner. I remember seeing massive bundles of wires. I imagine the connectors are pretty robust as are the things that secure various components. But what about the innards of these instruments? Do G loads affect them?
Flow2706 wrote:There was one case where a bleed air duct detached during a severe turbulence encounter. However, it was determined that the connector was not secured correctly to beginn with and it would have shaken loose anyway, possibly a bit later: http://www.bst-tsb.gc.ca/eng/rapports-r ... 5f0165.pdf However, as mentioned by other posters it's highly unlikely that equipment fails solely because of turbulence. I once experienced a downgrade in auto landing capability (from CATIII Dual to CAT III Single) over southern Spain in (solid) moderate turbulence. However this is not a system failure, but "normal system behavior" caused by momentary disagreement between two ADRs (as the probes are positioned in different positions on the forward fuselage a momentary yaw moment due to turbulence could cause a difference between two of them). If two ADRs disagree, the auto land capability automatically downgrades for the rest of the flight.
fr8mech wrote:Ha, I would’ve sworn that was a B767 when I read your post. Damn ducts in the fwd pit, left sidewall are always separating at the coupling.
celestar345 wrote:
Which duct? There are so many ducts around that area.... and on older 767 the amount of tape repair on the ducts are just beyond belief.....