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.
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.....
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