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TRYING TO REMEMBER IF THE ATC CTLR MENTIONED THAT THE B767 ABOVE AND
UPWIND TO THE LEFT WAS A 'HEAVY' OR NOT. IF TFC AND 'HEAVY' WAS CALLED
OUT, MAYBE WE WOULD HAVE BEEN MORE AWARE OF THE POSSIBILITY OF WAKE
TURB? WAKE TURB LED TO US DSNDING BACK DOWN THRU A PREVIOUSLY
VACATED ALTITUDE AS WE TALKED WITH ATC. SUPPLEMENTAL INFO FROM ACN
808269: AIRCRAFT WAS CLIMBING THROUGH 29400 FT WHEN A SLIGHT BURBLE
BEGAN JUST LIKE AN ONCOMING STALL. AIRCRAFT WAS ON AUTOPILOT WITH LVL
CHG MODE SELECTED AND .74M IN THE WINDOW. ANOTHER AIRCRAFT WAS
VISIBLE IN THE TCAS APPROXIMATELY 12-15 MILES IN FRONT AND ABOVE OUR
FLIGHT PATH. ATC HAD MADE NO NOTIFICATION OF IN TRAIL OF A HEAVY
AIRCRAFT. FOLLOWING THE BURBLE, WAS AN UNCOMMANDED ROLL LEFT 30
DEGREES FOLLOWED BY 20 DEGREES RIGHT WHILE ON AUTOPILOT. MODERATE
TO SEVERE TURBULENCE AS WELL. I IMMEDIATELY DISENGAGED THE AUTOPILOT
TO INITIATE A STALL RECOVERY AND DESCEND THE AIRCRAFT. TOP OF CLIMB
ARC WAS 29800 FT WITH MORE TURBULENCE DESCENDING THROUGH 29500 FT
AGAIN. AIRCRAFT WAS IN SMOOTH AIR BELOW THAT AND RECOVERED AT 28000
FT. NOTIFICATION WAS THEN GIVEN TO ATC OF SEVERE TURBULENCE WHO
REPLIED TO TURN 20 DEGREES RIGHT. CENTER THEN INFORMED US THAT WE
WERE IN TRAIL OF A HEAVY AIRCRAFT FROM ANOTHER AIRLINE. WE THEN
DEDUCED THAT THE EVENT WAS WAKE TURBULENCE/ACCELERATED STALL
CAUSED BY BEING IN TRAIL OF THE HEAVY AIRCRAFT. ALL ENGINE INDICATIONS
APPEARED NORMAL AND NO STRUCTURAL DAMAGE WAS SUSPECTED WITH
FLIGHT ATTENDANTS REPORTING NO INJURIES IN THE CABIN SO WE CONTINUED
TO OUR DESTINATION. I FEEL FAILURE OF NOTIFICATION AND POSSIBLY
SEPARATION FROM THE HEAVY AIRCRAFT COULD HAVE PREVENTED THIS FROM
OCCURRING. BEYOND THAT, TRAINING TOOK OVER AS I DISCONNECTED THE
AUTOPILOT AND INITIATED THE STALL RECOVERY WITH THE MODIFICATION OF
NOT ADDING POWER SINCE IT WAS AN ACCELERATED STALL. POSSIBLY USING
THIS TYPE OF SCENARIO IN A TRAINING EVENT?
Synopsis
WAKE TURBULENCE ENCOUNTERED AT FL290 BY A B737 CLBING BEHIND A B767
12 TO 15 MILES AHEAD CAUSING UNCOMMANDED ROLL OF UP TO 30 DEGS L AND
R.
Waste Water Drain Valve
This Drain Valve is a lightweight composite valve suitable for use as
part of a galley water/waste system or installed below lavatory hand
basins. The unit is designed to drain waste water in a continuous cycle
via the outlet connection.
The unit also acts as an air stop device to prevent loss of air through
the normally open sink, thus allowing waste water to be drained from a
pressurised cabin without loss of cabin pressure. A backflow
prevention device is incorporated within the assembly.
The valve is a self-operating mechanical device with a manual override
facility. The valve is self-draining when no differential pressure is
applied i.e. when the aircraft is on the ground.
􀂄 Selected for the entire
airbus family
􀂄 Proven in-service reliability
􀂄 Innovative, lightweight, low
cost composite design
􀂄 Versions used on corporate
and business jets including
Dassault Falcon and
Embraer RJ series
Toilet Cabin Design by Dasell Cabin Interiors
FR-HiTEMP Limited
Brook Road
Wimborne
Dorset BH21 2BJ United Kingdom
Telephone: +44 (0)1202 882121
Facsimile: +44 (0)1202 848146
This document gives only a general description of the
product(s) or services and except where expressly
provided otherwise shall not form part of any contract.
From time to time changes may be made in the product(s)
or in the conditions of supply.
Copyright FR-HiTEMP Limited
Publication No. Waste Water Drain Valve 07/03
Typical Operating Parameters &
Characteristics
Pressure Range:
Working Pressure: 650 mbar in flight (9.43 psi)
0 mbar on ground
- Proof Pressure: 14.1 psi
- Burst Pressure: 18.9 psi
Flow Rate: 4.4 litres/min at 650 mbar at a
200mm (7.87in) operating head
Reverse Flow Options 30cc/min max or 5cc/min max
External Leakage: Nil
Temperature Range: Operating 1ºC to 85ºC
Non Operating -55ºC to 85ºC
Connection Options
- Inlet 90° Elbow MS33660-16 with beaded end
- Inlet 90° Elbow MS33660-12 with beaded end
- Outlet: MS33660-16 with beaded end
Dimensions
mm (in)
FLOW RATES
0
2
4
6
8
10
12
14
16
3 4 5 6 7
WATER HEAD (inches)
FLOW (Lts/Min)
Why Projects Fail
Planning in the Dark: Why Major Engineering Projects Fail to
Achieve Key Goals
Prof. Philip Lawrence
Aerospace Research Centre
UWE Bristol
Tel. 44 1173443630
Fax. 44 117344 2734
　
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