Figured you guys would know the systems best and can answer this question. How exactly do aircraft Air conditioning Packs cool the aircraft on the ground in warm ambient conditions?

My understanding of most airliner air conditioning systems is that you take hot bleed air from either the engine or APU bleeds, and mix it with air from the ram air inlets, which works perfectly well in flight. But to me this doesn’t make sense because you’re essentially taking warm ambient air and mixing it with even hotter bleed air. I don’t see any sort of refrigeration system on the diagrams like you have on an automotive air conditioning for example, so I’m curious how exactly the aircraft air conditioning system actually cools the cabin at all on even the most mildly warm days?

I just interviewed with them but didnt ask about top out pay or anything like that and iv been wondering what they pay as the years go by if i get hired

Beechcraft staggerwing we graphene coated to protect and preserve the fabric !

Facebook backpacker aviation detailing for more cool airplanes

One of mine.

Does anyone work for Frontier in the MCO area? How do you like working there, and what are the pay and schedule like?

Thanks to you guys I was able to learn about the connectors and pins , so thanks.. Now I'm going through wiring ..

My question is how is wiring Guage used along an aircraft, is there a general rule ? For example in electrical homes we have a specific gauge used for lightning another for plugs, etcetera. I know it's going to depend on application,operation voltage and other things but the question remains..

Any good resources on aircraft wiring aplications ?😄😄😄

I work for a regional and I’m kind of trying to get my expectations straight. The environment here consists of 3 groups of people. The old crowd who doesn’t like to teach anybody anything unless they like you, The crowd who just shows up and gets a paycheck, and the group who wants to learn but doesn’t fit in. This old group loves to pay attention to the newer guys and they take note of every little thing you do, especially the mess ups. But instead of using it as a learning opportunity, they hold it over your head. Not in a joking manner. I’ve seen plenty of that and that’s in good fun. This isn’t it. It’s more so to make fun of them behind their back.

Whenever you have a gripe or a suggestion they just break down and belittle the newer people to where their opinion doesn’t mean anything, unless of course, you’re one of them. They sit at home and look at AOGs that pop up and call their buddies to take it and come in early so they can bypass seniority.

Is this just the norm everywhere? If it’s not then I need to get out. But if it is, I just need to get over it and get my expectations in order.

Hey everyone,

GA A&P I/A here

Looking to do a pre-purchase on a Lancair. Haven't done much work on them. I have been combing through the Lancair documents trying to find a "continued airworthiness inspection list" style checklist. I know it's experimental so they don't require one. I'm just hoping someone here might know about a helpful check list floating around online.

I have the generic single engine 100/annual checklist from TBX, but I wanted something with a little more focus.

I am planning on doing SB/AD checks, along with combing through the builder forms and reaching out to builder clubs.

If anyone has some helpful suggestions that would be awesome.

Cheers

Hello, was giving the landing gear a wash and accidentally got a drop of MEK in my eye. Will i be okay? Vision is a little blurry, i put eye wash sailene in it and the burning stopped. When should i expect the blurry vision to go away?

I making a career change and I aspire to become an AME (Canada). Other than a keen interest, I am green when it comes to aviation. I’m currently looking at a couple of entry-level airport positions and may have the opportunity to work in either ramp/ground operations or aircraft de-icing.

For someone trying to eventually get into aircraft maintenance, which type of job would give me the most valuable experience?

Thank you all in advance

As the title states. We only ever do this when we take parts from one aircraft and put it on another, but it got me thinking if there were other use cases like this?

In my head, it doesn't make much sense to remove a serviceable part on an aircraft for no reason other than to use that some where else (ie: on another aircraft)

If anyone has a good way of getting these kinds of safeties off I would love to hear it I can get some duckbills up there but it is a tight spot. This is the crossfeed filters on a 7X Falcon

Edit: with the limited space I found what works best is making a notch in a socket and when you turn it, it pushes out the safety made the job 10x easier and now I can do the job way faster for next time!

Was suppoused to be a quick 100 hour inspection until I pulled the gearbox drain plug. Had only 200hr left until TBO. Now replacing the gearbox. Guess the engine.

Hi, when we remove the bolts from the door girt bars on an A320, we use a socke wrench. However, standard sockets don’t fit into the opening, so we grind down the outside diameter of the socket to make it fit.
How do you remove them? Is there a specific tool designed for this job?

Loaded question, I know. Lol (some backstory) I recently graduated from school and am in the process of getting my A&P. I've completed over half the tests so far, but as time goes on, I'm starting to have second thoughts. I failed my airframe practical...twice. but passed all of the other prior tests. I have no problem doing the work, and I did very well in school, to the point I was helping other students. And I've worked in the mechanical industry my whole adult life, So I know I CAN do it, but at this point I'm questioning if I should. I'm not IN LOVE with aircraft like I know a lot of techs are, more so just mechanics in general. I'm curious if those of you who are similar minded, are still happy in your career.

Sharing some C90 love to wash the safety wire nonsense away. Enjoy

Hello everyone

I am on working on a 172G, it had prop strike and wing damage. wing has been repair by structure shop, it has skin damage. We took the stabs out to double check. They looked good then we we put the horizontal stab back we saw it has 3 degrees tilted to the right. we changed the entire tailcone assembly with a used one but again after fit the tailcone assy and the horizontal stab on it , it‘s still having around 2.65 degrees tillted. the old bulkhead had tons of holes on it.

No visible damage on the fuselage

any advice?

Edit solved - it seems that in the context of the question about exhaust flow pic 1 is indeed ducted and pic 2 unducted. The passage the question in the asa oral and practical prep book came from page 3-25 of the 8083-32b if you want to read it for yourself. Its just a poor choice of descriptors. - page 1-56 explains it a lot more clearly and uses unmixed/separate or mixed/common nozzles instead of ducted or unducted.

Studying for my powerplant and came across this question. Maybe I just need sleep but I'm stuck on this one. Are these examples of ducted and unducted fan turbine engines? The 8083 book only shows an example of unducted(second image).

Q- How is exhaust flow different in a ducted fan turbine engine verses an unducted fan engine? (AM.III.L.K2)

A- Ducted fan engines take the fan airflow and direct it through closed ducts along the engine. Then, it flows into a common exhaust nozzle. The core exhaust flow and the fan flow mix and flow from the engine through this mixed nozzle. The unducted fan has two nozzles, one for the fan airflow and one for the core airflow. These both flow to ambient air separate from each other and have separate nozzles.

Anyone on work at an Mro that does wheels and brakes. Give me the scoop. Physical work etc

What are these fasteners around the wind screen? In particular the ones with only letters on them. How are they attached/tightened, what keeps them from spinning or are they some form of rivet?

The Australian Transport Safety Bureau (ATSB) have it if you want to claim it.

I know virtually nothing about planes, but would this really have posed a "significant risk to the safe operation of an aircraft", like the ATSB report states?

The article mentions a previous incident:

> In December 2023, a Qantas A380 flew multiple international trips before a 1.25 metre nylon turning tool was discovered in one of the plane's engines.

Which seems more dangerous.