EASA Part-66 Module11 aeroplane systems foundations common mistakes
EASA Part-66 Module11 aeroplane systems foundations · Understand the traps and how to avoid them.
Assuming every fly-by-wire mode retains identical protection.
A signaling architecture is mistaken for a universal control law.
What to do instead
Read the actual aircraft mode, available inputs and stated functions.
Inferring normal actuator speed from pressure alone.
Stored pressure is confused with delivered flow.
What to do instead
Check effective area, actual flow and the circuit conditions before calculating movement.
Calling a PTU an unlimited backup energy source.
Power transfer is confused with power generation.
What to do instead
Identify the available driving source and the circuits linked by the actual design.
Using a summed FMS quantity as an independent confirmation of the same gauges.
A derived display is mistaken for an independent sensor.
What to do instead
Identify the input source before treating a second display as corroboration.
Opening a generic crossfeed to prove or correct every imbalance.
Engine feeding and tank transfer are treated as identical functions.
What to do instead
Use the actual fuel diagram and approved procedure; the generic symptom does not establish one safe action.
Treating a theoretical fuel-time result as authorized endurance.
A classroom quotient is confused with required reserves and real operating conditions.
What to do instead
State the given assumptions and separately identify operational requirements not supplied.
Applying Boyle's law to unqualified gauge pressures.
The equation's absolute-pressure reference is lost.
What to do instead
Use stated absolute values or convert using the supplied ambient reference.
Using waste-service equipment for drinking water.
Initial water appearance is substituted for contamination control.
What to do instead
Keep dedicated equipment and follow the specified protection and cleaning procedures.
Using penetrant to rule out every internal crack.
The technique's surface-access limitation is ignored.
What to do instead
Match the method and approved setup to the material and defect being assessed.
Treating correct cable tension as proof of correct control sense.
Different rigging acceptance checks are collapsed into one.
What to do instead
Check direction, travel, stops, locking and other required criteria separately.
Applying constant-altitude-turn load factor to any maneuver.
The force-balance assumptions are dropped.
What to do instead
State coordinated constant-altitude conditions before applying the cosine model.
Calling a required climb rate available aircraft performance.
A requirement is confused with a demonstrated capability.
What to do instead
Compare the calculated requirement with actual approved aircraft performance and conditions.