Englisch: leg restraint must be deployedItalienisch translation: cinghie ritenzione gambe 
KudoZ The KudoZ network provides a framework for translators ... More  |
|
Übersetzungen Englisch > Italienisch [PRO]
Tech/Engineering - Luft- und Raumfahrt | | Englisch Begriff oder Satz: leg restraint must be deployed | si tratta di etichette per aeromobili
nella frase
***leg restraint must be deployed*** during taxi, takeoff and landing |
| | | le cinghie ritenzione gambe devono essere impiegate | Erklärung:
Aermacchi Mb 339 A
Si tratta dell'equipaggiamento del pilota.
... dello schienale, sempre con lo stesso stagno ha riprodotto le cinture di sicurezza e con ... con del filo azzurro le cinghie di ritenzione delle gambe del pilota ...
www.gavs.it/NuovoSito/modellismo/ita/Aermacchi%20Mb%20339%2... Aermacchi_Mb_339_
--------------------------------------------------
Note added at 7 hrs 15 mins (2004-05-15 16:48:23 GMT)
--------------------------------------------------
For Giacomo:
If you read this in English, you may find that \"leg restraint\" is part of the equipemtn required for the pilot:
http://www.ejectorseats.co.uk/putting_the_boot_in.htm
\"PUTTING THE BOOT IN – ‘CHARLIE’ CHAN’S EJECTION FROM XR763
On 1 July 1987, a Lightning pilot out of Akrotiri was flying an air firing sortie on a target banner towed by a Canberra. During the breakaway manoeuvre after a firing pass on the banner, Flt Lt \'Charlie\' Chan saw a black circular object detach from the banner spreader bar. The object hit the aircraft. There was a loud bang and indications of a seizure of the No 1 engine. The pilot shut down the engine and turned towards Akrotiri; during the recovery the pilot noted an abnormally high temperature on the No 2 engine. A higher and faster than normal approach was flown with the undercarriage and flaps retracted.
At about 2½ miles from the airfield the engine began to lose thrust. When the pilot applied full power, the JPT rose to 900°C (the normal maximum allowable JPT is 795°C). The aircraft continued to lose speed and at approximately 250 feet and 150 kts the pilot ejected. XR763 AP impacted in a vineyard close to some houses and exploded in a fireball. The upper wheel from the spreader bar had been ingested by the No 1 engine which seized almost instantaneously; debris damage to the No 2 engine resulted in its progressive disintegration
The pilot\'s ejection was successful and he was uninjured. However, the subsequent examination of the ejection seat revealed that the leg restraint cords, from the snubber to cone, were of markedly different lengths. Further examination revealed that the shear block on the right restraint line had sheared correctly but that the left shear block was complete, with no evidence of damage. On the cockpit floor, the right hand pin and anchorage bracket contained the sheared portion of the block as would be expected, but it was clear that the left shear block had not been connected to its anchorage bracket.
This meant that the pilot\'s right leg had not been restrained during the ejection sequence. This was borne out by witness marks on his right flying boot, which showed contact with the instrument panel. Fortunately, the pilot\'s ejection occurred at slow speed.
HAD HE EJECTED AT A MUCH HIGHER FORWARD SPEED, THEN IT IS HIGHLY LIKELY THAT HE WOULD HAVE BEEN BADLY INJURED THROUGH FLAILING OF HIS RIGHT LEG.
WHY WAS THE LEFT LEG-RESTRAINT SHEAR BLOCK DISCONNECTED FROM ITS ANCHOR BLOCK?
An intensive investigation conducted by the parent Unit showed that the ejection seat had been fitted towards the end of a Check 3 servicing some 3 months prior to the accident and had been subjected to all the normal vital and independent checks. Additional checks had been conducted prior to the post servicing air test, so a total of 5 checks for correct assembly were made by known meticulous armament tradesmen. It is therefore most unlikely that the leg restraint system was incorrectly fitted when the aircraft left ASF to rejoin the Squadron.
After the Check 3 servicing, the aircraft flew 45 sorties, with 14 different pilots, and had a minimum of 77 flight servicings carried out by numerous tradesmen prior to the accident. During this period, there was no record of the roller fitting being disconnected, although it is feasible that a tradesman could have disconnected it to ease access to adjacent components, or to recover a loose article which had become lodged in the cut-out of the floor panel to the rear of the floor bracket....\"
Also this:
\"Two leg restraint line snubbing units and lines are mounted to the for- ward structure of the seat bucket. The leg restraint lines are secured in locks located on the inboard sides of the seat bucket. The leg restraints secure the pilot’s legs to the seat during ejection. They consist of two adjustable leg garters, a restraint line, and a snubber unit for each leg. One garter is worn on the thigh and one on the lower leg. The restraint lines are routed through the garter rings and the snubber unit. One end of each restraint line is secured to the cockpit floor and the other is secured to the seat by a releasable pin. During ejection, the slack in each line is taken up and the leg lines separate at the tension rings. When the pilot and seat separate, the pins are normally released by the time-release mechanism. They may also be released by pulling the manual override handle. Both the lower garter and thigh garter contain a quick-release buckle. The leg restraint line runs through a ring that is disconnected by the buckle. This permits the pilot to exit the air- craft while wearing both the upper and lower garters. The lower restraint mechanism locks are located in the lower aft portion of the seat bucket. These locks are connected by a cross shaft and linkage to the leg restraint line locks and the negative-g strap lock.\" from
http://www.tpub.com/content/aviation/14020/css/14020_222.htm
|
| Ausgewählte Antwort von:
 Angela Arnone
Italien
| Hinweis von Fragesteller an den Antwortenden| 3 KudoZ-Punkte wurden für diese Antwort vergeben |
|
54 Min. Antwortsicherheit:   |
| si devono usare delle linee di demarcazione durante le fasi di ...
Erklärung:
Zone di limitazione della libera circolazione. Ma non vedo il ruolo delle etichette per aeromobili. Forse sono etichette da appiccicare per terra?
Giacomo
| |
| | Login to enter a peer comment (or grade) |
5 Stunden Antwortsicherheit: |
| le cinghie ritenzione gambe devono essere impiegate
Erklärung:
Aermacchi Mb 339 A
Si tratta dell'equipaggiamento del pilota.
... dello schienale, sempre con lo stesso stagno ha riprodotto le cinture di sicurezza e con ... con del filo azzurro le cinghie di ritenzione delle gambe del pilota ...
www.gavs.it/NuovoSito/modellismo/ita/Aermacchi%20Mb%20339%2... Aermacchi_Mb_339_
--------------------------------------------------
Note added at 7 hrs 15 mins (2004-05-15 16:48:23 GMT)
--------------------------------------------------
For Giacomo:
If you read this in English, you may find that \"leg restraint\" is part of the equipemtn required for the pilot:
http://www.ejectorseats.co.uk/putting_the_boot_in.htm
\"PUTTING THE BOOT IN – ‘CHARLIE’ CHAN’S EJECTION FROM XR763
On 1 July 1987, a Lightning pilot out of Akrotiri was flying an air firing sortie on a target banner towed by a Canberra. During the breakaway manoeuvre after a firing pass on the banner, Flt Lt \'Charlie\' Chan saw a black circular object detach from the banner spreader bar. The object hit the aircraft. There was a loud bang and indications of a seizure of the No 1 engine. The pilot shut down the engine and turned towards Akrotiri; during the recovery the pilot noted an abnormally high temperature on the No 2 engine. A higher and faster than normal approach was flown with the undercarriage and flaps retracted.
At about 2½ miles from the airfield the engine began to lose thrust. When the pilot applied full power, the JPT rose to 900°C (the normal maximum allowable JPT is 795°C). The aircraft continued to lose speed and at approximately 250 feet and 150 kts the pilot ejected. XR763 AP impacted in a vineyard close to some houses and exploded in a fireball. The upper wheel from the spreader bar had been ingested by the No 1 engine which seized almost instantaneously; debris damage to the No 2 engine resulted in its progressive disintegration
The pilot\'s ejection was successful and he was uninjured. However, the subsequent examination of the ejection seat revealed that the leg restraint cords, from the snubber to cone, were of markedly different lengths. Further examination revealed that the shear block on the right restraint line had sheared correctly but that the left shear block was complete, with no evidence of damage. On the cockpit floor, the right hand pin and anchorage bracket contained the sheared portion of the block as would be expected, but it was clear that the left shear block had not been connected to its anchorage bracket.
This meant that the pilot\'s right leg had not been restrained during the ejection sequence. This was borne out by witness marks on his right flying boot, which showed contact with the instrument panel. Fortunately, the pilot\'s ejection occurred at slow speed.
HAD HE EJECTED AT A MUCH HIGHER FORWARD SPEED, THEN IT IS HIGHLY LIKELY THAT HE WOULD HAVE BEEN BADLY INJURED THROUGH FLAILING OF HIS RIGHT LEG.
WHY WAS THE LEFT LEG-RESTRAINT SHEAR BLOCK DISCONNECTED FROM ITS ANCHOR BLOCK?
An intensive investigation conducted by the parent Unit showed that the ejection seat had been fitted towards the end of a Check 3 servicing some 3 months prior to the accident and had been subjected to all the normal vital and independent checks. Additional checks had been conducted prior to the post servicing air test, so a total of 5 checks for correct assembly were made by known meticulous armament tradesmen. It is therefore most unlikely that the leg restraint system was incorrectly fitted when the aircraft left ASF to rejoin the Squadron.
After the Check 3 servicing, the aircraft flew 45 sorties, with 14 different pilots, and had a minimum of 77 flight servicings carried out by numerous tradesmen prior to the accident. During this period, there was no record of the roller fitting being disconnected, although it is feasible that a tradesman could have disconnected it to ease access to adjacent components, or to recover a loose article which had become lodged in the cut-out of the floor panel to the rear of the floor bracket....\"
Also this:
\"Two leg restraint line snubbing units and lines are mounted to the for- ward structure of the seat bucket. The leg restraint lines are secured in locks located on the inboard sides of the seat bucket. The leg restraints secure the pilot’s legs to the seat during ejection. They consist of two adjustable leg garters, a restraint line, and a snubber unit for each leg. One garter is worn on the thigh and one on the lower leg. The restraint lines are routed through the garter rings and the snubber unit. One end of each restraint line is secured to the cockpit floor and the other is secured to the seat by a releasable pin. During ejection, the slack in each line is taken up and the leg lines separate at the tension rings. When the pilot and seat separate, the pins are normally released by the time-release mechanism. They may also be released by pulling the manual override handle. Both the lower garter and thigh garter contain a quick-release buckle. The leg restraint line runs through a ring that is disconnected by the buckle. This permits the pilot to exit the air- craft while wearing both the upper and lower garters. The lower restraint mechanism locks are located in the lower aft portion of the seat bucket. These locks are connected by a cross shaft and linkage to the leg restraint line locks and the negative-g strap lock.\" from
http://www.tpub.com/content/aviation/14020/css/14020_222.htm
| |
| | Login to enter a peer comment (or grade) |
8 Stunden Antwortsicherheit: Zustimmung (Netto): +1 |
| x Angela
Erklärung:
I'm not a naive person and I checked the web before posting my answer; then, I already know that the term "leg restraint" is mostly connected to meanings such as "cinture" or something like that (however, why only during the "rullaggio, decollo e atterraggio"). The problem is that we must keep to the point, then we must speak about "etichette"; now, what is the connection between "cinghie" ed "etichette"? this misalignment led me to explore alternative solutions, other than "cinture", though I'not sure that I'm in the right way, not at all!
Anyway, a part from the above comments, I tend to apply the words of a proziana: "internet non è Aristotele"
Giacomo
--------------------------------------------------
Note added at 8 hrs 55 mins (2004-05-15 18:27:58 GMT)
--------------------------------------------------
Alla fine ho letto i tuoi su riportati suggerimenti presi dal web, e ho notato la seguente frase \"The leg restraints secure the pilot’s legs to the seat during ejection\"; ora, questo non quadra con il contesto dove viene specificato che le \"leg restraints sono attive durante il rullaggio, il decollo e l\'atterraggio\", non durante il volo.
A questo punto, .... meglio lasciare questo quesito qui e passare a divertirsi con le altre domande Kudoz.
Ciao, e un buon sabato kudoziano
| |
| | Login to enter a peer comment (or grade) |
Zur KudoZ-Liste zurückkehren
| |
The translation workplace 
