NATOPS1

Might be a "quick access" panel someone made to get to the ext power/ freq sense relays. Think that is the right panel... SHOULD BE a BIG RED WARNING sticker there toooooo

There are multiple references to touch and go operations with fuel in the external tanks. Check your Normal procedures section for guidance. Some places it says to land "with little, if any, usable fuel in the external tanks" and other places it says "Crossfeed from... external tanks may be done during… touch and go landings" Not really a yes it is OK or a NO it is NOT OK, to do touch and goes with external tank fuel and crossfeed operations but your sink rate is limited to 300 FPM at touchdown any time there is more than 500LBS in the external tank. Less than 500 LBS is considered empty and the tank should not be used for crossfeed as pressure will probably not be maintained as the fuel level is too low to maintain pump pick up with the changing pitch angles. Do you have fuselage tanks installed? If so you cannot have usable fuel in the external tanks with the fuselage tank not full (20,000LBS+)

3 and 4 do not drive the Hyd system used to retract the gear and it looks like only those two engines were started (because they are now feathered) so this is a mystery... unless this is an A model that still has the hyd systems split between the wings.

"This handle can't be fully retracted causing the flaps electrical control inoperative." When you say inoperative, what are the flaps doing? Not moving by hydraulic system I understand but when you used the electrical/hydraulic system was there any indications the valves moved, fluid was ported, motor ran, just the drive input to the flaps was disconnected due to the manual system remaining engaged? Try to disconnect the linkage at the flap drive and shift it manually then you can determine if the drive is damaged or if the binding is in the linkage.

Everyone here who has been denied or is appealing needs this document in their claim.

FYI, post was from 2013...

Not necessarily; CBs can operate on different principals to "Open" in an over current condition whereas fuses have a heat sensitive conductor that melts. Fuses that are very high current ratings are called Current limiters. They (kinda) look like fuses only BIGGER. Instead of a small conductor they employee a very thick conductor which requires more current (heat) to melt. Basic electricity states that as current increases more heat is generated in the conductor; so a fuse basically limits how much heat can build up in its conductor (amp rating) to control electrical power to a wire or component. Someone that knows a lot more than I determines what a specific component needs be it a CB or fuse.

While CBs and fuses essentially "do" the same thing (limit current) the way they do it and the response to overcurrent are different. Generally, Fuses react faster than CBs to overcurrent situations. The component they (CB/Fuse) supply power to determines what type of protection they need. In this case the TQ and TIT Cbs feed 155VAC to power supplies/amplifiers while the fuses provide 26VAC to drive pressure transmitters and gauges without separate internal power supplies.

Probably need to add a picture of the schematic you are looking at so we can determine what you are actually looking to understand.

While the elevator is sitting on the stop it will bypass pressure (there is an internal bypass) this is discussed in Normal Procedures (engine starting pressures as low as 2550 with elevator on the stop) In you description is the deflection with both pumps on? With only one of the pumps on? With both pumps selected as the sole source of hyd power? With the elevator on the stop: Start #3 and see what the pressure is at LSGI and then HSGI move the elevator off the stop and see what the pressure does. Move the rudder and see what the deflection is turn off #3 pump. Start #4 and repeat. Let us know what you see

What pjvr99 said...

The only explanation I can offer is the No 1 Blade is the reference blade based on the location of the pulse generator therefor it is a know location from which a measurement/ adjustment of relative position can be made during operation.

As you know anytime a CB or fuse does its job (pop or burn) the amperage through it has exceeded the ratting and you should look for a shorted wire or defective component. Below the anti-skid arming speed (Taxi speeds) the aircraft will allow for testing. Most serious of the possible issues is the momentary loss of brakes as the control box senses and then losses the "test voltage" (that simulates wheel rotation and skid) which results in the control valvbes porting brake pressure to return "effectly releasing the brakes in response to the detected skid". The second issue would be the conflicting 400Hz "power input" that is used for testing the system and the "Wheel rotation power" developed and sent to the control box by the wheel transducers. If the wheels are turning the wheel transducers are sending a "speed signal" to the control box it is just not "fast or hi enough" to be used and the introduction of the test signal will/could cause any number of issues like erroneous light displays which is mentioned in the -1 or the misinterpretation of the dual wheel speed inputs (test and wheel transducers) resulting in loss of brakes or maybe even a burnt/popped CB as the control box tries to determine what to do...

SUCCESS!!

Unless I misunderstand, the No 1 Blade is shown at 12 O'clock for both the No 2 and No 3 Master prop selected. Can you rephrase your questions? Not sure what you are asking as it seems there are many different questions. "why the phase angle relation of No#3 Blade only with master." "Any dynamic reason opposite blade of No.#1 to No #3"