NATOPS1

Sounds like a bad GCP: internal (PIR) or internal TR... Make sure your GCP is the same manufacture as your generator; ALSO make sure the GCP is fully seated in the rack and might want to "adjust it" with a quick hit/rap/ wack to get all the connections to make good contact. SWAP with one of your Eng Gen CGPs to be sure.

NOT a lot of info tto work with but IF the ground returns are only on one side of the display your ANT gyro stabilization is probably bad

You may need to have FLASH available for these animations to work (I think) GenDisc.exe GenDisc TEST.exe

The "fusible" plug (link) is the part that holds the spring compressed and the hardened plunger retracted. The test circuit is a lower amperage (7.5A if I remember correctly) and the disconnect power is 20 or 25A. IF you hold the test "too long" you an heat up the fusible link and release the disconnect plunger gendiscon.bmp

Read the FARs or ICAO for your situation

You need to be more specific. Which part of the fuel system are you asking about?

Question #1: No idea on GPM @ 3000 rpm between 6 and 12 is all I got on that... Question #2: Just assume that aircraft hydraulic utility system ,when No 1 EDP pressure is 3000 psi and No.2 EDP pump pressure 3100 psi how the pressure act passes thru passage of single pipe after isolation check valves ? The 3000 PSI pump will be at zero flow because the pump compensator (set at 3000) is satisfied with the pressure. The isolation check valve for this pump will be closed due to the 3100PSI being applied to the check valve preventing it from opening. The 3100 PSI output pump (compensator is set incorrectly) will displace fluid to maintain 3100 PSI, it's isolation check valve will be open and the system pressure gauges will read 3100. As hydraulics are used the pressure will drop and the 3000 PSI pump will be allowed to help out but only until the 3100 PSI pump builds its pressure back to 3100, then the 3000 pump will again go to zero flow condition.

ALSO FYI; The flight station mounted bleed air gauge reads 6 PSI lower than actual pressure. Add 6 to the indicated pressure for actual pressure being supplied.

The orange boot is covering the connection to the main bleed air duct. Would need your model AC to get the actual part we are looking at.

I agree it should not actually be able to engage but the fact it will be "disengaged" does not mean it will not try to engage as it spins up nor that it will spin up to max rotation speed "unladen" and disintegrate causing damage to the engine.

Check the fire loop element for stand off clearances from all ducts and foil covers. Make sure all the "clamps" are fully insulated from the fire loop as the element can "slip" through the split in the insulation sleeve. Good luck... APU fire light illuminate with both cargo and flight station AC systems? Have you "motored" an engine with the condition lever in ground stop so it will not start?

The pumps are connected to multiple power sources (and wire routing) so one set of wires accomplishes a simple control input to the pump regardless of power source.

Change your flexible hydraulic line between the reservoir and the Utility Suction Boost Pump(USBP). IF the line collapses to a degree there will be less hyd fluid (gallons per min) available to pump through the USBP out to the EDP. High demand requires hi volume flow and the only place to restrict hyd fluid affecting both USBP and EDP is the flex line between the reservoir and USBP.

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+)