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Aero Precision provides OEM part support for military aircraft operators across more than 20 aircraft

NATOPS1

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NATOPS1 last won the day on June 5 2020

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core_pfieldgroups_3

  • core_pfield_12
    USA
  • Occupation
    C/KC-130 FRT FE Sim Instructor

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  1. 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?
  2. 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.
  3. 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.
  4. 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
  5. 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 e
  6. NATOPS1

    405 oops

    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.
  7. "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.
  8. Everyone here who has been denied or is appealing needs this document in their claim.
  9. 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 co
  10. 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.
  11. Probably need to add a picture of the schematic you are looking at so we can determine what you are actually looking to understand.
  12. 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
  13. 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.
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