NATOPS1

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

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 e

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 co

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

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 w