NATOPS1

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"

Which engine generator are we discussing? Other generators on line before starting this one? Does it "burn" at low speed ground idle or at high speed ground idle?

First (which it sounds like you already have) make sure Gen and VR are from the same manufacture and compatible, been a long time but different manufactures have different excitation voltage requirements.

Books say it cracks at 3300, full open at 3500 and resets at 3100

good work!

When you say release do you mean AS the crew is pushing on them? Are they full anti-skid braking or normal to light pressure?

Are the flaps being moved at higher airspeeds (IE: 220KIAS for 10%) or are they slowing to 180 and then moving the flaps to 50%?

"Condition is only happening on a steep decent into a higher altitude airport." Are the flaps being moved at higher airspeeds (IE: 220KIAS for 10%) or are they slowing to 180 and then moving the flaps to 50%?

What model (A,B,E,F,H,R,T,Q...) is the aircraft and which VVI is installed?

https://www.google.com/search?client=firefox-b-1-d&ei=tbPCXbfMB4S4tQWJ-Kb4Bg&q=translate+french+to+english&oq=translate+fre&gs_l=psy-ab.1.0.0l10.15144.22059..23808...0.0..0.94.272.4......0....1..gws-wiz.......0i67.KVTBNooKRTg WHAT DID WE EVER DO WITHOUT GOOGLE/INTERNET Leaned left sitting static or during movement on landing Penché à gauche assis ou pendant le mouvement à l'atterrissage

Hello, my breakdown is: The plane leaned to the left of the engines are a 19600LBS, Brake apply. 3 services Shock absorber on cylinder Brake block pressure OK Dissymmetry Fuel checked with manual OK. Do you have solutions or feedback?

Lockheed says 64 +/- 4 psi for the Fuel Level Control Valve pressure relief valve setting.

Did this email work?

Agree with PJVR99 Nothing you can do from the outside to fix this problem.

Yes, if you are looking. The cabin altimeter on the copilots instrument panel and the Pressure controllers differential pressure gauge. I think the true answer you are looking for is: No, there is no warning system for a high cabin altitude. Nothing that is originally installed equipment but there have been a few after market systems used.