NATOPS1

This is why I asked about the TIT gage flags (off indicatiors) I think(thought) it was a power issue at the beginning. Check the voltage on #2 Gen (A Phase) at the higher airspeed when the power goes out to the gages it must be dropping. Turn off the #2 Gen, #1 Gen should power your Ess AC and see if your problem is resolved. If it is resolved I think you have a wing flex issue with the #2 Gen A phase feed line. If not turn on the inverter which provides power to the AC Inst EFC bus and is inside the aircraft so no "Speed" relationship.

Inside a yellow and black striped background, spark free.. Thats the story I remember....

Hope your problem is fixed...

It may sound "wrong" and ONLY after considering all other factors (terrain, climb capabilities, etc.) this is not "bad" advice. The reason I say that is if you have the power necessary to climb (say straight ahead out over the water) a reduced torque value will result in your VMCA KIAS to go down. So based on the statement made setting the reduced TIT torque “AFTER” VMCA is reached will help with directional control. VMCA is based on Max power on the operational engines. This will be the MOST asymmetrical torque condition and VMCA is the lowest IAS that will allow for directional control under the conditions that define it.

This is just dumb! 125 will become 105 pretty quick then 95 then.... and then YOU will become "someone who killed the rest of the crewmembers on board!

Check the Fuel Quantity CB bus bar. The screws may be loose or the bar cracked... Also check the wire bundle where and as the CB panel closes... This is very strange...

So the indicators remain Blank (off) NO indications except #3 and Rt Ext at airspeed above_____KIAS? (Same TAS or same IAS) Or do they go to 0.00? What does the Totalizer do? Blank or still reads same fuel quantity or less? Any other indications like TIT Flags in view?

I agree... didnt mean to poke you in the eye just some of our members may not be as versed as others... Also remember if you use a reduced TIT you must make the TIT correction to all of your charts that have a TIT correction scale. Takeoff Factor being very important...

970 can under certain circumstances result in torque that exceeds 19,600 so therefore this information is misleading. Not sure what “Vol 3†is but Chapter 3 of our book NA-01-75GAI-1.1 pg 3-8, States “If torque computed for takeoff is not obtained, the takeoff should be aborted.†Closing the bleed air valve will result in a torque increase however you NEED to recalculate the calculated torque for “all bleed off†or your comparison (actual to calculated) will be invalid. Yes you can determine the cause engine or bleed air system, but only if you recalculate the torque value. Bleeds off will result in about 650 inlb increase which is pretty uniform across the scale.

So why would you cut a hose? I have landed with one in trail several times with very little damage to the hose and drouge.

If you do not get Cal TQ you "should" abort the takeoff... Not a SHALL but... Whats up with the scroll box?

If you do not get Cal TQ you "should" abort the takeoff... Not a SHALL but...

The APU WILL operate at 20,000 feet even upside down... You say WHAT! Marine aircraft 106 went inverted after the loss of one raft which hung up and (inflated) by the airflow which induced a rollover and "spin". The FE "hit" the APU control switch (with his head) as he departed his seat (wear your lap belt!) and it started and continued to operate until touchdown....

There is no minimum... Torque will change with Alt and Temp so at a very high very hot airport the Tq will be low... Speed is the number we use...

Limitations are limitations... OK so the question is when should/not when do you see indications... H2 and T's have snubbers installed to protect the transmitters that is why the indications look different. So again to answer the question asked; if the pressure is reading zero continue the start, if there is not 2550 at LSGI shutdown the engine, if the pressure is less than "full" 30 sec on speed is the RPM at 100% Also "indication" can be the low pressure warning light going out not just a number on the indicator.

Depends on how your operators manual is written. Ours states positive indication by on speed, full sysytem pressure by 30 sec on speed. There is a LSGI limitation (2550) so if you have zreo indicated at LSGI your limitations are not met shutdown the engine... The HYD limits are based on 100% RPM so if the engine is not at 100% RPM the pressure can be lower.

Check the connection at the fin base. Corrosion in the cannonplug has been a problem and you may find wires that move under vibrations and loads encountered in flight...

Its in the range and locked due to no hyd pressure. As the prop rotates hyd pressure developes seperates the PL and blade angle can reduce allowing the engine to start. We feather the prop start the run go to AS at 40kias to unfeather and rotate the prop then the same process takes place.

Anyone have experience with VA reducing the benefit for Prostate Cancer (Agent Orange) after surgery that resulted in collapsed lung and total disability? I know the review is to determine if the reason for the rating (Cancer) has been eliminated which it has so I guess we must request benefits based on the disability resulting from the complications of the surgery? Thanks in advance… Looking at 38 CFR 4.16 - Total disability ratings for compensation based on unemployability of the individual.

Your Generator is constant speed (unless your RPM is moving) so Voltage should be steady however voltage is "always" going up and down and your VR adjust the excitation to increase or decrease voltage. Your range is 110-125 but steady volts are the norm. Swap your VR with another and see if it follows may be as simple as a week VR. Yes at least our version of the B model (F)...

Thanks "Someone" I work with talked to the Nav.... Gearbox flux led to this, thats what he says. Any truth to that?

GroovyKid I must have racked up over a thousand hours crew time, and would you believe the Air Force in all its gullibility does not have any record that I was in Viet Nam. You must have signed something that would prove you were there...

[quote name=' Originally Posted by gizzard ...ya may not need to be able to build a watch to tell time, but ya sure need to know how to wind it...... Giz SEFEGeorge']So true Giz.

ATM "OFF"? Sounds like the GTC Bleed air valve is closing to reduce the air output to prevent over temp of the GTC. "When turbine exhaust temperature reaches 648.8°C (1,200°F) maximum, an overload thermostat starts to open to meter a discharge of some of the bleed valve opening-pressure air. The valve opening is thus regulated to limit compressor loading." Check or change you thermostat.

Allen must not be on the correct ILS WAVE OFF!!!