NATOPS1

In order for the torque to go that high below crossover the rpm would have to fall off or the fuel would have to increase. We need to know which of the two occured, RPM decrease (blade angle increase) or fuel flow increase?

First I would as "Lkuest" said "Calibrate the torque indicator." then calculate the Torque you should indicate when you set a certian TIT. (performance manual) To rule out other systems use the no bleed correction chart. (+600 inch lbs) Set your TIT you calculated for with the engine bleed air OFF and see if you have a problem. If this engine is at 95% and the others are all at or above 100% then it looks like a problem but may not be.

If #3 generator is the only generator "ON" and the Ess and Main AC buss OFF lights are illuminated (and LH and RH) your Generator contactor did not energize. Swap the GCP and see what happens (works bad GCP) Also you can swap the frequency sensitive relay and see what happens. Swap GCP check it, then try the relay...

Check and see if your landing gear lever lock is extended or retracted. If it is retracted the aircraft thinks it is in the air and ground stop will be inoperative. Then you have a touchdown (squat switch) issue.

I think you mean the condition lever to ground stop. Ignition control CB out (power for Geneva lock (electrical actuator for the fuel control shutoff valve). Bad Geneva lock (did not move to close the fuel control shutoff valve). Ground stop will only work on the ground but that is a little more involved... So how did you shutdown your engine? Fire handle? If you move the condition lever towards feather (slow) the linkage will manually close the fuel control shutoff valve without feathering the prop. (keeps air flowing through the engine like a normal shutdown)

PHU KHEN AVIATORS? You guys/girls are fighting more like little girls.....It is stupidly funny does that make it better?

Best kept secret out there!!! Fix the pitch, cant be the prop (if the flux remains...)

How much is the flux? +/- ? Did you try Mech? Did flux stop? TD to null, flux stop? Put bleed air valve to off, flux stop? Place prop gov to Mech gov, flux stop?

Maybe we should start a thread.... I would like to know a bit more about the landing gear failures (sheared friction washer bolt?) in Minn. and PR.

True, GCU's make life easy...

No single answer... Some are ranges of values and some are dependant upon conditions (pressure altitude and temperature)

Hey Vic hows Fl? We had a bad flow reg and one gear would drop then the other... Do your warning lights come on and stay on for the entire extension or do they come on and quickly go out? Cycle the gear or flaps and see if you resevior level drops significantly then recovers. If you tie the Aux system and run the flaps does your pressure drop off the Aux pump?

Depending on the generator system installed the generator PMG output is 108 VAC or 30VDC.

The emergency flap selector valve has hyd pressure to both sides during normal operation so it may appear to be tripped (not as wiggly as in preflight w/ no hyd pressure on the valve). We have a trainer for the flight controls I will put a scale on the lever to see how much force is applied and how much you would need to put on it to make it move "untripped". You cannot move it if it is tripped as the 3000 psi will push the valve to one side and the other side (of the valve) is ported to return. 3000 vs 0, pretty easy to see which will win....

Cable repair kit? (Connector repair?)

It will be rigid "no free play" sounds like the emergency flap brakes were engaged. When you say the valve was in the same position was it still "no play" or did they move the lever? If you shutdown (no electrical) and the valve lever is moved the valve will be reset. If this happens again have them try and move the flaps with electrical power still on the aircraft. (the hyd pressure is held in place by check valves)

Door actuator is bad, if you have power on the "on ground" pin 1 at the actuator. (test point 10 on our aircraft) If no power at TP 10 check for power at C 1 of the ATR. If power is at C 1 you have an issue with an open wire between C 1 and door actuator as Tiny posted. If there is no power at C1 the ATR is BAD ( No power transfering through relay to "On Ground" C 1 contact.) Power is flowing when the ATR is deenergizes (when you pull the TD Cb) so the power you need is being supplied (on C 2) to the relay and it is being switched to the "in air contact C3) . These points C1,2,3 and TP 10 may not be the same as yours but should be similar.

We still use the wooden ones..... The one in the picture is original 1956 issue I think!!! (Ours were yellow)

Do you need to use these? Kind of a pain in the ar$e... Have you seen the wood supports? I'm sure there are plans/or #'s for them and someone here can get for you. They are VERY easy to use!!! Maybe even a Nav could figure one out...(MAYBE)

CONGRATS!!! Have fun and be safe...

I hated to "beat around the bush" but it sounded like he was taking a test..... Nice car Hope its yours!!

If you google Flujometer it talks about oil and gas flow so easy crossover to fuel flow meter...

Less air means higher TIT, Higher TIT means a reduction in fuel to maintain TIT, reduction of fuel means lower fuel flow...

It is a range and takes gross weight into account as well... your Squadron my have numbers they use.

Think TD