NATOPS1

You can figure this out... What happens when you turn on your wing anti ice? What happens if you leave a engine bleed air regulator valve in override (or one engine bleed air shutoff valve open with all others closed?

Depends on Bank angle and direction of turn

-1 (Change 9) pg 2-56 NOTE A positive hydraulic pressure indication must be noted by the time the engine is on speed. Normal operating pressure should be indicated within 30 seconds after on speed. This pressure may not be reached if the control column is full forward due to the normal internal fluid bypass in the elevator boost package. Pulling the column off the stop 2 to 3 inches will eliminate this bypass.

You have NO problem. The elevator has a built in bypass when resting on the stop. There is verbage in the books addressing your limitations and the elevator being "Off the stop". Our book says "It is possible that the full system pressure may not be reached if the control column is full forward because of normal internal bypass of fluid in the elevator boost package. Pulling the column off the stop will eliminate this bypass." If you run an engine you may see the same issue.

The "Full anti-skid control" is the key. If the wheel is determined to be in a skid (by the control box) the control valve will port pressure away releasing the brake and providing the light illumination... If the rate circuit detects a slowing of a wheel (based on rate of speed change) the valve will vary the pressure to the brake. ("inputs from the wheel transducers and provides a fully modulated pressure") not zero pressure as in a skid...

When you say you can control it Manually does that mean in Manual it does not go full hot on its own or you can drive it in both directions? Turn it on and allow it to sit and see what it does. If it gets hot drive it cold and wait...see if it returns hot or ???

What is your NULL start temp? Where is your TD valve NULL setting? (full increase/ decrease?) What is your correction at crossover? Increase or decrease in TIT? If you place ALL the TD's to NULL and match FF as before what are your readings?

Easy answer... Your book says not too, the reason... you have four other sources of bleed air all with higher outputs so there is no reason to use the APU air. If you have the engine air off it would be for a reason... If you do turn on the APU air inflight you WILL exceed the 650 EGT max as the APU output could not meet both of the AC's bleed air demand. (and the FIRE light will illuminate or so I have been told...)

The speed bias motor only does what you tell it to do. Check switches engaged overspeed, motor good. The pitchlock procedure requires the check switches to remain engaged so the RPM should never return to 100% during the steps. Once you overspeed you advance the throttles to the firewall and record your FF and RPM then retard throttle until RPM is the same value (97% ?) as noted earlier... then check your torque looking for (2000 from the engine run book) 1000 (from the propeller book) increase from previous value (We use 2000 and worst case 1000) Not sure I understand the process you use to check pitchlock... We set TIT (book says to start at 925 then retry at higher TIT) (most of us start at 1000 or 1010) (why try twice)... Then engage switches (look for overspeed) then advance to firewall for FF versues RPM numbers. Do you engange the check switches then advance throttles (looking for overspeed)??? (throttle burst?) I agree the prop is most likly built correctly, bad parts from supply...it happens.

Your speed bias motor is fine. When you placed the fuel gov switches to check your speed bias motor drove the prop gov to an "underspeed" and resulted in your overspeed... Is this a "New" prop or was it already installed and failed during a post maint check? As far as your indications... You had 104-105% RPM... What was your Fuel Flow? I would assume your torque dropped off... Are you getting ANY torque difference or ZERO? What TIT did you set prior to your check switch engagement? Did you try any higher settings?

Our books say light ON, RPM within limits Shutdown. Why? Fluid is present prop is regulating speed normally so fluid should be avalible to feather. You shutdown do to the Low fluid level and the LARGE fluid requirement to break and retract the low pitch stop, and the large blade angle change to go from 23 degrees to full reverse if selected. A low fluid stste would cause delays in this movement and controlability issues.

All props..... all areas (blade, spinner Anti ice and Deice)? Or just one? Or just one reading?

Need a little more info.. Did your prop overspeed? To what RPM? Also you may need to remove the dome and make sure you "rings" are indexed correctly. If they are off the pitchlock range "lobes" will be in the wrong position and prevent engagement of the teeth. (I think you would have noticed them when you changed the regulator and the second one would have worked.) But same person same day same issue it has happened before....

The gears that extend/retract the lights in the OLD (168kias) lights were made from nylon and will/have/do strip when used at higher speeds (once extended you could go faster but that was not written.... The NEW lights have brass grears and can be extended/retracted up to 250... You cant tell which light is installed by looking so change the KIAS back to 168.... we tried to use the ADB (logbook) to track but that was TOO hard.... There is/was a parts kit developed to replace the gear if it failed but it was always faster to get a new light assy. We would order a light and parts kit so we would have a kit in the shop.... The wingtip lights look COOL!!!

Sounds like you NTS system is working fine but when you move the throttle in ground idle the valve housing still thinks (rigging or alpha shaft loose/play) it is in the flight range and the NTS is NOT cammed out. When you move to the ground range the NTS system does all the "NTS" functions but the linkage in the valve housing is disabled (due to the rotation of the alpha shaft) so there is NO blade angle change (to relieve the NTS condition)... When you move the throttle from flight idle to ground idle do you see a torque increase/ rpm decrease? If you do not have a torque increase then you may only need to check the NTS (valve) switch in the valve housing and adjust it.

Disconnect your CC AC temp control box and install jumper wires (B to E, and C to F). This will give you DIRECT control of the temp control valve...(WITHOUT the PROTECTION of the temp control box and duct sensors. See if the CC AC will go HOT... Just pulse the temp switch so as NOT to overheat your ducts.....

Now inflate NEW tires to max allowable, (Paint or choose a painted area to be rolled over) and see what the requirement is.

On the ground lights out. Test Lights illuminate as the anti skid valves cycle and release pressure (simulate a locked wheel/skid) the aircraft should move (if not add a little power and retest) (should feel a bump in the brake pedals) then lights go out. To taxi test you are trying to "overload" the braking capability and cause a skid. It may be easier to "wet" the tires to reduce their "sticking" ability. Once the brakes lock the lights should illuminate (brake pressure releases)

What would generate a question like this? Just wondering.... maybe a point of view (for your question) would help get you what your looking for. Too many varibles to answer your question.

Easy answer NTS is cammed out in the ground range. We have a "combined wind and taxi speed of 20 Knots" limit. Engine shutdown (ground stop) is an induced power section failure (less energy driving the prop) so NTS is induced. (we check this each shutdown) Going to LSGI "looks" like a power section failure to the prop (less energy driving the prop) so NTS is induced. NTS is cammed out (below flight idle) so there is no way to "slow down" the prop (increase blade angle) so the driving force of the prop coupled with the "Wind" force can induce NTS at a level to accomplish prop decouple.

Bobby Ketchum passed away after fighting cancer. http://www.tributes.com/condolences/leave_memory/89978024 Rest in Peace Brother......

Sorry for the short answer... good point being a fully cantilever wing (no support) the outboard engines are prone to vibration(wing flex) so at some level there would be an induced flux (VERY SMALL) but there. If the prop is moving up and down in the air, the load on the prop would be uneven and the speed (RPM) would vary, inducing a speed change (change in blade angle to gain relationship) command from the master.

To increase RPM (in the ground range) you could do a null start and set TIT at 810 (780-810 desired NOT a limit) this will increase your fuel flow which will increase your RPM due to the same blade angle schedule. If you have more than 200 inlbs of torque rise (LPS extended) you can decrease the LPS blade angle ( not less than 200 torque rise) to increase RPM at Fi with the LPS extended.

Only no.2 and no.3 are wired to the synchrophaser syetem to control the other props (be the master engine)

If you hav the K 11 installed you have the Ess to Main capability... Some aircraft have a AC bus tie switch on the Electrical control panel and some are activated with the SPR switch ON. The SPR switch was used on the "older" aircraft and can only be used on the ground as the SPR is secured prior to flight (or you have a warning light and other indications). Ground checks would be the transfer of fuel to empty out a tank or transfer feul into say the aux and ext tanks while you wait for the fuel truck... The AC bus tie switch is for ground use only... how ever there is NO interlock (i see) preventing its use inflight. IF all generators are OFF you could use it but your load would have to be monitored!!! I'm not telling you to use it; but if you ever end up with only the APU gen ON and need to say DUMP FUEL...