NATOPS1

The only component I can fathom other than the pump housing is the pitchlock regulator itself. The pitchlock regulator could be restricting the prop fluid (which is what it is designed to do in an overspeed) the propeller does not come with a regulator so it would have been reused for each maintenance action you have done to date.

" *Throttle already at FLIGHT IDLE, TQ remain : 1.40 lbs. -After about 10 sec TQ increase to 3.4lbs." It sounds like you are not producing pressure. Agree with Fred change the pump housing. If the blade angle does not change due to low pump pressure your prop will overspeed every single time. (If you have removed your syncrophaser from the rack and have the same indications in Mech) Question is it a normal practice to run two engines to high power with the others shutdown? Can you tell me what is the normal engine oil pressure is for your aircraft?

Check and make sure the Voltage Reg manufacture is the same as the Generator; there are two different types with different operating voltages. The newer system can tell what GEN/VR is installed the older cannot and may cause failure. You may have a "Bus" failure if it is the same Gen each time. A second Gen failure on the same wing when the load is switched would be a good indication of a Bus failure .

How did your Veterans Day go? Sounds like you got a few changes made; good luck with the others for next year...

P3 Super Bee, Wanted to let you know I met one of the first Pilots to receive the P-3 I think in 1958 Joe S now lives in Kansas and is quite a character!!! He was injured inflight during clear air turbulence if anyone knows him send me a message...

Agree with Mark, as for the flag, maybe the civilian figure could pass the flag to a veteran... We the military "work" for our civilian population and then that civilian population gives thanks to a veteran for the sacrifices and service. I would keep the bell tolling at the conclusion that is kind of special and would cement the thought in everyone's mind that the Freedoms we have are not free. Good luck let us know how it goes.

Sealed switches; Non sparking... or so they say MilSpec on the switches.

Is it only one side that takes 8 minutes? There are two flow regulators and one snubber for each side. Make sure the snubber actuator lever working and not out of alignment/adjustment. It should only slow the last few inches of travel. If it is both MLG sides it is a flow problem. Does the Nose work ok?

One side change the LG motor and or flow regulator

There are warnings and cautions in your Operators manual that will give that information. Different organizations use different numbers.

This is a new one... The gear box inner bearing diaphragms/ bearings are obviously moving causing the idler gear and gears for the starter generator to move. That movement in turn causing failures; the compressor may be a separate issue. If the internal gearbox movement is being transmitted thru the torque shaft to the engine it (for/aft travel) should be stopped at the air inlet housing as it has a "ball" bearing and should prevent the for aft movement prior to the compressor...

I would say you need to pull the floor boards, depuddle and ventilate until you have the fuel cleared out. If you want to make the decision easy all you need to do is remember the underfloor heat system pumps out bleedair straight from the manifold and if it cycles (IE overheats) that temperature is 180 degrees at the sensor...

Or you guys do all that and then burn copies for us not so smart fellas ;-)

Agree with the starter control valve possibility. What is the time to start? There should not be enough energy to make the engine start in a short period of time it should be at the upper limit.

Is the TIT gage reading the same temp static? So if the OAT is 40C is the TIT gage reading 40C?

So many configurations now anything is possible. If this is a requirement for your aircraft ask your COM/NAV shop to look at the wiring diagram. That will be the only real way to know why...

http://www.lockheedmartin.com/us/aeronautics/eoc/service-news-magazine-archive.html

Agree with pjvr99 Check your blade angle and make sure it is correct for ground idle. Start another engine and use higher pressure air. Try a NULL start (watch the TIT) may exceed 850

If we are talking about ground operations closing the bleed air would reduce the TIT which would reduce the temperature inside the engine but oil temp is most likely not going to be reduced much if at all. Better idea operate the engine in LSGI and advance the throttle towards flight idle one or two knobs worth to increase the flow of air thru the cooler. The reduced RPM and increased airflow should help keep your oil temps good you can cycle the engines (inboard/outboard) between HSGI and LSGI to cool oil and keep your electrics.

The wing structure is designed to withstand the stress of torque twisting the nacelle off the wing as well as the pull and push moments experienced during forward and reverse thrust. The stress to pull the aircraft through the air (and the nacelle off the wing) would be greater than the stress of the reverse thrust which would try and push the nacelle onto the wing... The wing structure is designed to absorb the 19,600 (+) Tq and the pushing/ pulling stress would be factored in as well. Reverse thrust is a fraction 19,600.

​What Lkuest said... ;-)

The LSGI and Fuel toping do come from the same place, the LSGI reset changes the tension on the governor to set the speed. I guess you could say it "checks" the fuel toping but not really (IMHO) but it does check to see if the valve is moving towards the reduce fuel position so I can see how it could be said it checks toping. Works for me... Me likes Spectre's reply!!!.... Normal Ground Idle... just seemed the right thing to do ,ha ha. Bill

The torque would be "felt" the same as forward thrust (same rotation) the propeller forces would change. .

If you have an operators manual it should have specific KIAS in the landing section. Reverse at high airspeeds (115 maybe) could cause flameout and directional control problems. As for the stresses if you think about the torque generated during reverse the prop/eng/wing is actually several thousand IN lbs below the 19.6 torque limit. Air flow is the issue in the engine.

in my point of you this is due to that inner engines prop give more stabilize operation than outer ( i heard that gusty wind conditions can cause rpm fluctuations ) during manoeuvring of aircraft effect will be greater on outer engines may some other logics could be there but i heard this