hehe

Turn off all electrical, turn off and bleed all hydraulics (including brake accumulators) Disconnect cannon plug on flap selector valve and flap emergency brake valve. Operate flap emergency brake valve reset handle/button multiple times. Try to turn stub shaft while pushing in T-handle. If you cannot get it to go in and operate flaps manually with t-handle, you have an issue with gearbox, gearbox brake, t-handle cable or mechanical lockup in your flap drive system.

Anyone get a reply yet?

I will take 5 copies, sent you a message and email.

No. The bulbs/lenses are not stock listed or authorized to be repaired. What variant of J-model do you work on? I wrote procedures to R2 most flight deck control panel bulbs for the AHMC-130J 31JG manuals. But the HUD panel was not part of that for reasons above.

Seems WAY too complicated. Just drop the pallet from the ramp or onto barrels.

You need to reproduce this leak on the ground. If you are transfering gas from every tank on the ground and not getting a leak, you might have a crack on the trailing edge of your wing! Max out your tanks on the ground and transfer fuel until you find a leak. You can jump up and down on wings to try and replicate wing bending. recommend you dont fly that plane until you find it Also recommend contacting Robins AFB engineers to assist you!

16-5863

It is also on the aileron control panel if you are working on short J's. Stretch J's (-30) do not have aileron diverter valves.

Contact the engineer on the last page of TCTO. I forget his name but he can tell you what it is and if it matters.

Normal brake accumulator has a restrictor because of anti-skid system. Emergency does not have anti-skid Anti-skid plus normal demand of brake application can deplete the accumulator rapidly. The restrictor ensures the utility system pressure goes to the brakes instead of filling the accumulator. The restrictor is free flow OUT of accumulator but restricted flow IN to accumulator. Acts like a priority valve for normal brakes.

That is a manual override button, similar to override on flap selector valve/landing gear selector valve/ etc...only used that maybe twice that I can remember. Good for troubleshooting a valve that wont close when energized electrically but serves no purpose in the system operation

Ahmer is correct. The "relief" for brakes comes from the power brake control valves. The selector valves do leak internally quite a bit once you get into the 4K+ range but thats not really the purpose of them. Really depends on what year/model/brake system your aircraft has because there are quite a few differences between the systems (IE: anti-skid valves, 3k or 2030 psi metering valves, parking brake valves, single/multi disk/carbon brakes, etc) There are also 4 different selector valve part numbers depending on which aircraft it is. Simple answer, no the selector valves dont have a relief valve

Im confused your question Are you asking about anti-skid valves or brake selector valves? What makes you think there is a specific pressure for selector valves?

Pretty much just used to help troubleshoot. Crew would never lay in the door and hold that button until they land unless there was something serious going on. Pressing the manual override forces valve to act as if it was energized. Pressing manual override valve is same as flaps extended past 15% (+/-5%). High boost state is energized, low boost state is de-energized. Pressing button is high boost states

Is the window arcing?

Typically NESA windows can be flown when in-op but it limits the pilots because they must avoid icing conditions. This would be a judgement call by YOUR aircrew members. Every Air Force or operator is different.

What was the fix?

1. What speed? 2. Does pilot have to use opposite steering wheel inputs to correct? 3. Has neutral/streamline of rudder control surface, trim tab and boostpack been checked? 4. Are the nose tires the same tread pattern and height? if you stick a level across the top of nlg tires, it should be level or match the level of your surface (ground). 5. Has back pressure been checked for brakes? should be no more than 70 psi in return pressure. Anything more can create a dragging brake. Easiest way to find a dragging brake is have crew taxi for about 10 minutes and check temperatures of brakes, they should be similar between left and right side. Brake bleed kit can check back pressure. 6. Have you checked rigging of steering cable/chain 7. Have you checked the NLG scissors and bolts for tightness? Slop in the scissor linkage can create a very uncontrollable NLG steering

So there is a relief valve in the suction shutoff valve on the firewall. Is that what you are asking about or are you asking about the system relief valve? System relief valve opens at 3450, full open (flows more than engine pumps) at 3850 and reseats at 3150. Suction shutoff valve has a relief valve that opens to prevent a rupture in suction line. opens around 135 psi and reseats around 105. I would have to 100% double check those two numbers but thats what I remember.

Are you asking what pressure is ported? There is no pressure reduction in steering control valve, pressure to the actuators depends on how far you turn the steering wheel. Full turn is 3k psi to the extend/retract side of applicable actuators (left/right)

This service news talks about it. If in doubt and you dont know how to rig/overhaul the valve, Just replace it. V12N4.pdf

They are electroluminescent formation lights. All items labeled 9 in attached picture. Modified by TCTO or came with from factory on H-models. Typically only guard/reserve units paid for TCTO

The valve is set to a neutral position during overhaul by centering the spool between the outlet ports. What that means is that the valve should not port fluid when in neutral position, this can be a hard position to achieve during overhaul. Neutral position should not port fluid. Neutral uses the internal spring loaded accumulator to take out shocks and movement of the wheels during takeoff and landing. Are you having problems with the valve porting left or right and not holding the wheels in center position?

What do you mean be failure? I have changed steering control valves on all of the MDS/models you listed. Normally they are changed for leaking out of limits, changed during shimmy troubleshooting, or changed because of normal wear. I have never seen one explode or anything crazy.

I would say no especially if you are going off of type certificate (FAA) data. Submit an engineering request to FMS and see what they say.