engine 5

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  • Mark created a new forum post in ATA 27 Flight Controls
    Images will be provided at a later time.

    Typical left/right voltage reading for the elevator position sensor output to the EICAS computers.

    The test plug (D6966) is located on the forward side of the EICAS computer rack in the E&E left tunnel. Pins 20 (left) and 17 (right) to ground.

    Full travel nose up - 6.5VAC
    Full travel nose down - 4.5VAC

    767-300
    WDM 27-38-11
    ASM 27-30-01
    AMM 27-38-01
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  • Mark created a new forum post in ATA 29 Hydraulic Systems
    On pre-flight it was noted that the right engine hydraulic supply breaker was out. A reset did not help.



    This breaker controls a shut-off valve for the right engine supply (return) line to the engine driven pump.

    The valve is located on the left side of the #2 pylon. It is at the forward most section inside the access panel.



    With the plug off, the breaker remained in. With the plug placed back on and the #2 fire handle pulled, the breaker did not pop. The valve drove to the closed position, but it popped as soon as the fire handle was placed back down and the valve drove open.



    There are only three wires going to the valve. Open power, close power, and a ground. We did find the ground pin pushed back in the plug. After it was pushed up and locked, the breaker still popped. (Even though the ground pin was back, the valve is case grounded also.)

    To access the valve for replacement, two panels must come off.



    One screw for the upper panel is located behind the lower.



    The valve itself slides in between two hydraulic line flanges Only two adjoining bolts require removal (the easiest ones of course, are the ones visible in this picture. (We did have to loosen the upper flange nut to allow the bolts to catch a flat for clearance. The nut is 2".)



    The hydraulic reservoir DOES need to be drained. There will be fluid present when the valve is slid out.



    As a note: When the fire handle is pulled, the shut-off valve is command closed along with the pump's de-pressurization solenoid. The solenoid prevents the pump from burning up from lack of fluid. The crew can manually de-pressurize the pump via a control switch on the cockpit overhead.

    767-300
    ASM 29-11-21
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  • Now you're throwing an extra twist in here. You've only got two basic indications in flight.... cabin altitude and cabin differential. If cabin alt indication climbs, but the differential remains steady..... one of the two is wrong. Can the higher altitude be felt in your ears?

    What is the crew complaining about? Indication or an actual high cabin altitude?
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  • After looking at the wiring and maintenance manuals, I really couldn't find an explanation of the function of the Delta-P unit.

    One way to know for sure that a leak might be present is the rapid drop in differential when the packs are turned off during a ground check. The poor guy inside might have some pissed off ears if that is the case.
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  • When you mention that the aircraft cabin pressure climbs with greater altitudes, my first guess would be that you've got a leak. Most likely a big one.

    The packs can only output so much. Beyond a certain altitude..... they just can't keep up.

    If ground time allows, I'd put somebody inside and take it to 3 or 4 PSI. A couple of guys can check the outside for holes, blown ducts, or bad door seals. If you have a leak, I bet you can probably hear it.

    If the outflow valve is manually closed on the ground, can you verify that it is fully closed visually?

    Did the crew noticed if the outflow valve was fully closed in flight?

    I had a similar issue a while back. The packs could keep up, but the system warned of high pack inflow.

    If time doesn't allow..... I'd ask the crew if they could try to bring the cabin down manually on the next flight..... If they can, the problem lies elsewhere.
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  • The TCAS processor (to the best of my knowledge) continuously looks at antenna resistance. Because each element has a different resistance value. An anomaly would be detected immediately.

    The rack plugs group the four connectors (from each upper and lower antenna) together.

    I guess you could possibly mis-wire an upper/lower co-ax to the wrong rack pin, but that would be obvious when viewed from the back of the rack.
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