<table><tr><th>From:</th><th>jeffrey E. &lt;jeevacation@gmail.com&gt;</th></tr><tr><td>Sent:</td><td>Monday, July 18, 2016 3:03 PM</td></tr><tr><td>To:</td><td>Lvjet</td></tr><tr><td>Subject:</td><td>Re: GIV update</td></tr></table>

ok then , go home,

On Fri, Jul 15, 2016 at 10:51AM, =vjet a > wrote:

<ont face="arial" color="black" size="2">Jeffrey

I spoke to Tech ops, John and Mike,.

Normal PSI in Duct pressure at F1450 (45,000') is 19 to 22psi, it =aries with Density Altitude and Temperature slightly.

Mike indicated that Gulfstream does not like the term "Buffet&quo=; or "Vibration" they use the term "TRIM Variance" =A0

if the exhausted air from pylon precooler air modulation valve w=s not equal to both L/H and R/H the air is disrupted over the tail section=of the aircraft Causing a TRIM VARIANCE.

I informed Mike that we had to change the Gasket on L/H anticipator an= found a Loose Temp sensor in Left Pylon, and we changed the R/H pylon Ant=ciptor gasket as a precautionary measure.

Now that Bleed system Duct pressure is tight and equal, Mike feels the=aircraft is operating at factory specs, Depending on pressurization Bleed system requirements, the Duct pressu=e will vary when 12th stage bleed valve opens for decent. during climb the=duct pressure can read as high as 40psi, since the HP Bleed valve located =n each engine is set to modulate exhausted air at 40PSI max into the cabin=.

if air was blowing by the Anticipator gasket, this effects the amount =f air into the cabin, since the Anticipator is anticipating the 400 degree=air, and adjust the HP regulator valve accordingly.

We have changed Both HP Regulator valves about a year ago,. so they ar= good on both engines.

Equal temps and PSI on the panel in Radio rack are important informati=n, for smooth ops.

thx

Larry

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