<table><tr><th>From:</th><th>Pete Rawson &lt;</th></tr><tr><td>Sent:</td><td>Sunday, April 10, 2016 8:20 PM</td></tr><tr><td>To:</td><td>jeffrey E.; Larry Visoski</td></tr><tr><td>Cc:</td><td>Pete Rawson</td></tr><tr><td>Subject:</td><td>Re: GIV update</td></tr></table>

Hi Jeffrey,

I have added my comments to your questions-

From: jeffrey E. <jeevac=tion@gmail.com> Sent: Sunday, April 10, 2016 7:46 AM To: Larry Visoski; Pete Rawson Subject: Re: GIV update

understood„ question , does the voltage max out at 9? My training manuals s=ow that the system is up to 14 VDC, it goes through a resistor and is a 10=VDC Maximum to the torque motor.

Remember that the box=in the Radio Rack is an add-on, it is not normally installed, and there ar= no requirements for calibration- The 9 volts seems to =e appropriate for the full close signal to the valve- The valves respond to=Pressure, not voltage.

The voltage is then c=nverted into a pressure that the valve responds to.

if not then th= valve works at 9,?

The valve is norm=Ily open, the voltage shows sending a close signal, in this case, a full c=ose signal to increase the Temperature to 400 Degrees- The left side is =howing a signal for that side valve to be placed in a slightly open positi=n- It seems to be mo=ulating, as I suspect to be normal.

altitude seems to effect it. so your answer seems po=sible,

Both LP valves &q=ot;Fan Air valves" are original, they are not a high fail item. The valves are no= sent warm air through them, so "Cold Soaking" could be an issue= The valves are lo=ated in the pylons, just forward of the heat exchangers that are visible f=om below. The maintenance c=ecks for the system are basically- Engines running, =o airflow through the heat exchanger (guy on a ladder feeling for airflow)= high Tech. Select Wing heat, and confirm airflow overboard. Turn off wing hea=- Increase power, a=d confirm airflow, no numbers for power settings given-

the voltage is applied as a result of resistance and compu=er.

Correct, the inpu=s are the Temp sensor and Anticipator, being sent to the Controller (ie th= Computer). The valves are no= electrically controlled- The electric sign=ls are sent to a Torque motor. The panel show th= pressures being sent, and matches the voltages. The pressure is t=e most important part, as the valves respond to pressure. The Torque motor =onverts the electrical signal into a pressure input to the valves to Open/=lose them, No Voltage, No pr=ssure, valve is spring loaded to open- High voltage, hig= pressure, valve is commanded to close. There is no indic=tion of the valve responding to the command. The Torque motors=pressure regulators were swapped at Westfield-

the right engine tgt is highter does that mean=that the fan valve is more closed than it should be? maybe a result =f a bad resisitor ?

The LP air does not go through the Engine, So I don=t see it as an issue to account for any TGT split. The HP air bleed off would account for TGT issues.<=span>

is it a big deal to change fan valve? No, not a big iss=e. We need to remove Pylon Panels, top and bottom. We can do it in a=nbsp; day.

could it have been damaged by the bent tube you foun=? t=at-The No, The I line valve can't supplies=air only see re=ponds in and to the out air to control pressure the supplied. valve position.

the other mystery is why a pulse =n the reading. ? valve? resistor , computer. , electrical bus?=/div> I suspect that th=re is a fault in the ground for the strobe lights- The pulse seems t= be regular. I don't think tha= the system could catch up with it.

I haven't seen th= issue before-

## Regards,</=iv>

Pete

On Sun, Apr 10, 2016 at 7:17 AM, Larry Visoski <=pan dir="Itr"> • > >= wrote:

Jeffrey
Message from Pete,.below:

Dave and I are at airport now in case you decide to depart earlier tha= 10am„ Plane is fueled and ready,.

From Pete:

Hello Jeffrey,<=p>

## Regards,</=iv> (cont.)

Larry knows that I am =ong winded with my responses,

Here is my brief-

Feel free to read all =t your leisure-

They are mostly my tho=ghts so far-

I suspect that the rig=t precooler (fan air) modulating valve is bad.

They are both original=

From the last video an= Photo's;

The readings show that=the left side is being given a voltage to the Torque motor sending a&=bsp;pressure to command the valve to be partially closed.

Zero volts, zero press=re is for full open, ie: cold air into the precooler and lowering the temp=rature into the supply system.

The signals show a ste=dy state condition; 3 Volts, 3 PSI.

The valve has been sen= signals, and has responded correctly, and therefore is in the proper posi=ion to maintain 400 degrees in the supply system.

This is being monitore=, and controlled by the controller, and the sensor inputs.

There is no signal fro= the valve, the temperature monitoring circuit controls the changes requir=d.

The right side shows t=at it is being commanded to close due to the high voltage, and pressures.<=span>

( 9 volts, 9 PSI)

It seems that the sign=ls are not being followed, or that the valve cannot respond to them.

## Regards,</=iv> (cont.)

Since the control syst=m does not see the temperature change from the sensors, it continues to in=rease the pressure to the valve.

Brief complete-=/p>

As for the full versio=-

This was done as a dra=t, please excuse any duplication for items noted in the brief, these were =y original thoughts.

I agree with all that =ou stated-

The guidelines are for=what the electrical system does.

We have found a bad co=troller- the sweeping voltage and pressures, and replaced it-

There was also a bad s=nsor that was replaced-

We have swapped the pr=ssure regulator/torque motors.

Latest swap was the An=icipators.

There seem to be multi=le issues, and we are narrowing them down.

I believe that the ele=trical and control systems are now operating normally.

Now on to the air side=of it.

From the last video, a=d photo's-

I believe that the lef= side is operating properly.

The Temp is being cont=olled by sending a regulated pressure to the valve, and it responding.

The pressure supplied =s closing the valve, and maintaining the 400 Degrees requested.

No voltage equals no p=essure, Valve open, lowering the Temperature.

4

## Regards,</=iv> (cont.)

The right side shows g=ving a close signal to the precooler (fan air) valve.

High Voltage, and pres=ure supplied to the Valve on that side to close, and increase the temperat=re.

That side doesn't seem=to respond.

The valve has a 4 inch=input/output side.

The control line is ab=ut 1/4 inch.

That is one of the lin=s that we found collapsed, and started us on this direction.

Is it possible that th= supply air is not being able to overcome the pressure at the valve?

The pressure read at t=e panel is a control pressure, also known as "Muscle air".

Maybe the input air at=the 4 inch diameter inlet, can overcome the control air.

I again suspect an iss=e with the LP valve-

There is no valve posi=ion, or feedback signal from the valve-

The electrical signal =s showing to close the valve,

The pressure is also s=owing to close the valve.

One way to check is to=select Wing heat on-

The system causes the =pplicable side to remove the signals, and allow the valves to go full open=

Wing heat is not norma=ly used at altitude-

When the aircraft is i= below 0 degrees temps, there is no reason, since any precip won't stick.<=span>

Ask Larry if there any=issues with selecting the wing heat on at altitude-

I don't believe that t=ere are any limits to the altitude, but the fuel burn will be increased4=pan>

Just a quick check-

## Regards,</=iv> (cont.)

The ground checks for =he precooler system are limited,

Engines running, there=should be no air flowing from the lower pylon heat exchanger at idle-

Increase power, and th=re should be airflow noticed.

My training manual sho=s that the valve should start to open at about 74% HP on the ground,

Wing heat on, there sh=uld be airflow.

Regards,
Pete

Sent from my iPhone

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