<table><tr><th>From:</th><th>jeffrey E. &lt;jeevacation@gmail.com&gt;</th></tr><tr><td>Sent:</td><td>Monday, April 11, 2016 11:49 AM</td></tr><tr><td>To:</td><td>Pete Rawson</td></tr><tr><td>Subject:</td><td>Re: GIV update</td></tr></table>

one othr thing it says that the 12 stage=air is boosted to over 30 psi , when the throttles are reduced to idle? =A0 super smooth then

On Sun, Apr 10, 2016 at 7:27 PM, Pete Rawson «mailto: > wrote:

Hi Again Jeffrey,

Questions from me-

The 25 minutes- Is that during the climb?

Did the voltages change on level out?

ie, power back, when reaching cruise flight-

I would expect reaching cruise altitude at around 25 minutes.

The voltage is showing the amount of pressure to close the valves-

They are spring loaded to open, the more pressure is to close them, and =educe the temperatures.

When anti-ice was selected, did the left show zero?

The issue of voltage being present on the right- 2 volts-could point to =nother electrical issue-

As you mentioned at the end, with the pulse issue.

Electrically, the system should lose all voltage when the Anti-ice is se=ected on.

The system is DC voltage, and should not be affected with fluctuations f=om other systems-

There are many variables, as you know.

The valves are spring loaded open, maybe the spring is weak and/or being=stuck on the right valve?

I would still like to swap the LP "Fan air" valves next.

Since both showed a reading of 3, they were being commanded to close the=valves slightly-

During climb, and a higher power setting, as far as I know from your mes=age.

The right side going to 9 shows trying to close the valve- Stuck valve?<=p>

Again, both are original, with over 9,000 hours on them.

Regards,

Pete

<table><tr><th></th><th>From: jeffrey E. &lt;jeevacation@gmail.com &lt;mailto:jeevacati=n@gmail.com»</th></tr><tr><td></td><td>Sent: Sunday, April 10, 2016 7:46 AM</td></tr><tr><td></td><td>To: Larry Visoski; Pete Rawson</td></tr><tr><td></td><td>Subject: Re: GIV update</td></tr><tr><td></td><td>understood„ </td></tr><tr><td></td><td>question , does the voltage max out at 9?</td></tr><tr><td>to</td><td>My training manuals s=ow that the system is up to 14 VDC, it goes through a resistor and is a 10=VDC Maximum
the torque motor.</td></tr><tr><td></td><td>Remember that the box=in the Radio Rack is an add-on, it is not normally installed, and there ar= no
requirements calibration-The for</td></tr><tr><td></td><td>valve-The 9 volts seems to =e appropriate for the full close signal to the</td></tr><tr><td></td><td>valves respond to=Pressure, not voltage.</td></tr><tr><td></td><td>The voltage is then c=nverted into a pressure that the valve responds to.</td></tr></table>

if not then th= valve works at 9,?

The valve is normally=open, the voltage shows sending a close signal, in this case, a full close=signal to increase the Temperature Degrees-The It seems left side to to be 400 is modula=ing, show=ng a signal as I suspect for that to side be valve normal. to be placed in a slightly open position-<=span>

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

Both LP valves "=an Air valves" are original, they are not a high fail item. The valves are not se=t warm air through them, so "Cold Soaking" could be an issue. The valves are locate= in the pylons, just forward of the heat exchangers that are visible from =elow. The basically-Engines Select maintenance Wing running, heat, no check= and a=rflow confirm for through the airflow system the overboard. are heat exchanger (guy on a ladder feeling for airflow)- hi=h Tech. Turn off wing heat-</=pan>

Increase power, and c=nfirm airflow, no numbers for power settings given-

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

Correct, the inputs a=e the Temp sensor and Anticipator, being sent to the Controller (ie the Co=puter). controlled-The The The valves electric panel show are signals not the el=ctrically =re pr=ssures sent to being a Torque sent, motor. and matches the voltages. The pressure is the m=st important part, as the valves respond to pressure. The Torque motor conv=rts the electrical signal into a pressure input to the valves to Open/Clos= them, open-High No Voltage, voltage, No high pressu=e, pr=ssure, valve valve is spring is commanded loaded to to close. There is no indicatio= of the valve responding to the command. The Torque motors/pre=sure 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 s=e it as an issue to account for any TGT split. The HP air bleed off would account for TGT issues.4=pan>

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

could it have been damaged by the bent tube you faun=? t=at-The No, The I line valve can't supplies only see respon=s air=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 lights-The suspect pulse that seems there to be=regular. =s a fault in the ground for the strobe

I don't think tha= the system could catch up with it. I haven't seen th= issue before-

Regards,
Pete

On Sun, Apr 10, 2016 at 7:17 AM, Larry Visoski mailto

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,</>=>

Larry knows that I am l=ng winded with my responses,

Here is my brief-

Feel free to read all a= your leisure-

They are mostly my thou=hts so far-

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

They are both original.=/span>

From the last video and=Photo's;

4

The readings show that =he left side is being given a voltage to the Torque motor sending a=C2 pressure to command the valve to be partially closed.

Zero volts, zero pressu=e is for full open, ie: cold air into the precooler and lowering the tempe=ature into the supply system.

The signals show a stea=y state condition; 3 Volts, 3 PSI.

The valve has been sent=signals, and has responded correctly, and therefore is in the proper posit=on to maintain 400 degrees in the supply system.

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

There is no signal from=the valve, the temperature monitoring circuit controls the changes require=.

The right side shows th=t it is being commanded to close due to the high voltage, and pressures.4=pan>

( 9 volts, 9 PSI)

It seems that the signa=s are not being followed, or that the valve cannot respond to them.=/p>

Since the control syste= does not see the temperature change from the sensors, it continues to inc=ease the pressure to the valve.

Brief complete-<=p>

As for the full version=

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

I agree with all that y=u stated- The guidelines are for =hat the electrical system does. We have found a bad con=roller- the sweeping voltage and pressures, and replaced it-

There was also a bad se=sor that was replaced-

We have swapped the pre=sure regulator/torque motors.

Latest swap was the Ant=cipators.

There seem to be multip=e issues, and we are narrowing them down.

I believe that the elec=rical and control systems are now operating normally.

Now on to the air side =f it.

From the last video, an= photo's-

I believe that the left=side is operating properly.

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

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

No voltage equals no pr=ssure, Valve open, lowering the Temperature.

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

High Voltage, and press=re supplied to the Valve on that side to close, and increase the temperatu=e.

That side doesn't s=em to respond.

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

The control line is abo=t 1/4 inch.

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

Is it possible that the=supply air is not being able to overcome the pressure at the valve?=/p> The pressure read at th= panel is a control pressure, also known as "Muscle air".=/p> Maybe the input air at =he 4 inch diameter inlet, can overcome the control air.

I again suspect an issu= with the LP valve-

There is no valve posit=on, or feedback signal from the valve-

The electrical signal i= showing to close the valve,

The pressure is also sh=wing to close the valve.

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

The system causes the a=plicable side to remove the signals, and allow the valves to go full

open.=/span>

Wing heat is not normal=y used at altitude-

When the aircraft is in=below 0 degrees temps, there is no reason, since any precip won't stic=.

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

I don't believe tha= there are any limits to the altitude, but the fuel burn will be increased=

Just a quick check-

The ground checks for t=e precooler system are limited,

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

Increase power, and the=e should be airflow noticed.

My training manual show= that the valve should start to open at about 74% HP on the ground,=/p>

Wing heat on, there sho=ld be airflow.

Regards,
Pete

Sent from my iPhone

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