115 VAC Bus Question
Thread Starter
Joined: Jul 2000
Posts: 474
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From: U.S.A.
115 VAC Bus Question
Gentlemen (and ladies),
I'll try on this forum to see if I can get some more info on this event for those who don't normally view the "Tech Log" forum.
Thanks in advance for any replies.
S.G.
http://www.pprune.org/forums/showthr...hreadid=189421
I'll try on this forum to see if I can get some more info on this event for those who don't normally view the "Tech Log" forum.
Thanks in advance for any replies.
S.G.
http://www.pprune.org/forums/showthr...hreadid=189421
Pilots' Pal
Joined: Nov 1998
Posts: 1,158
Likes: 0
From: USA
Shore Guy,
Just looking through my 757 PMA - will advise.
However, I've had a similar situation on a 757 and it was down to incorrectly torqued terminals in P6. Crew reported smell of smoke and "clicking" relays.
I would have maintenance look at main engine generator connectors at engine/pylon interface. The situations you describe may be as a result of pitting/corrosion/wear/burning of receptacles in the connector. The problem could be similar with regard to poorly torqued connections in the main power panel (P31, P32 or P34 - can't remember which exactly)
A300-600 with CF6-80C2 engines suffered from this and symptoms included fluctuations in power and random operation of emergency lights etc. The cure was to eliminate the connector at the pylon and run the 00 gauge cable from the IDG terminals straight to a terminal block in the pylon. (The wiring bundle was swung out of the way during engine changes).
Just looking through my 757 PMA - will advise.
However, I've had a similar situation on a 757 and it was down to incorrectly torqued terminals in P6. Crew reported smell of smoke and "clicking" relays.
I would have maintenance look at main engine generator connectors at engine/pylon interface. The situations you describe may be as a result of pitting/corrosion/wear/burning of receptacles in the connector. The problem could be similar with regard to poorly torqued connections in the main power panel (P31, P32 or P34 - can't remember which exactly)
A300-600 with CF6-80C2 engines suffered from this and symptoms included fluctuations in power and random operation of emergency lights etc. The cure was to eliminate the connector at the pylon and run the 00 gauge cable from the IDG terminals straight to a terminal block in the pylon. (The wiring bundle was swung out of the way during engine changes).
Last edited by Bus429; 11th October 2005 at 16:07.
