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    • AMP program on again?
      By MHeflin · Posted
      When does this madness end? The entire military procurement system and aviation in particular has gone completely off the track, yet continues to race on at an increasingly alarming rate of speed. Take your pick: KC-46,,,, a 767 at/near the end of it's useful commercial life however, it's not going to hit the flightline in force until 2017/18 afer 4 - 5 years of development and several boatloads of money being spent. F-35.... a technological marvel, innovative, complex, cutting edge, but we all know that at some point Congress is going to eventually pass a kidney stone and claim they had no idea of the "real cost" and immediately chop the total number to be purchased, which will of course drive up the price (hello F-22, B-2, take your pick). Deja vu. One of the reasons that Germany lost WWII was due to their equipment being over engineered, excessively complex and too expensive to produce in adequate numbers to defeat the might of the US war machine.       
    • why the engines be started in low speed ground idle?
      By Lkuest · Posted
      ​I agree this can be an indicator of fuel control health, but please don't take it for more than it is. Even if the engine will low speed, you never know if the fuel governor is correctly set anyway without doing the correct ops check, so the LSGI operation is of low value as an indicator you have overspeed protection. Maintenance performs the ops check every HSC and ISO, so you should be covered. Sure, something could break in-between, but it's not as simple as that. The flyweights that tell the governor it is overspeeding are the same flyweights that assist the speed servo valve to increase fuel flow during engine starting, so if that mechanism were malfunctioning, you would likely see more severe issues with fuel flow. The only fuel governor components not needed by the speed servo valve are a spring and a shaft. The only true ops check for fuel cutoff is to do a fuel governor/pitchlock check. If the you are willing to tail swap for an engine that fails to low speed, you should be prepared to allow maintenance to do an official ops check of the fuel control to prevent a tail swap, especially when the LSGI solenoid is exempted on the MESL. In my experience, the entire LSGI system is infinitely less reliable than the fuel governor system. By all means, call maintenance out, but please, let us do an official ops check before refusing the aircraft.
    • AMP program on again?
      By US Herk · Posted
      Do the min RNP or bolt in the Honeywell system the civil operators are using and use PFPS moving map for software, 3.5 engines and 8-bladed props with EVH.  80% of a J for 60% of the cost.  Done.   Seriously, use a SMP to run tactical applications, but default to proven civilian software that's modern.  Open architecture wouldn't hurt either.   Yes, let a new contract.  I don't care what it will cost or how long it takes - the attitude that we should stick with a proven losing program because we've already spent so much is why we're here in the first place - THIS is what's wrong with contracting.  

      I'm not slamming the people working the issue, including yourself, rather, the lunacy that even allowed the Boeing win in the first place - 737 FMS for a tactical aircraft = dumb.  But someone signed off on it - wait, wasn't that the general that got fired?  Too bad, ink is dry.  No, this isn't about the guys in the trenches who want to see a good product on the airplanes, but AMP is a failed experiment...sunk cost.  Let's move on.

      Heck, we could almost put Garmin 1000 in and be so far further down the road than we are today, it's infuriating.  Most modern displays are smart, so have their own processors.  Database storage is cheap.  The only "developmental" cost would be tactical employment stuff - airdrop, airland, low-level.  Moving maps with synthetic terrain and color-coded heights are in GA now, so the technology is not only available, it's affordable.   But we'll continue feeding the military industrial complex and our warfighters will get inadequate equipment, late, and overpriced....
    • why the engines be started in low speed ground idle?
      By NATOPS1 · Posted
      The LSGI and Fuel toping do come from the same place, the LSGI reset changes the tension on the governor to set the speed. I guess you could say it "checks" the fuel toping but not really (IMHO) but it does check to see if the valve is moving towards the reduce fuel position so I can see how it could be said it checks toping. Works for me...   Me likes Spectre's reply!!!.... Normal Ground Idle... just seemed the right thing to do ,ha ha. Bill
    • C-130 Hercules.net evolution
      By Robert Podboy · Posted
      Did C-130 Hercules.net evolve from Spectrumwd.com or a combination of other sites? Just wondering about the timeline, past webmasters, effort to get to the fine resource it is today!
    • Site Software Upgrade Info
      By bobdaley · Posted
      How was your trip? Bob
    • Site Software Upgrade Info
      By tinwhistle · Posted
      As I mentioned awhile back, I have not been very active lately (a ton of reasons why), so the new site came as a surprise. As with the rest of us "old guys" I was a bit intimidated, however, I believe I'll get used to it, especially as I use it more. Knowing the problems I have contending with all this "tech" stuff I can't imagine the amount of work that you (Casey) have put into this site! Thanks, hardly seems sufficient, but: Thanks!!!! tinwhistle  aka  Chris P.S.  What is the significance of the little green number under the picture?
    • AMP program on again?
      By AMPTestFE · Posted
      No, the J is actually not "ready to roll". They too need to be modified to meet RNP requirements. They only just got the radios we need a couple years ago.
    • WYoming ANG
      By bobdaley · Posted
      Anyone near Cheyenne who can confirm it for us?. It is easy to see at 41 09 43.93N 104 49 01.32W Thanks Bob
    • Happily Retired
      By Sonny · Posted
      There was an engineer who had an exceptional gift for fixing all things mechanical. After serving his company loyally for over 30 years, he happily retired. Several years later the company contacted him regarding a seemingly impossible problem they were having with one of their multimillion dollar machines.

      They had tried everything and everyone else to get the machine to work but to no avail. In desperation, they called on the retired engineer who had solved so many of their problems in the past.

      The engineer reluctantly took the challenge. He spent a day studying the huge machine. At the end of the day, he marked a small "x" in chalk on a particular component of the machine and stated, "This is where your problem is".

      The part was replaced and the machine worked perfectly again.

      The company received a bill for $50,000 from the engineer for his service. They demanded an itemized accounting of his charges.

      The engineer responded briefly:
      - One chalk mark $1
      - Knowing where to put it $49,999

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