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Aero Precision provides military aviation aftermarket solutions for c-130


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NATOPS1 last won the day on December 19 2018

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  • core_pfield_12
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    C/KC-130 FRT FE Sim Instructor

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  1. When it stops can you start it up immediately without any issues? Help narrow the fault by running it for 20 min with the bleed air valve closed. Does it stop?
  2. Start in NULL; TD may be in full take (thinks TIT is too hi)
  3. O got it guess I should read better... No idea, don't know, never knew or don't remember... I do seem to remember this was a question LONG LONG ago and it is not in our level of pubs.
  4. The sensing unit measures resistance which decreases as the temperature increases so the temperature is not a published exact number; from what I remember the gouge in some groups is 400F.
  5. The window heat is controlled by Thermistors not thermoswitches so the "temperature" is not the trigger but a resistance value of the thermistor. Each "window" has a code AB, AC cant remember them all, that represents the resistive value of the window; these codes determine how to connect it to your transformer to get the correct operating voltage.
  6. OPINION O - pin - ion A view or opinion formed about something, NOT necessarily based on fact or knowledge. I guess you are right... Unlike your "opinion" my statement is based on FACTS... Good luck getting any further stimulating conversation from this group....
  7. You are missing the point on NTS in this condition. "Hi speed" dives are not a normal profile and this condition (NTS induced by hi speed airflow) is very rare especially with power on. Flight idle descent is common but airspeed is usually limited to prevent NTS (airframe limitations) We usually see NTS at Flt Idle once we arrive at lower altitudes as the air gets more dense and we add a small amount of power to eliminate the NTS condition. NTS is a DIRECT input to the feather valve and bypasses the normal governor. If there is an onset of NTS during a hi speed dive and a failure of the NTS system does not increase blade angle; drag will increase and the aircraft will yaw (original posters question) additionally pitchlock while it could/would come into play if the Rpm INCREASED TO 103.5 it is not a factor because the blade is not trying to decrease and while the normal governor should increase the blade angle to maintain RPM we are discussing failures not normal operations and the feather valve should have already commanded a blade angle increase. It is important to remember if the NTS continues to increase at aprox -4000 inlb TQ the prop should decouple which would actually be a very bad situation because the increase airflow which caused the NTS would now drive the "pitchlocked" propeller very fast and cause even higher drag.
  8. Just seeing this post and hoping you have found and made peace with this... Salute Gentlemen; may our brothers in arms rest in peace...
  9. High speed anything in the Herc is rare BUT in the case of dives there is the ability to have an increase in airflow through the prop which could cause NTS. This could happen with the throttle at flight idle power off or with power on at any setting above flight idle. As the airflow increase the prop wants to drive the engine as the air becomes the drive force not the engine power. IF the NTS fails to increase the blade angle drag will be induced; an outboard prop will have more yaw effect than an inboard prop. Would the prop pitchlock is a dynamic question and is dependent on the situation but in reality pitchlock prevents the prop from decreasing blade angle therefore again in theory the blade should continue to increase blade angle. ANYONE have the OLD 1960s "PROPORGANDA" illustrated little book that had all the little "engineers" and "mechanics" drawn in? There are some good explanations on this and other prop engine related topics.
  10. In which publication is this chart located? There are many calculations you can make on this chart and it is not one I am familiar with (in this configuration). There should also be an "explanation" paragraph that precedes the chart if you could post that as well. I would like to see how this chart is utilized.
  11. "My opinion is based primarily on the facts and findings of the investigation as disclosed in the article:" Your opinion "based primarily on the facts" and your choice of words "Everyone who touched this aircraft, inspected it, or supervised/commanded those who did are responsible for this tragedy." are far from what the "findings of the investigation" concluded in FACT the VERY FIRST STATEMENT the "article" makes is "Though no one on the plane could have stopped the events that unfolded,..." So YES in retrospect your choice of words was just plain WRONG... Your words were not "interpreted to include the crew" but STATED as such... The "community" you speak of is a "Community of communities" each a separate world to its own; sometimes with absolutely no idea what happens to a component after they complete (or do not complete in this case) their assigned tasks. Operators have learned what we have always known; that we rely on hundreds even thousands of individuals to do their part to ensure we are safe. We still believe in them and give them credit for the Tens of THOUSANDS of hours we fly event free but we also hold them accountable for any and every task, even the menial, because when all put together the smallest of details in this case corrosion, cost the lives of 16 American service members.
  12. I guess you have X-ray vision and would have saved the day.... And FYI, this forum is about sharing FACTUAL information not some BS opinion on something you obviously have no idea about what you are talking about...
  13. I have no answer for you. You need to check part numbers and contact a field rep for that.
  14. "Everyone who touched this aircraft, inspected it, or supervised/commanded those who did are responsible for this tragedy." You need to know and understand the facts before you say something that is not just false but stupidly so... Not a single person who touched the aircraft, inspected it, or supervised/commanded those who did could have known about the defect nor prevented the incident as the root cause was many layers removed from the line unit which installed and operated the propeller.
  15. Things that make no sense... I had to go back and reread the paragraph and they have swapped the words between the two sentences... 1)Torque decrease of 257 - fuel flow loss of 8 2) fuel flow loss of 24- torque loss (see chart) But yes I would say the intent is the same but to say it is due only to TD is not accurate but easier to associate the idea. (subtract these values from the basic chart calculated values)
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