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Aero Precision provides military aviation aftermarket solutions for c-130


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NATOPS1 last won the day on July 28

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  • core_pfield_12
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    C/KC-130 FRT FE Sim Instructor

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  1. NATOPS1

    Three Engine Performance

    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)
  2. NATOPS1

    Three Engine Performance

    "Normal bleed requirements" will cause the TIT to increase on operating engines which will result in fuel flow decrease to maintain constant TIT temperature.
  3. NATOPS1


    You do not need to remove the wire from the window in fact you should turn off the NESA because if one window is inoperative it can cause the remaining operative windows to over heat. This information should be in your operators manual in the normal procedures section.
  4. The Marine Corps determined that a corroded propeller blade that came off mid-flight was the cause of the July 10, 2017, crash of a KC-130T transport plane. This statement is BS!! Piss poor maintenance and oversight caused the crash that killed 15 Marines, 1 Sailor and devastated hundreds of others; family, friends and fellow Marines and Sailors.
  5. One Marine has died, another is in fair condition and five are still missing after a collision between a fighter and a refueling plane off the coast of Japan, U.S. and Japanese officials said Thursday. The incident, which involved an F/A-18 Hornet and a KC-130 Hercules aerial tanker that took off from Marine Corps Air Station Iwakuni, happened at about 2 a.m. during “regularly scheduled training,” a Marine Corps statement said. The Hornet and Hercules collided midair and crashed into the Pacific Ocean south of Muroto Cape on Shikoku, the smallest of Japan’s main islands, according to Japan’s Defense Ministry. Five Marines were aboard the Hercules and two were on the Hornet. The first rescued crew member — who reportedly came from the Hornet — was picked up by a Japan Self-Defense Force helicopter at 5:43 a.m., the ministry said. The Marine in fair condition was being evaluated at Marine Corps Air Station Iwakuni, said a III Marine Expeditionary Force statement issued just before 9 a.m. Thursday. At 12:13 p.m., the Japan Maritime Self-Defense Force ship JS Setoyuki found and rescued a second Marine, a spokesman with the Defense Ministry’s Joint Staff told Stars and Stripes. That Marine has died, according to III MEF. Which aircraft he or she belonged to was unknown as of Thursday night. “The search and rescue operations continue for the remaining five U.S. Marines who were aboard [both aircraft] involved in the mishap,” the message said. “All available resources are being brought to bear,” U.S. Forces Japan commander Lt. Gen. Jerry Martinez said in a quote tweeted by USFJ Thursday afternoon. “Thank you #JSDF for your rapid response during this time of need. Our thoughts & prayers are with everyone involved.” Japanese Defense Minister Takeshi Iwaya told reporters Thursday morning that Japan was putting its “best effort into the search and rescue.” Aircraft from both the Japan Maritime Self-Defense Force and the Japan Air Self-Defense Force immediately responded to the emergency. The Marines refuel aircraft differently than the Air Force, said Carl Baker, executive director of the Pacific Forum think tank in Hawaii. Instead of a boom extended from the fuselage, the KC-130 has hoses hanging from its wing tanks. When pilots want to refuel, they steer a boom attached to the front of their aircraft into a drogue receptacle that looks like a basket on the end of the KC-130’s refueling hose, he said. “They don’t get as close [as refueling Air Force planes] because the thing runs out quite a way from the back of the airplane,” he said. However, refueling is a dangerous operation, Baker said. Videos of refueling mishaps show drogue baskets slamming into planes and broken hoses whipping around like angry snakes spraying aircraft with fuel. Baker said refuelers have crashed in the past but that he isn’t aware of an aircraft going down during refueling. See original article: https://www.stripes.com/news/pacific/one-person-rescued-after-mishap-involving-two-marine-aircraft-off-japanese-coast-1.559418
  6. NATOPS1

    Bat Birds Pull to Left

    Should not be a factor; you can switch it on (or off) and most likely have the same drift issue as the brakes should be disengaged during the roll.
  7. NATOPS1

    Bat Birds Pull to Left

    I see you have already checked your struts, take a look at the wing fuel balance and wind conditions; also the FCF has specific engine settings FF and torque when checking the NWS for satisfactory operation but it is at much reduced speed. At higher speeds there are a number of factors your crew can look for: roll input (check at different flap settings); ask them to note control surface pressure (rudder and yoke, pitch and aileron) (external forces input) Also have the crew check torque settings on the right engines vs left as higher torque will cause track deviation.
  8. NATOPS1

    Hydraulic Fire SOV

    I'm sure you know but to clarify the Hyd relief valve and the Firewall shutoff valve are two different valves. The relief valve: If the hyd pump pressure regulator fails and pressure increases the relief valve opens to bypass fluid (pressure) starting at 3450. if the pressure continues to increase the relief vale will fully open at 3850 and bypass aprox 16 gallons per min. Once pressure decreases the relief valve will close (reset) at 3100. The Firewall shutoff valve is actually two valves both energized closed by the pump switch and/or the fire handle. One valve (supply side) is motor driven and closes slower than the second valve which is on the pressure outlet and is a solenoid valve.
  9. NATOPS1

    NTS switch

    FYI, If the NTS is not functional there is an alternate procedure to restart that engine if it were required to be shutdown and subsequently restarted. This would be an unusual situation but there is a procedure for air starting an engine with an "inoperative" NTS system. Additionally, the actual NTS process or "function" is the same be it during air start or negative torque (prop drive the engine) and the systems "works" all the time however during beta operation the linkage when actuated will not cause feather valve movement due to the movement of cams rendering the NTS ineffective not inoperative.
  10. NATOPS1

    NTS switch

    1) The in flight check is to make sure the NTS system is adjusted correctly to prevent excessive drag and also to ensure the propeller speed or acceleration will be controlled during airstart. In flight the switch is in VALVE to "show" actual feather valve movement which causes the increase in blade angle. 2) The on the ground shutdown selection of NTS allows us to "see" the movement of the "NTS Linkage" that would normally actuate the feather valve. The linkage is camed out so it cannot actuate the feather valve but we want to make sure the system linkage is moving for the next flight.
  11. Glad you are making progress and hope the FCF goes well!! Good work!
  12. NATOPS1

    Oil lose inflight

    OOPS miss read the last part of your post and agree the pressurizing valve would have no effect on this issue. The Oil loss may be due to excessive back pressure from the scavenge system. There is a check you can do but I haven't done that in many years.
  13. I think I would make sure before I task my maintenance with two engine changes.
  14. NATOPS1

    VOR inoperative

    Do both VORs work on the copilots HSI?
  15. May sound silly but have you checked the friction lock on the throttles?