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NATOPS1

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Everything posted by NATOPS1

  1. "NULL is really the second best option." I would say this is the more desirable option. The reason(s) we chose the use of the inverter with the system in AUTO is as follows: 1. You get the benefits associated with the TD system. (AGREE) However if engine RPM drops below 94% (as three engines did) the TD becomes your worst enemy.(START LIMIT) 2. You cut the deenergized side of the K44 relay out (except as a back up). (Still do not see the connection between a deenergized relay and the TD amp...) The issue is the AC power source not a relay... (The Inverter will supply power and have the ESS AC as a back up (energized relay, inverter power keeps the inverter "selected" as the power source, if the inverter fails Ess AC will be applied to the ACI&EFC Bus via the deenergized relay) 3. The DC side of the relay provide an additional backup through the reverse current relays so that if there is a problem on the ESS AC bus, the TD Amp doesn't respond. If the thought is there should always be DC power I agree, but there has always been DC power. I'm a proponent of running the inverter but not for this reason or thought process... During TO roll with the inverter off encounter an ESS AC Bus failure and try and abort without engine Instruments. I’ve heard all you have to do is switch the inverter on.... one more thing to do as the end of the runway gets closer... and the power is instantly available, right?
  2. This mod incorporates the electronic valve housing as well.
  3. Our T.O. states 95,ooo minimum gross weight for high power run. So based on your zero fuel weight adjust fuel load to get a minimum of 95K. Flaps??? Some say up some say 50......Try both and I think you will go with the one that makes you more comfortable...Both have issues but either is fine. The tail bounces no matter the setting. 50 limits the air flowing over the horizontal stab so I think it is the better of the two.
  4. ________________________________________ agarrett, I agree..... Sorry about that Very bad choice of words!! Ess AC power energizes relay 2 in the OFF position. When energized, relay 2 removes the Ess AC Bus power from the ACI&EFC Bus. In the Norm position the ground is removed and relay 2 deenergizes. This allows the Ess AC Bus to power the ACI&EFC Bus. Normal (Ess AC) has no relay energized so I do not see the connection...Ess AC powers the ACI&EFC Bus with no way to change (chatter) Cycle, move, energize, de-energize nothing. So the susceptibility is in the TD amp not the relays that determine the ACI&EFC Bus power source. That is plausible, bad voltage input to a reference circuit equals a bad reference. So Null sounds like the safer option because you no longer have any voltage issue. (You also get rid of the less than 94% RPM issue that would move the TD to start limiting....)
  5. How those smokers like that? Had a skipper that wanted the cabin at 8500 and he would "ride" his bike 8 hrs to HI!!!!
  6. I would like to hear a little background on the K-44 relay thing. K-44A or B? K-44A I would think...but if the voltage (Ess AC) to energize the K-44A relay is bad (low) then it would mean any voltage applied to the ACI & EFC Bus would be low as well. So there was low voltage on the ess AC that caused this? This low voltage then caused the TD to correct based on a bad input?
  7. The acceleration bleed valves do not "know" the engine is at 94% they are controlled by the Speed Sense Valve (SSV) which is gear driven "air routing valve". The SSV is the component that “knows†engine speed. Ambient air is on one side of the acceleration bleed valves and 5th and 10th stage compressed air is on the other. The 5th and 10th stage air pressure is higher than the ambient air pressure so the valves shift and allow the air to dump overboard. When the SSV is rotating at 94% it routes 14 stage compressed air to the ambient air side of the acceleration bleed valves. The 14th stage air is a higher pressure than the 5 and 10th stage air so the valves shift closed and all compressed air is routed to the diffuser.
  8. Sorry 94% not 94.5%.... The NTS thing is one of discussion often... NTS is the reaction of the prop due to a lack of engine power (available power is insufficient to maintain 100% Prop RPM) no excess power equals 100% RPM and zero torque. Any excess power will result in a blade angle increase and torque rise. NTS does just that, it increases blade angle to allow the engine power to drive the prop, if this power setting is insufficient to maintain the RPM the cycle will continue until the throttle is advanced. I would say at some point if you allow the oscillations to continue there might be a chance to flame out the engine but.......who knows (if you let it NTS that long I guess you have BIGGER problems!!)
  9. Yeah I remember the USMC story, as I was told it was an OLD recon Gunny FE that "asked" if he could jump with the last stick and the AC said "sure" as in YEA RIGHT!. You know Marines you don’t have to tell us twice!! So there he went out the back... AC called for the FE to return to the flight station for landing and the loadee says something like that’s gonna be kinda hard he jumped out!!! Cant remember the name but I heard stories this same Gunny would say to new copilots "I bet you (a beer!!!) I can beat you to the top of the aircraft (as he was standing outside and then "ride" the decelerating prop up to the top of the aircraft...
  10. We teach 500' above field alt for landing so the aircraft is depressurized before landing and 500 above cruise alt to stay in isobaric....
  11. I think you are on track. I think it is a torque issue. The 94.5% is a ground limit for us. The RPM should be 98-102 for flight operations. The compressor bleeds should not be a factor. Also the Flight Idle engine power available may not be sufficient to maintain positive torque and that is what I think the descent technique is based on. During the descent profile at Flight Idle it is a common practice to increase the throttle as the altitude decreases due to more dense air. so I think your profile is a step to prevent NTS and the need to constantly monitor torque on descent.
  12. I see... I dont think you will find anyone that operates at a lower Hg setting to try and "save" the airframe, at least not in the c-130.
  13. Making sure I understand the pressure controller is set at 1000 or field altitude (if higher than 1000) and stays there until Max Diff, Right? If so the pressure controller should limit to a Max of 15.16, and once Max Diff is achieved the cruise altitude is set.., right? The issue I see is that once the higher cruise Alt is set your pressure will decrease because the pressure controller is asking for a higher cabin Alt. This in turn will "cycle" the aircraft once again as pressure bleeds off and then returns to Max Diff for the new Alt. If you set the higher cruise altitude at say 10,000 feet you are not going to cycle the aircraft to and then from Max Diff because you are not at Max Diff, you will meet your cruise Alt and Max Diff at the same time. If at that same 10,000 feet you set 500 feet higher than your cruise Alt in the pressure controller you will not achieve Max Diff and prevent the outflow valve from riding the Max Diff mode and stay in the Isobaric (aircraft lower than selected Pressure controller altitude) This will help prevent the continuious cycling of the aircraft at Max Diff. This 500 feet can bee any number you want or you can say limit the aircraft to 10 Hg, in which case you run the chart and come up with a pressure controller (Alt) setting to give you the desired Hg. You could also do this to set a cabin altitude... Limit the "cycles" by never getting to Max Diff in the first place.
  14. On a 64 Model it should be. Position looks right based on Marine F Model (USAF B Model right????) It may have had a different antenna, this one looks like a newer one.(Avionics System Improvement Program, mid to late 80's) The OLD one was a AFT tapered (swoosh) looking thing... (SORRY that SWOOSH ant was on top, looking at the Gallery helps....)
  15. Contact your flight test team at Edwards Air Force Flight Test Center. They should have all the C-130 flight test data you may need. You should understand some things are not open for discussion. The information is avalible but you need to go through the right channels.
  16. USMC/USN fuel boost pumps OFF during the engine run checks. Just to ensure the engines will gravity feed. Boost pumps on "fuel panel set" checklist item prior to take off. Contamination check is in flight, Aux/Ext tank fuel flow to inboard engine check for stable operation aprox 1 min then outboard engine. Same on other wing.... Think Dan is on to the issue maybe... "mixing up the contamination checks with the engine runup as to the Hi Power thing."
  17. Why not just change the aft section from 737 back? Sounds like it might be easier!!!
  18. What!!!!! A four bladed prop? ATM Intake, GTC exhaust MAN, this NEW C-130 sure looks like an OLD F Model.... The pic is COOL... Nice P-3 exhaust!!! Looks like hydrofoils under the aircraft.
  19. Just herd of one (recent).... happened during static power check prior to takeoff. Found a bolt on the coordinator worn that allowed the pulleys to rotate freely.....
  20. We teach obstacle clearance and climb out flight path based on this incident. We identify trouble "T" procedures and then “fly†the departure in the classroom. If I remember the peak was 10100.
  21. The Prop only does what its told to do...by the Valve Housing... The Valve Housing commands movement based on throttle input Alpha Shaft or blade angle reported by the Beta Shaft.... So..... if the Shafts or cams move without operator input the prop will do what it thinks you want it to do..... The only way to go into reverse is to rotate the Alpha Shaft (Backup valve cam) (throttle movement) to open the back up valve to allow the higher pressure required to release the LPS. The Backup valve is actuated by both the Alpha and Beta Shaft only via different inputs...Alpha Shaft input via Throttle movement (ground range LPS retraction) and Beta Shaft via blade movement (higher blade angles and to break Feather latches). Sounds like you will find one of the Command inputs (shafts AFU) The cable break provides a false throttle input thus "telling" the Alpha shaft to rotate commanding a blade angle change... It (VH) thinks the throttle is in the ground range so....
  22. When you say “a Prop was exchanged†do you mean the Prop and Prop Control assembly (Valve Housing and Pump Housing) were changed or just the propeller?
  23. No such power setting requirement in the T model, USN or USMC....
  24. Just got a copy of it... well this goes to show old ideas are not bad ideas.... I wonder if anyone has asked the question why not run the non solid state inverter during critical phases of flight… Takeoff/Landing. If it has been decided that it is that important then why not use the system. I also agree with Tiny the ADI's will only have a single voltage input unless their is a failure. The power relays cannot be in a two voltage configuration. However they can get TWO attitude inputs… INS and Gyro. That’s why the placards tell us to switch the attitude source to the gyro position to prevent the ADI from being damaged. The INS will continue providing the attitude source as well as the gyro with the inverter in the DC position.
  25. Yea I understand the reason we turned them off but nowadays we have solid state or brushless inverters and the wear issue has been taken care of....No ATM to take, so...if we are running them on the grnd for start and taxi why not use them to avoid a situation that could cause problems... Abort with a loss of engine instruments due to failure of the Ess AC Bus....thats more of the idea
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