NATOPS1

If you are still having trouble I hope this will help... Duty-MOS-Hearing-Loss-Probability-Chart-VA-Fast-Letter-10-35.pdf

Good thing they listened to you...

Good job! Glad you got them back in the air... One last condition I failed to add is with the BAT depleted to the point the BAT relay will NOT energize IF you use External AC or DC to "Start" the aircraft engines (which is possible) you will have NO FIRE PROTECTION as the power to discharge the agent comes from the BAT BUS.

The BATbus is powered as soon as you connect the BAT in your case it would be powered at 7 VDC that value in NOT high enough to energize the BAT relay which will result in the BAT BUS remaining at 7 VDC even if you connect EXT power and get 28VDC on the Main, Ess and Iso DC BUS. The Volt meter will read 28 for the Main and Ess but if you select BAT it will read 7VDC and the BAT will not charge because it is NOT connected to the Iso DC through the BAT relay. EXT DC will not charge the BAT in your case either as the ground that controls the BAT relay is open to apply EXT DC to the Main DC

YIKES just reread the initial post started in "2010"... OK the aircraft will climb to or descend to the selected altitude in flight BUT once ALT Hold is selected the aircraft will not maintain alt. All lights work (elevator trim) as they should for normal operations. If you engage only the AP without the FD the AC tries to maintain but cannot ("feeling is stronger") but does it maintain altitude? Have them try the IAS function during ALT SEL climb this will tax the elevator trim system without the barometric input to the AP system. Have them use the calculated 4 eng climb speed which will be slower than normal speeds flown which will increase the pitch angle and require more input from the trim system. This "Climb test should be up to a "cruise ceiling" altitude say 23-25,000 feet to encounter various air densities/TAS GOOD LUCK!!!

Both Pilot and CoPilot side I would guess. With Alt SEL does the AC climb/descend to the correct altitude? Correct lights illuminated and elevator trim (and light) operable during climb/descent?

You state the RPM and Torque are the same as other engines until 2 -5 min... When the FF and TIT decrease after 2-5 min does the RPM decrease? Torque decrease? There should be some other indication changes taking place; TIT and FF decrease to a fix pitch prop (Ground Idle) the RPM should decrease as well as Torque. In LSGI your FC is governed and therefore you do not see the difference once in HSGI the FC get input from Pressure and Temperature which may be causing your issue. Try turning your inlet anti ice on for a min or two (or three) before you start (turn off prior to start) and see if it changes your indications. By warming up the air inlet housing you may be able to influence the FC temperature input. Interesting issue but as the others have said as long as the engine is operating within limits in all other ranges and in flight disregard and continue operation.

We used 350pph

I reread your original post and noticed you had both hydraulic pumps supplying pressure at the same time. Sorry for my oversight I expected that the pumps would have been checked individually. Glad you found your issue.

NO defect There is an internal bypass for the elevator; when full forward it can drop pressure below the minimum 2900. IF your pressure is "Normal" (which you say it is) with the control stick pulled off the forward stop your aircraft is OK and there is no reason to worry. The boost shutoff confirms the operation of the bypass. There should be some discussion on this condition in the flight manual.

Each operator publishes their own procedures so to do other than what is published and authorized for use in your aircraft would be a bad idea.

1. The in-flight test is to ensure the NTS input is set at a correct value so that after in-flight shutdown and attempt to airstart the propeller will decrease blade angle at a controlled rate. As the prop drives the engine, NTS will cause the blade angle to increase "slowing" the prop. This will continue until the engine is on speed and driving the prop. 2. The NTS "test" on the ground is to ensure the NTS input to the prop is validated. When the engine is shutdown by going to Ground Stop neg torque is generated and moves the reduction gear box plunger forward, actuates the NTS bracket and valve housing linkage inside the valve housing. The NTS switch confirms all the movement by illuminating the NTS light. With the throttles are in the ground range, the throttle dictates the prop blade angle. During the NTS test prop blade angle will not change only the movement of the NTS linkage is monitored.

Same engine?

We had GTC and ATM on the earlier aircraft and yes we too "Took the ATM and Gen OFF line" during start to give the air to the starter. You would loose the AC power but the DC power remained so there was no issue with the start and the secondary AC provided engine Insts.

Depends... On your model aircraft, starting air source as well as definition of "ALL" electrical power loss meaning AC and DC and at what point RPM the power loss occurred. If you have Engine Bleed Air Regulator valves they will close (Spring loaded closed when de-energized) and your starter control valve is also spring loaded closed when de-energized. If you have an APU the solenoid fuel valve will be de-energize closed resulting in loss of air so if the power loss occurred prior to 50% or so the engine would stall and overtemp without engine instrument indications. In "older" aircraft NATOPS has a CAUTION about loss of the GTC during start (first engine) requiring the condition lever be placed in feather in case of loss of power "opening of the Battery Relay" as no power would be available to close the fuel control shutoff valve.

Anyone experienced excessive overspeed above 105% due to a decouple? If you know of someone who hasexperienced one pleas let them know about this fourm/post. I need some info for a presentation on the reasons (why) you need to slow the aircraft towards 150KTAS prior to shutting down a pitchlocked prop.

Sorry 96% RPM. Underspeed operation at 96-98% in flight I have not heard about the J but can ask...

Aircrew in regards to Pitchlock prop operations and engine shutdown shutdown at a speed where you cannot maintain 96% or 150KTAS... What does your book actually say? Ours says "Attain a speed" Do you slow to determine blade angle and then shutdown at 96% or 150KTAS or at any given speed above 150KTAS?

The offload valve is designed to prevent fuel from the inflight refueling/ fuel transfer procedures from entering the SPR manifold. Older Aircraft without the offload valve have fuel in the SPR lines any time the dump pump/ transfer pumps are used to transfer fuel to the IFR pods of into the fuse tank. The offload valve is closed any time the refuel/ ground transfer switch is in off position.

Please explain the purpose of the green and red boxes so members can understand the impact selecting one over the other has on a members "reputation".

Anyone able to help set up a tour of the c-130 manufacturing plant? My brother and I will be in Marietta Feb 21-23 and would like to see the process in action. Also if anyone has ideas for things to see while in Marietta please feel free to post.

As pvjr said you may be burning the contacts the relay uses to route power not the coil of the relay.

Change your Voltage Regulator or increase the voltage output reading. Watch the frequency and voltage when you feather the prop and see if it drops.

Verified good power at what point in the system? AT the control valve? Do all the other tanks on the right wing take fuel?

IS the oil coming out of the drainmast? If so look at your scavenge back pressure.