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Woody

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  1. Cancel previous - just looked closer at reply and noted references to TO 1C-130A-36 so answers my question about which airframe was used.
  2. Thanks bischoffm and others That's probably the most comprehensive inspection I've seen. I have a similar task card here which outlines much the same inspection requirement for the airframe in the 19600 to 23000 inlb but for 23000+ it's just the same inspection with results forwarded to Lockheed Martin. I note your title reflects this is from the A6, which I'm unfamiliar with but assume it's attached to an older C130 airframe (A model maybe?). I'm looking at the H model, no idea what the airframe structural differences are (as you may have gathered I'm an engines man). General gist of everything I've read here is that the engine is not going to fail from overtorque. I had wondered where in the drivetrain from turbine to prop it would break - somethings got to give eventually - but I guess that as long as the airframe is expected to start failing somewhere around 23000 inlb and the engine (or torquemeter at least) is good for at least 30,000 then there's no point pursuing it.
  3. Concur with other posts - I'm currently trying to understand the consequence of a big overtorque (above 23,500 inlb) and so far my understanding is that it causes more stress to the airframe than the T56. Still seems odd that there's no upper limit though. I do recall that the torquemeter inner shafts are calibrated to 29,550 inlb which is the number stamped on the exciter teeth - this is the torque required to twist the shaft through 6 degrees and is a calibration figure which I assume means that the shaft is actually flexed through it during manufacture - ergo must be able to withstand this torque without failure. Can anyone confirm that?
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