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Aero Precision provides OEM part support for military aircraft operators across more than 20 aircraft

victorp1

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core_pfieldgroups_2

  • First Name
    Victor
  • Last Name
    Potts

core_pfieldgroups_3

  • core_pfield_11
    LC-130F/R FE 73-76
    C-130F FE 76-77
    C-130H FE 77-79
    EC-130G/Q FE 79-82
    C-130F FE 82-85
    LC-130F/R 85-89
    Retired USN
    FE Instructor 92 to present in Tampa, FL
  • core_pfield_12
    FL
  • Occupation
    C-130 Instructor
  1. I flew a C-130 which kept having prop fluid disappear with no external leakage. The prop fluid was going to the engine oil system due to the O-ring on the plug in the propeller shaft. We replaced the O-ring and life was good again. Vic
  2. n1dp, That sounds like the L-382E/G or L-100-30 aircraft. The light will extinguish when the cabin altitude decreases to approximately 8,000 feet. I am not sure what C-130H or C-130E has this modification in their aircraft. Vic
  3. From an old Allison Service Information Letter it states" "Reason: The purpose of this SIL is to define: 1) LFE "Lockheed Furnished Equipment" designated T56 engine models. 2) Allison policy regarding administration and logistic support of LFE engines. D. Description: Engines with the LFE suffix are built to military engine model specification and are sold commercially as opposed to a U.S. Government contractually built engine sold to the U.S. Military (without the LFE suffix). They include all engineering changes as their military counterpart from production and have technical directives complied with that may not have been accepted by the U.S Military Technical Directives T56 LFE engines are not civil certificated by the FAA, however Allison sells them under a commercial maintenance plan and warranty program. Allison includes the LFE engines in our Service Information Letters, Commercial Service Letters, Commercial Engine Bulletins, and Commercial Overhaul Information Letters in order to provide LFE operators with information and product improvement modifications that are designed to improve durability, extend overhaul times and increase reliability." Vic
  4. victorp1

    ACN

    I asked the same question 1999 when it was put into a customersFlight Manuals and this is what I got back: "An analysis was conducted to verify the rigid and flexible pavement ACN charts and to review the assumptions used in chart development. The runway strength requirement ACN charts published in the C-130J Flight Manuals are being recommended for inclusion in all flight manuals. These charts are constructed in accordance with International Civil Aviation Organization (ICAO) recommendations, and are based upon a constant tire pressure which corresponds to 32% tire deflection at maximum, normal operating weight. This data is applicable to both standard and stretched models of the C-130 and should result in successful operations on runways having PCN values equal to or greater than the ACN values contained in the flight manual charts. Any deviations from tire operating pressures corresponding to the 32% tire deflection criteria, or flotation capability evaluations by alternate methods (i.e. LCN, LCN/LCG, or CBR), must be considered on a case by case basis." Vic
  5. If you swap the indicator to a different position can the indicator be adjusted for the new position?
  6. On the EPCS the backup solenoid is energized by the throttle position, lifting it up to come into the ground (beta) range. This is not normally tied into the touchdown electrical system. If the throttle cable breaks and takes the engine/propeller linkage to the reverse position the backup solenoid will not allow the blade angle to decrease below low pitch stop position as long as the throttle remains in the flight (alpha) range. Vic
  7. If it is an outboard engine and the temperature controlling check is completed according published procedures and it only happens when wings are flexed (loaded) during flight you may need to look at the electrical connection at the wing break.
  8. This is a portion of the Specification Data for Model Garrett 850185[L] APU.
  9. I would recommend contacting Kellstrom Defense Aerospace, Inc., 3701 Flamingo Road, Miramar, FL 33027, Phone Number 954-538-2000. They have sold installation kits to some of the customers who come to CAE Tampa Training Center for initial and refresher training. They seem to be happy with the kit installation. One point of contact I have for Kellstrom is Terry Gray, terry.gray@kellstrom.com. Good Luck
  10. Has anyone marked on the casing with a lead (Pb) pencil? This normally causes a burn through on hot section metal.
  11. NATOPS, In the Flight Manuals I have looked at all have "ATTAIN A SPEED" in them. I also looked at an old handout I got at a Hercules Safety Team Brief about 30 years ago and it has some helpful information about decouple, showing RPM with specific blade angles. 150 KIAS is the best range for decouple with lower blade angles, approximately 23° to 36°, and to keep the RPM from being too excessive when the engine is shut down. The worst case mentioned is when decouple occurs at 23° blade angle. At this blade angle if KTAS is 190 the RPM would be approximately 170% and if KTAS is 150 RPM would be approximately 135%. At cruise blade angle, approximately 50°, RPM would not be a factor. At 200 KTAS the RPM for both coupled and decoupled is approximately 60%. I hope this helps. Vic
  12. When you talk about H1, H2, H3 and so on you need to be a little specific about what operator you are talking about. In Sweden they have what they call H1 and H2 aircraft, Algeria has a verity of H models from H1 through H6. Many other operators around the world use this identification method also which has nothing to do with the USAF call their H series aircraft. I normally find it easier to identify aircraft by the Lockheed serial number and then find out what the operator modifications are to aid in describing the differences. Vic
  13. The Lockheed Baseline FM 382C, Section 5 (Nonstandard Operations), has a procedure named "ENGINE STARTING WITHOUT AC ELECTRICAL POWER". This may help. Vic
  14. With revision 26 to the AFM the L-382 is authorized to operate with servo gov valve housings on the outboard positions.
  15. If the OAT is very low and any moister in the fuel filter/strainer it will freeze and not allow fuel to flow properly. I have had this problem but once we were on the ground, even with ground OAT of 0°C, the fuel will flow and start properly. I had this problem on GTC's also, it would not start right after landing but after about 15 minutes it would start and run properly.
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