agarrett

Back in the late 90s a Ham Standard rep came down to Hurbie and taught us a class. He said that if you placed the condition lever to feather inflight and the Aux motor didn't work the blade angle MAY get high enough that the prop won't windmill. Of course that is depending on airspeed. My experience on the ground during emergency egress is that the props made it to the cuff which is approximately 45 -50 degrees(I think). Your mileage may vary.

Yep That was it.

I was on the Design review board for the U model. Rockwell was going to up the hydro pressure to 4000psi which scared the crap out of us. They swore the factory said it would be OK. We finally talked them out of it.

We picked it up at Duke in 99. Promptly oversped the gear on a three engine go-around. Quite a bit lighter and faster than the gunship. It had its very own sup to the -1. It had the two probe Rosemount pitot system with emergency procedures for it in secIII. I don't remember which 1-1 we used. I also don't remember a Training Use Only memo. The airplane itself was Training Use Only for us, at least until I retired anyway.

Ron, remember 'pshyco' expediter at Hurby in the 80s? He fired a bottle in the hanger with all the handles in, or so the story goes.

The second airplane I flew on that is standing at a gate.

My compressor is down for a couple of days. So its electric for now. Hit me up at work. PS Week days is when I work on it.

You want to help with one?

#1 prop leak #2 oil leak. From the crew, on facebook Flaps must have been where they were before the 2nd engine was shut down otherwise they would'nt move.

seven minutes can be a long time, eh Dan?

Well said, the active duty could take a lesson from them.

Messing with the blade angle is a gamble. If you move it a little too far and the mech. pumps catch some fluid it's going to try to spin up on speed. Another technique is to go to air start for a sec and then right back to feather, I've seen this work but not 100%. Don't know the story on this but they decided to leave it alone and that may have been the best option. Longest flight I know of with a prop rotating backwards is from west of New Orleans to Hurbie. I heard later that the back of the gearbox was pretty toasty.

Looks like #1 is rotating backwards?

Used to be 1 on, 1 off, 1 on, 1 off, 1 on, 30 off

Happened to a Little Rock crew during flight 2000ish?

What tenten posted was in the gunship -1 and the Talon LTM in the late 80s up through the early 90s. The same statement was in a Ham Standard handout that was older than dirt.

Refill valves are not the same.

I stopped reading right there.

If I remember right the gearbox came apart and a piece went next door and broke one of the tie struts. Happened in late 90?

187KIAS

TDY to Melang in 94. They were having trouble keeping their planes flying because of parts. They had at least one plane with refueling pods.

I really like how the JATO bottles fire when the Eng selects AUTO on the flight deck temp control.

I guess its the attitude of the maintenance guys. The gunship maintainers actually used the IR on the other airplane to find a problem we were having while at Brindisi.

Ok guys, do NOT click on the link that says evidence photos. You have been warned.

There is an old handout from Lockheed that backs this up. The one that also talks about roll reversal being the worst thing you can do to a Herk wing. I have it around here somewhere, cant think of the title. The boys at St. Joe also have a wealth of info on this subject. Tiny, "any landing can be saved," check sec5 of that -1, as stated above the numbers are 60 clean and 45 with flaps and have been that way since I've been flying. A high bank angle in the situation you describe is one of the steps on the crash checklist.