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

wildweasel_pt

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  • core_pfield_2
    wildweasel_pt@hotmail.com

core_pfieldgroups_2

  • First Name
    Fred
  • Last Name
    Sousa
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    Male
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    Germany

core_pfieldgroups_3

  • core_pfield_12
    Lisbon. PRT
  • Occupation
    Pilot

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  1. I start to apologize in advance if this subforum is not the proper place to add this thread. Well all i wanted to say is that I'm available for eventual flights (not looking for a career right now). I have a current ATPL(A) C-130/L-382 with IR(ME) and a class 1 medical. I also have experience as an AC in airdrops (CDS, Heavy, paratroopers, door bundles, etc), formation flight (including airdrop in formation) and low level navigation in several parts of the globe. If anyone knows of any options or requests for eventual flights (movements, hauling for depots or similar) please let me know. Thank you in advance
  2. It was found to be a bad solenoid on the paralleling valve. So the input on it wasn't reflected like it should. It got stuck closed. What makes me confused is why did it go to close position in flight? Something i need to discuss further with maint. Thanks all for your inputs.
  3. Hi all Data: Model - H2 (elongated H model) Engine - T-56 A15 Event - Secondary fuel light illumination in flight. Pulled ignition CB and light remained on. Troubleshoot: - Speed sensitive checked good - Fuel filter and fuel line clean of debris - pressure switch checks good - On start-up after 16% rpm secondary light illumination kicks on and remains on, no swing for series on TIT indicator - Suspected problem with fuel pump (possible seizure of fuel pump without braking or shaft to gearbox?) - Fuel pump checked good and paralleling valve apparently also. Question: What made the paralleling valve close (paralleling operation) if the speed sensitive checked good? Its a valve that needs electrical condition either to open or close not spring loaded like bleed air. Got into a conversation with maintenance and they are going to further analyze the paralleling valve and check solenoid and such but what do you all think about it? Thanks in advance
  4. Oh ok. But i see that this new forum has much less info than the previous. Or am i missing something here? Fewer threads on each section it seems...
  5. Portuguese Air Force S/Ns: 4749 (H2) 4753 (H2) 77-1741 4772 (H1) 77-1742 4777 (H1) 78-0726 4778 (H1) 5264 (H3)
  6. wildweasel_pt

    Smaldeel

    Thats Belgian Squadron 20 based at melsbroek.
  7. Hi all Im a user on the herky birds forum but when i type it it directs me here. I haven't been online for quite sometime so i wonder if you guys migrated the forum to this new site/forum. And regards to you all...
  8. Talking bout the howitzer? You guys fly depressurized... Not applicable to this i think
  9. I believe that for different fleets/operators we might have different limitations and reference numbers, but in flight idle you can never have 92,5% as a minimum RPM due to the fact that the acceleration bleed valves will open below 94% by "order" of the speed sensitive valve and the RPMs will decay because of massive bleed air output (sometimes that happen in very hot and low air density days just like in Afghanistan OPS - happened to me a couple times, sometimes would stabilize around LSGI some othertimes somewhere inbetween or even with the ignition going below 65%). Our TO states on Chapter 1 (Limitations) that at Flight Idle the limits are 94.5% to 100,5% in order to prevent the ACCel B VAlves from opening and flamingout the engine. You should take a look also at the procedures for multiple engine rollback/decay in torque regarding the steps to preclude these losses on rpms and torque available, but this is for situations way above FLT idle. Regarding Bleed air output pressure, if its in normal it modulates for approximately 45 PSI, otherwise we can only reach those numbers of 70 if you go Override just like for engine start.
  10. We do it 1000' because our homebase altitude is 46', otherwise will be the 1000' above elevation . The last step on the Before Landing Checklist is always the Air Conditioning Master Switch - No Press at 1000' (above field elevation that we brief on the approach plate). Hmmm ok.... I thought that there would be some guidance regarding this subject. There isn't afterall. I agree with you RZHill. For confort, unless you have a emergency depress that its gonna mess up all your good plans... Thanks guys
  11. WHen i say that we operate at max diff is when we fly at 18000' with 0' cabin press for instance or in our case 20000' with 1000' cabin. Thats like 90% of the time. The thing is that we could be flying at 8000' cabin with 20000' on altimeter, that would reduce the diff to 8,5 that would be almost half of the stress on the fuselage. Im saying this because i think that the civilian companies use 8000' as a reference for cabin alt. And eventhough they fly higher i think that they only start pressurizing upon reaching 8000' alt, so if they fly a shorter leg that doesn't make them go to F350 but F200 for instance they don't operate on max diff, they would be operating at something like the 8,5 i talked about before. But this is all to know if there isnt't anything regarding this kind of operation issued by Lockheed and to know if everyone does it like that around the globe. At least i know that we don't have nothing ragarding fuselage pressurization cycles
  12. I thought of that as well but the lower limit for the idle is 94.5% and acceleration bleed air valves open at 94% descending. And eventhough that the source for the speed sensing comes from different places i don't know to what extent those 0.5% may be enough. I was told that it depends on how the finetuning of the engine was made regarding RPMs. Nevertheless the tendency of the engine when you reduce it to idle is to accelerate and sometimes even the NTS needs to come on due to that sudden acceleration (normal due to the lower blade angle)...
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