wildweasel_pt

All correct. 3 fatalities and one seriously injured.

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

Ok. Thanks for the info guys.

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.

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

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...

Portuguese Air Force S/Ns: 4749 (H2) 4753 (H2) 77-1741 4772 (H1) 77-1742 4777 (H1) 78-0726 4778 (H1) 5264 (H3)

Thats Belgian Squadron 20 based at melsbroek.

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...

Hi Can you PM me with the remaining story? TIA

Talking bout the howitzer? You guys fly depressurized... Not applicable to this i think

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.

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

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

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)...

Thanks for the info

Whats does SERE acronym mean? I will attend a course on CSERE and i belive is something related to that. In portuguese we call it CSRC, something like combat recovery and survival course that derives from CSAR what i've done My guess is that at least on of the "E" is "evasion"

Hi guys As the dash1 says the descent on clean config should be done with idle power and speeds acording with the area we're flying in and then 250 KIAS from 20000' downwards. The thing is that we follow a squadron rule that says that we should set around 3000 lb torque for the descent. We were discussing that on one of those long flights... (we had already talked about the ladies ) and no one really knew why was that because its been done like that for 30 years. The thing is that i couldn't find the reason for that teqnique. My AC was telling me that his guess would be for pressurization purposes, that in idle the capability of the engine to output the same flow via bleed valves would be diminished and the risk for compressor stal would be higher. I didn't agree with it because eventhough that RPM limits at flight idle are lower than at cruise power (94,5% vs 98%) i think that we can disregard that little difference and assuming that the outflow on the bleed valves only depend on engine RPMs and not on torque (blade angle). Of course that the ram air is higher with higher blade angles/torque, but will that make the difference on bleed air output for the pressure manifold? What is your opinions on that? TIA

Hi guys A question arose the other day. We usually fly with max differential on our pressurization system. We set 1000' on the dial and then keep it until reaching max diff. That occurs around 19000' (don't have my dash-1 handy). We started discussing the benefits of that versus the stress on the fuselage. Anyone of you already discussed this subject, or is there even any guidance regarding the fact that we may fly with lower cabin pressure in order to ease on the fuselage? I know that the dash1 doesn't say anything about it but its common sense that the same number of cycles in fuselages that suffer max diff or "medium" diff will be different. Thanks

Thanks a lot for your participation and knowledge. I'll take a look and shoot them an email.

I completely undersign what you just said and believe me when i say that im way against the policy no risk=>don't do. Of course no one wants worries on their watch. The only thing thats available for SQNs to do is train more to make us more profficient in our line of work. Only by repetition one can make it easier, its like a juggler. The risk can be carachterized by probability, severity and of course as you said and the 90-902 says as well EXPOSURE. Of course that if you're showing urself to hazzard its gonna catch you sooner or later, exposure affects probability. Its the same all over the world. Im gonna tell you something. One of these days i was talking to a PIC and told him that we needed to do some training on tactical/random approaches on unprepared surfaces (we deploy to KABUL every year or so and we have to operate on those conditions often). He told me that we should not do that because its risky...:confused:. Of course it is!!!!. And if we don't do it its gonna get riskier by the day (i have an idea for the cause of the negative response but im gonna keep it to myself). Instead everytime we go for training is to draw blacklines on the threshold and shoot ILSs, things that we do everysingle general transport flight. Are we operational or not? LAPES is already a chapter in history books... Why don't we instead of reducing exposure we just improve the way we handle the hazardous situations by being more able to be performant in those very same situations??? (SQN level of seeing things against MAJCOM perspective...)

Hmmm... Shady ops... Diamonds... Ok... Thanks a lot for the info, you guys are walking encyclopedias...

I found it... It says here that its in France but its not. This picture was taken in OGMA in the very same spot where its been lying for 11 years already since its last D check in '98. Anyone know the real story behind this herc? http://www.planecheck.com?ent=da&id=6762 http://www.planecheck.com/image.asp?Imgname=6762/img017227767467.jpg

If im not mistaken there are shades of green. Let me sse if i can find a pic.

I've seen it laying in the apron for lots of time. The story i know is that it belongs to a private owner and used to belong to the USAF. Its suposed to inform the USAF everytime that it changed owner (in order to prevent shady ops i assume) and they did not. It came to OGMA for a major overhaul and a FAA inspector saw it there at the time. He contacted the proper authorities just for the curiosity and since then it was forbidden to fly (how?) and the owner just didn't pay for the services. Its been sitting there since... I don't know the serial but i can find out... http://maps.google.com/?ie=UTF8&ll=38.893292,-9.025344&spn=0.002426,0.006523&t=h&z=18