tenten

Might be due: 1- Sudden and large cut of fuel during the low speed selection, with a speed more than 30 knots (high ram air interring the engine) may cause the engine to flame out. 2- Shutting-down the engine with a speed more than 20 knots is putting the engine under a higher than normal negative torque (unnecessary stress on the safety coupling).

Quoting: “Heading overseas reportedly with a lot of contraband. !!! "Culture is not changing how you see the world, but rather how you think and interpret.

15 October 1997, aircraft tail no. 1213 lockheed serial no.4879 routing from Washington DC (USA) to Gander (CANADA) on the way back to home station (UAE). Aircraft before this was under mysterious setup for the accident. Engine no.3 was called for a change duo to repeated defect causing a couple of mission termination towards home station (engine oil loss during climb/flight); A civil company (xxx) at Washington DC was in charged to do the task of troubleshooting and the necessary action; Decision was made for replacing the engine while keeping the old QEC (Availability Issue) Tip: Our crew chef attending the replacement on hangar reported that during lifting/fitting the new engine for installation on our QEC, engine was exposed twice to a heavy jerk due to missing support on the engine tail suction in which a load stress imposed on the prop shaft; engineering team on the sight decided that no harm of the stress imposed on the prop shaft. Engine was“crossedâ€with the four bolts, run-up carried out and released as a “SATâ€. At the mid of the day and during crew start-up no.4 prop low oil light illuminated, the check confirmed a level switch malfunction, captain elect to proceed with the defect from Washington to Gander were maintenance still not getting used to let components unsupported, in addition to go one step towards home station and stop the “lady-talk†spreads on the desert touching the honesty of the crew to be back home.... Under the command of a “VVIP†pilot Colonel Salah, aircraft was set on a climb at a speed of 170 knots to its destiny. Level 210 abnormal beating noise alert the “two set†crew (12) to be gathered in two groups. At the time crew noticed unstable RPM indication on #3 engine, while FE getting permission to shift the prop to mechanical control the navigator interfered reporting that two propeller warnings are now glowing on the right side panel (3 & 4), followed by a report of the LM of a heavy fluid leak spread all around no.3 engine. Captain levelled the aircraft and commanded to shut-down no.3 engine. As engine was shut-down yawing and noise was the reaction of the caged engine, RPM at the time (as I am told by the engineer) was reading off scale high, emergency was declared, descent was approved and initiated. During a controlled descent at level 170 the “Big Bang†occurred. Fuggy, misty, fear, and silent is the only words to describe that moment. Captain hardly regained the aircraft control, co-pilot reported the no existence of no.3 prop, no response in intercom with the rest of the crew at the cargo, utility hydraulic pressure showing zero, #2 engine RPM cycling around the hundred while throttles shaking on the firm and steady hand of the captain. Three EDPs glowing lights on the hydraulic control panel telling the crew the eternal message; “You are left with the one and one onlyâ€. While setting course to Adirondack Airport (NY); Captain command the “available†crew to lower manually the gears, the second flight engineer -as I am told- crawled to pass the “Big Bang Holes†through hydro slippery cargo floor to reach the left main gear, there he noticed the four missing crew “Aliveâ€, a smile and thumb up exchanged, the good news delivered to the forward crew giving them the strength and determination to bring the “BIRD†safe to ground. They worked as a team to manually lower the main and extend the nose with the last drop of the AUX. By the end at the side of the “RUN†wheels ceased by the two prop reverse and the one brake application. There at the side, where the “Tough Wounded BIRD†landed safe, twelve untouched fearless living souls were putting face down to ground praising Gad.

sharif101; Some boost pumps having dignity and response, yours might be the one... By the way is your aircraft still equipped with bus off lights and fuel manifold pressure indicator?

Not proper circuit; but might help.

Based on APU DOOR electrical circuit; the possibility of malfunctioning of internal limit switches within door actuator is the cause of your defect.

Quoting: FM 382C-14E Turns into inoperative engine(s) are not recommended due to…..etc. A 5-degree adverse bank angle (into the inoperative engine) requires an increase of 20 KIAS above the charted value at the lightest gross weight, increasing significantly with gross weight (37 KIAS at 140,000 pounds)…… Quoting: SMP777 (Flight Manual Performance Data) Because of the powerful influence of bank angle on minimum control speed, it is important to maintain a bank angle away from the failed engine. So: 1- It is not recommended to turn into inoperative engine(s). 2- If situation necessitate to turn to avoid (obstacle, fire/active zone, etc.. ) the 20 to 37 range above air minimum control speed is your target speed; the higher the GW. the higher the speed required to control the airplane) (Note: air minimum speed based on 50% flaps= hi rudder boost pressure). 3- We are using 160 notes (50% flaps) as a minimum safe speed to turn towards the inoperative engine, this speed is compensating for the possibility of losing the other engine on the effected side during the turn.

Head I win; Tail you loss. “Deal†? With honesty my younger brother used to say: “Dealâ€. I spin the coin with confidence. I never loss!!! Fellows, this is the role of the game set by Flight Manual in this topic. Quoting role 1: If light “ON†and RPM within limits, continued operation is permissible. Quoting role 2: Landing Traffic pattern shutdown of an engine with a propeller malfunction is usually desirable. “FM†will never loss. So; we are lift with system knowledge and common sense to this subject. My Knowledge and common sense sets the following for “me†to advice to land with 4 engines (if no evidence of abnormality in RPM or prop leak is detected): 1- Landing with 4 engines is safer than 3 engines. (In some cases “Left Seat Issue†is involved) My authority to land with 4 engines is (FM role 1). 2- Drop of hydraulic level gradually is the common behaviour of the 54H-60-xxx prop. (Experience) 3- Gradual drop of level will lead to the following time gap/antiviral subsequence: light ON, RPM unstable (beating noise), prop pichlocked, prop fail to feather. 4- Landing with one prop windmilling -due to fail to feather- is one of the worst scenario ;( countless aircraft landed safe with prop windmilling). 5- Heavy and sudden loss of hydraulic fluid -from the inside or outside of the engine will pitch lock my prop at the time, and will put me-sooner or later- on landing with a windmilling propeller. 6- Level switch malfunction is a common fault of the 54H-60-xxx propeller. Quoting “Danâ€: What would happen is just as the pilot is going into the landing flair and all of a sudden there isn't enough fluid to operate the piston and the prop goes to a really nice flat 23 degrees, that could very possibly cartwheel you down the runway. Dan, I need more detail on this. My understanding that all the prop during the flair is resting on around the 23 degrees angles (low pitch stop protection).

Seems no body reads our technical dictionary!! Floodometer,flujometer,and flowmeter, each is a compound name of instrument used to measure fluid per unit of time. When fluid passing through is more than suppose to be we call it floodometer. When less than suppose to be we call it flujometer. And when as suppose to be we call it flow-meter. Ref. Captain’s Technical Dictionary.

We are using a minimum of 160 notes as a safe speed to turn towards the dead engine.

For low torque, accompanied by low fuel flow at normal TIT the probable cause can be: 1- Compressor erosion, dirty and/or FOD. 2- Compressor 5th and 10th stage bleed valve open above 94%. 3- Bleed air leaks. (ref. “Malfunction Analysis†page 70). Booklet Issued by “R-R†1998 Hercules Operations, Safety Briefing and presentation. “Aside of asking†the behaviour of the engine below x-over and above x-over with TD NULL. I may add beside the above the following: 1- Malfunction of engine anti-icing air valve can be one of the causes, but not the only cause (due to the higher drop on the torque “4,000â€) 2- There are some cases caused by (harness malfunction) in which imposing higher than actual temperature signal to both (TD Amp. & Indicator) which also may leads to the same condition.(can be detected by TD null operation)

SEFEGeorge; Are you calling for “caging†any engine with prop low oil light Regardless of any other indication, location or situation?

Our FM stated: If light “ON†and RPM within limits, continued operation is permissible. Permissible !!! It doesn’t say to continue operation!!! And on the first “NOTEâ€: Continued operation with an actual low propeller oil condition will require a propeller oil leakage inspection. It doesn’t say what to do if there is a miner leak??? Followed by a second “NOTE†Landing Traffic pattern shutdown of an engine with a propeller malfunction is usually desirable. Usually desirable!!!! It doesn’t say recommended!!! So the “book†seems indirectly suspended the action to our experience. As a flight engineer I am following this: 1- If light ON with no evidence of abnormality in RPM or prop leak, I will advise to land with the engine running with a note to the captain to avoid as possible using the effected engine in reverse. 2- If light ON with miner leak, I will advise to continue using the engine until RPM starts giving any abnormal signs, then if condition permits to fly with 3 engines; I will advise to shutdown the engine. If condition is critical with 3 engines, I will advise to use the engine under pitch lock propeller operation procedures, until the before landing then engine will be shutdown. 3- If light ON with heavy leak, even with RPM normal, I will advise to shutdown the engine at the time, unless condition is critical with 3 engines, then the engine will be used under pitch lock propeller operation procedures, until before landing then engine will be shutdown.

I haven’t read any technical or operational manuals “yet†putting the anti-skid lights during the rolling phase as a functional reference check. Therefore we shouldn’t expect to have a direct reference in technical or operational manuals of how lights should behave during the actual skid conditions. So, your question is a system operation inquiry of when the skid lights would be signalled during the actual skid condition. To me the correct answer will come only through a deep understanding of the electrical circuits of the anti-skid system. Bearing in mind that during the “Test Log Circuit†we electrically simulating an optimum full skid condition in which valves and lights should behave accordingly. (During the actual skid the signal will defiantly defer in magnitude). The quoting below is the only reference I found related to your question and it is not written by tenten it is coming from Lockheed authorized training manuals. Quoting: (C-13H Lockheed Training Manual) “During the landing roll, the test panel lights may flash “on†and “off†momentarily, indicating which wheels are utilizing full anti-skid controlâ€.

What is the standard or recommended size/capacity of the portable fire extinguishers on the military C-130? We are using 4 bottles of (HALON 1301) (2.75 lbs). Are what we have enough to control a fire caused by brake overheat...?

Aside from your position during the “egr” when throttle was advanced from flight idle to ground idle …! I am asking; was the Valve and NTS check switch positioned in NTS or VALVE position during the shifting? If it was in NTS the light should not illuminate momentarily once system is positively actuated (a holding relay should keep the light ON) unless the holding relay is malfunctioning, or… the NTS/VALVE “micro” switch within the valve housing is loosed/repositioned/malfunction. Note: Some valve housing having one switch only.

1- All of our commercial registered airplanes are equipped with APU, but restricted for ground operation only. Quoting: OM 382G-65C (Sec2 page 162) “CAUTION” Do not operate the APU during take-off or in flight. 2- No point on to fly VMC only if APU cannot be used in-flight. (If related avionic instruments (GYROs) are operable before the mission). 3- Basically the APU on military airplane is used during flight for two in-flight emergencies: During electrical fire and during the loss or suspected malfunction of the Ess Ac Bus. The concepts are to reduce the load on Ess Ac Bus if the high load is suspected to be the cause and/or to use a deferent routing bath for feeding the Ess Ac Bus).

Quoting: (C-13H Training Manual) “During the landing roll, the test panel lights may flash “on†and “off†momentarily, indicating which wheels are utilizing full anti-skid controlâ€. Based on the above I am assuming that; The possibility for the lights to flash during ground operation is only when a wheel/wheels inter a full skid condition that trigger the “Positive Locked Wheel Protection Circuit†= full pressure release signal. Mean while in the case of approaching skid conditions (detected by “Rate Detection Circuit†in which system will act only to reduce the hydraulic pressure) light should not be expected to come on. In deferent words: “Positive Locked Wheel Protection Circuit†triggered = light will come on. “Rate Detection Circuit†triggered = light will remain off.

For the original poster; check this link to get detailed study to what you are asking for. http://handle.dtic.mil/100.2/AD746304 For the others; "save your time".

Based on the fact that the “rolling resistance†of a wheel/tire is a function of velocity and deflection; We should not exceed the maximum tire speed of 174 knots (for type VII tires). And the maximum tire deflection of 35% (for high strength airfields) or 39% deflection (for marginal strength airfields). Ref. FM 382C-14E (Section 1 page 6 & 24)

Congratulations and best wishes Tiny.

As the original post “History Repeated†of the "free falling" of cargo ramp with a control manifold valve manufactured by “Sterer†(the drop seems to be fast) within less than 30 minutes the ramp free falls from air drop position to the ground. No leak detected on the ramp actuator lines, ramp operation checked manually and electrically no abnormality detected except the above. 1- Is it a normal drop with this type of control manifold valve? 2- If abnormal; which one of the three should I go for first? Left actuator, right, or the control manifold valve? 3-And is there any Possibility that the cause of this defect is due to valve sequencing problems caused by rotating the ramp manual control knob counter-clockwise? 3-Finally Is there any technique/tips to target the defective one? Help will be appreciated.

That what I was aiming to; “heavy easy to lock, light may not lock”, (if we disregard the effect of other faulty factors such as down lock assembly, snubber, shuttle valve, and pressure reducer if system is equipped with).

I haven’t got “yet” any reference in our books stated that the door will free fall and lock during flight or ground; in the contrary: Quoting: The cargo door is closed by holding the DOOR control switch to the CLOSE position until the door is closed and locked. Note In the event the cargo door is released from the uplock by the cargo door uplock release, the door should be allowed to free fall closed and the auxiliary system hand pump used to close and lock the door. Ref. FM 382C-14E (H model) under “Normal Operation of Cargo Door and Ramp” section 2 page 175. Yes, during ground operation “most of the time but not all” it will free fall and travel all the way to the closed and lock position. During flight, normally we are using the hydraulic pressure (3000psi) to close it, although sometimes it fails to lock (ram air resistance) unless forced by “weight”. Is it door weight issue? Are the auxiliary loading ramps or other items kept on the door stowage provision play a role on this issue?

Defect doesn’t exist now, but it comes frequently. We are short of accurate tachometer; we depend on tachometer indicator vs frequency meter and swapping technique if in suspicion. And yes, in some cases we are chasing a problem that doesn't exist. But “We are made to be adapted to this and to the shortage of many componentsâ€.