pjvr99

No Problem. let us know what the final result is ....

second stage vanes destroyed does not explain the low start TIT, or

downstream fire

still very unusual .....

Agree with Steve1300, gimbal is most often the culprit. Also check

cable tensioners at 245 bulkhead, and make sure all pulleys are moving

freely. We had a condition cable jump recently - I believe a seized

pully bearing in the horse collar was the culprit

Old mans pants - AC duct in the cargo bay fwd of the wing box on the RH side (APU aircraft)

Helen Keller bolts!!! forgot those ..... :laugh: :laugh: :laugh:

Pork chops are \'haram\' - known as lamb chops in the sandbox

Lighthouse - area between #2 and #3 bearing in the engine

Snake pit - airconditioning bay in the B727, back of the fwd cargo bay

Hog trough = horse trough

Beaver tail = platypus tail

Dogbones are condition lever transfer arms on the engine control gimbal

The owner of the picture is a member - pretty sure he won\'t mind

A C130 of the Belgian Air Force has its tail painted to commemorate 60 years of transport service - courtesy of Bob V

Second bird in as many months ..... going to drive their insurers crazy!! Wishing all a speedy recovery

!!! I stand humbly corrected!!! WOW!!! Tnx Fraulein .....

None that I know of, unless locally modded/installed

Think this has been \'shopped .....

Depending on where the crack is, it may intitially tend to quench the flame instead of shape it. My thoughts however tend to the flame transfer tube. Some tubes have an insert joining the cans, while others are clamped without the insert. Maybe the clamp has broken, letting in air preventing initial ignition ..... only way to really find out is to pull the turbine off :(

Never seen it before, but a quick thought would be that the flame transfer tube/s to the other cans are damaged/missing; or, that there is a burnt/cracked can. Also may have only one exiter firing.

Have you done a performance run?

Not a dead horse, by any means. I\'d rather say Lockheed, Boeing and other major US players have been napping. This thing is a brute with 11000SHP per engine, and all the nice bells and whistles. The only really stupid thing I can see on it is 2 engines turn clockwise, and 2 anti-clockwise. I understand the thought behing induced drift, but from a logistical point of view you now have to keep twice the number of props and engines spare. What do you do when you have a series of failures on (e.g.) your CCW engines? Instead of 1 engine and prop for a deployment, you now need 2 ..... crazy frogs

Give me my trusty C130B/E/H any day

pjvr99 wrote:

...After todays FCF, the pilot told us he had to put in 7° rudder

trim to stay straight after T/O, reducing to 4° for level flight, or do

some serious pedal work. Also lined up torques at 14k and

reduced #3 and #4 to 9400 before yawing stopped.

.....

Per my origional post - problem is worst at take-off

GCSTroop wrote:

Just out of curiosity... Has anyone checked the rudder trim indication/rigging? Perhaps the trim tab is assisting the rudder in deflecting thus causing the aircraft to have an obscure yaw rate? Just a thought... I had this happen to an aircraft several years ago. E-model if I\'m not mistaken.

Complete rudder replaced - out of balance, and could not be balanced

Bob Woods wrote:

17.5 feet that\'s a big prop, suppose thats why the braces between the engine and the fuselage?

At 11000shp I think the braces are to protect the wingbox, as well as maintaining fuselage clearance (10inches/25cm)

Just found these pics of the Marshalls Herk doing ground runs

[img size=150]http://www.flightglobal.com/blogs/flight-international/A400M%20engine%20run.jpg

[img size=150]http://www.flightglobal.com/blogs/flight-international/A400M%20engine%20run%20zoom.JPG

Marhaba from the Magic Kingdom - welcome

TalonOneTF wrote:

From page 1 of this thread...

\"We are receiving a Wyoming H3 tomorrow that already has the EPCS. We will install four Hamilton Sundstrum 8-bladed props on it & test the complete system this year.\"

And there is a picture on page 2 of this thread...take a look.

John

Ah well, anything more than 2 days old is ancient historyB) - forgot

a piccie had been posted:blush: . Tnx

Good to hear this - keep us posted ..... one question: are you flying

a standard Herk or stretch?

Snow Aviation has a bird without externals, but modified tips .....

http://www.airliners.net/photo/Snow-Aviation-International/Lockheed-Martin-WC-130J/1214268/M/

Talon, I hear you on the engine swap, but I believe engines have been

eliminated on the last FCF.

KEF, she\'s going in for ISO and all cables etc will be replaced. I also

suggested your list of possiblities, so we\'ll see after ISO.

NATOPS, your reasoning is good, but flawed for a simple reason - the opamp comparators in the TD amp generate the reference signal based on the input voltages. So it doesn\'t really matter how the input voltage flux, the reference is always constant. The only thing that can really throw things out of kilter would be digital systems going into a brown-out state by getting too low voltage.

Having said that, most digital systems have brown-out protection, whereby the system is shut off before opamps, etc, start giving out bad data. If the TD system actually got to a point where the was really bad power, it would fail-safe to NULL.

I have been messing around with some engines on the cell, but could never replicate a roll-back.