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Everything posted by dagebow

  1. Dan Wilson wrote: The 777 autothrotttle requested extra power from the engines but the engines failed to respond, the throttle were then pushed forward by the pilot in command with no response. The 777 and the J (along with many other aircraft world wide)uses data bus/electric singals to the engines unlike the old cable and pully system. The 777 incident could have implications depending on what accident investigators find, not just for the J but many aircraft which use simular technology. And Herkeng130 if what you say did occur, it (the computer) acted as programmed and this is also i believe true for aircraft like the A340, A380 and new 747, in that if an outboard engine is lost the computer will reduce power on its opposite number to reduce yaw issues. I can not recall the figures it would reduce power to though. I\'ll try to look it up if possible today.
  2. herkman wrote: Yeah Col i was thinking that as well, AVTUR is less volitile than the old JP-4 fuel used in the US which would have been when the manuals were written.
  3. dagebow


    JP-4 is a 50/50 split kerosene/gasoline based fuel with a low flash point. Used up until 1995 according to sources. JP-8 replaces JP-4 and is a kerosene based fuel with a higher flash point but due to its oily texture, its smell lingers longer and contamination of a person can be increased. Also known as Jet A1. US Navy uses a variant called JP-5 with a yet higher flash point
  4. :huh: I honestly can say that i have never heard of doing a manual drain on the SPR manifold as a routine operation. I was never trained that way nor did i ever see the manual drain method used excluding a failure in the drain pump which occured once. Maybe it was something that the RAAF ommitted from our tech manuals? Interesting.
  5. Yeah Dan the fact that the aircraft spied on the pilot was something that the old E and H pilots had to adjust to. The aircrafts maintenance computers informed maintenance of things like overspeeds, over banks, heavy landings, stalls and other items that we usually only heard about if it was obvious that it had occured or if the crew had a feeing that they may have done some damage. One good incident i do recall was an overspeed and overbank on one flight which went unreported. It showed up on the download from the aircraft. We approached the crew on whether it actually occured and they denied it. As it also showed them exceeding 2g an inspection was iniated by our engineering officer and as we only had two J\'s at that time it was not a popular move to ground the plane. Our CO enquired as to why, was shown the information and finally the crew admitted to what had occured. From then on, crews became a bit more honest (and careful)in what they had done whilst flying as they knew we\'d see it on our maintenance information. I believe (it was a few years ago so the memory may be a bit hazy)that as long as crews didn\'t exceed 2g over 60 degrees of bank Lockheed said no inspection was required. Greywolf i believe the RAF also call their C-130\'s Fat Alberts. I have heard the term used down here in Oz on the odd occasion as well for our C-130\'s.
  6. Impressive display. On the topic of angle of bank, the J models aircraft monitoring system reports when the aircraft exceeds 60 degrres and also on memory its g load at the time, to allow maintenance to determine if inspections are required.
  7. B) Thanks for the video - great footage of the RAF Herks. Love watching the C-130 in action.
  8. :lol: What more can i say.
  9. Still at the Lockheed Georgia plant. They were reportedly serviced for a few years in case the embargo was lifted but they are now essentially scrap metal with corrosion and other problems from what i was told back in \'99. They also reportedly had spares etc inside the aircraft as well.
  10. dagebow

    A model

    Another image of the same aircraft from spectrumwd.com. At a guess i\'d suggest something to do with direction finding. [img size=572]http://herkybirds.com/images/fbfiles/images/c130_346.jpg
  11. It was reported recently that the Iranian government tried to charge four staff members of Mehrabad airport and four employees of Mehrabad Air Basea with negligence, sabotage or violation of procedure with respect to the disaster. They were unsuccesful. There seems to be a hint of possible sabotage/retribution in this incident. Also the pilot was not allowed to land the stricken C-130 as a minister was taking off from the aiport at the same time and the air space had been closed. The first crew refused to fly as it was mechanically unsound.
  12. Well i am now were near that old, i was born in \'71. However i have worked with the CAF C-130\'s and they have been worked hard since then. We (RAAF) worked with them during East Timor operations in \'99 and they were starting to get near 40,000 hours at that stage on memory. They were reliable but i do recall some of the tech\'s saying they were having structural and wiring issues due to age and useage. One aircraft did have a wing problem during the deployment, i think they got permission to do a one off flight to RAAF Richmond for a repair from RAAF Darwin.
  13. Site looks good Casey. Looks easy to navigate as well.
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