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frank t

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Everything posted by frank t

  1. yes I do, I will try to keep it short, in order to prevent wing droop, pick the flaps up,next put somebody taxi quald. in the left seat, you need 10 kts or less head wind [ off the nose ] for good numbers. if you are re-calibrating torque gauges do two engines at a time [outboards then inboards] next pull everything to g/i , once everything has stabilized push all 4 up beyond crossover and do a prop. re-sync/index. that should prove any problems or fix them. I used to put a pilot in left seat, mech. in right, a q/a guy in my seat, I would stand behind them and watch the store. good luck I hope this helps
  2. whats the latest on your fuel leak

    1. Shola


      Aircraft grounded for more professional intervention.

    2. frank t

      frank t

      any thing new on that fuel leak

    3. Shola


      Yes. We have carried out extensive sealing using A1/2 and B1/2 sealants. Job completed and allowed to cure. We are awaiting functional check flight to confirm if the leak has stopped. 

  3. good morning sir, ask the flight crew if they were pumping out of the external tanks when this happened and also i believe the apu fuel is a direct feed from # 2 main tank check recent maint. on both and look at plumbing. a clogged or fowl vent on # 2 main also creates problems good luck frank
  4. try starting eng. with fuel enrichment, i.e airstart if your making it to 50% i don't think you got stuck 5th & 10th stage bleed valves. f/f seems low
  5. we found a crimped plenum in the same area of a recently changed # 3 eng. took us 3 failed test flights and about a week of hunting to find it. frank t.
  6. good point pjvr. how about atmospheric vent to the fuel control ???
  7. good evening sir, normally when you leave cruise altitude and start a descend to land and your prop is pitch locked rpm goes down and torque will start to climb if the blades are locked up. if you start your descend and rpm goes up it usually means you have developed a flat blade angle. your nts system is not bumping the prop. up. i'm assuming your in a 4 bladed e or h model in any event we would shoot the approach until either prop. or eng. limits have been exceeded then feather that engine and continue the approach if the prop. doesn't feather then their other procedures to follow we would never try to land with a pitch locked, windmilling or uncontrollable prop. there are inflight pitch lock tests that can also gather info. what we need sir is ##### TRQE, RPM ,F/F TIT, ALTITUDE OAT, AND IF THE CREW HAS TIME ENG. GEN. FREQUENCY FOR THE AFFECTED ENG. THAT WILL VALIDATE RPM GAUGES . I hope this will help. good luck. p.s. my money is on prop. rigging or nts sys.
  8. if your landing without a utility hydraulic system it's wise to chain the main gear down. just a little tip from the old antarctic explorer
  9. bob, i think your right. around 1968 the marines had an " F" model out in elcentro doing halo jumps at fl440. I had an empty "T" model belonging to vr-62 up to f/l 380 from elmendorf direct navy brunswick 7hrs 42min. we were hauling ass. frank thomas
  10. Manila , January 9, 2015— Yesterday, representatives of the Armed Forces of the Philippines (AFP) led by Major General Victor Bayani, Assistant Chief of Staff for Logistics, conducted a second inspection of two U.S. C-130 aircraft at the Joint Reserve Naval Air Station in Fort Worth Texas. Following this inspection, General Bayani officially signed a Letter of Offer and Acceptance on behalf of the government of the Philippines to procure the aircraft, with an anticipated delivery date in the first quarter of 2016. The sale of the two C-130s is part of the U.S. Government’s commitment to help the Philippines develop its territorial defense and maritime security capabilities, as well as enhance its ability to respond to humanitarian assistance and disaster relief emergencies, which routinely occur in the Philippines. The C-130 is designed to provide significant airlift capabilities, even to remote under-developed airfields. This remarkable aircraft proved to be a critical lifesaving tool in the aftermath of Super Typhoon Yolanda, moving large numbers of people and humanitarian relief supplies in the affected areas. These additional aircraft from the United States will increase the number of mission-ready C-130s in the Philippine Air Force to five, significantly expanding the number and capacity of existing medium lift aircraft. The total value of this procurement is projected to be about $55 million. As part of a joint investment program to build the capabilities of the Philippine Military, the U.S. is providing $20 million in U.S. Foreign Military Financing (FMF) towards this purchase. In 2014 alone, the United States allocated a total of $50 million in FMF for the AFP. In addition to the C-130s, these funds will be used to help upgrade equipment onboard Philippine Navy ships, improve AFP Command and Control systems, provide advanced technical training, and strengthen institutions responsible for the maintenance and sustainment of the AFP’s growing inventory. This is another example of how the close partnership between U.S. and Philippine Forces is helping build further capacity that will benefit the entire nation. casey printed this 0n 10jan2015 i'm guessing from the picture 163022 c/n 5040 is one of them.
  11. the apu is not as strong as the T-56 engine if you load up the apu gen. with 2 a/c buses it could bog down the apu causing to come off line . then you are really screwed. good luck
  12. sharif, theirs a pitot tube inside the intake of that engine that feeds outside air to your fuel control,make sure the plenum is connected properly, no kinks in the tubing, & obstruction free . sounds like your fuel control is getting it's air from inside the nacelle. did this engine go to the test cell before you hung it on the wing. good luck frank
  13. hi minha5866 i believe it's for saftey reasons, so if the brakes fail or are not set, the airplane won't due an immediate left turn and plow into a building . like what happened to a friend of mine, also what natops said + your ensuring your 5th & 10th stage bleed valves are working properly eliminating the possibility of a hot, hung or stalled start thanks frank thomas
  14. hi folks, i believe the marines had an f model up too 44k for a halo jump back in the late 60's. I had a 2 year old T model up to 32 k on a flight from elmendorf direct to navy brunswick with a kick ass tailwind we were grounding just under 400 kts. the canadian controlers asked us a couple of times what we were flying. good flight
  15. natops, we've always followed the in-flight procedure followed by emergency shutdown & egress , the problem is the ground guys don't think they have to memorize the bold face the way an f/e does. the fact of the matter is the ground guy has a better chance of having a problem over the F/E because he already knows the plane is screwed up.
  16. hi stygian the elevator boost pack , sometimes called the " shotgun assy. " is actually installed upside down so the cargo door can open properly. f.thomas retired navy l/m inst.-- and f/e
  17. Hi natops, if you have an old deep freeze or tacamo herc natops it should be in there, if you can't find one , let me know and i'll try to dig my stuff up. frank thomas vxe-6 vq-3 vr-62
  18. sonny, you have done it again, thanks frank
  19. just a casual observation from a navy guy, the two guy's in the second stack right below t/n 83177, the big guy and one to his left. could they be PJ'S ( para rescue )
  20. hi folks my name is frank Thomas, and yes I'm an oae. (old Antarctic explorer) I was a L/m with vxe-6 from 79 to 81 we would typically do 6 jato shots a season, if I remember correctly we would rig the freight for 8 g restraint (combat load) and if we could not achieve about 55 kts. we would not even fire the jato, we would instead make several high speed taxi runs then try it again in previously established tracks and hope we didn't run out of gas, this was all open field work, no prepared ski ways. my job during takeoff was to strap into a gunners belt, stand on the ramp, where I could look out both paratroop door windows to confirm an 8 bottle blast or a misfire, usually I was hanging on too the parachute extraction release rack. sometimes to ensure an aft. c/g 27.5 or higher, we strap the pax. on the ramp using 5k straps as seatbelts. I've often said that this is the most fun youre gonna have with youre clothes on. hopefully this will answer a few questions. frank t vxe-6 / vq-3 / vr-62
  21. I was a selres f/e with vr-62 we did a lot of night stuff dropping people & parts. we landed back at sig. one morning cracked a beer flipped on the tv and there we were on cnn so much for the sneeking & peeking . frank thomas
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