NATOPS1

If it is a typo then it has survived rewrites and new series type aircraft from the 1960's thru the current NATOPS dated 2003... (oops I ment 2013 thats a typo) Now a limitation that has survived being WRONG for 50+ years is most likely NOT A TYPO…

tenten if the pin does not retract you will retain the ground and the down indication will remain Also what does your warning light do? Does it remain illuminated or extinguish? What series aircraft are you on please? I would say the fact you can insert the ground lock means your actuator is locked in the down position however you will only know if it is truly DOWN AND LOCKED once you insert the pin. I would also say you should; as recommended fly the aircraft with the gear down and pinned. The ground lock pin is the only real indication you have on the position of the lock as the indicator pin is not retracting therefor not extending reporting the condition of the internal lock. If you fly and retract the gear the next extension may not be "real" and the internal lock may not be engaged. Depending on the situation have you “pushed†the indicator pin “in†with the gear retracted to see if it is just stuck? I would not due to possible binding inside the actuator but…. As stated “Depending on the situationâ€.

We have the same "Performance" information as to when the gear retraction must be initiated. The question is to the purpose of the statement "The NLG must take at least 3 seconds to retract", not a performance driven procedure such as "landing gear retraction should be initiated within 3 seconds". I agree during retraction the gear takes MORE THAN the minimum time (as stated in the operators manual) of 3 sec to retract. Is this statement in the USAF, USCG, or other operators manuals?

The "NLG must take at least 3 seconds to retract" changed to "No LESS than 3 SECs to retract" and has been in the NAVY AND USMC NATOPS all the way back to the 70's...

Yes, Yes and Yes... The question is; Why is there a 3 second min retraction speed... The flow regulator is a two way so it should regulate the speed in both directions...

The (UP) switch is located at the uplock. (orginal post has been corrected) They (should) show barberpoles when the gear is slected up and the gear is not in the selected position. (up)

The switch is located at the uplock. They (should) show barberpoles when the gear is slected up and the gear is not in the selected position. (up)

OK here is one for you... Statement during FCF... (Nose Landing Gear must take at least 3 seconds to retract.) I remember something about the down switches not being the actual "position" of the strut but the position of the actuator... Any ideas on this? The flow regulator controls speed in both directions but the note only mentions retract. My recollection (clouded as it may be) is the LG handle will route power to the up switch and show up instantaneously.

Good point Lkuest on the weak switch. try and start with no fuel pump pressure (it will start) and see if the light comes on at 16%. There is a discussion about weak pressure switches in the books but not under the situation you have described. Good luck and let us know what you find.

Bad Primary pump blocking flow or paralleling valve stuck closed. As to your question; The valve should not move on its own; energized closed and "deenergized" open electromagnetic so it should return to the open position... In flight with no other indications only the SFPP Lt, I would guess the Primary pump. It is easier to "swap" the Paralleling valve.... The fact the light illuminates at 16% during the restart tells me there is no flow past the pump or parallel valve. If you disconnect the parallel valve it should never close and you will not get parallel or series indications. If the light illuminates with it disconnected you have a bad pump.

Max takeoff weight...

Just a thought... I noted you said "They're no longer here" but the way I look at it "they" are and you will and I will always be here if we do not Keep what has been given but pass it on to the next generation....

Considering there are several radios spanning A LOT of frequencies pretty hard to lose all communications but its a movie so OK.... Sent you a message send some of the details so I know if this guy has a Swiss Army Knife and a roll of duct tape.

Two ways to use it; the FUN Airshow way and the NOT so fun heavy short field takeoff way... So the "FUN" way is to have a very light aircraft say 105-110K. Set MAX power, keep the aircraft on the ground until NWS 139 or as long as you dare (not to exceed 139) Rotate the aircraft 35-40 degrees gear FIRE the bottles up hold obstacle clearance speed and hold on! Pretty fun the first time because you have someone "watching" what you should be watching instead of sporting a $h1t-eating grin. (Where did that saying come from? Google here I come!) The "speed" illusion is very cool and after TO the altimeter blasts through 1500' then back to reality... Not so fun way. So the previously mention "speed illusion" is GONE, set MAX power FIRE the bottles, get up to speed (finally) and normal takeoff... The bottles only burn for 12-15 secs so not as long as you would think or like... If they burned longer you may not be able to stop if needed. (8,000 LBS of thrust) They just get you to speed faster...

No there is no safe guard in place. If the start valve is “open†and air is going to the starter the starter will try and engage no matter which part you have installed. The air turbine drive will try to engage and mesh with the rotating gear attached to the gearbox. If it does not mesh the starter will accelerate to maximum rpm then disintegrate after a minute of two; maybe more maybe less.

Yes, The main problem is the very small amount of lubrication inside the starter. after a few minutes the starter will fail and will most likely come apart and damage the engine, cut hoses and electrical wires. Of the two that I know of each time resulted in a FIRE light.

Anyone have CD's or PowerPoint from Little Rock for the Legacy aircraft? I would guess all the schools there are J by now so wondering if the old training materials are stashed in a drawer somewhere... I'm trying to put a fresh spin (new material) on our refresher training here at the NAS JRB Fort Worth C/KC-130 Simulator.

Make sure you have 28VDC at the normal brake selector valve cannon plug with the brake selector switch in Emergency. The valve is energized closed (no pressure) if you have no power the valve will be open supplying pressure.

Both AC units? Smoke as in "smells like oil" smoke or no smell?

1. You did recal the Tq gage after swapping yes? Get the true cal number just to be more accurate. 2. Engine performance is checked with the bleed air OFF. If you are getting 17.2 and the 95% calculated Tq is 17, your engine is just above 95%. 3. To check the bleed air out of the regulator start all the engines, turn on the cargo compartment AC unit and read the pressure of each engine one at a time. If your low torque engine is putting out higher pressure it will produce lower torque anytime the bleed air valve is open. The torque increase from a bleed ON to bleed OFF is 700 inLbs. If as stated your tq increase is 1200 InLbs then your regulator is open too much. "in some runs it was also observed that in td null the torque can be 2-300 inch lbs worse off compared to td in auto." Did the TIT remain the same?

Make sure your Tq indicator reads full scale -4000 and +25850 then read and adjust. Check and use the "True" Cal number out of the engine logbook to be more accurate. Check your air pressure out of your bleed air regulator valve. The change from bleed ON to Bleed OFF is pretty linear at 700 inch lbs. If you are seeing 1000+ then the On position is letting too much air out.

1) Pull pin 2) Discharge Agent 3) Thorw bottle into fire 4) All the above while running away from aircraft.... The line Bottles are hard to throw... You should insert nozzle into the panels on the side of the engine but you cannot reach them....

Navy and Marine aircraft flew missions during the conflict as well...

It sounds like you want to know how the engine prop work... The Prop changes blade angle to absorb excess power from the engine, the RPM stays at 100% due to the prop blade angle change... Moving the throttle up increases fuel flow to engine and it and the prop speed up, the prop is designed to stay at 100% so it increases blade angle to reduce the speed which results in an increase in torque. All engine components are fixed no moving (variable) blades...

Swap out your current limit control