NATOPS1

Looking for date of incident and details if avalible... Thanks. (NOT PROP 1) that "box" is not on the original picture... Not sure how it got there...????

Is this reported by your aircrew or maintenance during a check? If by your aircrew the bleed air regulator valve may be regulating high (too much air out results in low torque for set TIT) and/or the or compressor (if you have open/closed bleed air valves) could be stronger.... If by maintenance the factors Lkuest previously listed could be the issue and as stated RPM is very important in calculating Performance. also check the anti ice for the bad engine...

Lots of C-130 "friends" here! Easy answer is it depends on the goal. Fuel effenciency, time spent in flight, engine (turbine) preservation... Which is “better†I think you will get three different answers… fuel flow, torque and TIT. Most I would say set TIT…

When you say SERVO PROPELLER GOVERNOR what do you mean like the Eletronic Prop Control? If that is what you mean you will have sync ON/ OFF switches not Prop Governor control switches... Different panels and warning lights for the eletronic version no warning lights just prop low oil lights...

Me likes very much!!!

weigh each round (record average) put back in box weigh box get approx weight of a box repeat a few times (record average) use average weight to compare new boxes...

How are you tracking your "fuel flow, or consumption"? Set your power get your numbers and then compare with the chart. Then run the engine or track consumption and see if your numbers match. You will need EXACT numbers for engine performance, pressure altitude and oat/temp deviation, gross weight... Remember all fuel flow gages (fuel flow transmitters) have the same power source. Check the voltage output of your MC-1power supply as higher voltage will cause an increase in fuel flow indication as lower voltage output (more common) will cause a lower fuel flow indication... I have seen this (higher voltage output) only once....

An infared camera should work... http://www.testequipmentdepot.com/flir/popups/jet-engine.htm

It's pretty common... That’s why the first thing we do is "adjust" the TD Valve with a mallet.... I've never had to do this but my best engine guy swears you make the TD valve fix itself by making it think it is above 94% (ssc cannon plug off, 94% switch open) and put the throttle in the temp controlling range you can "Make" the TD valve go to full put (with an adjustment, maybe?) It should work all the inputs would signal an increase in fuel flow....

Inspect your turbine Adjust your TD valve to full increase If at full increase change your fuel control (or adjust if you are allowed)

Do you have nacelle overheat detectors in your drybay? (around the engine bleed air valve) We call this the horse collar area the engine to wing contured panel... Do your bleed air check with only the engine in question. If the leak check is good the leak is in the ducts from your diffuser to your engine bleed air check valve. After that the only way to find the leak is to use your eyes...check clamps and the "ribbed" "accordian" areas of each duct the movement of the engine makes these areas crack.

NO But it's ("test set") already built into the aircraft, bleed air pressure gauge (gage). If you have a leak your bleed air leak check will be BAD pressure drops faster than allowed. 30psi to 15psi in no less than 8.5 sec's or 16sec's (or 20 sec's) depending on model and local requirements. Close one engine bleed air valve recheack leak rate... if it is still BAD (too fast) leave the first valve closed and close the next engine and repeat until you get a "Good leak check" takes longer than 8.5 sec's or 16sec's (or 20 sec's) depending on model and local requirements. If you get a good leak check "After" closing an engine your leak is in that nacelle. If all engines are closed, divide your wing or close one (Lt or Rt) wing isolation valve and recheck; still bad? Aircraft with divider valve your leak is on the left side start checking for the leak. Aircraft with wing isolation valves... close remaining wing isolation valve... BAD check your leak is in the center section Good your leak is on the last wing to be isolated...

I agree, run some numbers in the performance manual and you will see if your indicated remains the same your true will increase. Have your crew run the indicated airspeed for 300 tas curise chart then set the indicated airspeed that will result in 300 tas and see what the TAS readout is.

When does the No 3 engine "shutdown? After the other engine 4,1 or 2 is started and "on speed"? What is your GTC/APU bleed air check time? Sounds like you may have a bad Engine bleed air check valve which is allowing higher pressure air from your other engines to enter the combustion section of No. 3 Eng.

Yes as are the Older versions...

Swap a SSV with another engine... as for the initial "wind down" any other info moving the throttle when it happened or static? I do second the idea of disconnecting the line to the acceleration bleed valves at the inline filter (cap it) and (try to start) or make sure all of your Acc bleed valves are open then try to start... If it starts you will need to replace or bypass the SSV

What we are looking for is the actual pressure reading so we can see if the reduced flow into the tank is caused by a restriction. Fill up an AUX tank (or use a truck) and then transfer ONLY into your good tank and record the pressure and time to transfer say 1000lbs, then transfer into your BAD tank and record the pressure and time for that tank. A restriction (into your BAD tank) will result in an increase in the pressure... Also check the "tube" that runs from the center compartment to the outboard section of the tank if it is clogged, fuel will be slow to fill the outboard section of the tank resulting in the center section filling first and making the FLCV cycle (this would be indicated by a "Normal" transfer rate and then a reduction as the center compartment fills... your pressure would also cycle as the FLCV opens and closes.

Make sure your Gen and GCU are (matched) same manufacturer. Depending on what version you have installed. (I know it should not matter but I have seen issues from mixing...) When you say: "Slaved #3 GCU into #4 harness and had the same excitation output of 50vdc. Put #3 GCU back on it's proper harness and it checks good. #3 gen PMG is 96vac. Slaved #3 gen PMG into #4 (isolating #4 pmg wire). Still same output of 50vdc on #4 excitation." How did you accomplish this?

As do most that have flown this aircraft... I will dig up the logbook and see what I was up to in the years past that would be interesting... Your welcome!

I'm sure "all" the reports are not on one page... That would be nice! Maybe someone on the "inside" can link these, I can access a few... so will see what we can post. "It is not my intent to only post crashes/incidents etc " I understand just an observation not criticism. I will try and send you a few first or intresting items...hope it would get folks to share their events with us. You do a great job and I truly enjoy the site!!!

1966-10-2 USAF 776 TCS C-130E 62-1840, c/n [cn]3803[/cn], shot down 1970-10-2 USAF 776 TAS C-130E 64-0536, c/n [cn]4025[/cn], crash. While I understand the pain associated with the loss of an aircraft and FRIENDS I do realize there are lessons to be learned from most aircraft losses. I use a number of mishap reports (details) in my FE training classes and wonder if there is a way to link the post "Today in C-130 History" to the reports? Maybe a members only area or a link to the data base that is public. Also any good news post out there? Thanks Guys/ Gals and be safe out there!!!

The Pots are calibrated to each tank so the totalizer "knows" what a tank "looks like" so it can determine the fuel level in the tank at various levels. It is not a set value. Once calibrated and the tank gage is reading "correctly" the voltage output is "correct" and the pots are adjusted to make the totalizer read "corect". If all tanks are calibrated then the totalizer Pots are adjusted it too will read correct. As the fuel level changes the voltage output changes, the totalizer will "change" to read the total fuel on the aircraft.

It is voltage that is sent to the totalizer that then positions the indicator needle (positioned by an error voltage). From the book "Signal voltages from each indicator are sent to the fuel quantity totalizer." (Simple answer) These voltage inputs are added together and compared to a standard (through a resistor bridge// the potentiometers that are adjusted to read each tank individually) , any error voltage is amplified then applied to the totalizing indicator to indicate the total fuel level. This is why errors in tanks (off scale HI or LOW or inaccurate readings or CB out) affect the total reading. As the voltage changes (reoprted as voltage from the individual tanks based on fuel level or malfunction) the total voltage changes (up or down) and varies the input to the totalizer.

American Medical Association has links for each state as well as its own data base for doctors some are pay sites and info is not easy to find at times... Good luck and I hope you get some relief... https://s1.fsmb.org/docinfo/ http://www.fsmb.org/ http://www.ama-assn.org/resources/doc/ethics/state-medical-boards.pdf

A list wow that would be interesting to see how many have been converted... Inverters are normally placed in the Ess AC or ESS Avi position (inverter off)--- Some of the ACI&EFC Inverters (solid state/new ones) are ran in the "on" position or Ess DC but thats another story good idea as far as Im concerned but the reason for the change in operation was/ is ...... Not sure on the whys or any new maint required the new inverters are pretty reliable.