NATOPS1

Check your blade angles... Make sure your oil tanks are full as more oil will take longer to reach the max temp. Take a look at your oil coolers and make sure all of the air passages are clear, they like to collect dirt which will prevent air from free flowing... Other than that your crews are doing the only thing possible to control the oil temp...

With the "J" taking over I would like to acquire some of the training materials used for the E's and H's. We (USMC and USN) have "T's" but there are plenty of common systems. I understand USAF will have the “old†aircraft for a few more years so not too worried about the information being lost just hope to get some fresh training material/ ideas… I'm looking for ground school systems type PPT’s or animations and/or ????? Always interested in seeing any C-130 material. If need be I can likely get an "official" request for the material. Thanks.... FYI, I'm the main USMC FE training POC in Fort Worth...

The reference pickup is located slightly ahead (.040) of the torque pickup to allow the torquemeter system to measure negative torque. The time difference is already know (the .040) so if the time between pulses is "less" you get a indication of negitive torque without the pulses haveing to be "equal" then negitive. Engine not running reference tooth is aheard of torque tooth. (true "zero" torque) Engine running there is torque so the reference tooth is still "first" then the torque tooth. The time between the pulses is positive and sets your torque indicator needles. As we move towards "negitive" torque, the reference tooth is still first... Then the torque tooth, BUT the time between the pulses is less than the original .040 so a early indication of negitive torque can be determined. If the (pickups) were not "gapped" we would have to "wait" until the pulse "timing" was more negitive to see the indication.

All references I know of discuss having the pin. I agree if you install the rings correctly there should be no issue as the rings are splined and can not "move" which would change the pitchlock range. As for written authorization to operate without the pin ??? sorry...

It has nothing to do with the gap ... 9 degrees was chosen because it is the radial distance between the centers of the teeth on the exciter wheels. 40 teeth is based on the "twist rate" the number is the torque (in inch-pounds) required to twist the shaft 9 degrees. 9x40= 360 degrees If there were more teeth they would "overlap"... From the Lockheed maintenance training manuals... Assume that the calibration number is 29,850. The electrical difference between CAL A and CAL B is equivalent to 29,850 inch-pounds of torque on the torque shaft. This figure, representing the amount of torque which causes a 9-degree twist in the torque shaft, was chosen because it is the radial distance between the centers of the teeth on the exciter wheels.

Working on a fix.....

C-130T huh, Navy... What Altitude alterter do you have? Enhanced? If it is new and "updated" it has issues... Still working on a fix as well as not all aircraft will be affected...

So your ATM Gen will not hold (gen out light)? Start your GTC and then your ATM check your gen output and see if it is steady 400 hz 115 volts. (Do not place the ATM Gen ON at this time) If it is stable turn on the flight station A/C and see if it holds. Turn the flight station A/C off and Place the ATM gen ON and see if it holds. If it does turn the flight station A/C ON and see if it holds. You may have an "Under freq" condition that will cause the Gen to drop off line (gen out). This could be related to electrical load.

We had the "Master Caution" it was part of the "overhead warning system" (or something to that effect) if a gen out or bus off or other warning light illuminated it (Master caution) would also illuminate. It was only on the aircraft for a short time... Part of the ASIP mod that was replace in stages... There might be a few of them left out there...

Not sure what you mean by "step" but; if it is high on the vert stab then you are looking at the VOR antenna. The older versions were flush.

With your affected MAIN tank (BOOST) Pump "ON" Then follow AMPTestFE's instructions... "open the external crossfeed valve, then open the crossfeed valve on the affected engine. The tank will empty completely if allowed to this way...no stopping at 1800 or 2100 lbs." The Boost pump sits in the surgebox and will drain the tank to the point where the engine will be fuel starved and flame out. If you are Dumping from other tanks (at the same time) with the DUMP pumps your wings will become out of balance VERY rapidly. Proceedure.... Main Tank Dump Pump/Dump Valve Failure If a main tank dump pump or dump valve fails to operate, fuel may be dumped by use of the following procedures: 1. Aft external tank pump circuit breakers (on affected side) — Pulled 2. Main tank BOOST PUMP switch — ON 3. Main tank CROSSFEED VALVE switch — OPEN 4. Auxiliary tank CROSSFEED VALVE switch — OPEN 5. BYPASS VALVE switch (on affected side) — OPEN 6. External tank DUMP PUMP switch (on affected side) — ON 7. INTER CONN valve switch — FLOW 8. DUMP VALVE switch — OPEN 9. Monitor fuel dumping 10. DUMP PUMP switches — OFF 11. INTER CONN valve switches — NO FLOW 12. DUMP VALVE switches — NORM

Agree!! With the Boost pump off any fuel flow into the tank will cause air to exhaust through the vent and the crack is allowing your vent tank to refill. The air pushes out the fuel that has collected in the vent pipes and/or tank. Check each fitting not just for tightness but also make sure each one has the seal installed. Also check the pipes and tank for a crack. Good luck! I HATE(D) going into tanks The OUTBOARD most of all!!

Depends on what model aircraft your on. Need to know a little more info...

Glad you found the problem. Good job!

NO movement in the other gauges? What year aircraft are we talking about? (I would think an OLD aircraft E Model era?...) I guess there is NO movement in the "other" instruments to indicate a "true" flux.. or is there? (fuel flow and/or torque?) If this is an OLDER aircraft this is a "Normal" indication so much so that it (the TIT gauge movement ) was added to our NATOPS (-1) (Operators manual) in the form of a "NOTE". I can get you a direct quote next week... This would be from a 1979-84 USMC NATOPS for an F model... If the issue just started I would look at the shielding on your wires for the TIT gauge. The large amperage is inducing "noise" which causes the "flux".

Bob has it right just give words of advice... Calling someone an idiotor a bonehead is pretty harsh and unless you are perfect better not throw rocks in a glass house! In your operators manual it should discuss the operation of the oil cooler flap (cycles to maintain oil temperature in the range of ___ to ___) or something like that. Ask your FE if the flap cycles full open and closed, the oil temperature when it opens as well as when it closes. What are the other three doing? Are they steady or cycle as well? There is a fine line for both maint and crew as we must work together to make the aircraft operational and safe. If you do not have extra parts swap the thermostat with another engine and see if the write up follows the part. Communication is key to solve this issue as you both have information the other needs....

This is not an issue (write up) unless the flap goes full open or almost full open when oil is (warmer) and full closed or almost full closed when the oil is (cooler)... It should only move a little at a time...

Ok, Start gtc with both wing isolation valves open and all engine bleed air valves open. record time ___. Close #1 engine valve record time___. With #1 closed, close #2 engine valve record time___. With #1 and #2 engine valves closed, close Left wing isolation valve record time___. With #1 and #2 engine valves and Left wing isolation valve closed, close the #4 engine valve, record time___. With #1, #2, #4 engine valves, Left wing isolation valve closed, close the #3 engine valve, record time___. With #1, #2, #3 and #4 engine valves, Left wing isolation valve close, close the right wing isolation valve, record time___.

Trip both of your wing isolation valves closed and see what your time is then we can start to help... have you checked the external air connection?

Rest in Peace BROTHER. http://obits.dignitymemorial.com/dignity-memorial/obituary.aspx?n=Cary-Depew&lc=7132&pid=154921947&mid=4910213#.Tt6Pp0buubk.facebook Cary Mitchell Depew, age 57 of Acworth, died December 3, 2011. He worked for Lockheed Martin as a Flight Engineer since 1994. He retired from the United States Armed Forces after serving 23 years in the Marines. He was one of only two to ever win the "Fixed Wing Air Crewman of the Year" Award two times. He also enjoyed flying and held his private pilots license. He was preceded in death by his mother and father; Chauncey and Ruth Depew, also son; Eric Depew. He is survived by his wife of 23 years; Patty Depew, son; Alex Depew, daughter; Andrea Depew. He is also survived by brother; Calvin Depew, sisters; Ruthie Graves and Cathy Deluca, nephews; Trevor and Colin Andrulis, along with Frank and Michael Deluca, and niece; Melissa Andrulis. Visitation will be held on Sunday December 11, 2011 from 1pm to 3pm. Memorial Service will be held on Sunday December 11, 2011 at 3pm. At Winkenhofer Pine Ridge Funeral Home in Kennesaw, GA. In lieu of flowers, the family has requested that donations be made to Dynamic Therapy Associates of Kennesaw.

Sent you a PM hope it helps. If it does feel free to post any results here. I have no affliation so...

Sam told me he was SORRY and what he meant was that sometimes you got to exceed the limits to survive.... I think we ALL understand that WE are different parts of a bigger picture and aircraft need to be fixed so crews can fly missions and when crews fly missions $ht happens and maintainers need to fix airplanes... Without maintainers crews wouldn't have aircraft to fly and without flyers maintainers would have nothing to do so.... Neither is better! Both are the best at what "THEY DO" and one without the other is like.... well you fill in the blank... Let’s move on and see what we can "fill in the blanks" with.... 1. Oreos without milk...

It is an operational requirement to have one Landing light operable. So independant systems to ensure one works. The Motors and Lights have a single control input and the ON switch uses the same power so any malfunction that would cause a short (Open CBer)would render both lights inoperative. Taxi lights are not critical as you can use your Landing light (s) if needed so they only have one switch and one CBer...

We had the same basic setup with Analog indicators HSI, ADI during the ASIP I,II,III mods. Nav systems had digital signal outputs with a signal data converter (SDC) to drive the indicators.

Post the context of your scene and we can give you something that will be factual. There are too many variables to give you a number that would be accurate.