NATOPS1

These numbers are for the "good" engine or the "bad" engine? I would like two sets of numbers... Bad engine ... Time from 0 to Max RPM with GTC ____ sec...... and the Max RPM _____ % (also record the air pressure at 10%_____PSI). Good eng ..... Time from 0 to Max RPM with GTC ____ sec...... and the Max RPM _____ % (also record the air pressure at 10%_____PSI). OK I also noted the "shows less TIT than others" commet... Have you changed the "T" Block? (Junction of the Thermocouple harness and TD/Indicator leads?) Change this and see what the effect is you may have a resistance issue in the T block...

Your not going to steal a plane are you? Only one chart for TO speed but FYI if your only 110K or so VMCA may be higher... MAX effort TO forgets VMC and is used only when needed; so a true minimum TO speed is not the safest speed. Guess at 120K is about 110KIAS

Please "time" the engine from 0 to Maximum starter RPM (with the condition lever in GRND Stop) Then "time" a good engine from 0 to Maximum starter RPM and post results. Time from 0 to maximum ___________ sec. Actual maximum RPM % ____________%. This will tell me how your "air system" is operating...

35% and your at 850+ TIT? What is your Fuel Flow reading at 16% until light-off (ignition)?

Very good idea, depending on the HF you have installed it could be putting out several hundred watts of power. (One of ours puts out 400 watts peak.) Turn your prop ice system on and see if you can duplicate... (Our OLD operators manual had a note about "flux" of the Tq and or TIT gages when the Prop ice system was "ON"...)

As PJ points out if the start temps are low at "another base" it may just be atmospheric conditions making the temp change. Also as stated check your "NULL" max power numbers as they will give you an idea of what is happening... Can you test (or have you tested) your TIT gages?

Is your flux associated with Prop De/anti-ice system operation?

Not sure "that" is what the picture is showing.... TO 1C-130H-2-27GS-00-1 This is the version I have access to... 27-00-00 1-4 Change 5 1-7.4 Flight Control Wind Precautions. 1-7.4.1 Do not use mechanical restraining devices on flight control surfaces, unless both the utility and booster hydraulic systems have been depleted or a booster unit has been removed (aileron, rudder or elevator booster package). Built-in snubbing action in a fully serviced system will prevent slamming of the controls into their stops.

Where is this information located?

I can't say I have seen or read anything to back this up BUT... as the rudder moves only the fluid in the actuator would "leak" so I would NOT expect to see a reservoir reduction. I would say the fluid in the reservoir cannot be transferred due to “suction” into the actuator in an amount that would (visually) reduce the fluid level. I think the actuator housing has cracked in a manner that connected the Utility and Booster systems and caused a "single point failure". FYI all, THIS is why the ELEVATOR has two SEPERATE actuators; to prevent a "single point failure".... I have sent you a PM so check it out. Look in your TO for flight controls and see what your books say. (ours seems to be a bit contradictory...)

Just so we are sure this is the flag we are talking about....

"once the trouble shooting was carried out, crew discovered a crack in rudder booster package" Where was (is) the crack? The Rudder Boost pack has a common actuator so if the housing is cracked both systems can have issues. With the boost shut off valves closed the pack (on the utility side) will have no fluid on either side of the actuator and therefore NO dampening capabilities. The booster side should have dampening capabilities (as long as the actuator housing is not cracked through both sides) but it sounds like there is a path for the boost side fluid to also bypass or leak. If you can move the rudder by hand (with little pressure) the booster side fluid has also been lost and internal leakage of your pack is indicated. (sounds like it can/will move based on the damage sustained) As the rudder moves (with the shutoff valves actuated OFF) the replenishing valves will allow fluid to move side to side in the actuator to prevent a "locked flight control". If both utility and booster shutoff valves were "OFF" and the actuator is leaking internally the booster side fluid would ALSO be lost and NO dampening capabilities for either side. This would explain your damage. As for the ass on the line; an internal leak on a TANDEM actuator with loss of both systems fluid and resultant loss of dampening capabilities would be hard to pin on an individual. If the leak is internal there would be NO indication of a leak on the booster side just the utility side. A small internal leak (transfer of fluid) from the booster side could /would (did) take some time to happen, but the replenishing valve design would allow ALL of the fluid in the TANDEM actuator to be lost. I guess it will depend on the extent of the crack. Gust locks are not a normal use item and I would think the rudder “felt” normal when the crew left the aircraft. The only question I have is... Was the fluid "STILL" dripping from the actuator with the utility shutoff valve closed? I would say it WAS as I doubt the crew would "actuate" the rudder enough times to evacuate the TANDEM actuator of all utility fluid (and I would add it would NOT be advisable to do so as ANY fluid in the actuator would provide dampening capabilities) but once lost the rudder would move freely…..

It is a Navy Reserve squadron. VR-62

Check your touchdown switch and relay operation. If the touchdown relay did not remove the 28 volt DC from pin “E” upon touchdown of the aircraft, wheel rotation above approximately 15 knots would override the touchdown signal and allow normal brakes with anti-skid protection down to 15 knots. BEN beat me to it....

Boy "J Models" sure do "change" the conversations in the shops.... and I thought "filley" was a hot little chickadee.... Chickadee: A more creative and refined way of saying chik or chica. www.urbandictionary.com/define.php?term=chickadee "Fill, It" as in FILL it FULL of BEER, works fer me.... TGIF

I agree sounds like one of your NIS (nav inst switching) relays and they can be a pain in the arse... Check your copilots HSI data relay. Be careful with the screws they break.... They are all the same so you can switch them out and there is a test set but can't remember ever using it... Hope you do not need to change the cannon plug it sucks!!!

This picture is out of an OLD USMC training Doc (out of publication) but I'm pretty sure it mirrors the Lockheed Training Manuals that were printed years ago. The Navy version has Blue covers and the Marine Corps has Red (Scarlet). There are electronic versions out there...

Not sure what you need but tech pubs are not for general distribution... Maybe be specific and we might be able to help.

Cal numbers

The engine does not feel the over torque as the torque is transmitted to the wing structure. That is why the powerplant has very little inspection requirement. If the oil pressure is good and no flux the powerplant is fine. The wing structure is what requires us to limit torque to 19,600. We can produce much higher values of torque but the structure cannot maintain its integrity above a certain value. To increase the power setting we need to increase the "strength" of the wing. The J has limits (4,705 SHP) and is automatically controlled by the FADEC. As for the Cal number on the torque shaft ALL of them are different... each shaft has the actual number stamped on it that represents the torque required to twist the shaft through 6 degrees(or 19,600) so each one is tested to get the exact number, but we use a common number to make things easier. Cal to +/- 50 inlbs so... The shaft can withstand much higher torque values than the stamped number... I have seen a torque value above the gage (gauge) scale....

Thats about it for the power section (check mag pulg base on oil pressure and flux, next two flights) the aircraft side is the big inspection part. NAVAIR 01-75GAA-3 9-52. DETAILED INSPECTION OF DAMAGE AFTER AN ENGINE DEVELOPS AN OVERTORQUE CONDITION.

Over torque inspection for your engine should be in your engine manual (ours is the NAVAIR 01-75GAA-2-4) . Over torque inspection for the aircraft side is in the structures manual (ours is the NAVAIR 01-75GAA-3).

Check wires between the SSC and the engine junction box with the SSC connected (less than 94% switch should be colsed). If the wiring is open the engine thinks it is "above" 94% and there will be no power to keep the correction light illuminated with the throttle above 65degrees.

Ok is this engine the same engine as the TIT low at take off discussion? Both posters are from Dhaka,Bd.

Kind of a loaded question... If all is working correctly yes.... High actual TIT (more than 4.5 degrees F) from the thermocouples as compared to the "desired" TIT of 820 +/-20 will cause a decreases fuel flow signal to equalize the two temperature signals. (gives you desired TIT... Throttle setting) Yes, the switch can cause some issues. (The switch is set at 66 +/- 2, as per our books....)