NATOPS1

tenten got it right no issue with your battery just all those ESSENTIAL systems... Tiny, the (ATM or APU) gen is important to me because if I need to isloate a bus it is much easier to turn on the ATM/APU gen and turn off all engine driven gens....then only the ess AC/dc iso dc and batt buses are powered.

YES 50%... It was to make a point and the only reference to Power ON stall is in the Takeoff and Obstacle clearance speed calculations... 100% flaps more "wing", same wind, more lift ='s slower speed....

Cal your torque gages (use the actual cal number in the logbook vice 29850), dip your tanks make sure they are even across, put your flaps up, inflate your tires equally, check your struts for proper servicing and extension. After all that make sure you set the aircraft up correctly... Torque symmetrical, fuel flow within 50 lbs of each other. Then see if the aircraft will track strait. (Our books say a correction to maintain a strait track "outside of the white" is excessive") so while you can correct it is limited in the amount. Not sure if you are setting the pointer straight and not touching the steering or correct "outside the white" to maintian your track...

With power on (max power on engines) the prop will blow (more) air over the wing vice power off "less" air being "blown" over the wing. 120,000 aircraft wings level, power off stall speed is 95kias, power on stall is 78kias (max effort take off is 1.2 power on stall or 93kias)

Any chance you could send those to me as well? Always looking for new ways to teach...

Looking for a HI RES version of this photo....

Looking for a HI RES version of the Marine KC-130 "Flare Angel" please email me if you have this version... I have googled it and cannot find a version that is not distorted. Thanks

I'll have to check my log book... No I was not on the AC in 1963... I did a drop at Holtville, AAF in the late 80's early 90's??? in a shell of an F Model... Had to be on O2 for couple Hrs on the ground then level for a while (at whatever Alt it was) then do it again then level @ 42,500 open the back and FREEZEEEEEE.... Had some PJ's, Seals Rangers, and Marines jump out (frekn NUTS) closed up and tryed to climb a little higher but I think we got to 42,700 and that was all she had!! Pretty cool....

"Since when is it procedure to set the cabin altitude to correspond with the 15.16in hg altitude during cruise in AUTO PRESS?? That isn't printed in the E(H) or H, or the (K)H dash ones." (check page 1-153) (-1 w/ change 12.... only copy I have) Our books (in the NORMAL operation of the pressurization system paragraph of the systems description section) say to "set Cabin ALT to desired cruise ALT." OUR desired cruise ALT is 500' above the actual aircraft curise ALT we WILL climb to. This keeps the system in the ISOBARIC (less than MAX DIFF) range. This way WE control the RATE of cabin change and the outflow valve does not cycle to maintain MAX pressure once we are at ALT. This altitude (say 25,000') if set on the ground (say sea level) will cause the aircraft to climb in the "NON pressurized" range until we get to the Cabin ALT the pressure controller is SET to maintain (3500' cabin) then start to build up a differential pressure. By setting the pressure controller below your aircraft ALT you are asking the outflow valve to maintain a cabin ALT LOWER (outflow valve more closed).

Well if you do not set the pressure controller (to your flight level) and leave it as set on the ground the outflow valve will limit the pressure differential to (15.16) in automatic. The fact it is in a 63 model with a 30lb flight station pact it makes perfect sense (not by the book but...) The cabin altimiter should have been aprox 6000............ 31000 @15.16 limit ='s cabin alt of 6000'

AWESOME PROGRAM!!!

Guess this conversation should move into the private networks based on the system in question...

Based on the posters verbage thought it better to not cloud the issue... so with that said.... The brake selector SWITCH determines which hyd power source (Util or Aux) is used, in NORNAL if you step on brake pedal the Brake selector valve determines (based on the amount of pedal travel) how much utility pressure to send to antiskid valve, the antiskid valve monitors wheel rotation speed, if the speed relationship is good the antiskid valve allows provided pressure to flow to the brake assy, brake assy slows aircraft.... In EMERGENCY if you step on the brake pedal the Brake selector valve determines (based on the amount of pedal travel) how much Aux Hyd/hand pump pressure to send to the brake assy, brake assy slows aircraft.... Hope that is OK....

Step on brake pedal, brake selector valve determines how much pressure to send to antiskid valve, antiskid valve monitors wheel rotation speed, if speed relationship is good the antiskid valve allows provided pressure to flow to the brake assy, brake assy slows aircraft....

tenten, your right...I mixed the conversation (ground operation of both inverters). The only inverter that will have power is the CP inverter as you stated and the discharge rate will depend on load. If the aircraft is older and has the DC driven motor that turns an AC gen the amperage load will be higher than a newer aircraft with a "solid state" eletronic inverter(no moving parts to "drive"). Also as you point out the Batt relay will not remain energized when the voltage drops to "the voltage at which there is not enought power to hold the relay".... Just hope you are VFR at that point as you will have 9 minutues to "find" VFR (stby gyro).

Any update?

tinyclark Be NICE..... It is the entire panel. It is consumable. You should have lights in the panel that are not use that you can "move" around to "repair" an individual light that will not illuminate or use the socket to move to the correct place.

Check your MLG...

What kind of fumes? Fuel, Oil or Hyd smell? Any leakage can blow back as pjvr posted. See pic. Maybe try a "Rapid" power application (as in a Touch andGo) and see if you can duplicate.

RZ hit in..... How long? Depends on your load.... If you have a total electrical failure and you have BOTH (AC INST and CP's) of your inverters ON you will drain the Batt rather fast. If you run only the CP inverter (for flight insturments) your Batt will last much longer.... so NO "real" answer to your question. The Batt can overheat if overcharged... I've never had a problem; it was an issue in the past with the OLD Batt. Not sure what you are asking about when you say "solid state or Non" Are you asking about the inverters?

tenten, Your right it does not say the NTS light was blinking... I would think the NTS was set correctly as the aircraft was on an FCF and the NTS check would have been preformed prior to the shutdown. Had it failed (no NTS) no shutdown would have bee done. But we will have to wait and see what johnny has to say...

Pg 68 of a student guide I made for Navy and Marine classes. The original is from a book then modified to show and tell the important parts... feel free to use as you desire (except to sue me)... Glad you like and it helped...thats what I'm here for.. dosent do me any good to keep what Ive learned over the last 28 years to myself...

RIP and prayers to and for your loved ones....

The "noise" is comming from your Main AC bus. However it is impacting a DC fed system so start to isolate from there. I would start the APU, Tie the AC buses, (this gives you the ESS and Main AC Buses) pull all three of your #1 Main TR Cbers and see what happens. If the issue remains rest them and pull the #2 Main TR cbers and see if the noise goes away....

The prop brake is not allowing the propeller to rotate. Use the starter (to release prop brake then release) to restart the motor..... The -1 in the AIRSTART section should have a note on the subject. It should say something to the effect of ..... an emergency start can be attempted by using the starter IF there is blade angle change (which you have) and NO rotation... Its NOT an emergency in fact it eliminates an energency!!!