NATOPS1

Tusker You must be talking about the USMC... A "CREW" for every job!!! TOO BAD(or good) it was a "CREW" of 2 or 3.............. USAF on the other hand OH BOY!!! Blew a Hyd line on Sunday before Memorial day in Tinker and the ONLY person in town was a "Senior Tech Sgt" (hope I got the rank right) and in a matter of minutes (less than 30) she made me a new line pressure tested to 8000PSI and sent on my way! Got a ride in one of those COOL "parts" trucks they have and I might have had a few "extra" parts in my bag when they dropped me off... They (USAF) may have 352 squadrons that do maintenance but I never had one turn me down...even had one in Hawaii do some tin bending for me and just said "see you in the morning... aaa bra!!"

"Lkuest If this problem is only happening in LSGI, and the ignition relay is actuated because of RPM dropping below 65%, then technically what you have is either a Lean Blowout or a Bogdown." Think Lkuest has this one... the RPM is dropping not just the SSC or wiring failing. I would think if the wiring were to blame there would be other start problems as well (as in NOT starting) Once the RPM goes below 65% the ignitors fire and the pumps go into parallel and the RPM returns to normal as one would expect. May want to check your TD Start Limit setting... If the Start limit is adjusted (too low) or the POT is broken off (has been turned too far) once the RPM is below 94% the TD will take fuel and retard the RPM if the TIT is greater than the setting. You stated the Fuel Control was 80 Rich so that could be compounding the problem. Also check prop blade angles... when you move the throttle you "command" a speed (fuel) and pitch. If the angles are too high there is not enough "power" to maintain the RPM.

So your engine starts WITH fuel enrichment when cold and it ALSO starts but without enrichment when hot... right?

ZERO unless its clogged!

Sad news for the USMC folks. We lost another of our leaders. Ed Bauernfeind passed away Sunday. No more info at this point. Ed was my CO at VMGR-352 back in the day!!! We took out the GALE lights one night.... Good CO, Good Pilot, Good Man!

On our aircraft the two valves are installed due to the increased weight of the IFR (AR) pod and hose. With the Pod and hose installed you activate the lower valve less gas and weight by the selector relay coil X1 maybe??? If you remove the pods you change the wire position on the relay and you select the higher valve and get more gas and weight...

Guess I’m wondering why you apply ext power in this order... If you do not tie the DC bus as soon as you turn on the ext power you apply good voltage... the TR's load the ext power unit until the voltage drops the phase sequence relay senses the reduced voltage and would cycle as the voltage increases and decreases. Sounds like the relay was working just more sensitive.. If you look at the drawings provided notice the diferences in voltages.. Noraml 80-95 vice 100 and dropout voltage 20 vice 5 volts....

In the 130 if you have a bad flow regulator it will reduce the flow until the other gear is up and lock (MORE PRESSURE) to send to the slower one....sometimes it will not come all the way up... turns in to a check valve usually only affects up or down...

Any news on this? Pictures? The story is on Africa Aviation as well... Sounds like a Low Pitch Stop not retracting! Been there done that! Not fun good thing were were "slower" when the throttles were brought below Flt Idle.

Easy answer... in the "accounting for wind" section it says to NOT use winds to make a mission.... YES I wrote it that way... only if you need every bit of performance... any headwind will only benifit you. ALWAYS correct for a tailwind. Dan said "When you are looking at refusal speed you are simply looking for how fast you can go, then stop without going off the end of the runway." Refusal Speed. Based on the runway available, defined as the maximum speed to which the aircraft can accelerate with engines at takeoff power and then STOP the remainder of the runway available. Critical Engine Failure Speed is the speed to which the aircraft can accelerate, lose an engine, and then either continue the takeoff with the remaining engines, or stop in the same total runway distance. (NOSE WHEEL STEARING is required to continue the takeoff at lower speeds to maintain centerline due to the reduced airflow over the rudder) If the NWS is inop the correction to VCEF should bring you up to VMCG (if you compute without NWS) which is the speed you can maintain centerline after engine failure. You need to know this if you are going to continue the takeoff.

If you look at the CFL chart which is used to compute needed length of runway there is a correction for wind. This correction will make your CFL shorter which is better. The wind correction for Refusal speed is a single therefore more drastic correction value on the chart. (look at the angles of the two corrections).

"As for the issue.. there is some verbage about pulsing and not a reject item..." My bust!!! this is only during a simulated antiskid cycle test... the pulsing or "Bump" is the valve moving... Think Dan is right... see if you can isolate it to one side P/Cp or one brake left or right, maybe then cap a brake off and see if you can isolate it to just one brake. lets us know what you find....

Tiny's got that one! If you move the flight control you would override the AP and it would disconnect... If the CP made an input to the AP controller IE: turn RT and it stayed in a turn and the rudder did not help... could be big trouble... might have been a attitude reference failure that would cause the AP to follow a bad reference....depends on the failure.. switch the inverter to the DC position with INS selected as the ATT source and you can see the effects on the ADI which may (most likely) be sensed by the AP and....HANG ON.

"Hi all. First off I want to say that I usually check this site out about once a week, but never posted on the forums because I have only been out of school a year and don't have much to contribute that you guys don't already know...." First congrats on "only being out of school a year" I would trade places in a heartbeat! (wife would not like it but...) Us older, NOT OLD, guys were once only a year out of school and I would have killed to have a treasure chest full of knowledge as Herky Birds... Dont hold back... learn and let us know how things change... As the systems change you will become the new EXPERT and we'll just be the OLD guys... As for the issue.. there is some verbage about pulsing and not a reject item... I will look it up in the AM....can't remember the wording ... TOO MUCH RIESLING.......I mean BEER....

"the system looks at all 4 sensors and compares there relative strength to determine a skid" This is true but in context. Each wheel is separate from each other. The transducer in each wheel sends its own signal and based on the speed or freq of the output the applied voltage will vary. As the freq drops the voltage drops which tells the control box the wheel is slowing down and if the rate of decline (in voltage= speed) the control box detects a skid and modulates the pressure to eliminate the skid. So all four wheels are monitored and modulated individually

I would assume that the crew only "feels" this with the brakes in Normal and Anti skid ON... What about Normal Brakes with Anti Skid OFF? Or Emergency Brakes? Pilot side Copilot side only or both? Left or Right or both?

If you listen to the tape the KIA’s were friendly forces (volunteers) so while they were not very smart digging out the 155 they were trying to make it better. Who ever they pray to I hope takes care of them…. BIG freekn hole!

No TOLD data and NO Load plan!!! Stuffed on full of Water and MRE's!!! Had to be 10,000lbs overweight!!!! They just took off and that was that...same takeoff run thought we were goona "watch the crash". The aircraft is so overengineered or (under)....

Can you supply a link to the prelim? If not on this fourm, please PM me.

VX-20 is adding 626 to their Tanker Fleet...

Should not be an issue the autopilot can only be coupled to one attitude source. If the attitude source or power source fails there are several "warning lights and flags" that would be displayed to the flight crew. Alternate sources (of both) can be selected but there are steps to be taken when switching to the new source. The autopilot will follow the source selected if the failure is not a hard failure that would trip the "GYRO" flag and the autopilot fail light. So its hard to say what could have happened we'll just have to wait! Good thing is the aircraft was on loan from the USAF so I'am sure the AF will put out a 1000 page report and then blame the relays in the secondary AC system......

Take a look at the external tank and think of the damage that would be caused by a portion of the prop or boot or lockfoam or spinner...??? flying off in a trajectory that would impact the external tank. Just a thought... Also the Main landing gear door would be on the same vector...(with airflow taken into account.... Left wing damage looks like the panels just scraped up the side of the aircraft and impacted the fillet at the wing root.... Not much impact damage that I can see (from trees or other stationary objects) Elevator is missing with no leading edge damage or underwing damage...pure overstress and failure? Hope we can get more information LOTS MORE.... I would like to hear about the control imputs they use. We teach a Boost out approach but.... COME ON!!!

Maybe they should have had the inverter on.... sorry KC-130FE could not resist...

"Much better than some stupid corporate jet. Who wants to sit in a M.85 pringles can anyway?" I would think someone who wants to go faster than .54 Still kinda like the thought of a time share.....

The overhead and side excape hatches had "buttons" that were radioactive. They screwed in to the handle, the handle itself is not radioactive. I think the Paratroop doors also had a "button" attached at the upper hand hold area.... The Inflight refueling Para-drogues had "Isolights" that were/are radioactive. I'll see if I can pull up a picture or two.