NATOPS1

http://www.vpnavy.com/vp47ditch.html Date: 25 MAR 1995 Type: Lockheed P-3 Orion Operator: United States Navy Registration: 158217 Crew: Fatalities: 0 / Occupants: 11 Airplane fate: Written off (damaged beyond repair) Location: 8 km (5 mls) off Masirah Airport (MSH) (Oman) Phase: Approach (APR) Narrative: The propeller on the nr. 4 engine separated during the descent into Masirah. The engine caught fire and subsequently the nr.3 engine's rpm decreased. The nr.3 engine was shut down. Simultaneously both nr. 1 and 2 engines flamed out, resulting in a total electrical power loss. At about 2,500 feet, the pilot was able to control the aircraft again. The crew then ditched the plane.

USMC called it ARA-63, MLS (Microwave Landing System) same basic idea; remote use, ground set that provided a usable ILS/Glideslope approach. Worked good but used very little. Stopped fixing them after a while. The Ant. was mounted just below the center windscreen. Had to replace lots of them for holes then just plated over.

The service for Stan will take place: Tuesday, Feb. 9, 2010 Oak Lawn Funeral Home 619 North New Warrington Road Pensacola, Florida 1200 Visitation 1300 Service 1400 Interment - Barrancas National Cemetary Diane expressed her desire to have a gathering at the Mustin Beach Officers Club afterwards. Semper Fi

Not many at this point... More to come...

From: William Favor All, Stan 'Bongo" Graham passed away this morning at 5:45 AM. Diane is holding up as best she can. Diane does want to have services in Pensacola where she and Stan are from. I have merged all the KC-130 emails that I have but the list is far from being complete. I ask that you pass this email to any of us that you may have listed in your emails. I will forward any contact infromation you send. PM me here and I will respond ASAP.

Reduced rate of descent or (sink rate) at touchdown due to the increased weight in the outboard tank.(300fpm) The wings are full cantilever (not supported) and the more fuel in the outboad tank the more bending at touchdown therfore reduce descent (rate of descent/ sink rate...feet per minute, whatever you want to call it). You may want to look at the Speed Verses Altitude charts and see if you are staying below the airspeeds for the area of operation (A,B,C or D). Ps. What did you ever find out about you throttle moving in flight?

NEXT time I will start with the Fire Handle Light bulbs....remove one at a time to see if the indication goes away.....every new day brings a new way....

I think those were removed due to supply issues..... I think they are discussed on a thread here somewhere....... LCD INST Found it... http://herkybirds.com/forums/showthread.php?t=1327

Not sure this will help but here goes... You recorded the electrical signal... What did you measure? Voltage? Time span? Or ?? Converted the signal based on an equation supplied by Marietta.. Still have this equation? I would be interested in the method used. If the instrument reads 10% off at the top end of 19,600 that’s 21560 so we need to look at a few interface points that could effect this error. The Torque gauge calibration is easy to do in a manner that will induce errors. 1. Torquemeter Calibration number- To be accurate the number stamped on the torquemeter must be used in the calibration process. A catch all number is 29850 (1st variable) Depending on part number installed add or subtract 380 in lbs to/from this shaft calibration number. (To illustrate we have a torquemeter here with a Cal # of 29580.) Also if the parameters used to calibrate the gauge are incorrect IE: Outside Air Temp Pressure Altitude RPM Wind All variables used to set the Min torque and once set (if done right) the indication has a tolerance of +/- 50 in lbs. So add them up and you could see a significant difference.... I assume you are asking if there has been a digital vs mechanical comparison of the indications to check accuracy of each. I don’t know for sure but I would have to say yes due to the engine being the same, the wing being the same (torque limited), ETC...

Any EPC operators out there? ANG or AF or contractors? (Electronic Propeller Control) sorry....

Disconnect each detector one at a time and see which one is causing the issue. If all four are disconnected and you still have your condition look at the wiring above the turbine. (the area inspected during an engine change). (wires burn in this area and sag onto the turbine case or slide in the clamps and cause overheat indications.) If no defect or cant see the area disconnect your wires at the terminal board (TB107 for our AC). If the indication stops your problem is wiring between the TB and detectors. You may need to drop the motor and rewire or "tape" the wires with high temp tape... If the wires are burnt might want to rewire but usually can get by with tape until rework or a Phase/ISO. If the condition persists after the TB is disconnected you need to break out the wiring diagram and chase it backwards to find your ground.(wing break, overhead disconnect) Lets us know what you find...my bet is detector or wiring above turbine area....

For me to remember your name is saying something... Don't remember the reasons and it dosent matter... Join in, be a positive member (you can have a negitive opinion about things just make sure you have a leg to stand on and accecpt when your wrong or dont!!!) and see how it goes.... DAMN!!!! Have I been here that long!!!

"IED finder" That was the thought....

Maybe a 1 year tour in the areas he claims.... without pay... on the ground as a point man! THAT SOUNDS FAIR....

The Joint Operational Support Airlift Center (JOSAC) is the single manager for scheduling all Department of Defense's (DOD) continental United States (CONUS) Operational Support Airlift (OSA) requirements. JOSAC personnel may be reached by dialing COMM 618-229-0475 or DSN 779-0475 . Listen to the phone menu and select the day's scheduling team or office you want to contact. I'm sure they can point you in the right direction... Also NALO NAVY AIR LOGISTICS OFFICE (NALO) DAYTIME PHONE (504) 678-1185 AFTER HOURS (504) 678-1184 PHONE FAX (504) 678-5826 24hr/7days a week Good luck, GOD BLESS..

Retorque your MLG tires.... and watch them during a taxi run to see if one of them is out of round

If you gotta go you better have a VERY good reason!! Will you get killed if you don’t go? Will someone else get killed if you don’t go? Pretty simple questions.... If people are not shooting at you or someone WILL DIE if you do not "go" then pretty sure it SHOLD be a HARD sell to get people to RISK their lives, aircraft and anyone who may be in the path on the ground. We are lucky the Herc is forgiving and very well designed; for many a fool has survived to tell their story! A single issue could have changed your mission accomplished into a mishap. My/your/ our NUMBER one job is to return ALIVE with the aircraft in as good a condition as possible...

Just got these photos... Kinda in-line with the conversation here.....

Steve you would be amazed at some of the things Maint has asked me to "do" over the years.... Fly with a know Blown MLG strut... Fly with a condition lever that does not work... Fly with a splitline leak... Fly with the elevator trim tab so loose you could move it 2 inches... (we'll just "tape" it in place, YEA (they) said "tape" it in place) Seams to me Maint was NEVER with me just want me to do these things.... Dan is right over "there" you do what you have to do BUT you do it informed. We each have a little voice and it is 99.9% right we listen to it about 85% of the time and use our training and aircraft knowledge the other 15% to get the mission done. That 15% can KILL you if you do not ensure everyone understands the risk and the measures you have put in place to minimize them....

You can add one more to my total..... This should be an interesting thread....

What ifs gotta love them.......What should I do.... If you think it needs to be fixed then you need to make it known. Ask them (Maintenance) to service the prop and then get ON the Aircraft for the short 45 min flight home........ Explain all the possible malfunctions you are going to be at risk for IE severe prop overspeed, engine failure without the ability to feather the prop, and the best BLOWN prop seal that dumps ALL the fluid into the intake and sucked INTO the Bleed air system sent to the air conditioners and then distributed into THEIR LUNGS and EYES and remind them that while they cant SEE or BREATH neither can you or the other CREWMEMBERS that are "FLYING" them home...... If their answer is NO then you have your answer, NO!!! ACTUALLY your answer should be NO!!! Without the explanation then EXPLAIN.....

Sounds like your radio is Tx'ing if the "other" aircraft can hear the operator requesting a check... just not enough "power" excaping the aircraft... From what I remember key #1 HF and #2 Ant is switched to the dummy load to prevent a "loop" between the two radios (if they are on the same freq) and vice versa. Maybe you are TXing into the dummy load and that is causing the reduced output. Dont remember the switchology so I would have to look it up.... Long wire or Flush mount Ant's?---- (Long Wire, my guess)

Thanks... I'll pass it on.

Any FAA PFE Check Airmen out there?

We have an "old" starter here that has the electrical plug. and I remember the OLD guys talking about the starter button "poping" and if not pull it out. It was as, Dan stated, removed many many years ago.