NATOPS1

I don’t like it but.... I dont count anymore... I guess the responsibility level is being replaced with technology. Look back over aviation evolution and the crew keeps getting smaller and the task load keeps increasing due to the ability to disregard some tasks and let systems do it for us.... Seems we task ourselves with "things" that we never used to do while "WE" were "Flying". I think some "smart" FE will figure out a way to watch movies on it and have the "system" do all the work....

Boy, SCAN we don’t need no stinking SCAN.... SCAN is a thing of the past!! Ever heard of ACAWS I knew you had... This "New" Panel will eliminate the need to SCAN due to the "Cruise" setting that allows the selection of "other" more important information and if there is an exceedance the system will replace the selected screen and display the malfunctioning system. Next step is the incorporation of a checklist type reaction so if there is a problem it will show you the problem and tell you what to do about it so no more memory items!!!

Thanks Kimmer, got the file. I do remember they (instruments) were split on the overhead on the H-3 or what ever their called..... Nothing like the "new" LCD panels.. Think the Coastee's already have a few installed. Thanks again...

Can or have they engaged the ailerion and elevator and left the rudder off? The E4 had lots of test points and cant remember too much about it...sounds like a servo from what I remember.

Lets do the "math" A+M+P= "J" Sorry could not pass that one up...

Anyone have any other info on this? If I could get the TCTO number it would be a big help. Navy looking at getting them so if there are issues we need to know about it. Any operators out there that could give some advice/observations on the system? THANKS

Well I guess if all else fails you can always ask the other party why if it (CIB) is the HIGHEST award possible then ask why it can be revoked..... I’m not so sure you can strip away the awarding of the MEDAL OF HONOR.......

Prayers to and for all the Soldiers and Family members affected by the unbelievable events at Ft Hood.

The compresor output at HSGI is aprox 125 at 600 degrees due to compression.... At LSGI only a portion of the air is compressed and by fewer stages so it is cooler.... The TIT is Hotter at LSGI than HSGI due to the compressor being unloaded and the "cooling air" being reduced. However as noted the air temp is cooler entering the combustion section due to the reduced compression...

When we discuss the Fire Handle, T Handle, E Handle (for all you OLD Navy P3 guys, Victor) we focus on the Engine and forget the Prop... The condition lever mechanically positions the Feather Valve to feather the Prop as well as mechanically closes the Fuel Control Shutoff Valve (prior to the blade angle increase commanded by feather) to shutdown the engine. The Fire Handle will ONLY electrically do this and thus is second... In addition if the prop does not feather (due to loss of fluid) and you pull the fire handle first you would shutoff oil to the RGB and engine and only hope the oil shutoff valve OPENS when you reset the fire handle... Also if you shutdown for a fire and pull the fire handle first and the prop does not feather you would have to reset a fire handle to restore oil on an engine that may be on fire or....... Strange seem to remember a time when I started the engines and then PULLED the OIL CBers.....

“It is recommended that the system is aligned and the switch is placed in the NAV mode PRIOR to engine start....†With that said, you can start engines and stay in LSGI until you get a RDY NAV status (which may (WILL) take longer due to <vibration> (interpreted by the INS as movement) then select NAV. "The aircraft MUST remain STATIONARY while the INS is in ALIGN...." If you "Start" the alignment at the beginning of your preflight you will have plenty of time for the process to align the INS (15-20 min or so…) select NAV and the system will run on battery power if you must remove AC power. If you are short on time you can "quick align" but you MUST do the full alignment prior to “quick align†but the accuracy is degraded by up to 4 miles per hour. So not so good… AND You must do a FULL preflight alignment and select NAV, the switch MUST NOT stay in NAV for more than 5 sec... then select OFF. When you return to the aircraft you can Rapid align by selecting STBY, select POS, press HOLD,9, and INSERT. Verify POS, select ALIGN…. Should take about 6-7 min. Bottom line you should ALIGN and select NAV prior to engine start…. If you move the aircraft PRIOR to selecting NAV your solutions will be invalid. If you are just starting to “move†the aircraft you can select ATT REF and taxi…..

1. There was a flight of two Cobras escorting two CH-53E Super Stallion helicopters carrying Marines to San Clemente. It is common practice to have “other” aircraft in a flight to place their IFF to standby (no transmissions) so if the Helos were in a (loose) formation it could cover two or three miles…. If the Lead Helo had the IFF ON, the Cobra could have been quite far away from the return and the C-130 may have "seen" him not knowing he was Lead of a flight of four. Also along this line they may have know of each other and "seen" each other... The C-130 may have seen two very large Helos with "LOTS" of lights on and did not see the VERY small Cobra... Thoughts and PRAYERS to all the families, friends, Shipmates. Also a PRAYER for the two Aviators lost in the Gulf....

The ADI has two attitude references INS and a directional gyro. If the CoPilots Inverter is running it supplies the gyro and ADI with power (instead of the ESS AC) and the INS would also provide a reference and power to the ADI....two separate reference and power sources will display incorrectly and there is a potential to damage the ADI due to "parallel power sources" As for the inspection I would have to agree it is due to the change in airflow...

Yea NO way you could do a VOR change!! I have changed two and all I remember is that they are a royal pain!!! Drill to fit too (I think....)

Maybe it was/is just a misunderstanding... Originally the CIB was to be the highest "Badge" and NO others were to be developed that would "reduce the prestige" of the CIB.... Contact J.L. Rhodes at 332-8811 or Jack Jones at 310-6173 (One of these may be the Col you have the issue with) and ask for supporting documentation or .... If the Col still believes the "Combat Infantry Badge is the second highest medal are badge you can receive and the only thing that out ranks it is the Medal OF HONOR." you should contact the Combat Infantrymen’s Assn at the address below and see if they can ensure the correct understanding of the CIB is disseminated. Combat Infantrymen’s Assn, National Headquarters Asheville, NC 28801-2466 National Commander Jack R. Wagner PO Box 150702 Cape Coral, FL 33915-0702 Phone: 239-826-6062 [email protected] National Executive Officer Wayne Watts 1033 4th Ave SW Alabaster, AL 35007 Phone: 205-663-3161 [email protected]

Yea did not want to cloud the subject....just give a usable answer....

That freaking ladder was a joke almost killed myself on it!!! Its amazing some of the stupid SH$#%^&*(*t we used to do!!!

Agree sounds like "someone" was not playing well with others....

USMC had BOO as she was called.... Same basic story during Vietnam carried fallen Service members out of country. She was on the line in El Toro and I guess it did not matter if she was HAUNTED but I sure didn’t like workn on her on night shift.... It was worse if I had early show and had to inventory (you avi guys know...) ALONE in a FREAKN HAUNTED AIRCRAFT!!! Lots of jokers out there willing to teach new guys a lesson!! Never heard or saw anything but.... God bless all those lost soles!!

Good thought provoking question. A few reasons to leave the switches in the ON position, but probably not the only… 1. When left in the ON position there is NO pressure increase due to thermal expansion when the engine is not running. (there is a pressure relief but that’s later…) 2. As for the engine running and “pressure” being put out by the pump remember the pump is a pressure regulated, variable displacement, flow sensitive type pump. Meaning it only “pumps” when the pressure output is less than 3000 psi. 3. Normally with the pump ON there is a “load” on the pump at all times (small as it may be) (flight controls moving) so the pump is continuously varying its displacement to maintain 3000 psi. 4. If the pump is turned OFF the output pressure would increase to 3000 psi due to the fact the pressure outlet is isolated from the system components (no load). LATER.... This will cause the pump to "stop" displacing fluid. The only “flow” would be through the pump to lubricate the pump and any thermal expansion would bleed to the return side of the runaround system. The thermal relief is set at 20psi. There would be NO flow on the pressure output side. The pump output is not supplied to the inlet. 5. Also with the switches in the OFF position both the Pressure and Supply valves are closed. This would keep the solenoid “pressure side” valve always energized and eventually it would fail.

Nothing going with the Navy any longer (aircraft was demoded a year ago....) EPCS was a great thing.. I liked it. It was very easy to rig and had flawless prop speed control. USMC was looking at the EPCS but the J Model pretty much killed that and AMP was the Navys next investment, then came PMD's, EHSI's and the EIDS so they(Navy) may elect to use the data at a later date as of now have no plans to do so.... So any NEW info would have to come from Wy ANG or NY (Ski Birds I think) you can always check out the following link...... http://www.herkybirds.com/forums/showthread.php?t=37

Navy is done with the EPCS testing and has de-moded the only EPCS KC-130T..... No plans to mod the fleet... Wy ANG is testing the EPCS.

Sometimes that’s the only book that counts.... I would say fight the battle that needs to be fought... and this one doesn’t sound like one of them... Hey look at it this way, if your out "fixn" stuff like seats then your not near 1-1A-More-Stripes-Than-You...and wont get stuck doing something EVEN MORE SENSELESS!! Sounds like a win, win.....

Once upon a time in a place far far away.... Had a group of Marines in the back in MOPP, NBC or CBR gear what ever they call it nowadays.. And one of them basically did the same thing... Rip off his mask "puke" in the bag... Marine next to him rips off his mask and CHOWS green pea soup I think....) The result was a few nearby Marines filled their masks (IF YOU KNOW WHAT I MEAN!!!) with them still ON!!! I thought it was funny as hell but almost puked after watching the kids fill their masks. What a FREEEEEKING MESS!!!

When you start you release the start switch at 60% and at 65% do you see Series (TIT cutback) indications that the paralleling valve opened? Have you tried to start without low speed ground idle selected? If so did the engine start and stabilize? Did the secondary fuel pump pressure light stay illuminated or flashing above 65%. It sounds like your TD is not the issue. If you had good TIT then you have no TD issue. You have somewhat proven this by selecting NULL and still have the same issue. Try and start again, if your secondary fuel pump pressure light is illuminated or flashing, have someone pull the Ignition CBer and see if the light goes out (stays out) and the engine stabilizes.