NATOPS1

Ours reads like this.... Shutdown at 150 KTAS ensures decoupling if propeller fails to feather. The drag on a propeller coupled to an engine is significantly higher than a decoupled propeller; thus it is desirable to have it decouple. 150 KTAS is considered high enough to cause decoupling, but not high enough to cause excessive drag or overspeed after decoupling. We discuss "bumping" airstart to decrease the BA to a point where it stops..... We are talking very slow (reverse rotation)

The Paratroop doors (one on each side of aft fuselage) open in. The motion (looking from the outside) is pushed in, then lifted up in a parallel (to the aircraft fuselage) track. They do not pivot just travel straight up (in a cruve)...

I have removed the "face" of the SSC and the generator will fit on the face of the SSC,(not in place of) but it will not read RPM at 100% at 13,820 (100%). The RGB Tach drive gear spins at 4195 @100% (13,820) SSC drive gear spins at 4215 @100% (13,820) So there you have it.....I'll see what I can find out about the use of the SSC/Tach gen pad.....

As stated I have never heard the SSC and the Tach Gen being interchangeable... Not sure what you are referring to..... (Physically not possible to swap the tach gen into the SSC spot)

A BETTER way to display the information.... Each accessory Ratio to input rotor RPM at (13,820/ 100%) SSC----- .305 4215 SSV----- .3045 4208 OIL------ .2352 3250 FUEL CNT .2352 3250 FUEL PMP .2352 3250 EXT OIL .2352 3250 "Speed Sensing Control is an alternate mounting site for the Tach Generator" Never heard this one...)

NAVAIR 01-75GAA-2-4 MAINTENANCE INSTRUCTIONS (ORGANIZATIONAL) POWER PLANT NAVY MODELS C-130T, KC-130F, KC-130R, KC-130T, KC-130T-30 AIRCRAFT NOTE The propeller brake system is unsatisfactory if there is reverse rotation with the propeller feathered at 10,000 feet MSL and at 200 KIAS. Step i of our flushing procedure is as follows. The procedure may be repeated if propeller brake serviceability is not fully restored. I guess "they" just "cycle" the prop brake and repeat the procedure....(without clearing the solvent first) As far as the 160 or 180 knot discussion your point of view is a good one however the test is not for the emergency procedure but for the prop brake. If the brake does not hold then the EP applies, slow to 160 and increase airspeed to a point where it starts to rotate takes over... but one could say that if the EP proved successful and the aircraft accelerated to 200 and the prop brake held then it could be considered OK... HOWEVER!!!!, As a flyer I can say if a system fails to the point whrere you need to follow a published emergency procedure then the aircraft is in a degraded condition and maintenance needs to be performed. (SO IMO I would have to write it up and get some maintenance done!!)

Those are awesome thanks!!!

Next time your out there select OFF (boost shutoff) and see what happens.....

Sounds like an OLD F model!!! Sounds like a bad PMG in the ATM gen.. No excitation to the VR during initial startup. (VR dosent know the generator is rotating) Reset starts the generation cycle (PMG should do this.) (Bad Generator but I wouldnt change it for that...) ATM and Aux pump always had issues!!! Very large draw not a lot of output. Watch and see what your Volts drop to. The ATM will try and hold (5 secs) but draw is too great and the GCP says NOPE and goes OFF line!!! (if the time frame is wrong (less) swap the GCP and see what happens. Then (bad PMG) NO excitation to the VR during initial ATM startup and you have to reset. MAD circle you got there!!!

Does the noise happen at all flap settings or just 0-15%? "Took cannon plug off of shut off valve and still made noise." (I would have expected the same result) Unless the Boost shutoff switch is placed in the OFF position there is no power to "close" the (solenoid) valve. I understand based on your post you thought the valve may have been cycling and wanted to check. Now, ensure the shutoff valve works. Only run the effected (Booster) hydraulic system and if the noise is present place the Boost shutoff switch to the OFF position. See if the valve closes (it will be very hard to move the rudder) (NO BOOST) Also note if your noise stops. If the noise stops it (noise) is coming from the section downstream of the shutoff valve, diverter panel, Pressure transmitter, Filter (Filter bypass) or Boost unit itself. (Does the rudder move as directed? Control valve not recenter) If the noise continues and the shutoff valve is verified closed (very hard to move the rudder) it is coming from upstream (prior to) the shutoff valve. "Next took cannon plug off diverter valve still made noise." (I would have expected the same result) 0-15% no power flows to the diverter valve (it is deenergized (flaps up) high speed configuration) (If this was cycling you would see pressure flux on your cockpit instruments) (If you move the flaps 16-100% does the noise stop?) "Shot wires ohms amps and volts are good"(that’s some good news)

I heard one about when its (FREAKN) hot outside the CC AC dosent cool off the back........

OK we need a little more info.... Starting with GCT air right? 2,3,and 4 start ok? Air pressure dropping off?(to what? is it less than 22) If 2,3,4, start ok then stop looking at your ATM and move on. Start with your #1 engine bleed air system. Good bleed air check with just #1 engine BA valve open? If so then look at the starter blast tube make sure its not leaking (should get a Nacelle overheat light if it is (*SHOULD) If it looks good look at your start control valve. Sounds like it may not be regulating just staying open. Bleed air pressure will bleed off and your ATM will hold for aprox 5 secs then drop off line. (You should be able to hear it degrade)

With the flaps between 0 and 15% (while you have the squeal) have you selected the boost shutoff valve to OFF to stop the flow of fluid to the diverter panel? Did the squeal stop? I assume you have due to the replacement of the diverter valve and other repairs. But your initial post says "It comes and goes we can run for a hour and it wont happen but then you run for 15 min and it cant stop." Just wondering...

You will find ALOT of variations on this... I use 10,000 feet or 10 degrees IOAT...(uncorrected) Not much guidance in the flight manuals so...

TalonOneTF, NICE FORD TRUCK AD....on your response....Maybe Casey had something to do with that... I LOVE my F-350 DRW 4x4 Crewcab longbed with a very large fuel tank!!!!!

Thanks for the picture...

"We suspect the crew is writing it up because it’s been really hot lately and until they get the engines going they will have less air with the APU." Come on NOW..... The intake plug is true though!! Had a mech start up the APU and "Cool" the flight station and during my preflight noticed only the CC AC plugs in the back of the aircraft.... You guessed they were sucked in!!!! I think there is a mishap based on that issue. If I remember AC pac caught on fire and destroyed the Aircraft.....

This is the OLD style. Had to insert 4 D cell batteries, no rechargables....

75K aircraft weight? Basic Op weight? Where did this number come from??? 85,000 - 4 engines props @ 5100lbs each(20,400)= 64600.. 65,000 aircraft w/ 6,000lbs at pallet position 1 (330) aprox 20% CG (4222.5 Mom) The 8 55 gal drums was for 2 engines off...... 15 or so for all 4 engines off.... please read the DISCLAIMER on the previous post.....

Thoughts and Prayers for you and your family. Thanks to all the people who work tirelessly to bring our BROTHERS home. Another fallen BROTHER home at last.... The remains of Sgt. Charles "Leo" Wilson, a soldier from Ava, Missouri have been identified 59 years after he disappeared during combat action in November, 1950.

We would place 8 55 Gal Drums on pallets and load them just aft of the 245 and fill them with water... 400 lbs each x 8 3200 lbs at pallet position 1 for a rough CG of . Got the Loadees slipping out some basic numbers and will get back to you.. Disclaimer These numbers are based on a different aircraft so the numbers are just for reference and a increase or decrease in weight and placement will be needed to fit your situation.... (You can put more in you will just be nose heavy. I don’t remember more than 10 at a time though...) Are you planning on moving the aircraft or just taking off jacks and leaving it in place?

With the APU "ON" and APU generator "ON" there is lower air pressure for the AC pac to operate from and no power for the recirculation fan (LH AC Bus). These combined conditions will result in the reduced flow from the CC AC ducts. If there is adiquate flow with engine bleed air and LH AC Bus powered your aircraft is operating normally. You may have a bad recirculation fan which will cause low flow. Try running the APU with bleed air ON then apply external power and turn on the recirculation fan and see if you have better flow. If the recirc fan does not trun ON with the Fan switch try the under floor heat switch as there is a relay installed so the fan runs when you turn on the underfloor heat NO matter the position of the Fan switch.

On older USMC versions the Panel Light power source (CB) for the light was the same as the fuel level control valves on the left side so that was the "Beer question" at the SPR for us... you always turned the light on to see if you had "lost" power...Damn Instructors!!!!

Thought H&P was out of the flying business...I will try the numbers and see what we can find.... THANKS to all and if you come upwith any other ideas please feel free to contact me.

Any C-119 guys out there? Looking for information (pubs) on maintenance. We are moving a C-119 from a small airfield up to Carswell. (NAS JRB Ft Worth) We will need to remove wings, Engines, Tail section ETC....SO we could use all the info you may have or contacts. We are heading out to Meachum to see the guys over at the Vintage Flying Museum so hope they can help....