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NATOPS1

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Everything posted by NATOPS1

  1. \"What Has been done Already: The antenna, ECA, Gyro, Control box, Synchronizer, and the scope has been changed as well as the N-1 compass slaving control and amplifier. Wiring has been checked with a multimeter and it has checked good.\" As stated if the Pilots scope works the nav power supply is bad its the only non-common component [img size=1024]http://herkybirds.com/images/fbfiles/images/Copy_of_radar_hdg_reference_loop.jpg Only other question is can you see returns (variations in the trace) in the frozen trace or just a bright HDG MRK flash each revolution?
  2. Have them install the pilot scope and if it works you have a bad power supply for the nav scope....
  3. Ever turn on the Aux pump before the synchrophaser was turned off??? Bet that was the reason!!! NOT a pretty sight...Nice torque roll off!!!
  4. Hydro brings up a good point... If the utility system is serviced to capacity it would hold right at 20 gals total.... if the system is serviced correctly the reservoir would hold 6.5 gals....if the check valve was bad and the system is fully serviced the reservoir would over fill and make quite a mess. So with that said, The check valve may be bad and the system not fully serviced. The fluid in the lines leading to the engine pumps is draining back into your reservoir making it look full. (What is the time frame for the fluid level to return to normal???) Another option is ... Hyd fluid is not compressible for this discussion.... Air on the other hand is...if there is air in your system then it will compress, fluid will replace the area vacated by the air and the reservoir will go down... then with a bad check valve the fluid returns to the reservoir and everyone is happy cause it looks full.. The vent filter allows air to flow in and out as required... if it is install backwards it will be a check valve....if it is saturated it can act as a check valve and block the flow of air and pressurize the reservoir and once that happens you may see a drop in fluid level because now the pressurized air is displacing it...unscrew the vent line on top of the reservoir (before you start engines or suction boost pump) and see if the level stays somewhat normal... if it does you have an issue in the vent line if it drops when you turn on the suction boost pump then you are refilling the lines to your engine pumps and you have a bad check valve and your system is not serviced correctly....
  5. Same deal here lost Ess AC just prior to landing due to Aux pump loading on initial start of pump.... It was clear and daytime so no big deal...
  6. - 1 for the USMC KC-130\'s 1980 to present and some Navy T\'s... Newer AC different Bus setup so... AC INST EFC BUS Auto switches from inverter power to Ess AC power in case of inverter failure... Money was the reason or that is what I was told many years ago.... Turn it off and save the inverter... Loss of the Ess AC bus unlikely so... Inverter on during engine start in case of ATM failure or loss of air pressure during start resulting in a Gen Out light and thus no power on the Ess AC Bus. Same for taxi... GTC or APU flame out... Why not run the inverter until after takeoff???? Seems like a good idea if you loose the Ess AC during TO roll, ABORT with no instruments. Inverter on, Loss of Inverter, only indication is a selected power out light.... Gotta wonder....
  7. Sorry for the flood of request but you gotta love this plane!!!
  8. Thanks, VP1...Got the email and pics.... Just in case you all want to know....Left MLG would not extend due to AFT ballscrew/nut malfunction. Due to low fuel state AC/PIC landed gear up.... Nice job landing....
  9. Looks like a copycat of this landing anyone know the details on this one.... http://www.alexisparkinn.com/photogallery/Videos/2006-6-9_C130-bellylanding.mpeg If you look at the props they look the same...someone pointed out that once the gen\'s are off line there is no power to the aux feather motor to drive the prop all the way to feather so...all four running on touchdown????
  10. Meh130 any chance of getting a copy?
  11. Do you remember your start time??? Was it slower than normal?
  12. You have a temp control box (continuous more heat signal)or motor driven UFH temp control valve stuck open(more likely). Most people forget about the temp control box for UFH.... The UFH temp control box is under the floor. It senses the temp and opens and closes the motor driven valve to maintain 75F. If the valve stays open the overheat T-stat (180F) will cause the air actuated valve to close (this portion is working) as well as drive the motor driven valve closed. This will cause the pressurization to cycle... normal operation is for the motor valve to be open and then close more (less heat signal) to limit the temp... that’s why you don’t see large swings in pressurization... sounds like your overheat T-stat is actuating (working) and causing at least your air actuated valve to close, thus causing large press swings... In the OFF position the motor driven valve should be closed, check and see if it is... If not the valve is allowing bleed air to flow freely until the over-temp T-stat is closing the other valve.
  13. If I had all the MONEY I could spend....EPCS and NP2000 the maybe AMP....
  14. \"We are doing a reliability study on the MLG ballscrew and we are having a hard time getting specific information on this incident.\" Tens of Thousands of landings are plenty of reasons to look at failures not \"reliability\" when it comes to MLG ballscrews.....
  15. Torque is limited by the wing not the prop or engine...the fact that you achieve that value more effeciectly is the main factor...no structrual changes...only the pump housing needs modifications As far as the MTBF... 90% fewer moving parts=\'s longer MTBF...
  16. The Marine version \"F\" Model had a 60 Hz inverter installed for the Omega Nav system (Land based radio Nav system)(fan power if I remember right???...) We(NOT ME) used it for a coffee pot and also so \"other\" items not on the aircraft inventory...
  17. I think we are talking about brown out due to the fact the Crew had an ESS AC bus off light prior to the event....without the Gen out light being illuminated this points to an older AC. If it were a newer AC the Bus Off light trips @ 96 and the Gen Out trips @ 95 ... a very small range. On an older AC the voltage would be as low as 90 volts for the Bus off light and 70 volts for the Gen Out light which would subject the TD Amp to low voltages for an extended period of time without tripping the GCP to remove the Gen from the distrabution system. As for the ATM the delay is a two part deal one during the start cycle (starter button engaged)and one without... so low bleedair \"not starting\" would cause the ATM to hold until the freqs dropped off plus five seconds via the time delay relay, while during the start the lockout relay will allow the ATM to hold regardless of the freqs, once the starter button is released the aprox 5 second delay will start.... if freqs recover no issue.
  18. Have you guys checked the flap rigging, I remember an AC that would yaw and was found the flaps were out of rig....dont remember the details. Also you have external tanks right? Sorry guys just saw the flap rig question...check and make sure your ext tanks are not loose....I had an IFR pod that was loose and wouls side slip in the airstream.....
  19. I took a look at the charts mentioned what if... I hate when pepole say that but here goes.... What if the baseline value should be 0 not -30 and then you correct up or down for non standard day temps? A colder day would \"bleed\" less energy (very small change from baseline) and cause a better(reduction)time to climb and a hotter day would bleed more energy and would result in a slower time to climb...right? I agree with you on the 3 eng chart bleeds would be off that is if you got permission to do a three engine TO...
  20. \"We\" was the ANG as I remember. They came to Pax during the USMC testing and were \"making plans\" and they have already Mod\'ed the one to a 8 blade NP2000 prop\" so... [img size=400]http://herkybirds.com/images/fbfiles/images/normal_POTW_04_28_08.jpg \"The Navy had the first EPCS mod but probably demod\'d for \"financial reasons\". \"All the speculation on why the Navy demod\'d has been off the mark.\" Please supply some new, more accurate speculation as to why the Navy demod\'d. I guess the USMC having converted to J\'s (- reserves to date, but scheduled...)and the cost of AMP making the Navy look at the J also is totaly off the mark, at least they are for \"financial reasons\". As for the system it is was very nice even with the HS 4 bladed prop...
  21. Ok let’s try this...solid state components require a specific voltage range to operate correctly. This range would be quite narrow compared to the \"older\" non solid state system components (not just talking sync and TD but all of the newer systems we are installing (more and more digital crap every day!!!) New components have a smaller tolerance for \"bad\" power and thus we have installed system to prevent \"bad\" power from being supplied...IE power monitor 5 volt range for acceptable power and better yet BSU\'s which select the \"best\" power available, not to mention the AC Bus out light illumination at a higher voltage 96 vice 90... All these are trying to protect our systems from \"bad\" power! Stick with me and see if this has any merit... The TD compares the actual TIT(thermocouple{voltage}) to a desired TIT( resistive value) the TD Amp interprets the resistive value and assigns it a reference voltage...then compares the two, develops an error voltage and positions the TD valve to achieve the correct TIT... Therefore any reduction in the operating voltage supplied to the TD amp would be mirrored in the operational outputs from the TD amp....the seemingly higher actual TIT voltage compared to the compromised reference voltage(due to lower input voltage) would resemble a higher than desired TIT and thus require a reduction in fuel to achieve the correct desired TIT (as far as rollback caused by the TD alone is far reaching due to the fact the Prop controls RPM through blade angle so any reduction in fuel should only cause a reduction in blade angle to maintain RPM.... As for the sycnrophaser that is a different story and if the operational voltage were to drop the ability for the sync to maintain the phase relationship and speed would be highly compromised... once the prop is no longer controlling its own RPM any reduction in fuel will cause a further degradation in RPM thus a \"Rollback\" condition...
  22. Any roll with the yaw or just yaw???
  23. Explosion Suppressant Foam or ESF check out this link... http://www.customfoams.co.uk/clips/esf.mpg
  24. NATOPS1

    8 bladed Prop

    The 8 blade prop is the follow-on to the EPC electronic valve housing..the ANG is putting lots of money into this and so...The more power thing is a not word for word accurate. The wing box is still limited in terms of MAX torque so...
  25. From reading the post I think the question is as to the crew performance and not the system... I think anytime a crew makes a decesion that is contrary to the operating manual it is benificial to discuss the reasoning behind the decision. The operating manual is a guide and thus is open for the ability to weigh any and all conditions before followiong a proceedure. Under IDEAL conditions the operators manual is always right and if there is an incident you will have to explain your decesion process if you deviate from the proceedure...however aircraft operations are never under IDEAL conditions so... If you are looking for what you should have done I teach all my students to LOOK OUT THE WINDOW...If the light illuminates treat it as real until you gather evidence that it is a false indication. Take off is one of the most demanding areas and in terms of time to react, any decisions made at takeoff can help or hurt the situation...The general thought process is during TO if the engine is producing power keep it running if not and the prop is causing directional control issues shut it down. From the post I think you were justifed in the actions taken only if you considered the indication to be true and then gathered information to prove the false indication. You have to be careful not to project a disreguard for the proceedures but to incourage the flow of information and good decesion making... Hope that helps...
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