NATOPS1

When the check switches are placed in CHECK the sync box tells the speed bias motor the prop is in a under speed condition and commands a blade angle decrease. This allows the prop to speed up and once the blade angle decreases the prop\'s ability to control RPM is lost (pitchlocked)and the fuel control\'s \"fuel topping\" overspeed protection starts. Once pitchlocked (overspeed condition)the avalible fuel is reduced by aprox 900 PPH per 1% so if RPM is 104.5 basically 900PPH is being by-passe. The fuel control is in /on fuel topping any time the RPM is above 103%... The charted fuel flow versus RPM chart tells you if the fuel control is bypassing the correct ammount of fuel based on the RPM. It charts specific fuel flows for a specific range of RPM, so once pitchlock is achieved the fuel control is bypassing fuel based on the RPM or in/on fuel topping.

147573 gotta love her.... gonna miss her, sad day when you see all the oldies but goodies wrapped up and setting alone... Took 806 to DM in 05(I think)(last Non SLEP F Model) single disc brakes... You would think the MC would try and keep this AC for display you know its only HISTORY!!!

HAvent heard much more about EPC other than the de\'mod for AC 106...as for the Sundstrand 8 bladed prop I think that was the future....plan at least...E-2 C-2 already flying so... Snow aviation I think has a six bladed prop mated with the EPC but not sure...I know there are P-3 EPC\'s out there just not sure where....

I think when you get the fuel control done you willl have fixed your problem...You say that the flux stops when you pitch lock the prop right? when you pitchlock the prop you also place the fuel control into fuel topping or a reduction in fuel flow based on the RPM level above 103.5%. With the fuel control on fuel topping there is no flux because you have disabled the fuel control metering section and are now limited as to the amount of fuel out of the fuel control.

2% Gage error..... 92.5% equals 94.5%..... A normal indication could be 92.5% indicated ABV\'s would be closed...below that the SSV blocks the 14th stage air to the backside of the ABV\'s and also \"vents\" the back side to allow the higher pressure compressor air to shift the valves open.

Thanks they will be in my classroom in the AM.....

Thanks I will check it out... The pics are on this site just cant get them to save????Any Ideas?

I would like to save the imiages of the aircraft with the burnt off engine is it possible? If not can the posted email them to me and if anyone has the report that would be awesome!!! I read it a while back so a refresher would be great...I was just telling my students about this very aircraft not a week ago so.... David KC-130 Sim Inst NAS JRB FT Worth

Would that be AC 106 in NY??? If you want to know what I think..(2 cents from NO SENSE) the testing was done to pave the way for the upgrade and then the J came along and well so much for that.... The system works/ed great, did some of the testing at Pax. Not sure but the ANG or AFR or what ever its called now was interested and put some money in the pot but after that??? USMC mod\'ed 106 and flew tests for three years then x\'nayed the project.. the system was nice and quiet and SIMPLE....easy to rig even I could get it right the first time...but who knows....

Oil cooler bypass valve??? It thinks the oil is cold and does not require cooling. Bypass valve is seperate from the cooler so you may have the same valve installed. The bypass valve determines if the oil needs to go into the oil cooler or not...it sounds like the oil is being sent to the tank without going through the cooler... If you start the engine when the oil is cold the valve will bypass all oil until it reaches approx 50C then oil will travel through the cooler...if your bypass vlave always thinks the oil is below aprox 50C it will always bypass the oil cooler. The quantity issue may just be the expansion based on temperature and condition of the oil... I would focus on the temp first.