NATOPS1

The sensing unit measures resistance which decreases as the temperature increases so the temperature is not a published exact number; from what I remember the gouge in some groups is 400F.

The window heat is controlled by Thermistors not thermoswitches so the "temperature" is not the trigger but a resistance value of the thermistor. Each "window" has a code AB, AC cant remember them all, that represents the resistive value of the window; these codes determine how to connect it to your transformer to get the correct operating voltage.

OPINION O - pin - ion A view or opinion formed about something, NOT necessarily based on fact or knowledge. I guess you are right... Unlike your "opinion" my statement is based on FACTS... Good luck getting any further stimulating conversation from this group....

You are missing the point on NTS in this condition. "Hi speed" dives are not a normal profile and this condition (NTS induced by hi speed airflow) is very rare especially with power on. Flight idle descent is common but airspeed is usually limited to prevent NTS (airframe limitations) We usually see NTS at Flt Idle once we arrive at lower altitudes as the air gets more dense and we add a small amount of power to eliminate the NTS condition. NTS is a DIRECT input to the feather valve and bypasses the normal governor. If there is an onset of NTS during a hi speed dive and a failure of the NTS system does not increase blade angle; drag will increase and the aircraft will yaw (original posters question) additionally pitchlock while it could/would come into play if the Rpm INCREASED TO 103.5 it is not a factor because the blade is not trying to decrease and while the normal governor should increase the blade angle to maintain RPM we are discussing failures not normal operations and the feather valve should have already commanded a blade angle increase. It is important to remember if the NTS continues to increase at aprox -4000 inlb TQ the prop should decouple which would actually be a very bad situation because the increase airflow which caused the NTS would now drive the "pitchlocked" propeller very fast and cause even higher drag.

Just seeing this post and hoping you have found and made peace with this... Salute Gentlemen; may our brothers in arms rest in peace...

High speed anything in the Herc is rare BUT in the case of dives there is the ability to have an increase in airflow through the prop which could cause NTS. This could happen with the throttle at flight idle power off or with power on at any setting above flight idle. As the airflow increase the prop wants to drive the engine as the air becomes the drive force not the engine power. IF the NTS fails to increase the blade angle drag will be induced; an outboard prop will have more yaw effect than an inboard prop. Would the prop pitchlock is a dynamic question and is dependent on the situation but in reality pitchlock prevents the prop from decreasing blade angle therefore again in theory the blade should continue to increase blade angle. ANYONE have the OLD 1960s "PROPORGANDA" illustrated little book that had all the little "engineers" and "mechanics" drawn in? There are some good explanations on this and other prop engine related topics.

In which publication is this chart located? There are many calculations you can make on this chart and it is not one I am familiar with (in this configuration). There should also be an "explanation" paragraph that precedes the chart if you could post that as well. I would like to see how this chart is utilized.

"My opinion is based primarily on the facts and findings of the investigation as disclosed in the article:" Your opinion "based primarily on the facts" and your choice of words "Everyone who touched this aircraft, inspected it, or supervised/commanded those who did are responsible for this tragedy." are far from what the "findings of the investigation" concluded in FACT the VERY FIRST STATEMENT the "article" makes is "Though no one on the plane could have stopped the events that unfolded,..." So YES in retrospect your choice of words was just plain WRONG... Your words were not "interpreted to include the crew" but STATED as such... The "community" you speak of is a "Community of communities" each a separate world to its own; sometimes with absolutely no idea what happens to a component after they complete (or do not complete in this case) their assigned tasks. Operators have learned what we have always known; that we rely on hundreds even thousands of individuals to do their part to ensure we are safe. We still believe in them and give them credit for the Tens of THOUSANDS of hours we fly event free but we also hold them accountable for any and every task, even the menial, because when all put together the smallest of details in this case corrosion, cost the lives of 16 American service members.

I guess you have X-ray vision and would have saved the day.... And FYI, this forum is about sharing FACTUAL information not some BS opinion on something you obviously have no idea about what you are talking about...

I have no answer for you. You need to check part numbers and contact a field rep for that.

"Everyone who touched this aircraft, inspected it, or supervised/commanded those who did are responsible for this tragedy." You need to know and understand the facts before you say something that is not just false but stupidly so... Not a single person who touched the aircraft, inspected it, or supervised/commanded those who did could have known about the defect nor prevented the incident as the root cause was many layers removed from the line unit which installed and operated the propeller.

Things that make no sense... I had to go back and reread the paragraph and they have swapped the words between the two sentences... 1)Torque decrease of 257 - fuel flow loss of 8 2) fuel flow loss of 24- torque loss (see chart) But yes I would say the intent is the same but to say it is due only to TD is not accurate but easier to associate the idea. (subtract these values from the basic chart calculated values)

"Normal bleed requirements" will cause the TIT to increase on operating engines which will result in fuel flow decrease to maintain constant TIT temperature.

You do not need to remove the wire from the window in fact you should turn off the NESA because if one window is inoperative it can cause the remaining operative windows to over heat. This information should be in your operators manual in the normal procedures section.

The Marine Corps determined that a corroded propeller blade that came off mid-flight was the cause of the July 10, 2017, crash of a KC-130T transport plane. This statement is BS!! Piss poor maintenance and oversight caused the crash that killed 15 Marines, 1 Sailor and devastated hundreds of others; family, friends and fellow Marines and Sailors.

One Marine has died, another is in fair condition and five are still missing after a collision between a fighter and a refueling plane off the coast of Japan, U.S. and Japanese officials said Thursday. The incident, which involved an F/A-18 Hornet and a KC-130 Hercules aerial tanker that took off from Marine Corps Air Station Iwakuni, happened at about 2 a.m. during “regularly scheduled training,” a Marine Corps statement said. The Hornet and Hercules collided midair and crashed into the Pacific Ocean south of Muroto Cape on Shikoku, the smallest of Japan’s main islands, according to Japan’s Defense Ministry. Five Marines were aboard the Hercules and two were on the Hornet. The first rescued crew member — who reportedly came from the Hornet — was picked up by a Japan Self-Defense Force helicopter at 5:43 a.m., the ministry said. The Marine in fair condition was being evaluated at Marine Corps Air Station Iwakuni, said a III Marine Expeditionary Force statement issued just before 9 a.m. Thursday. At 12:13 p.m., the Japan Maritime Self-Defense Force ship JS Setoyuki found and rescued a second Marine, a spokesman with the Defense Ministry’s Joint Staff told Stars and Stripes. That Marine has died, according to III MEF. Which aircraft he or she belonged to was unknown as of Thursday night. “The search and rescue operations continue for the remaining five U.S. Marines who were aboard [both aircraft] involved in the mishap,” the message said. “All available resources are being brought to bear,” U.S. Forces Japan commander Lt. Gen. Jerry Martinez said in a quote tweeted by USFJ Thursday afternoon. “Thank you #JSDF for your rapid response during this time of need. Our thoughts & prayers are with everyone involved.” Japanese Defense Minister Takeshi Iwaya told reporters Thursday morning that Japan was putting its “best effort into the search and rescue.” Aircraft from both the Japan Maritime Self-Defense Force and the Japan Air Self-Defense Force immediately responded to the emergency. The Marines refuel aircraft differently than the Air Force, said Carl Baker, executive director of the Pacific Forum think tank in Hawaii. Instead of a boom extended from the fuselage, the KC-130 has hoses hanging from its wing tanks. When pilots want to refuel, they steer a boom attached to the front of their aircraft into a drogue receptacle that looks like a basket on the end of the KC-130’s refueling hose, he said. “They don’t get as close [as refueling Air Force planes] because the thing runs out quite a way from the back of the airplane,” he said. However, refueling is a dangerous operation, Baker said. Videos of refueling mishaps show drogue baskets slamming into planes and broken hoses whipping around like angry snakes spraying aircraft with fuel. Baker said refuelers have crashed in the past but that he isn’t aware of an aircraft going down during refueling. See original article: https://www.stripes.com/news/pacific/one-person-rescued-after-mishap-involving-two-marine-aircraft-off-japanese-coast-1.559418

Should not be a factor; you can switch it on (or off) and most likely have the same drift issue as the brakes should be disengaged during the roll.

I see you have already checked your struts, take a look at the wing fuel balance and wind conditions; also the FCF has specific engine settings FF and torque when checking the NWS for satisfactory operation but it is at much reduced speed. At higher speeds there are a number of factors your crew can look for: roll input (check at different flap settings); ask them to note control surface pressure (rudder and yoke, pitch and aileron) (external forces input) Also have the crew check torque settings on the right engines vs left as higher torque will cause track deviation.

I'm sure you know but to clarify the Hyd relief valve and the Firewall shutoff valve are two different valves. The relief valve: If the hyd pump pressure regulator fails and pressure increases the relief valve opens to bypass fluid (pressure) starting at 3450. if the pressure continues to increase the relief vale will fully open at 3850 and bypass aprox 16 gallons per min. Once pressure decreases the relief valve will close (reset) at 3100. The Firewall shutoff valve is actually two valves both energized closed by the pump switch and/or the fire handle. One valve (supply side) is motor driven and closes slower than the second valve which is on the pressure outlet and is a solenoid valve.

FYI, If the NTS is not functional there is an alternate procedure to restart that engine if it were required to be shutdown and subsequently restarted. This would be an unusual situation but there is a procedure for air starting an engine with an "inoperative" NTS system. Additionally, the actual NTS process or "function" is the same be it during air start or negative torque (prop drive the engine) and the systems "works" all the time however during beta operation the linkage when actuated will not cause feather valve movement due to the movement of cams rendering the NTS ineffective not inoperative.

1) The in flight check is to make sure the NTS system is adjusted correctly to prevent excessive drag and also to ensure the propeller speed or acceleration will be controlled during airstart. In flight the switch is in VALVE to "show" actual feather valve movement which causes the increase in blade angle. 2) The on the ground shutdown selection of NTS allows us to "see" the movement of the "NTS Linkage" that would normally actuate the feather valve. The linkage is camed out so it cannot actuate the feather valve but we want to make sure the system linkage is moving for the next flight.

Glad you are making progress and hope the FCF goes well!! Good work!

OOPS miss read the last part of your post and agree the pressurizing valve would have no effect on this issue. The Oil loss may be due to excessive back pressure from the scavenge system. There is a check you can do but I haven't done that in many years.

I think I would make sure before I task my maintenance with two engine changes.

Do both VORs work on the copilots HSI?