NATOPS1

Yes you can start in HSGI,

You will reduce the cost due to lower fuel flow rates as well as reduce noise using LSGI. Service life in my opinion will be unaffected as they are designed to withstand much higher stress loads than those when operated at HSGI. In theory yes but real world application most likely no improvement in service life( in my opinion)...

The engine will start just fine in HSGI however there are limitations that need to be met at LSGI. (Oil press mins, Hydraulic min press) but main reason is to allow for a warm up period. With colder oil temps Engine Oil pressure could exceed 100 PSI (the pump is regulated but...) in the engine and damage the bearing seals. The Gearbox oil pressure will exceed the upper limit however the excess pressure is dumped back into the gearbox to prevent damage.

Do you get a good bleed air leak check? Compare the time to your good engines. Are you convinced your leak is in the diffuser or

F, Y stack?

Hey Vic can you send me that via email or message here?

Winter sucks! Hows Tampa?

http://www.avweb.com/avwebflash/news/Canadian_Tanker_Fire_206242-1.html

Sorry hope the pic work this time.. The names are Vets that have flown on a C-47.

c47.pdf

Little sight seeing the other night over DFW...

Get a TDR and adapters and "look" at your Tx coax lines. Also the coupler to the HF Mast, Mast itself or the internals may be the problem as the coupler cannot "match" the ant for the freq you have selected.

Long wire or flush ant? I'm thinking Long wire...

Try it from all ICS stations.

Always been labeled #2 or #3 here, all the way back to the 70's (oldest NATOPS I have)

Maybe that is the way it identifies your Master engine IE: Master #1 (#2 Engine) Master #2 (Engine #3) where ours uses the actual engine that is selected as the Master Engine... 2 or 3

Engine Ground Turn Emergency Procedures...

Anyone have a published (or an instruction that has) EP’s for ground turn operators?

Engine fire is one of the many engine shutdown conditions and should be handled by the book (Condition Lever to Feather, Fire Handle pulled…) However for a ground turn operator it would read more like; Throttles to Ground Idle then Condition Lever to Feather, Fire Handle pulled…

I hope someone has a set of Eps designed for the ground turn guys not just follow the crew procedures…

Can't remember the who what or where but recall it has to do with the horizontal stabilizer being directly aft of the inboard engines... May be BS but that's all I can remember...

IFR panels are still there... Some functionality but not much.

He was building a full size sim or something right?

Use reverse thrust and ground stop. Feather causes an increase in (thrust) as the blade angle increases.

This aircraft does have the Compass Select switch right?

Disconnect each RMI and BDHI one at a time you may not have a "compass" problem you may have an indicator problem. The resolver in a single indicator may be dropping your heading signal. Dont remember the exact problem but do remember I had a BDHI that was causing a similar issue. Good luck!

Select the No 1 compass on the compass select switch and see what happens should work on both HSIs. Then select the No 2 system and see what happens May be bad on both HSIs. No 2 Flux valve...

Turn on each item one at a time and see what happens to the load and voltage. May be a total draw (all systems on) or one system that is causing the issue...

Thanks All honourable.we facing the problem on many aircrafts engines.but some aircraft RPM drop to 97% both modes i.e normal & mech. at flight rage >35 Degree throttle setting some A/C RPM increase to 103 %, Torque and other indication normal. all aircrafts RGB new/overhaul,RPM fluctuate about 97 -103% . all engine RPM fluctuation behavior different each other.ON SSC RPM became stable /normal.

Munir Abbasi

Home of hercules pakistan

"Torque and other indication normal." this is not a true RPM flux. It is an indication problem.

5% flux? Any other indicators fluxing or just the RPM?

Mounting on the SSC would require separate wires or jumper to the QEC wiring to flight station indicator... Sounds like both RGB pads are worn out... Or the idler gear as pointed out by Lkuest.

Not sure of the timeframe for inspection but had a go nogo tool to check for wear and then went to the insert to prevent the wear all together...

There is a drive spline "Insert" to eliminate the Gearbox wear issue.

Gear box is bad... The drive spline is worn causing the failure.

True 1 and 2 are the Utility system hyd source... NO flaps, put flap lever at 15%+ to get Hi rudder boost, Crank the Main gear (hope they freefall) energy extend the NLG with aux hyds, No NWS... So just let it roll the Emerg Brakes are good so no stopping issue when "slower" bring the props to GI Rev #3 steer with #4