NATOPS1

It is not useless; it is not authorized to release TO's.

FYI, ALL the flight control boost shutoff switches are set up like the elevator. The Booster side is on the Left and the Utility side is on the right...

Give Vic a break he probably "forgot" he posted already...

Yes I know. My post was to point out there are other Donuts in response to his post about the “donuts at the generator feeder cables†and to be sure which donuts 2Mike was asking about.

Hey 2Mike as Munirabbasi said the "donuts" are load sensitive devices that sense the increase in the current that flows thru them and send the induced electrical energy to the VR to increase the excitation to the AC Gen to prevent the voltage from dropping. This results in better voltage control. There are "donuts" that are part of the feeder fault system so you need to be clear on which ones you are asking about. These "donuts" compare the current output of the Gen and the current available at the K relay. If they sense a difference in amperage they will trip the GCR in the GCP to prevent damage from a short or "feeder fault".

http://www.lockheedmartin.com/content/dam/lockheed/data/aero/documents/global-sustainment/product-support/Service-News/V10N4.pdf Here is the online version of the other issues... http://www.lockheedmartin.com/us/aeronautics/eoc/service-news-magazine-archive.html "The flapper doors close any time the leading edge anti-icing system is not operating." "Flapper valves were incorporated on new production aircraft beginning with LAC 4542 to block the passage of contaminants through the dry bays." I knew about the Anti-icing connection but unaware (or forgot) the exhaust connection...

AFTER Closer examination the Main LG is Down only 8-) the NLG is UP... But the posted video is pretty cool....

Not sure "they" put foam on the runways now but that is a question for CFR... What inquiring minds want to know is WHAT would have to happen to put you in a time crunch to where you would not be able to get the gear down. Any Fire fighter guys out there in C-130 hercules.net world know if the "tanks" or whatever they have in back restricts access to the landing gear linkage? Here you go in case you want to watch the video (well not "the video" but close enough)

We would change the rotation of the first engine to save starters... Theory was the low pressure air made the starter run longer so by rotating the first engine started you would prevent the starter from failing due to the increase run time… Also started #2 first (closest to the GTC) when it was realllly HOT or at higher field Alts.

Ok, Good luck finding an answer that explains the Caution ...

My thoughts... Load on the gen (is not the issue) the load on the gen causes the voltage to drop and induces a reaction in the VR thru the GCP so if the VR keeps feeding maximum excitation voltage to the excitation generator (to bring the gen voltage back up) it could cause damage to the GCP. Fan load is whatever amperage it is. (CBers are rated at 10 AMPs) The "start up" load will be higher than the running load this higher load would occur when the gen voltage is low due to acquiring the LH and RH bus. This would most likely cause the VR to provide the maximum excitation voltage thru the GCP. Is this the right answer? I do not know but it works for me....

NO Ext power available and the GTC/APU No start or ATM/APU Gen not working... Can't imagine there is not a DC only or maybe even EXT DC Preflight. I agree... Bat on, Tie Bus, Fire test, Nacelle test, LE Overheat test, set up for start, inverter on and start...

After reading this for the tenth time maybe it is a mix of a few issues. 1. Underfloor heat when ON would use Bleed Air during the start of the first/second engine "and" the Cargo Compartment fan would automatically turn ON as soon as the second generator is put on-line. 2. The second generator voltage should drop initially as the generator assumes the LH and RH AC bus resulting in the VR excitation voltage being increase to bring voltage back up to normal. 3. There is no "start sequence" for the CC fan so all three phases (of the second generator) are supplied to the fan at the same time resulting in a fairly high load. This load increase would happen when the voltage should be trying to stabilize from the initial bus transfer. 4. The larger than normal load of the CC fan would cause the generator voltage to drop even further causing the VR to increase the excitation voltage to the generator to compensate. 5. The excitation voltage travels thru the GCP and that is the connection I see. Increase excitation voltage... Thats my thought process...

Got in thru the ground test valve handle panel which may have been open?

Thanks Frank. I have a EC-130G/Q (1983 Change 4 '89) NATOPS but it is not what I'm looking for. It references Ext AC and or DC for preflight but not Battery only. The Scramble refers to an already preflighted AC... I'm looking for a checklist one would use to "preflight" with the Battery in order to start an engine. This would be in the case the ATM/ APU gen was inop, NO ext AC power. I know what I would check and I'm sure there are lots of ideas out there but looking for a "Published" checklist.

I have no reference for this, Anyone have it?

Anyone have a published Battery "DC power only" preflight and start procedure?

Check the link out; it may help but it may also get you all mixed up too... http://www.c-130hercules.net/archive/index.php/t-1016.html

Our autopilot is limited to 250 KIAS there are operating instructions that state the "porpoise" condition is likely at airspeeds above 250. This may be true for yours as well. Check with the crews and see if the airspeed during the malfunction is at or above 250. PS Thanks Casey!

Put a "pressure gage" on your "good" aircraft and see what level of pressure you are seeing from the crossfeed manifold w/ #2 crossfeed valve open and the boostpump ON and then OFF... You would have to figure out a way to do this at the shutoff valve or at the GTC. Then check and see what the pressure is for the "bad" aircraft. At least you would have a place to start.

auto feather, auto power reductions, auto power applications (just firewall the POWER LEVER) NO FE.... What's not to like :-l

This is the original "Milk Stool" it should be listed in you 2-1 or general ground support equipment manual. We have one (I think) will check and post a pic... http://www.knightaerospace.com/C130GroundSupport15.htm

You cannot spin the generator fast enough by hand to make a rotor spin out of balance. The generator when driven at 100% rotates at 6000 RPM.

The fuel heater strainer should increase the temperature of the fuel but anything is possible and in the Herc probable... Sounds possible to me...

The valve is deenergized open if the internal part of the valve breaks it can move without electrical input (close). The electromagnetic side can only move the valve to close (energized) not open so no way to manipulate the system. You could cycle power to the valve a few times (jump the SSC) but other than that not much to do but change valve...