A Squared

On 3/9/2020 at 7:28 AM, DC10FE said:

Thanks for the clarification, AA.  I was under the assumption that Lynden bought them out.  

Can I assume you're a pilot for Lynden?  Have you flown P4-LAE?  I was an FE on it back in 1999 when we showed up in Luanda with it in Angola Air Charter colors.  It had only 60 hours on the airframe!  It was registered in Curacao with Frameair as PJ-TAC.  It was a real sweetheart of an airplane.

Don R. 

Yeah, I've flown P4-LAE.  Nice plane.  I think it was the lowest time plane I've flown, at least the lowest time large aircraft anyway. 

When we got it, there was evidence of shrapnel in the cargo compartment ... from the inside.  Know anything about that? 

On 2/16/2020 at 10:14 AM, Spanner said:

N402LC is now registered as P2-LAD.

And it is being wet-leased to PNG Air and operated in Papua New Guinea under their Operating Certificate  It is still being operated and maintained by Lynden flight crews and Mx personnel

On 11/7/2018 at 5:42 AM, DC10FE said:

From what I've been told, Lynden bought all of Safair's Hercs, but kept the Safair name and infrastructure with the exception of ZS-JIZ.  It had to do with some South African political problems.

Don R.

That's more or less correct Don,  but I think that it should be clarified that Lynden did not acquire Safair, or it's operation or operating certificate.  Lynden purchased the airframes, and is dry-leasing them back to Safair. Safair is still a completely separate airline and as far as I know is still owned by a ASL in Dublin.   

Quote

" ... with the exception of ZS-JIZ.  .."

That and EI-JIV, s/n 4673, formerly ZS-JIV .  That airframe has been registered as N410LC and is in the process of being added to Lynden Air Cargo's operating certificate.

I also got a picture sent from Lars of 64-0541 sitting abandoned on the ramp at Kulis?

My guess, beer cans.

Bob

So, what's the story on the plane? I've seen it sitting over there (It's actually on an unused portion of the airport, not at Kulis), but didn't realize it was a discard.

I just read an article on all the flying aircraft and all the AK ANG static display aircraft have now been moved to Elmendorf.

I also got a picture sent from Lars of 64-0541 sitting abandoned on the ramp at Kulis?

My guess, beer cans.

Bob

Yep, I was just over on Elmendorf yesterday, the Guard hercs are all over on the north ramp. The fuselage of the C-123 is over there also, although the wings are still sitting at Kulis.

I would have use the word "thingy" to make your point. Speaking of which I think that was my point.

As far as fin stall, the process to get into the condition is immaterial, the effect is the discussion. Wrong input or lack of input will result in the yaw required to negate the vertical stabilizers ability to provide directional control.

Yep, I was jut agreeing with your point.

We never called it "Rudder" fin stall, just Fin stall.

Yeah, the rudder is the thing that flaps back and forth, the fin is the thing that doesn't. Two different things.

Yeah, saw the line of cars at the gate all day Sunday.

Not sure but what it doesn't make sense to move it to Elmendorf though.

The J-model engine, the AE2100D3 (civilian designation since the Air Force doesn't own the engine) ............

Don't know that the Air Force "owns" the Allison 501 any more than they "own" the T74 (AKA P&W PT-6)

Yeah, I remember that STC. It was on the Africa Aviation forum -- right?

Say hi to "CL" for me. He was supposed to tip a few beers with me last week -- he was teaching a recurrent class at CAE, but he had to get right back to ANC as he was moving his family to someplace in Delaware. I guess Darwin's Theory is gonna take a hit in their beer sales!

Don R.

I'm sure there are plenty of other pilots and engineers to keep Darwin's in business. ;)

Yep, that's it. Years ago, it used to be FEFE (Flight Examiner Flight Engineer), but I guess that sounded a little too -- um, you know.

Hahaha

Are you with Lynden?

Don R.

seeing as how a FE can't do much about a valve housing in flight and they are mostly changed on the ground by maint specialist,when a SEFE asked me to explain one I usually said they work good,last a long time,don't screw with them.

I logged 6,000 hrs and never failed a check ride.

Wayne D.

I'd agree that this level of detail is a bit beyond what's needed for a flight crew checkride. Mostly it's curiosity on my part. I just like understanding how things work. I'm one of those guys who is always taking things apart to see how they work. However, if somone from our Mx Department looks out on the ramp and sees me straddling a nacelle and dismantling a valve housing, chances are good that I'll get fired, so asking here is probably a better approach.

BTW, what is SEFE? Stand.-Eval. Flight Engineer?

The cams (mentioned above) are used to position the "Back Up" valve in the valve housing which ports pressure to allow the low pitch stops to retract.

Here is an extract from my Lockheed Engine manual, too bad the engine manual is the only one I kept when I retired. I thought I had given them all away and found this one hanging out in the attic a couple of years ago

Dan, thanks for that. That seems to agree with a description I just found in a Lockheed manual

Thanks Lkuest,

That makes sense. A follow up question, if you don't mind; Is the required pressure generated only by positioning the pilot valve, or does the little walking beam arrangement that rides on the blade angle cam and the Beta follow up cam also actuate some other valve that increases the pressure to the prop?

When the tower says expect vectors ILS runway 35 approach is he speaking english whats he telling me?

One last thing about my auto pilot it has a selector knob one for GPS I know that one VOR/ ILS1 VOR / ILS2 and HDG what did or do you guys put it on or does it make a difference?

The selector selects between navigation with the GPS and Navigation with a VOR or ILS. In other words, it selects where the CDI (Course deviation indicator, the vertical bar in the center of your HSI) gets it's information.

NATOPS describes what the VOR is, but be aware that you don't always find them at the center of the airport. Tinker, being an AFB, doesn't have one.

There are a couple of VORs in the area of Tinker:

The Wiley Post VOR is located 14 miles North West of Tinker. t's frequency is 113.4. If you dial that frequency into your NAV1 radio and select VOR/ILS 1, you should be able to track the radials, or "spokes" of that VOR.

There is another VOR about 11 miles west-southwest of Tinker, the Will Rogers VOR, Frequency 114.1

ILS is the Instrument Landing System. This is a NAVaid which will help you line up on a runway. Unlike the VOR, there is only one possible "spoke" to follow (the LOCalizer), and it is aligned with the runway centerline. The ILS also has a "glideslope" which is a radio beam which will lead you down to the runway in sloping path, usually around 3 degrees. The Glideslope causes another bar to show up on your HSI which will tell you if you're above or below the glide slope.

If you keep the left/right bar (Localizer) and the up down bar (Glideslope) centered, the ILS will lead you right down to the runway threshold.

Not all runways have ILS's.

At Tinker, there is an ILS for runway 35. The frequency is 109.5. Here is a chart or "approach plate" for the ILS approach to Runway 35 ILS RWY 35

There is also a ILS for Runway 17 (the same runway, opposite direction) That frequency is 111.3. ILS RWY 17

When the controller ells you "expect vectors to ILS 35" It meas that he wil give you a series of compass headings to fly, which if you follow, will position you to intercept the LOCalizer for the ILS RWY 35 approach. His "vectors" will place you on the localizer approximately 7 miles South of the airport, and at an altitude which will place you below the glideslope (generally 1500 ft higher then the airport, or about 2800 ft MSL for Tinker) so that as you fly inbound on the localizer the glideslope will come town to you (the GS bar will start to come down from the top of the HSI)

The heading knob on the HSI sets the "heading bug", a little tab, which can be set on any heading around the HSI. This can be used as a quick reference for maintaining a desired compass heading when flying by hand (Keep the "bug" centered on the top of the HSI) or when using the autopilot, if heading mode is selected on the autopilot, it will maintain the airplane on whatever compass heading the "bug" is set to.

I know that they are retracted by prop oil pressure, and that it takes 240-260 psi to retract them, but what causes the pressure to build to that level? (or keeps it from building to that level when you don't want it to?)

My previous ride, the DC-6 had Hamilton Standards which had a very similar low pitch stop, but on that plane, the standard unaided governor pressure wasn't enough to retract the stops, you had to have higher Px oil from the electric feather pump, which was switched on when you pulled the throttles into reverse range. . No feather pump, no reverse.

On the Herc, it seems (and maybe I'm missing something ) that the standard prop oil px is enough to retract the stops, so what keeps that from happening in flight?

I'd appreciate any input that would help me get a better handle on this.

What's a good umber for planing purposes. I can't find any data in my manuals or other sources.

Thanks

150 IAS is a different "force" at different altitudes.

150IAS at 1K = 152TAS

150IAS at 10K = 174TAS

If the TAS is constant (150) the force sensed by the aircraft, prop and wing is constant and therefore a constant decouple setting.

The force “PRESSURE†(amount of resistance or maybe drag) the prop “feels†is based on TAS not IAS

Respectfully, you have this exactly backward. Aerodynamic forces are constant with a constant CAS (IAS without the measurement errors). In fact, IAS is nothing more than a measure of the dynamic pressure (force) acting into the pitot tube. For a constant IAS, the other aerodynamic forces (lift and drag) on the airplane will be constant regardless of altitude (assuming subsonic flow). One simple example of this is the fact that a given airplane at a given weight and configuration will stall (a function of the lift force produced) at the same IAS at 10,000 ft as it will at sea level (but at very different TAS)

As to the original question; I don't have a good answer, but I'll toss out a couple of things to consider. There are some things, (control surface flutter for example) which are more dependent on "the speed the air molecules are moving past" (TAS), than they are on "the force exerted by the air" (IAS). This apparently is one of those things. Perhaps it is related to how fast the prop can windmill, rather than the force exerted on the prop. They are not the same; intuitively, a prop windmilling at 250 knots in air will turn much faster than one windmilling in water at 10 knots, but the water at 10 knots will have more than twice the dynamic pressure (force).

Hmmmm, Description says;

"This Quiz is designed to test basic hydraulic systems knowledge on the MC-130H Combat Talon II and the MC-130P Combat Shadow. "

but fully 50% were A/R questions. FWIW, I got 100% of the actual hydraulic system questions, but didn't even guess at the A/R questions.

Can a L-100-30 be ferried with a crew of 3 ?

Yeah, I've done it often. I guess I have to ask, why would you think that you'd need more than 3 persons? What would that 4'th guy be doing?

Not sure what a Privateer is, the plane in the background is a Navy B24. four engines but has one tall tail right?

Technically, it's a PB4Y, not a B-24.. The other p[lane in the background (left) is a DC-6/C-118

Why would you have to go through customs when you came from one state to the another state?

Dan

That was what I was wondering.

I assume your friend 's last flight on the C-133 was to the "boneyard"!!!!!

Well, not the boneyard exactly, I was referring to the same flight that Jerry and Don mention; ANC to Travis AFB for a static display.

I beleive what you have there is not a Globemaster, but a C-133 Cargomaster.

Cargomaster

Globemaster

Note the turbine engines. A friend of mine was the FE on the last flight by a C-133.

L-382's do not have paratroop door's I think.

Some do. I Know of at least one.