SRT1968

Dead Bugs on windshield. Live Bugs on order. My Fav.

My situation is as follows. Aircrew takes a AC,MC,C-130E,H, any of the sort, up for an FCF. I am told that in order to op ck the prop brake, local policy, no one can give me a tech data ref, but local policy is to cage the engine at 180FL. If the propeller rotates backwards it is immediately a write up requiring a flush. OK, my argument to this is that if the FCF is op cking an emergency procedure then why is it immediately a write up at 180 knots? Especially since no airspeed is given in the -1 or FCF ck list to feather the prop at. I tend to think that if the aircraft slows as the -1 says to 160 or less to get the prop to stop counter rotating, then once the prop stops, accelerate to 200 knots and if it stays stationary then no discrepancy exists because 200 knots is top of the design limitations and should not be exceeded, which is in the -1 and FCF cklist. But it has to stop first in order for it to hold up to 200 knots, kind of like a skidding tire has less traction than one that is not sliding. Also, to continue on with the subject of flushing. Does any one think that rotating the prop backwards, removing air/alcohol pressure from the prop brake release tool and "slamming" the brake is a good idea? Another local policy. The tech data says noting of this procedure of slamming. I agree with rotating the prop during the flushing cycle to help "slosh" it up a bit, which is not in the tech data, but I don't agree with the slamming of it. Just throwing it out there for some feedback. Thanks