ArcticFox

No APU = flight required in VMC conditions only, and with no known electrical malfunctions. According to the good book, the APU may or may not start at or above an altitude of FL20. Instead of the door opening to 35* (as it does on the ground) it will only open to 15*.

Had the privilege to be under his tutelage for a while up "on the hill" at the LM school house. Great guy - has one hellova sense of humor.

hmm interesting discussion on the 1-1.

Thanks Dan, Knew there was a 2030 somewhere, and that jogs my memory about the notes I had written in my old dash 1. Shotgun Mx - because if that doesn't fix it.....maybe the next part will. :D

On the schematic I'm looking at (E) model there is no pressure reducer valve displayed. However, I remember someone talking about it once, and how they thought it was integral to the brake control valves (not to be confused with the shuttle valves). If so - which is the correct nomenclature - inquiring minds want to know.

Hows the runway surface? I would think even on dry taxi ways / runways - with deep ruts, or that is poorly maintained - would be able to momentarily trick the system into thinking there is a skid. Pulsating/thumping in the pedals is normal thing when the systems is operating in a anti-skid condition. I know in my truck on some roads even when they are dry - the abs still activates under what I would consider light braking. Obviously heavy gross weights would probably compound the problem. Anti skid system is fairly straight forward - also just because the system tests good from the anti-skid test panel does not mean the anti-skid wheel transducers are any good - one that is failing might be producing a signal less than what the others are producing, or likewise, one might be producing a stronger signal -and as I understand it - the system looks at all 4 sensors and compares there relative strength to determine a skid. Just the thoughts of a young pup.

Not 5 hours ago I asked someone the same question while out doing a dash-1 - I remember hearing stories about the ladder, but never actually seen one in use.

I've got my fingers crossed -amp planes with Electronic valve housings and Np2000. Well a guy can dream can't I?

Vic - you rock. Also - I think I've seen that penguin before...somewhere.

Can you explain the 2hz difference?? Is it a matter of just real world vs theoretical?

there is a 4:1 ratio between frequency of the AC gen and Tach. 100% RPM = 400 Hz.

Yea, I finally found that - and it makes sense , just one of those "wonder why" moments. Thanks for all the good replies.

Hmm the movie Real Genius (w/ Val Kilmer) comes to mind. I like it.

Can anyone tell me why we leave these on all the time? I was looking at the hydraulic schematic and with the switches off it close the supply valve and the pump output valve (same valves that are closed when you pull the fire handle). Now then, with those valves closed and the engine still turning the pump would still be producing pressure, but the only place for it to go is back through the return line, and because of the runaround circuit the pump would continue to be fed hydraulic fluid from the return side. My thought is that it would prevent the pump from cooling - and would eventually overheat as the hydraulic fluids capacity to remove heat is reduced because it will basically be recycling the same fluid. Is that why the switches always remain on? Someone asked me and I do not want to give out a wrong answer. I read the -1 and it does not mention either in the before starting engines checklist, or in the description of the system why the switches should be switched to on. Thought there would be a note/warning/caution or something, but haven't found it.

Learn something new everyday with these planes.

Are you asking about the speed sensing butterfly valve in the turbine inlet that prevents the ATM from over speeding? -Also I thought the ATM spins at 8000 RPM (6 pole gen needing to provide 115/200 @ 20KvA (30vA)). Does the turbine that drives the Generator spin at 43k rpm?? Jeez if so I never knew that. (but then again, I'm just a young'n). Makes sense would be easier to get the motor spinning and probably less load on the bleed air system.

NYANG has a bird running with EPCS/NP2000 - it is to say the least, very awesome. Not sure who else is running EPCS.

C130 AMP program.

The only two types of ice detectors i'm familiar with are: The old school one (which im told we've gone back to using) Diaphlex "Detector, Ice air intake duct aircraft, gas turbine engine (probe assembly)" part # 575-315 Then there was the solid state fancy one- Dataproducts New England, "detector, ice detector system" model: 6316-5 part # 93161000-001

Ice Detectors came up in conversation today which prompted me to ask about this, I was told the company that made them went out of business which is why the AF switched back to the old ones. I Have seen both types but never looked to see who the Mfg. was - so I can't verify that. (my guess is there are a lot of "reasons" floating around as to why we switched to the other Ice Detector). I know this is a pretty trivial matter as the only difference between the two that made any difference in the operation was holding that ice detector test switch for two long could damage the solid state version. (not sure why you would hold that switch for more than a second anyway.)

Heres what I know, it may or may no be related. There was an original Lockheed Ice detector that was used for some time, then a fancy solid state version came bout. There were some problems with the Solid state versions (not sure what the extent of the problem was - reliability was a factor I am told). Lockheed went back to the older style (shiny) ice detectors, (the solid state where painted black). Have not been around the Herc world long enough to have heard all the stories, although I'm sure I'll spend the rest of my life in this world in one way or another, and I'm sure I'll never hear them all. -Fox