RRR

The purpose of the Synchrophaser System Droop Check was to ensure that the slave propellers will only drop a maximum of three percent (3%) in the event the master propeller/engine encountered a flameout or wind down. Note: At one time the maximum RPM drop was four percent (4%)

The speed sensitive valve can indeed cause a rapid rise in TIT during start. If the speed sensitive valve malfuntions in this manner it will partially cause the bleed valves to partially close creating a stall condition. In addition, the TD System can only take fuel during below 94% RPM.

Tassa, Is your issue torching or sparks in the tailpipe at night? It is common to see a red glow or "white sparks" in the tailpipe at night especially during high power operation and is not reason for alarm. The white sparks are caused by fuel by products (carbon) breaking loose from the combustion liners. Torching inflight is alarming and is indicative of a fuel nozzle issue. If the condition of the fuel nozzle is bad enough and goes untreated it can cause downstream burning which can result in a catastrophic turbine failure. I recommend you inspect your thermocouples, fuel nozzles and borescope your turbine paying attention not only to the first stage turbine vane (nozzles) but also try to get a view of the second stage. This is difficult on the T56 engine. Note: If it is determined that one or more fuel nozzles is clogged and you suspect downstream burning has occurred replace the discontinue use of the turbine rotor and send it to an authorized maintenance center.

Since your engine is starting normally with an 800 degree null start the problem is more than likely to be your TD AMP. Using your TD Amp Tester will assist you in determining the condition of your TD AMP. Follow the entire procedure and not just the potentiometer adjustment section since accomplishing the entire check will test everything in the TD System. Failure to follow through could lead you down the wrong troubleshooting path. If you are using the Raven or ABB TD Amps (Square) you can actually turn the potentiometers where it seems to have little effect on adjustment. The TD Amplifier Test Procedures are in the 1C-130H-2-73JG-00-2. Pay attention to the note that states some potentiometers may require 15 turns or more to bring to the null position. Following the procedures will bring you back to the point where you can adjust the potentiometers successfully. Lastly, occasionally a TD AMP will actually cause an engine to quit in LSGI if the Start Potentiometer is defective. TD System problems are can be perplexing since what you do to fix an issue one time may not fix it the next. Good luck!

This issue is an active item and was briefed at the 2010 T56/Propeller Users Conference. Inflight engine shutdowns due to propeller low oil level indications have been an issue for many years. The main causes are normally either incorrect propeller servicing or the propeller oil level indicator / float switch float sticking or shorting out. I truly believe that if you check your oil levels while the hydraulic fluid is hot (within 30 minutes after shutdown) it will minimize the error of improper propeller servicing. If you wait hydraulic fluid bleeds back from the pressurized sump to the atmospheric sump which is why you have to run the auxilary feather motor to scavenge the oil back into the sump to check the oil. For the sticky floats keeping the hydraulic fluid as clean as possible helps. The use of MIL-H-87257 in lieu of MIL-H-83282 is supposed to help. These two fluids are compatible and can be mixed together if necessary. MIL H-5606 has not been used in USAF C130 aircraft since the early 1980's. For the shorting issue the USAF tech order is going to be changed to go back to putting sealing compound in the float switch cavity or using small rubber wire boots to prevent wires from shorting out against each other. In addition, there has been consideration of redesigning the pump housing assembly. The other issue is that an inflight shutdown is not necessary if an aircrew encounters a low propeller oil indication unless there is a visible oil leak or a RPM fluctuation indication. But, we all know how that goes. Hopefully, we will be able to get a handle on this through diligent maintenance, education and of course engineering efforts and redesign. I will not hold my breath on the latter.

Tenten, The answers to your questions are as follows: Question 1 - Is the Mounting Bulkhead Assembly replaceable? Answer - The assembly is not a line replaceable unit. Replacement requires propeller be removal and disassembly in order to replace it. Question 2 - Does propeller require balancing after Mounting Bulkhead Assembly replacement? Answer - If you are "statically" balancing your propellers you should refer to the propeller overhaul records and utilize the provided balance sheet to ensure that the balance bolts and washers are installed in the correct balance hole positions on the bulkhead assembly when transferring from the old Mounting Bulkhead Assembly to the new Mounting Bulkhead Assembly. If you are dynamically balancing your propellers you will transfer balance plates from the positions on the old Mounting Bulkhead Assembly to the new Mounting Bulkhead Assembly. It is recommended that all propellers be dynamically balanced after installation of propeller onto the engine. Technical References are dependent upon whether you are maintaining your aircraft using Military Manuals or Commercial/LFE Manuals. The Military Manuals are as follows: 1C-130H-2-61JG-10-1 - Contains propeller removal and installation procedures and propeller dynamic balancing procedures. 3H1-18-2 - Contains the propeller intermediate/shop level repair procedures. 3H1-18-3 - Contains the propeller overhaul/depot level repair procedures. 3H!-18-4 - Contains the propeller Illustrated Part Breakdown/Manual. I hope this helps answer your question and have a good day!