BDizzle
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C-130 Hercules News
Everything posted by BDizzle
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What happens when you're doing a real world NVG low level with bad guys out there looking up at the sky and the FE/Pilot has to turn on an ipad to check some numbers? You're going to put a nice bright light in the flight deck for someone to aim at and ruin your own night vision.
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There are decent diagrams in the front of the -1 if you can find a copy.
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We put the 54H60 prop with #1 blade pointing up for the reason above, the beta feedback shaft and fluid transfer. We 'X' the props when the plane is ready and the plugs are pulled. Some people say you also move the props to make sure the prop brake isn't siezed but I don't buy that. I just bumped the props enough to get a clear view down the intake.
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Max reverse at a dead stop is about 1/3 of forward torque so if you're making 15,000in-lb you'll only have 5,000 for reverse.
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My book says something even a little different than both of those, but pretty close. It says the start light should illuminate, but doesn't make it a condition of a stop start.
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A lot of pilots say "turning with a light".
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I can only guess at using it during loss of electrical power to get the higher boost and lower VMCAs, although it would be impractical to hold the button...so that doesn't seem likely. Or is it just used for ground mx?
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Which way is the button on the valve? Can't remember if when you press the button you get low or high boost.
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I have seen it once. Just a bunch of speakers all over the flight deck. I remember the eng saying he didn't like it because he couldn't hear the motors. Can't remember where tho...somewhere back east. This was several years ago.
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We had a plane loose a few gallons of oil in flight, the maintenance folks said the lab seal was suspect. Sounds like the turbine ones can be done on base and the compressor ones require engine change, so I guess it just depends on what they find. I wanted to gain some knowledge on the subject.
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Where in the T-56 are labyrinth seals? Are they easily replaced? I understand the concept, but not sure where they physically fit into the motor.
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For USAF planes the vol3 says we cannot fly without things that are required for emergency procedures. Is the APU required for any EPs?
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Same with the ATM generator. You can fly without it but only on day VMC with no other problems. This is because the APU/ATM are backup electrical sources for a few emergency procedures. I believe for weight and balance purposes it's any equipment change over 5lbs.
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CGRetired, what's that pic from?
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Dunno about the J -1 but the H -1 does mention giving "consideration" to shutting down the OB engine on one side.
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The story said they were out flying around so they must have got the gear up and locked at least once. Wonder what happened to make it suddenly fall apart.
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I seem to remember hearing a simlar story about a herk where the inner strut separated from the outer strut and the wheel hung free. Definitely not a good situation.
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This is interesting. That's not in the -1 and I've never heard an engineer even talk about it. We upshift and downshift with the bleeds open all the time.
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What about the MC-Ps that have the 241 now? Are they incapapble of TF?
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It's energized released, correct? So when I'm flying around in auto the brake is energized released, when I go to locked it deenergizes to hold bypass, then is reenergized released in null? And the little motor in there simply isn't strong enough to overcome the brake?
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Can someone explain the TD valve brake to a dummie? I read the line or two about it in the -1 but I can't visualize where it fits and how exactly it works.
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We have that blerb in the herk book too that says flaps up endurance may be increased by shutting down one or two engines.
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For -15 motors the Vol.3 asks us to use 970 for training. The 1-1 tells us "climb at reduced power of 970C TIT is recommended to prolong engine life."