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Posts posted by BDizzle

  1. 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.

  2. 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.

  3. Your book: "If the propeller does not rotate within 5 seconds after the ENGINE GROUND START switch is placed in START and the start valve open light is illuminated, stop start."

    Our books state "If the propeller does not rotate within 5 seconds after the ENGINE GROUND START switch is placed in START, stop start."

    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.

  4. Hint: Rudder diverter button doesn’t have mechanical detent to remain engaged; it should be depressed and held against spring load to provide the full pressure.

    Any idea when this feature is to be used??

    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?

  5. 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.

  6. 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.

  7. 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*.

    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.

  8. 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?

  9. My understanding was that how the Coasties do/did their searches. Cruise engine shut down 2 engines and loiter for a long time. Could prove exciting if one engine all of a sudden gave up the ghost. But I also understood that all that needed to be done was take the condition lever to airstart on the others.

    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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