BDizzle

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.

There are decent diagrams in the front of the -1 if you can find a copy.

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.

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.

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.

A lot of pilots say "turning with a light".

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?

Which way is the button on the valve? Can't remember if when you press the button you get low or high boost.

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.

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.

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.

taken out of the aircraft and the aircraft flown

For USAF planes the vol3 says we cannot fly without things that are required for emergency procedures. Is the APU required for any EPs?

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.

CGRetired, what's that pic from?

Have to give the crew credit, they thought ahead and shut #4 down. Good job Loadengineermaster

Dunno about the J -1 but the H -1 does mention giving "consideration" to shutting down the OB engine on one side.

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.

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.

(1) Discontinue use of compressor bleed air from the first engine to be shifted.

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.

What about the MC-Ps that have the 241 now? Are they incapapble of TF?

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?

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.

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.

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."