AMPTestFE
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C-130 Hercules News
Everything posted by AMPTestFE
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"The MC-130W was instituted in 2006 to replace combat losses of the MC-130E/H Combat Talon, which was used mainly for snake-eater air drops." Since when did we lose an MC-130Es in recent combat.....didn't think so.
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There are/were some inconsistencies between the different flight manuals, such as "Seat belt/Shoulder Harness" versus "Safety Belt/Shoulder Harness". These are all supposed to have been addressed last year in the commonality conference by the FMM. I imagine this was included.
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You could write your paper on it!
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No, the coyotes came in and wiped out the rabbit infestation awhile ago, so now they're chasing coyotes off the runways. But no, not doing that anymore.
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Pretty sure they do this exclusively at Kirtland. Although, those trees don't look like your typical New Mexican variety, but who knows.
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That may be, but there's only one repeat switch & step 8 calls for ADI SEL switches. This may just be symantics, but the switch position it calls for (NORM), doesn't exsist. All the switches have NORMAL, not NORM. So who knows??
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You heard right, I am employed locally now, and can't be more thankfull for both this job & leaving the last organization.
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I'll second on the noise opinion. This was such a nicer Herc to fly than the legacy props! Noise & vibration were down considerably. I think AMC should find the capitol now & invest in the EPCS, as a minimum. This will cut any valve housing related issues to almost nil. The props could be an easy add-on later on when the F-35 gets axed!
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I'd have to agree with Tiny here. Step 8. refers to the AID/SKE switch located outboard of the main instrument panel. Later on in step 38. (E(H)-1), it directs you to select normal & heading for those two switches on each of the FDMS select panels. There is nothing to tell you to ensure the ADI repeat switch postion, only system knowledge & common sense.
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AMP2 did the testing down in Eglin.
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Yeah, I parked next to that thing out here at Edwards back in \'95. I wished I could have crawled around it some. Looks like the 3rd picture is from an airshow at Edwards?
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The latest is that Pope will receive the first AMP birds as an operational unit. 89-9101 (former Maxwell/Youngstown?), will go to Pope. This, of course, after Arkansas gets enough to train aircrew & mx with.
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Those two LMs killed in 2002 were using straps at the paratroop doors. The \"loose cargo\" did not kill them, the impact with the ground did. They need seats; they were in the paratroop doors for a very good reason, too bad they paid for mistakes made by others. RIP
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There are three FAA flight engineer ratings. FEX, FET, & FEN (Turbojet, turboprop, & recip).
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Yes, he is one of the two I\'m talking about. He\'s not an FAA employee, only a designated examiner representative. I e mailed him, maybe he can help. Bob
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As far as my leadership goes, there\'s a big difference between FAA examiners and FAA employees. A DER is an FAA examiner, but neither one of these guys are FAA employees....in the sense that they do not receive any compensation from the FAA for their work. Any idea where to find this waiver?
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Yes, there is provisions for having FAA employees on board, on flight orders. The problem is, these two guys aren\'t FAA employees...unless you count just being a designated examiner. What the hell is karma?
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Would appreciate any help with this. I know of two people in the country who can administer the FAA turbo-prop eval, the problem is that they now have to fly with you on the aircraft. Being an active duty guy, they both are not authorized on flight orders. I otherwise have no way of getting them on board one of our Hercs. Does anyone know what we\'re missing here? Is there a waiver format out there somewhere to AFI 11-401 that I can get ahold of? Pete
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You know, AFSOC funded (and got) a 241 modified to TF. When the money stopped, it looked pretty damn good. We were ready to take it down to 250 at night.
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It\'s never as easy as calling someone up to bring you some parts, here at Edwards. The system doesn\'t work quickly or efficiently here.
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You guys need to be careful when moving throttles in the ground range. i.e., pushing them up while down-sped. Unless they\'ve fixed a design problem, they may likely dump some prop fluid overboard.
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You need different min control speeds if you have different engines. The higher power settings you get with an engine, the higher the min control speed. Also, the Rosemont pitot system gives you different speeds too, but not as dramatic as when you increase power. If 89-9101 is their only \'89 model, then yes, it has been modified by AMP and will not return to Maxwell.
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Dangit, don\'t you just hate all them know-it-alls? Hey, I tried to get ahold of you the other day...will try again tomorrow....drivin \'cross country again.
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Concerning the question if the AMP considered the inclusion....nope.
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Just off the cuff, it sounds like it gives the flight data recorder information on where the throttles are.