AMPTestFE

1683 - crashed 1686 - rotting in Robins Which was the 3rd tail?

Yep

hehe, There's more than one type of e valve. There are some that have a knurled knob that resembles the wheel brake accumulator relief valve in the nose. So not all have the old flapper-type of valve lever. In my opinion, the true way to verify is to see if the e valve is bypassing utility pressure to the flap control valve by trying to move the flaps manually at the flap control valve with utility pressure.

Of course there are different gauges, etc, but do the gauges constitute half the parts on the plane? That's what I was laughing about.

I would have guessed around 60 degrees looking at the pictures.

"The existing C-130Hs at the base are from 1989 and 1990, and most of the aircraft’s parts are no longer made, he said." That's funny. Doesn't the J share a large number of airframe parts? Seems like a dumb statement.

Yep, either a bad switch or out of rig.

Had this happen to me on my first deployment...no matter what I did, how many times I cycled the switches, main tank wouldn't accept fuel. Had to over the wing refuel. Got back to the FOB, it worked just fine.

No, he wants to know where the cuff puts the blade angle. I don't know off-hand, and it's not in the Lockheed training manuals.

You have a wiring problem. With the switch selected OFF, the light should be powered on, irrespective of hydraulic pressure or other engines running.

It's not linear like that. For example, at 20% you get more lift than drag, which essentially tells you the flaps move more aft than down. You can see this when watching them. From there, they start progressively moving down at a higher rate. Watching them move from 50 to 100, you can tell there's more down movement than aft. If they were a simpler flaps system which only pivots at a hinge point, then it would work out like that. Unless someone has actually done some measurements, there is no way to extrapolate degrees for the percentage.

Wish they let me take that one this week, maybe we wouldn't have broke!

I don't know anything about the event in question, but I do know that you don't mix "Skipper" with "Major".

I wonder if they asked the Navy what happened when they put wingtip pods on some of theirs? I understand one didn't even get 10K hours on the wing. Holding onto that airflow increased the upbending moment in a big way on the outer wings.

Bob, is there some significant historical reason the AF Museum kept 0541?

I have not experienced either one of these, but I do know that you want to slow down for a pitchlocked prop. It may not feather; so when you stop fuel, you may end up with a big four-bladed speed brake. Too fast & you may encounter control issues.

There is no loading restriction for the APU generator different from the engine generator.

Bob, message me

http://www.military.com/daily-news/2016/03/02/air-force-wont-meet-2020-deadline-for-new-faa-rules.html

Yeah Bob, I almost feel guilty dropping it off there.

These were some of the four Hs that had the ECM pod capability. One of the 4 is the first AMP airplane.

MT ANG is hoping for the MAFFS mission.

I was the FE that picked it up at DM, did a full-on FCF preflight & engine run....perfect! All while mx was struggling to get 2 or 3 active birds to pass an FCF back at LRF.

Bob, 4856 belongs to the 186AS now. Flew it to LRF for new tail flash & ISO on Monday.

It sounds as though you have verified power to the refuel valve, right? If so, have you verified the valve operates?