AMPTestFE

NATOPS, I wonder if the structure is built to withstand 19,600 in either direction longitudinally....I would tend to think it is not.

Will they come with yellow landing lights, or is that a post-delivery mod?

Is that a hula girl on the glareshield?

I'm not sure I know a good answer on that.

Yes, the AF is finally observing public law and using the allocated funding for it's intended purpose. The "new" AMP program will be implemented in two increments. The major items to be replaced in increment 1 will include new radios and transponder. Increment 2 will include the glass panel displays, but for some unknown reason, retain the Navigator. Congress is questioning the AF's timeline & is requiring a reevaluation. They basically think the AF won't get all the Hs done in time for the airspace requirements.

There is a maximum speed for ground idle (including Rev), as well as a minimum speed at which you get significant benefit of the reverse thrust (around 60kts). Reverse thrust is most beneficial at higher speeds; at lower speeds you tend to just heat the engine oil up too much.

That is correct MINHAS, the structure of the MLG is great for fore/aft loading, as well as vertical, but not so much for lateral.

I believe the block 8 upgrade was to install the FMS that the AMP has, with the appropriate modifications for the J.

Bob, that's not even funny....well, I guess it is. Maybe you ought to let him know what credentials he may need to get in there.

Yeah, that's def not pretty.

I saw the C-97s, but the one to the south I couldn't tell.

Is that a B-29 or B-50 at the bottom of the first pic???

I'd throw in a bleed down check immediately after the 1st eng gen is online....unless live rounds are inbound, then I get all four going & close bleeds!

Beats my 31K in an old beat-up E model here in the states.

There are four decent -7s at the base formerly known as Kulis, up in AK. They were good when we brought that plane up there...seems like no one wants it now. Of course....I wouldn't try to crank those things up without rebuilding them first...sitting too long.

Even though the switch turns power off if you lose the green light, it still has contacts that could fail. But he never mentions if the green ECT AC PWR light was on or not. The problem (if it's on the airplane side) likely lies in the sensing system like you say, Ramrod...assuming the green light never comes on. Even though the aircraft has had the ESU modification, this should not affect this problem at all...at least, if it's the same ESU mod we had on the USAF side back in the day.

Poor J crews all in the back breathing all the H-model exhaust...

Rediculous! That would be efficient!

This airframe has been claimed for parts from the museum in trade for one of the Martin Mars aircraft.

Boy, that's a dirty name if I ever heard one!

I think it's his A model that's been up for sale for quite awhile on controller.com?

Well doesn't that just figure...this probably isn't the same "AMP" that the AF is trying so deperately to kill.

Ah...he's talking about one's that moved the right (starboard) side escape hatch behind the prop arc The two long wires were replaced by other forms of the same antenna.

The best answer I've heard is from a prior A-model guy. I didn't know this, but apparently the A had a different set-up for the hydraulic pumps. Engines 1 & 3 supplied pressure to one system, while 2 & 4 supplied the other. When the pressure lines fed into the fuselage & back to the elevator, it just worked out that the utility side of the elevator happened to be on the right. When Lockheed figured out they could save money by reconfiguring the hydraulics, they eliminated extra hydraulic tubing with the current configuration. However, they saw no benefit to reconfiguring the elevator actuator set-up. If that's a bunch of bull, someone who knows can correct me. Like I said, I didn't make that up....maybe someone else did. :0)

The News forum is gone too.