AMPTestFE

I'm sure JOKE stands for something technical (and not funny) on the J.

Your english is worlds better than any other language I may speak, but I'm not sure of your problem. What it sounds like you might be asking...

The ATM stops working when you downspeed all 4 engines?

I have never been to DR. Congo, but I can take a guess that it is very hot. If you have both air conditioning systems on, you will probably have a problem with your ATM when all 4 engines are downsped.

Try turning the cargo AC system off to increase the bleed air manifold pressure.

Which H? There's a difference.

H1 - you can't.

H2 and up, switch the dump pump on for the affected tank, open the external crossfeed valve, then open the crossfeed valve on the affected engine.

The tank will empty completely if allowed to this way...no stopping at 1800 or 2100 lbs.

I can only tell you it's a J model.

I was working on updates to the inventory last night and cme up with a question.

Does anyone know the whereabouts of 63-7784? It was struck from the USAF Inventory at Little Rock in Oct 2009.

Is it still at the Rock? A trainer maybe?

Thanks

Bob

BTW did anyone notice that the first of the 74 H models to become a ground trainer is at Sheppard.74-1676. Those 74's weren't born yet when I got off AD.

Yeah Bob, for awhile it was our designated FE preflight trainer until a couple of the systems started giving up, plus our switch to H2s. It had the wings taken off & is going to be a LM trainer. I'm not certain, but it may have possibly become the AMP LM fuselage trainer.

One each for the extension/retraction motors, one each for the on/off.

I hate to say it but she (1301) looks nothing like that anymore...

Cheers

I was gonna say....there's a big hole missing in the left side, right?

Well, with the state of configuration management in the C-130 world, I didn't think it too dumb. There's always one or two oddballs out there it seems. I'm trying to make sure before I suggest courseware changes.

I feel better now...

Well, I thought for sure I would get a definite answer on this one...or have someone confirm that it's a dumb question?

I thought I saw this answered in the other forum...

This may sound like a dumb question, but I'd like to make sure.

Are there any H2s left out there without GCUs?

Thanks

At 14 mil a pop AMP is double what Boeing said it would cost (7 Mil) Most H-Model modernizations cost anywhere from 3-8 million based on the complexity.

Where in the world did you get that number??? The last figure was around 8 or 9 mil.

You're AD, I assume. My guess is that it's either the Dobbins or NY ANG bird. Thanks

Does anyone know if there are any H2s out there that have not gotten upgraded to the 241?

I'm quite sure Boeing would love to help the Navy out with their fleet. I'm sure any design modifications needed would be minimal. Even the J model will need some sort of upgrade. They can't even fly a GPS approach right now.

Used to fly with the Nav on that one. RIP

1855 is slated to head to the bone-yard on Sep 22.

Her replacement has been spotted: http://www.airliners.net/photo/USA---Air/Lockheed-Martin-C-130J-30/1960990/L/&sid=267330689322e58a886517a671cd0a8b

Looks like she has already received a new tail flash.

Again...we picked her out of the boneyard in Feb 2005. Perfect FCF engine run!

I like the way you guys think. The NP2000 system flies pretty damned sweet!

Last I heard, there are three prototypes. One from Charlie West (previously Martinsburg airplane), Maxwell and I think the last one came from St. Joe (an '86).

There's more up to date info than the briefing we received a while back.

http://www.defenseindustrydaily.com/C-130-AMP-Program-Receives-Contract-Heads-Into-Uncertainty-06046/

AMP 1 (first one modified) is 89-9101 from Maxwell (Mansfield); AMP 2 is 91-1239 from Louisville; AMP 3 is 94-6704 from Charlie West (Martinsburg). The first three LRIP birds are 91-1651, 86-1395 & 91-1652.

Fred: None are "operational" yet, they've yet to start OT&E. 26 airplanes are included in the LRIP (low rate initial production). Not sure of the timeline.

Railrunner: The first three birds are in production configuration, not considered prototypes anymore. AMP 1 & 2 are flying training lines right now at the ROCK, with AMP 3 joining them late this month.

I see now that what fltsload said pretty much sums it up.

No matter the number (+/- 3, 7, whatever) if you turn OFF the bleed air your VMC numbers are wrong as there will be MORE torque than the charted airspeed number accounts for....it will be TOO LOW... more yaw, same airflow over the rudder...

Mostly true, but if you had 19.6 with or without the bleeds off, VMCA will be the same. They recently took the VMCA increase reference out of the performance manual as well....not sure why though.

The light illuminating signals that the start interlock relay is energized. The relay will not energize unless several conditions are met, such as the fire handle being in, the oil tank s/o/v being open, etc. The starter comtrol valve opens if the interlock relay is energized, and if you have bleed air applied to the motor.

Correction...the fire handle needs to be in, yes, but the system has no idea if the oil shut off valve is open, only that the CB is closed. I know it's abit nit-noid, but the assumption that the oil valve has to be open if you got the light could be bad in the wrong circumstance.

The AF is finally moving...slowly. 3 planes done, two in mod...

I think you missed the point... but oh well just another bill to be paid....I've got checks so I must still have money.....

Hey we can make the retirees pay more for their medical coverage.....

Yeah, I guess I did miss your point. But, I do think we spend money on worse things.

Yougot it NATOPS1, it's the performance manual that needs to be updated. Not a waste of time. Could they have done the testing at LRF? Sure, but what happens when you shut down the main runway here....chaos! Although Edwards is very, very expensive to do anything at, there's good reason for this particular test to be done there.

That's abit of a misleading title. Boeing will not be conducting any aircrew training. CAE is building the training devices, with technical support from Boeing.