MINHAS866

Sir Bundle of thanks to all for valueable feed back if the problem solved i will post it here 

On 6/2/2017 at 0:44 AM, NATOPS1 said:

Whole prop as in BOTH the Pitchlock regulator and PUMP housing were changed? 

Also please note pitchlock is not a result of the "hydraulic fluid loss" it is due to the loss of "PRESSURE" that holds the springs compressed on the pitch changing mechanism which is caused by a loss of fluid. The reason I say this is because if your pump is not making pressure then you will pitchlock without a loss of fluid.   

Sir whole propeller assembly changed 3 times  including all the parts of propeller hope u understand now we know about the propeller my question  is does any thing in engine or rgb can cause or do with such pitch lock thing 

Sir whole prop were changed and i will post eng inst readings 

No Sir how can we make a landing  with pitch lock prop when pitch locked governing fiction is over either it's normal or mechanical gov  I mean even prop set to mechanical before decend even then it pitch locked 

Can the malfunctioning nts system be a cause of this malfunction? Or any other thing in engine ?

Sir hi

I mean 3 propellers are changed we know that pich lock occurs 1. rpm over speed 103% 2. hydrualic fluid loss 3. Malfunctioning  of pitch lock assembly servo valve but there is no over speed indications hydraulic level are normal and as well as sychro phaser is concern mechanical gov has got no effect 

Hello to all

we have a problem with one of our c130 it's no 3 position engine prop gets pitch locked during decend again and again even we had changed three prop assembly on that engine so it's mean that problem is not with the props we had checked all engine related components and riging etc. but after three to 4 sorties problem comes again sir required ur feed back on this thanks 

Aowsome sir brillently explained I got it bundles of thanks 

Aowsome sir brillently explained I got it bundles of thanks 

Hi every one as we all know that there is asymmetric switches in Flap system .switches are installed 120 degree apart no of switches are 3 .asymmetric condition of 3 to 5 deg will stop the flap movement can any body tell plz if first switch is not working or is us then what will happen is the difference will be more and kindly plz any refferance book .

If the gears down and locked with free fall method no need to tie down if the gears are not down and lock( physical window indication is unsafe or not down and lock. Then go for tie down 

Sir thanks a lot now got the point why temp control check on ground if controlling working good it definitely over temp so if we have to take off from diapers location put to null maintain fuel flow with other engine and operate the engine but in flight  as sir fred g said don't go to 910 for temp controlling to over temp the turbine

thanks a lot sir  for feed back 

Sir thanks a lot now got the point why temp control check on ground if controlling working good it definitely over temp so if we have to take off from diapers location put to null maintain fuel flow with other engine and operate the engine but in flight  as sir fred g said don't go to 910 for temp controlling to over temp the turbine

thanks a lot sir  for feed back 

Thanks for reply agreed but question is why action differs while on ground and in air.above picture note says perform Temp cont check on ground and in air sec 3 said put to null shutdown for unknown turbine condition.even the malfunction is same.

Sec 3 says put td switch to null why not Temp cont check in flight .any feedback plz

Dear experts hope you all are good I have posted two pics from b-1 sec 7 I want to know Incase of tit indicating system malfunction why this says go temp cont check on ground and for in-flight go with sec 3 what's make the difference .can any body explain why it is so thanks for feedback

Sir seen already

switches with this type lines are called harmatically sealed switches so they can be used in emergency even in presence of fumes. normal switches can give spark that can ignite the fumes.

sir thanks to all for a wonderfull feed back to my post

sir bundle of thanks  and what about stresses during reversing is there any effect?

​nice sir and in section 2 of dash 1 written that this can cause damage to gears support structure is this due the tandem mounted arrangement of main gears.

Hello experts

sir kindly i want to know about the use of reverse thrust after touch down? is there any limitations? is there any speed limit for revesing after landing( and why it is limited).and is there any effect on aircraft structure in case of full reverse .

any feed back will be appretiated thanks to all

can any body tell me about that why the brakes(c-130) be avoided in turns? if any body know about any service news on this plz tell me .

thanks

​ hahaha

sir bundle of thanks for sharing your experience and knowledge .

sir bundle of thanks

in start in low noise level reduced for ground ops and maintenance cost reduced and increase service length of the equipment( bearing gears etc) agreed ?