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Posts posted by SonnyJ

  1. The Gabon AF just finished towing L-100-20 TR-KKB c/n [cn]4710[/cn] from the Libreville airport to the port on the other side of the city to be transported by ship to OGMA. I will try to post pics of the aircraft move.

    Merry Christmas,


  2. There have been attempts to get the bird restored. Hurlburt Field wanted the aircraft but there is no way to transport it. From what I remember, the configuration and some of the material used on the aircraft prevent it from being dissasembled and transported. That was the 2002 -2004 timeframe. I hope they do decide to restore her. It will take some work since a lot of equipment is missing.

  3. The chine angle is at WL 147~ and runs from FS 245 to FS 737. Like Mike said it is where the belly and fuselage skin come together. The chine angle is a 3 leg extrusion where the chine plate, fuselage skin, belly skin, vertical beams, and cargo floor bulkheads attach to. It is or similar to the LS 3868 extrusion.

  4. Holdover Tables were updated recently and provide valuable information about types of deicing fluid available and their use. The tables are used in conjunction with TOs 4C-1-2, ANTI-ICING, DEICING, AND DEFROSTING OF PARKED AIRCRAFT, 1C-130H-2-00GE-00-1, and 1C-130J-2-00GV-00-1. The 2010 - 2011 Holdover Time Tables are published by HQ AFFSA.

    Just to note, AMC/A3V (Stan/Eval) released FCIF: 10-10-08 Release Date: 27 Oct 2010 As of: 27 Dec 2010 @ 1523 about the subject.

  5. (This is Mike Fisher -- I'm answering this from SonnyJ because we are TDY together) Is this a low time, high efficiency engine? A few years ago we were building compressors tight (blade tip to compressor casing clearance) in an attempt to improve engine efficiency - problem was that we were not doing a good job of measuring the clearance. We ended up with a lot of engines that were high efficiency but would not necessarily air start because when the engines were shut down the casing would shrink down on top of the blade tips. This was a significant problem on low time engines (< 200 hours) that we would shut down and immediately try to airstart (like during an FCF). We ended up having to produce a compressor seal break in procedure to get the engines to air start.

    We thought we had eliminated this problem and have removed the compressor seal break in procedure but we are currently producing engines with 109 - 112% efficiency so it is possible that some of these engines will have the same problem. It sounds to me like the prop and NTS are doing what they are supposed to do. What I would recommend is to repeat the cruise engine shut down/airstart and if unsuccessful, leave the prop in feather for about 15 minutes and try again -- this will give the casing and rotor time to converge on the same temperature.

    Mike F

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