Ronc

edwardlcy,

Is it possible that the engine anti-icing is stuck on (bad inlet anti-icing relay). If you had constant anti-icing on this engine it would show up as low power even with the bleed air regulator valve closed.

Ron

Bill,

I have several picture of the A-model trainer, mostly the flight deck. I will attempt to post anoter view of the HUD here. I don't currently have any close-up views, but I will check with the others here and see if they have any. Thanks for what your doing for the old workhorse!

Ron

Bill,

Our current trainer here at Hurlburt is I believe an A model. To the best of my knowledge it has the pilots hud (I hope that's what you mean by gun sight) I will attempt to get a picture and either PM you or post it here.

Ron

I'm told by one of the instructors here that the HUD was out of an A-7 I can't verify this, sorry

Bill,

Our current trainer here at Hurlburt is I believe an A model. To the best of my knowledge it has the pilots hud (I hope that's what you mean by gun sight) I will attempt to get a picture and either PM you or post it here.

Ron

JTECH,

I'm not denying that the guides are specific. I was flying when they went from JP-4 to JP-8 and we never replaced the sticks we just dipped the opposite tank to get our reading, this method never failed me. I'm sorry that your new plane is already malfunctioning as you described, I can't imagine the problems that will present when the planes start really racking up the hours. As to your original question, have you tried contacting either Warner Robbins or Lockheed Martin for guidance? Not sure if it will help or not but I have a few contact at Warner Robbins that I would feel comfortable querying.

Ron

Anyone know if there is a dipstick for the J Models, similar to the E/H a wooden stick used to check tank levels when the gauges are broken....like always?

I'm sure there is, I would guess you could use the same stick as the E/H; to the best of my knowledge, it's the same wing. Regardless of the stick you use if you check the symmetrical tank and the two tanks are the same, you will have a correct fuel quantity.

Ron

That whole concept is a jet-ism. In a Herk, if you rotate at Vto-5, you're flying at Vto-5. Yes, you will continue to accelerate (assuming you don't over-rotate) and go through Vto likely as the mains come off, but you're flying before you're supposed to. This is the challenge when trying to put a one-size-fits-all definition into books...

The Herk will fly much, much slower than even Vmeto...buyer beware.

Not if you add the five knots to the distance.

That Vrot is a bunch of crap foisted on us by 141 engineers...

If you do that in a Herk, you fly. When you're ready to fly, you rotate in a Herk. Unlike in a Jet, where you have to set takeoff attitude and fly off the ground, the Herk is flying as soon as you rotate. It's a load of crap and needs to be removed from our books.

Never used it in the gunship we go at takeoff!

Steve 1300,

As pjvr mentions RPM limits for GI is 94 to 102, what's the problem? Yes, I see that it's on the low side but not out of limits. Do you have any other problems with this engine?

Ron

mrjpc130h,

Not sure anymore but it used to be in the FCF pubs (6cf). As my memory serves me, you push all the throttles up to 100%, RPM (lights out) and select a master prop. Now pull the master back to flight idle and watch the RPMs on the other three props, the RPMs should decrease by up to 2%. Before the solid-state syncs you would then push the resysnc switch and observe an additional decrease, (sorry can't remember how much. Hope that helps!

Ron

I guess they don't teach resetting the T handle to restore oil to the engine oil pumps and bumping the condition lever to air start to stop the rotation now days.

Bob,

Yes we still teach that the fire handle should be reset provided no fire exists, however, this only helps if the prop is turning forward. If the prop is rotating backwards the pump would also turn backwards. We also teach to slow down as much as possible usually 180 KTAS. Have never heard of the technique to change the blade angle with air start, something I will have to think about.

Ron

Yes it is. When feathered, the prop is supposed to push back against the prop brake.

True dave it is, but I still don't believe it should rotate backwards, I wonder if something was wrong with the gearbox.

Ron

Home Depot will do the same only the cashier has the authority to apply the discount whereas at Lowe's only certain people have the authority.

Maybe like that in Atlanta, but the Lowes here in Fort Walton only requires you to show your ID at checkout. I think the same applies to Home Depot but it's farther from the house so I don't get over there as much.

Ron

The vol3 says that if you can't make torque with the bleeds open then you should close them and recheck torque to determine if it's an engine problem or a bleed air system problem, but either way you will not fly the airplane.

As for minimum torque, 970 is the normal TIT for takeoff, and you have to make 95% efficiency, so the minimum torque for takeoff would be whatever the predicted torque is for 970 degrees at 95%.

Depends on the Vol 3 you use! Ours states "TIT will not be less than 1010 for takeoff, not to exceed 19.6 of torque". We also compute 95%; however, we always hope for better.

Ron

Sorry I meant to say weight on wheels not gear position.

Ron

The APU is wired thru the touchdown relay switch. This only allows operation either on the ground or in flight with main gear down.

lilzac,

Gear position has no function regarding the APU operation other than the APU door position. On the ground the APU door opens to 35 degrees, in flight it's limited to 15 degrees. Don R you are absolutly correct, the APU should operate up to 20,000 feet.

Ron

George,

You are correct, when the prop turns backwards the inner cone of the brake rides up on a set of helical splines as well. This action pushes the inner cone farther into the outer cone and prevents any further rotation. If it makes it easier to understand I will attempt to post a picture

what is the limitation of voltage flactuation of engine driven AC GENERATOR of c-130b aircraft.

Sharif,

I have never heard of any limit associated with fluxing voltage, I can't even begin to imagine the damage that would do to the equipment on that AC bus.

Ron

I will inquire the very next time I go to the engine shop

Ron

Scott,

I remember having to dig out all that old sealent, remove two of the four bolts and have NDI out to check for corrosion. We would then reinstall the first two bolts torque them down and begin the process once again with the remaining bolts. This happened in the mid 80's, do you think this is the same TCTO you are looking for? If so I may be able to find the TCTO number from our engine shop.

Ron

To the best of my knowledge, the QECs (engines) at Hurlburt no longer have the valve installed.

Ron

"While getting my flying time in while stationed at Dyess AFB (was on maint. flying status for the autopilot shop) I was on a C-130 flying local touch-and-gos on the rough strip parallel to the main runway.

I was laying on the top bunk in the cockpit where I had an excellant view over the pilot and co-pilot's shoulders.

We were 5-10 feet off the ground when the props were reversed. The planed slammed into the ground and I slammed into the top of the cockpit.

There was much discussion and commotion about that happening.

I was later told that there was a "squat" switch that was suppose to prevent reversing the props while the wheels were off the ground and that it had failed to work.

If that was true that is kind of scarey!"

The squat switch does not currently (or ever?) have any influence on the props ability to go into reverse in flight. The only thing, under normal circumstances, that prevents the prop from going into reverse in flight is the fear of the pilots and the common sense of the flight engineer.

Ron

Oliver,

The new coin finally arrived; contact me with your information. It might be best if you just sent me a private e-mail through the board, I will keep an eye on my mailbox.

There are two "generations" of U-models. Those that were factory built that way and those that were converted.

I thought (please correct me if I'm wrong) that the factory built were essentially H3s.

I think Nashvilles H2s 89/90 era were the only ones converted.

All the U models are highly modified H2 aircraft. The years range from 87 to 92.

Ron

edwardlcy,

You could consider a "man on the stand run" if your regulations allow. I had the honor of troubleshooting the exact same problem you identified, Nacelle overheat in reverse. I found the leak at the tenth stage where the bleed air collector mounts to the compressor case at the 3 oclock position. Changed the gasket and never had the problem with that engine again!

Ron