Temperature and Engine start!
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Ground Idle - Ground Start Throttle positions
Hi Andrew
I am a bit confused. (Some might ask what's new). Are you saying that the L382G you operate has both a Ground Idle and a Ground Start position on the throttle quadrant? Ground Idle is the normal throttle position for start on the models I operated on. It gave/gives minimum blade angle to minimize starter load and to assist in smooth acceleration to ground idle RPM after starter cut-out. Have never seen a Ground Start position labelled on a C130. If you have it, is it slightly behind the Ground Idle detent?
I am a bit confused. (Some might ask what's new). Are you saying that the L382G you operate has both a Ground Idle and a Ground Start position on the throttle quadrant? Ground Idle is the normal throttle position for start on the models I operated on. It gave/gives minimum blade angle to minimize starter load and to assist in smooth acceleration to ground idle RPM after starter cut-out. Have never seen a Ground Start position labelled on a C130. If you have it, is it slightly behind the Ground Idle detent?
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"Ground Idle" - (Approximately 10 degrees coordinator travel) is a detent position. This is the ground operating position at which blade angle is set for minimum thrust.
"Ground Start" - (Approximately 18 degrees coordinator travel) is a detent position. This position sets blade angle for engine starting.
Maybe it is G model stuff only. Less blade angle drag. Probably would work with the older models as well(at leat with 54H60 props) but no detent for positioning the throttle, only guesswork.
"Ground Start" - (Approximately 18 degrees coordinator travel) is a detent position. This position sets blade angle for engine starting.
Maybe it is G model stuff only. Less blade angle drag. Probably would work with the older models as well(at leat with 54H60 props) but no detent for positioning the throttle, only guesswork.
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Yep, both are marked on the quadrant. Like Jammed Stab pointed out, the Ground Start position is just ahead of the Ground Idle position.
For what it's worth, on the L382 the "G" designation only has to do with the fuselage length not the production series. An L382G is one with 2 fuselage plugs (180 inch total stretch) either when built or as a retrofit. Also called the L100-30 A short fuselage plane would be a L382B (L100) and one with a single 100 inch stretch would be an L382E or F (L100-20)
All our planes are L382G's but some have GTCs and some have APUs which if I'm not mistaken, makes then equivalent to the C-130E and C-130H respectively.
For what it's worth, on the L382 the "G" designation only has to do with the fuselage length not the production series. An L382G is one with 2 fuselage plugs (180 inch total stretch) either when built or as a retrofit. Also called the L100-30 A short fuselage plane would be a L382B (L100) and one with a single 100 inch stretch would be an L382E or F (L100-20)
All our planes are L382G's but some have GTCs and some have APUs which if I'm not mistaken, makes then equivalent to the C-130E and C-130H respectively.
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In Europe most airports give you the OAT with the start clearance. In the last 39 years I have NEVER heard the dew point mentioned, except on ATIS.
All engines have min and max OAT's for start. Perhaps it is related to that?
All engines have min and max OAT's for start. Perhaps it is related to that?
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The short answer is no. By the time you start you should have copied the ATIS long ago for whatever you needed those info. Rwy, wind, temp etc.
Yes, You are right. But here at Mar del Plata Airport we don´t have ATIS Information. The MET office give us the METAR and we tell to every aircraft incoming or outgoing the information.
So the critical point of the OAT is below 10°C and/or with a narrow temp/dew pt spread?? No matter if the aircraft has FADEC or not, or autostart or not??
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i'm flying around in europe and ATC has never given me the temperature or an update on the temperature before startup. Of course you need to stay inside your environmental envelope and temperature is needed for various performance calculations, use of engine anti ice as pointed out be zerozero, etc. for engine start up itself i am more concerned about the wind direction since a strong tailwind might lead to a start malfunction.
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Well, on some non-FADEC engines (PW123 for example) a high OAT in combination with a hot engine might lead to considering switching the fuel levers to on at a slightly higher compressor speed to keep the exhaust gas temperatures a bit lower - but this is no exact science and no exact figures are needed for this decision.
So. I understand at a high N1 Percent??
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Originally Posted by M Invernoz
So. I understand at a high N1 Percent??
Originally Posted by M Invernoz
Some kind of flameout? or a hot start, right?
Originally Posted by M Invernoz
So the critical point of the OAT is below 10°C and/or with a narrow temp/dew pt spread?? No matter if the aircraft has FADEC or not, or autostart or not??
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Ground Start/Ground Idle Detents
JS & AA. Had a busy day and only just able to respond. You point out that you have a Ground Idle position at about 10 degrees throttle position and a Ground Start (with Detent) at 18 degrees.
As I said, none of the Military C130's (A-E-H) that I operated on had a Ground Start throttle position. Ground Idle is a detent position at 18 degrees, which lines up with where you reckon you have a Ground Start detent. I can't fathom why you would then have a ground idle position a further 8 degrees back toward Reverse. As a matter of interest do you start in Low Speed Ground Idle or Normal?
And yes, I also reckon the APU was a much better setup than having the GTC/ATM combo.
As I said, none of the Military C130's (A-E-H) that I operated on had a Ground Start throttle position. Ground Idle is a detent position at 18 degrees, which lines up with where you reckon you have a Ground Start detent. I can't fathom why you would then have a ground idle position a further 8 degrees back toward Reverse. As a matter of interest do you start in Low Speed Ground Idle or Normal?
And yes, I also reckon the APU was a much better setup than having the GTC/ATM combo.
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LSGI. Unless the engineer forgets to punch the buttons before start. Then we start the other three in LSGI after he pushes the buttons down. Then he buys the beer after the flight.
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GI/GS
AA Don't doubt your word for a second mate. I know the aircraft will taxy easily without any movement from GI and, especially on the A model with no LSGI a tad of throttle position aft of GI was needed to control taxy speed on flat taxiways.
Only problem which needed to be mindful of was that the oil temps can come up quickly in hot wx. Doesn't take too much to get to 100 C.
Hope you guys can continue in the Lockheed Legend for many years to come!!
Only problem which needed to be mindful of was that the oil temps can come up quickly in hot wx. Doesn't take too much to get to 100 C.
Hope you guys can continue in the Lockheed Legend for many years to come!!