That guy loading up the aircraft should not be wearing that cover (hat). That's one unsafe condition. That hat could blow off and fly across the ramp, taxiway, runway, etc. Because it can cause a FOD (Foreign Object Damage) to another aircraft. Or he could just simply run after the hat and then get hit by another aircraft.
Turbine engines' lifespan are determined by the number of starts (cycles) they do, as well as the number of hours that they operate for. So there's a cost factor too. Cheaper to keep them idling on the ground at a low power setting, rather than stop / start.
Hot start is meant to mean the oil temperature at main oil temperature (MOT) is near or at takeoff temperature. On a cold day the engine would have to run longer to reach this temperature and hence burn more fuel at start. There is a serious design problem if fuel vaporized in the lines after shutdown. At shut down the engine should be idled to allow core temperature to go down. Commercial turbines get shutdown and restarted frequently as part of operations. Even on a hot day, heat soak should not vaporize fuel in fuel lines. I recently was on a flight which we pulled out but since we were waiting for takeoff slot parked and they did shut the engines down for less than 30 minutes. I've also been on flights they kept the engine going long enough we had to go back and refuel. It was a long wait. There is a podcast that a commercial pilot talks to this. Valid point on life cycle. That would be a cost study. I'd be interested in seeing reference to a cost study. But this is government purchased fuel and as military, fuel cost is treated differently than commercial world.
FYI- I know more than casual knowledge of turbine engines. Not going to that degree of that knowledge. I'm just looking for friendly chat on this subject at a level of more than basic turbine engine knowledge. I acknowledge the engine cycle life and cycle time to maintenance. It may not be cost effective to shut the engines down depending on the frequency of these aircraft coming in for this hot load. Although I know a bit on the design side of turbine engine cycle life. I am less familiar with the operational side. Interesting part of engine cycle is that it is manufacture dependent to what that cycle is but it will be to FAR 33.14. Per FAR 33.14, a "start-stop" life cycle consist of a flight cycle profile or equivalent representation of engine usage. It continues to say this profile will include start, accelerating to maximum rated thrust, decelerating, and stopping which supports the comments to the cycle. But with equivalent usage part of FAR 33.14, these aircraft may still be logging cycles due to the takeoff power. Again this goes to the engine manufacture manual. Does one of you that commented have knowledge of this engine and the operational requirements?
It's for direct communication with the pilot, they don't want to clog the wireless with a bunch of chatter about engine temps, pressures, fuel loads, etc. They still have wireless comms with tower and such, they just don't use it for stuff like this.
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Did that pilot get a pack of smokes out of his jacket and light one up?
I flew the old S2/C1. Big old R1820's. Wasn't a true S2 unless it was vibrating your fillings.
Wow. Bet there're some stories there.
1:20 Anyone else catch that?
It's really good the guy refueling at the aircraft didn't forget leg day and worked on his gastrocnemius's!
lmao!
same guy at the bar, yeah i'm a firefighter......
loadie!
That guy loading up the aircraft should not be wearing that cover (hat). That's one unsafe condition. That hat could blow off and fly across the ramp, taxiway, runway, etc. Because it can cause a FOD (Foreign Object Damage) to another aircraft. Or he could just simply run after the hat and then get hit by another aircraft.
I mean he's wearing an ICS headset over the hat which is holding it down though.
That hat isn’t going anywhere with the ICS on.
My bro flies tanker 80...
What is this aircraft?
It was originally the Grumman S-2 Tracker & after a turbine engine upgrade in the 90s it is now the Grumman S-2T.
@@wcolby thnkU.
Surprised they don't shut down the engines to save fuel, at least 1 engine. Restart can't be that troublesome or that much more time.
Andre T it takes lot of fuel to start it.
I.would say that is true for cold start. Do you have a reference that states this for hot restart? Just curious.
Turbine engines' lifespan are determined by the number of starts (cycles) they do, as well as the number of hours that they operate for. So there's a cost factor too. Cheaper to keep them idling on the ground at a low power setting, rather than stop / start.
Hot start is meant to mean the oil temperature at main oil temperature (MOT) is near or at takeoff temperature. On a cold day the engine would have to run longer to reach this temperature and hence burn more fuel at start.
There is a serious design problem if fuel vaporized in the lines after shutdown. At shut down the engine should be idled to allow core temperature to go down. Commercial turbines get shutdown and restarted frequently as part of operations. Even on a hot day, heat soak should not vaporize fuel in fuel lines.
I recently was on a flight which we pulled out but since we were waiting for takeoff slot parked and they did shut the engines down for less than 30 minutes. I've also been on flights they kept the engine going long enough we had to go back and refuel. It was a long wait. There is a podcast that a commercial pilot talks to this.
Valid point on life cycle. That would be a cost study. I'd be interested in seeing reference to a cost study. But this is government purchased fuel and as military, fuel cost is treated differently than commercial world.
FYI- I know more than casual knowledge of turbine engines. Not going to that degree of that knowledge. I'm just looking for friendly chat on this subject at a level of more than basic turbine engine knowledge. I acknowledge the engine cycle life and cycle time to maintenance. It may not be cost effective to shut the engines down depending on the frequency of these aircraft coming in for this hot load. Although I know a bit on the design side of turbine engine cycle life. I am less familiar with the operational side. Interesting part of engine cycle is that it is manufacture dependent to what that cycle is but it will be to FAR 33.14. Per FAR 33.14, a "start-stop" life cycle consist of a flight cycle profile or equivalent representation of engine usage. It continues to say this profile will include start, accelerating to maximum rated thrust, decelerating, and stopping which supports the comments to the cycle. But with equivalent usage part of FAR 33.14, these aircraft may still be logging cycles due to the takeoff power. Again this goes to the engine manufacture manual. Does one of you that commented have knowledge of this engine and the operational requirements?
Good catch I got KHMT
... really... all that money in equipment and they dont have wireless comms??.
It's for direct communication with the pilot, they don't want to clog the wireless with a bunch of chatter about engine temps, pressures, fuel loads, etc.
They still have wireless comms with tower and such, they just don't use it for stuff like this.
Great Videos
What is the loader looking at on the tail
I'm assuming a pressure and quantity gauge.
There are load lights on the tail so they can see how much they are putting in
Pilot Looks like Bob Vallette
What aryou doing
Hot load?
erich reloading with engines running.
Single pilot!
I believe he is spoken for....