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A list of articles about military aviation is presented, including topics on 2021 T700 engine training courses, aircraft maintenance, and Black Hawk tail rotor retention plate bolts.

The article offers several tips for proper aircraft shutdown. These tips include checking the turbine outlet temperature during shutdown as a temperature spike may damage engines, venting engines correctly, and documenting instances of fires. Also discussed are the causes of turbine outlet temperature spikes.

The article discusses foreign object damage (FOD) prevention in aircraft carriers. It relates the case of the Carrier Air Wing 17 (CVW-17), deployed aboard the USS Carl Vinson (CVN 70) on August 22, 2014, where CVW-17 mechanics removed 13 engines due to FOD. It explores the FOD control measures implemented at CVW-17 and CVN 70, recommending the need to understand the importance of by-the-book maintenance.

Recounts a helicopter pilot's three experiences with engine failures. Engine failure that happened 30 miles off USS George Washington (CVN 73); Description of the incidence's effects on the pilot; Details on an experience with a tail takeoff problem; Reason for the engine failure according to an engineering investigation.

The article offers the author's insights regarding his experience on his flight in San Clemente Island, California via the MH-60S airplane under a single-engine speed. The author discusses several topics, which include the real joint-terminal-attack controller (JTAC) operation of the ACM-114K Hellfire missile shots, Naval Air Training and Operating Procedures Standardization (NATOPS), and crew resource management (CRM).

The article informs that aircrew consider how decisions are made in the cockpit and think critically to optimize the decision-making process. It mentions that scheduling to fly a functional check flight (FCF), profile B, to check the proper functioning of a new starboard engine which had recently been installed. It also mentions that E-2C Naval Air Training and Operating Procedures Standardization flight manual allows an otherwise properly functioning engine to be shutdown in-flight.

A personal narrative is presented which explores the author's experience of dealing with aircraft engine malfunction.

A comic offering information on the maintenance of an aircraft through the suggested proper ways is presented. It cites the correct ways and means including returning all special tools signed out from the tool shop, properly disposing all empty and partially empty cans of lubricant. It also cites that the cockpit must be free of loose objects that can slip between components or controls.

A personal narrative is presented which explores the author's experience of flying an aircraft with an engine trouble.

The article offers information on the inspection of the T700-series aircraft engine's cold section module (CSM) before turning on. It highlights performing a compressor rotor blade inspection to determine if the engine CSM blades are within erosion and damage limits; and highlights to use the procedure to significantly restore engine performance by blending compressor rotor blades that have eroded or experienced foreign object damage (FOD).

Relates an experience of a U.S. airman on an aircraft accident on a mission. Altitude of the flight; Double generator failure; Lessons learned from the accident.

Shares the author's experience of having engine trouble while flying a military aircraft. Failure of one of the plane's engines; Author's situational awareness; Lessons learned from the experience.

Focuses on the engine management made by aviation crews. Practice of a touch-and-go landing approach; Execution of the vertrep-qualification flight; Experience of Captain Chucky Nolan on afterburner failure.

Relates the author's experience with an airplane engine trouble during flight. Flight of the plane during a thunderstorm; Deactivation of one of the plane's engines; Failure to restart the deactivated engine; Discovery of fluid leaking from the number 1 nacelle; Review of procedures for prop malfunctions; Decision to conduct a three-engine landing.

The article discusses the proper selection and installation of aviation engine component hardware particularly nuts. Topics explored include the tendency to interchange use of UH-60 and AH-64 engine components, consequences of using the wrong hardware such as cooling plate cracking and the identification of correct engine repair parts.

The article focuses on the risks of not communicating the power-limited situation of the flight. Topics discussed include the vertical replenishment (VERTREP) pattern, aspects of operational risk management (ORP) of the long flight and early flight, and responsibility for every crew station. Also mentioned are the engine performance, progression of torque, and importance of crew coordination.

The article offers the author's insights on his experience being part of the U.S. Navy and challenges they faced when repairing an E-6 aircraft. The author mentions that the E-6 uses the CFM-6 engine which is considered as the most used turbofan engine wherein problems occurred in the aircraft were recognized as rare. He mentions that U.S. Navy maintenance engineer and his flight engineer troubleshoots and used electronic technical manual (ETM) to repair the temperature problem of an E-6.

The article focuses on engineering operations casualty control (EOCC) in aviation safety. EOCC is part of Surface Engineering Operating Procedures, and is applicable to every engineering system on the ship. In case of an engine casualty of an aircraft engine on the ship, the engineering officer of the watch (EEOW) takes control of the system from the remote station. It is stated that an additional engine reduces the risk of slowing in case of a casualty to one engine.

A table is presented which provides information on the primary and alternative national stock number (NSN), quality and military aircraft items including blade handling pole, engine inlet cover, and canopy cover.

In this article the author discusses an incident in which she forgot to check intake covers. She states that she was asked to water wash the aircraft which she did and then ran the engine idle for six minutes for the dry-out. She mentions that she noticed that the engine was hotter than it is supposed to be but she continued to start it. She highlights that a maintainer noticed intake cover which were installed during the day to keep salt spray out of the engine.

The focuses on the use of cranes in aircraft maintenance such as the removal of engines and rotor heads from the aircraft. It mentions the importance of knowing all hand signals for crane operations to prevent damaging the aircraft parts. It cites various technical manuals (TMs) for several types of cranes and crane operations.

The article provides the troubleshooting made by aircrewmen in the U.S. naval aviation. Petty Officer Erick Parsons offload his aircraft to load all pallets. C-130 aircraft pilot Jose Maldonado noted a large decrease in hydraulic fluid quantity for his aircraft's utility system and made an emergency shutdown on its engine. Captain Justin R. Story and Lieutenant Junior Grade Amy M. Keferl discovered fuel-scheduling malfunction in their aircraft and made an emergency landing.

A personal narrative is presented which explores the author's experience of flying the P-3 aircraft of the U.S. Air Force during their deployment when they experienced engine trouble before reaching their off-time station.

The article discusses the common engine problems that an aircraft developed after decades of use. The author mentions that they have encountered an airspeed indicator problem during their training flight, wherein the maintenance crew determined the presence of some particulate matter within the system. He affirms that proper maintenance of old aircrafts can make a difference when solving technical problems.

A personal narrative is presented which accounts the author's experience of an eventful situation which affect the fuel flow of the aircraft he piloted.

A personal narrative is presented which explores the author's experience of flying an aircraft with only two engines functioning instead of four.

The article discusses the author's experience of undergoing an engine trouble during a safety-observer training from a senior aircrewman. He recalls that the crew heard an unusual sound which alarmed everyone on board. The crew prepares the cabin for a possible emergency landing as the noise got louder. He remembers looking at the pitts as they waited for the rough landing. As soon as he was out of the aircraft, he inflated his life-preserver lobes and headed for the raft.

The article presents an incidence where an instructor pilot performed some unusual tricks that can be done in aircraft to prevent accident. On a beautiful spring day, a P-3 was airborne on a PUI (pilot under instruction) training flight. A ditching drill initiated by a simulated uncontrollable fire in the No. 1 engine had been conducted. Upon completion of the drill, the PUI added power on 3 engines and climbed to 4,800 feet. To demonstrate recovery, instructor pilot reduced power on No. 4, and the aircraft returned to a wings-level attitude. But the PUI's failure to maintain sufficient airspeed caused a departure from controlled flight. Careful examination disclosed that 3 engines had been operating normally, but No. 4 had been feathered.

This article presents information on aircraft maintenance. Daily inspection of bird cannot be forgotten in the desert. Sand finds its way into every nook and cranny of one's aircraft. Crew chiefs should take care of sand problems now to keep the aircraft mission ready in the desert. Rushing 10-hour or 25-hour/14-day preventive maintenance inspections and pre-flights, or not doing inspections at all, will mean problems later. That could cost one more work later, or even a lost bird. For example, desert sand wreaks havoc on an aircraft engine. To beat the sand problem, one can do engine flushes.

The article focuses on one of the flying experiences of the author when his airplane's engine flameout troubled him. The author was shocked by the engine flameout and he was struggling to find the cause of the engine flameout. The author forgot to activate the emergency O2 because he was very nervous. The author's cockpit pressure had risen but the author managed to handle the situation. A couple of positive points came out of the emergency and the happy ending was the credit to the quality training at Pensacola, Florida-based Aviation Physiology Department.

Relates an author's experience on his flight mission on the E2-C Hawkeye. Problems encountered by the pilot and the crew from a failure on one of the aircraft's engines; Efforts of the aircrew to secure the problematic engine; Contention of the author on the necessity for aviators to review the purpose and effects of every step of every emergency procedure. INSET: What's Your Real Altitude?.

Relates an experience of a U.S. airman on an aircraft accident in a mini-cross-country flight. Altitude of the flight; Drop-out of the power engine; Discovery of the brokage of the external-power contactor.

Relates an author's experience on crew-resource-management in the U.S. Mishap in aircraft; Reason the mishap; Significance of communication.

Discusses the need for aviators to be prepared for any eventuality. Author's near-collision experience; Engine trouble experienced by a military aircraft; Lessons learned from the experience.

Relates the personal experiences of the author and military pilot of the U.S. Armed Forces during the field-carrier-landing practices (FCLP) for pilots. Role as coach for training pilots during a formation flight program; Landing practices; Difficulties during the flight itself; Problems with the airplanes' engine; Considerations for landing; Suggestions for landing; Adoption of a policy of doing all full-stop landings during FCLP on longer runways.

Relates an experience of engine trouble during aviation. Preparation actions for the flight; Application of checklist procedure for the signal engines; Fuel state of the craft.

Relates the experiences of military flight crews in the United States. Accident during a single-engine-landing approach exercise of the Bayraider 33 flight crew in the United Arab Emirates; Landing accident experience of the Red Lion 617 flight crew; Engine failure experience of the Dragon 14 flight crew.

Traces the reason for the loss of 600 horsepower from the right engine of the E-2 plane piloted by a United States Navy aviator. Hole in the bleed-air ducting; Inapplicability of the best-case scenario in explaining an aircraft problem; Possibility of a bleed-air problem.

Presents excerpts from the report given by the author regarding his flight mishap. Discovery of flameout through reading of engine gauges; Trading of airspeed for altitude; Engine flameout indications.

Relates how the author had to declare an emergency when the S-3 military airplane she was piloting suffered an engine failure. Account of the incident; Safety lessons from the incident.

Recounts the military aircraft accident that happened to a pilot when his aircraft lost its port engine on short final coming on board an aircraft carrier. Problems on descent; Details concerning the ejection; Single-engine procedures.

Relates the author's experience with airplane engine repairs and maintenance workers wearing baseball caps. Problems in the engine; Requirement of wearing baseball caps by contractors; Baseball cap getting stuck in the engine.

The article offers information on the Corrosion Prevention and Control Program of Amcom Corp. It states that the program conducts a display and validation project for lightweight breathable covers for aircrafts and components. A table which lists different CH-47 aircraft protection units for various uses including rotor hub covers, flare covers and engine cover, also is presented.

The article provides guidelines for military aircraft mechanics in replacing engine fire extinguisher. In inspecting the fire extinguisher, is advisable for mechanics to follow what is said in the technical manual (TM) to avoid any harm. TM should be considered in installing the shunt for transferring the circuit of the fire extinguisher cartridges to remove the residual stray voltage.

The article announces the new Interactive Electronic Technical Manual (IETM) for engines. IETM provides information that is found in several technical papers including the T700-series such as TM 1-2840-248-23 and TM 1-2840-238-23P. The information which is found in IETM is condensed in a single CD-Rom and will soon be viewed in LOGSA and KAMNET websites.

The article discusses the experience of flight crews and how they manage certain possibilities of aircraft damage. A malfunction occurred to the engine No. 2 of the Jailbird 45 crew, however they managed to fly back the aircraft with a single-engine-running landing. Another incident was also managed by a team, where they overcame asymmetric thrust and decreased waveoff capability to fly a near-perfect single-engine approach to a 3-wire arrestment.

The article presents the experience of the author with the E-6B airplane. The author and his crew was tasked to turnover the airbornecommand-post primary alert that included a plane swap of their E-6B. According to the before-start checklist, the T-handle is to be removed before engine starts. They swapped planes, refueled and started engines to cool the aircraft. The E-6B is equipped with a removable downlock that keeps the nosegear locked down after hydraulic pressure is removed. This downlock is called the T-handle. According to the before-start checklist, the T-handle is to be removed before engine starts. After engines three and four were started, the T-handle remained in place.