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    • Modifications on the herc
      By life_by_grace · Posted
      Thank you all for the information. Appreciate the info. 
    • Single Disk Brakes of B-Model C-130 Aircraft Does Not Hold
      By GVS · Posted
      The more I think about this the more I think you have an electrical glitch that is causing a brake hydraulic problem. I'm guessing that the 172000 lb. weight excluding fuel is a typo.At least I hope it is! A very good suggestion from HE HE to cap/plug  the skid valves and disconnect the elec. plugs.
    • Single Disk Brakes of B-Model C-130 Aircraft Does Not Hold
      By Railrunner130 · Posted
      There are three weight and balance charts for the non-stretch Herks. Actually, I think they are one in the same, but haven't looked at them in a while to be sure. Normal operations max out at 155,000 lbs. It also mentions 165,000 and 175,000 lbs. I've flown once at 165,000. It's a little bit scary. USAF requires waivers for anything above 155,000.
    • Father Norton
      By Sonny · Posted
      Father Norton woke up Sunday morning and realizing it was an exceptionally beautiful and sunny early spring day, decided he just had to play golf. So... he told the Associate Pastor that he was feeling sick and persuaded him to say Mass for him that day.

      As soon as the Associate Pastor left the room, Father Norton headed out of town to a golf course about forty miles away. This way he knew he wouldn't accidentally meet anyone he knew from his parish. Setting up on the first tee, he was alone. After all, it was Sunday morning and everyone else was in church!

      At about this time, Saint Peter leaned over to the Lord while looking down from the heavens and exclaimed, "You're not going to let him get away with this, are you?"

      The Lord sighed, and said, "No, I guess not."

      Just then Father Norton hit the ball and it shot straight towards the pin, dropping just short of it, rolled up and fell into the hole. It WAS A 420 YARD HOLE IN ONE!

      St. Peter was astonished. He looked at the Lord and asked, "Why did you let him do that?"

      The Lord smiled and replied, "Who's he going to tell?"
    • Single Disk Brakes of B-Model C-130 Aircraft Does Not Hold
      By pjvr99 · Posted
      I was always led to believe GTO of C130 is 155000lbs, so at 172000 you should be grossly overweight, and I'll assume you mean 72000lbs. -7 and -15 engines are both capable of exceeding 19600"lb of torque before reaching maximum take off TIT of 972°C and 1077°C respectively.   So from what I'm seeing here is you have an aircraft that is not dragging wheels on a low friction surface. You have checked and/or replaced all braking system components except the brake assemblies.   Does this problem occur only with brake selector in NORMAL, or in EMERGENCY also? Did the crew report heavy braking PRIOR to the problem being written up? 
    • Single Disk Brakes of B-Model C-130 Aircraft Does Not Hold
      By hehe · Posted
      Is this a new issue?  such as once you put different engines on?  Do you have other aircraft with same engines/brakes with same problem? I agree that the system should be bleed VERY well.  If you have access to a brake bleed kit that dumps your bled fluid back into the reservoir, you can bleed them very very well and not have to service or replace fluid. If you have the ability to modify your aircraft, I would look into installing the 1985 and up brake control valve.  They do not reduce the pressure to 2030 PSI, they dump full system pressure (3000) to the brakes and will provide with more holding strength. If you want to eliminate the anti-skid completely, install a cap on the hydraulic return line from the anti-skid valves and remove the cannon plugs. bleed the brakes and Do a engine run to check for "creep"
    • Single Disk Brakes of B-Model C-130 Aircraft Does Not Hold
      By GVS · Posted
      By "shouldn't even want to creep" I mean the acft. shouldn't move forward at all.In the C130 world I only ran A models but at 28000 lbs of fuel and no cargo, at take off power,evan at temps.below freezing the bird didn't move unless the surface didn't provide any grip.   If the wheels/tires are turning, brake pressure is being relieved or not enough hyd. pressure is being applied.  A lot of components have been replaced and that requires much bleeding.On acft. other than 130s, if a component other than the  brake itself was replaced we would have to push up to 4 or 5 gallons of hyd. fluid through to totally purge the brake system of air.  You say a noise is heard as brakes release.This makes me think an anti skid valve is cycling  allowing brake pressure to relieve.  
    • TO 16W14-11-3
      By tinyclark · Posted
      Check your messages  
    • Single Disk Brakes of B-Model C-130 Aircraft Does Not Hold
      By Professional Engineer · Posted
      1. Yes brakes release momentarily and allow wheels / tyres to turn a bit and then re-engage and it continues. At times brakes totally release and aircraft starts moving. There is no skidding at all. Brakes give abnormal noise while releasing. 2. All four wheels / tyres have been observed turning. 3. Aircraft is on runway made of bitumen, its not oily, greasy or sandy.  4. Tyre pressure remained in the range of 80+-5 psi. 5. No, these are not new disks. 6. Elevation from sea level is 1668 feet and OAT varies from 28 to 37 degree Charlie. 7. Aircraft weight is 172000 lbs excluding fuel (fuel varied from 28000 to 35000 lbs). 8. shouldn't even want to creep at T O power!??? Did not get it, kindly elaborate. I think creeping at take-off power should be acceptable.  
    • VHF FM Circuit breakers 74-1664 H1
      By GVS · Posted
      Tiny,I don't think you took that info from a  book.You have some memory!
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  • ABOUT THE C-130

    Proposals were received from Boeing, Douglas, Fairchild and Lockheed. Lockheed won the competition and was awarded a contract to produce two prototype YC-130 aircraft on July 2, 1951. The first flight of the YC-130 took place on Aug. 23, 1954, at Lockheed's Burbank, Calif., plant. The airplane's performance was exceptional and far exceeded both the USAF’s and even some of Lockheed’s own engineer’s expectations. Its four turbo-prop engines enabled YC-130 to take-off in only 800 feet. In addition to its tremendous lift capability, the aircraft also proved to be far more maneuverable than expected while meeting or exceeding all of the other USAF performance requirements.
     
    As for early challenges, one of the major obstacles was foregoing the urge to incorporate new technologies. At the time, Lockheed was designing and producing the most advanced aircraft in the world. To many within the company the YC-130 was ungainly and represented a step backwards in aircraft engineering. For perspective, in the 1950s, aviation design had moved into the jet-age with sleek airframes with swept-back wings being the norm. In contrast, the YC-130 used an un-swept, high-wing design that placed the fuselage on the ground and was powered by four turbo-prop engines.
     
    The first production C-130A had its first flight at Marietta, Ga., on April 7, 1955. It was similar to the prototypes but featured a revised nose, four powerful Allison T56-A-lA turbo-prop engines, each delivering 3,750 horsepower and driving a three-bladed Curtiss-Wright electric-reversible propeller.
     
    An early problem developed with the propeller pitch-changing mechanism that was corrected by adopting a hydraulic model, and eventually, a four-bladed Hamilton Standard propeller was adopted.
     
    The C-130 was not a giant-sized aircraft by the standards of its time, but it featured a large unobstructed, fully-pressurized cargo hold which could rapidly be reconfigured for the carriage of troops, stretchers or passengers box. Coupled with its tremendous lift capacity, long-range, and austere landing field capabilities, it gave the air forces of the world something that had not previously existed: a tactical airlifter. The C-130’s high-wing design places the cargo floor at truck-bed height above the ground. The C-130 also features an integral "roll- on/roll-off" rear-loading ramp and the ability to be quickly reconfigured cargo, troop transport or airdrops of troops and/or equipment into battle zones. More impressively, it could fulfill the need for low landing speeds and short-field capability while still being able to maintain a cruising speed of 365 miles per hour at an altitude of ~35,000 feet.
     
    Moreover, the C-130 airframe immediately was recognized to have incredible versatility, prompting it to be quickly adapted for use in supporting special mission requirements. The first of some 70 different variants – a “drone launcher/director” or DC-130A – was built in 1959. As is the case with many of the special mission C-130s, all of the special equipment was removable, thus permitting the aircraft to be used as freighters, assault transports, or air ambulances.
     
    The first C-130A (#53-3129) flew on April 7, 1955, and deliveries began in December 1956. The “A” model featured four three-bladed Allison T56-A-9 turboprops. A total of 231 aircraft were produced.
     
    Deliveries of the C-130B began in June 1959. A total of 230 were produced. The “B” model introduced the four-bladed Allison T56-A-7 turboprops, carried additional fuel in the wings and had strengthened landing gear.
     
    Deliveries of the C-130E began in April 1962. The “E” was an extended-range development of the C-130B. The maximum ramp weight of the E-model increased to 155,000 pounds (70,307 kilograms), 20,000 pounds (9,072 kilograms) more than the B-model. Its fuel capacity was increased by over 17,000 pounds (7,711kilograms). More powerful Allison T-56-A-7A engines were used and a pair of 1,360-gallon under-wing external fuel tanks was added. A total of 491”E” models were produced.
     
    Deliveries of the C-130H began in July 1974. The “H” model was fitted with updated T56-A-T5 turboprops, a redesigned outer wing, updated avionics and other minor improvements. 1087 “H” models were produced.
     
    A commercial version of the C-130 designated the L-100 was also produced in the 1960s, 70s and 80s. The L-100 evolved into the L-100-20 and the L-100-30. The -20’s fuselages were lengthened by some 100-inches and the -30s by some 180-inches. The “dash 30” (-30) configuration was eventually adopted for use on the C-130H. Compared to the “short” models of the C-130 with a 40-foot cargo compartment, the C-130H-30 has a 55-foot cargo compartment providing space for 30 percent more cargo or 40 percent more personnel.
     
    The C-130J is the newest-generation of the C-130. It is a military derivative of the Lockheed Martin Aeronautics baseline model 382J-01G civil aircraft configuration. The “J” incorporates an integrated digital avionics suite with head-up displays, new propulsion system and other major systems upgrades that reduce operating costs and crew size while offering significant performance improvements.
     
    Adapted form Lockheed C-130 Programs Fast Facts Dated 8 May 2012

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