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    • VHF FM Circuit breakers 74-1664 H1
      By Metalbasher · Posted
      Been back and forth to Yokota a few times, Dyess, Elmo and LR but never a MAFFS acft or to Wyoming.
    • VHF FM Circuit breakers 74-1664 H1
      By tinyclark · Posted
      The date's on my iPhone calendar, I'm safe.   Mazurb, if it was a test installation, the wires should be orange. You may have to cut some string or tiestraps back to identify the wire number. Since the breaker is strapped, why not remove the breaker, then cap off the wire?   
    • VHF FM Circuit breakers 74-1664 H1
      By AMPTestFE · Posted
      If he's like me, he has a hard time remembering his wedding anniversary date.
    • After the GTC take a lot of fat
      By AMPTestFE · Posted
      Your post is not understandable...I'm guessing that you're having GTC oil run out the drains after takeoff.  Try replacing the oil tank cap seal inside the cargo compartment.
    • Two Brown Trout
      By Sonny · Posted
      After a day fishing on Lake Michigan, a fisherman is walking from the pier carrying two brown trout in a bucket. He is approached by a Conservation Officer who asks him for his fishing license.

      The fisherman says to the warden, "I was not fishing and I did not catch these browns, they are my pets. Every day I come down to the water and dump these fish into the water and take them for a walk to the end of the pier and back. When I'm ready to go I whistle and they jump back into the bucket and we go home. The officer not believing him, reminds him that it is illegal to fish without a license.

      The fisherman turns to the warden and says, "If you don't believe me then watch," as he throws the trout back into the water.

      The warden says, "Now whistle to your fish and show me that they will jump out of the water and into the bucket."

      The fisherman turns to the officer and says, "What fish?"
    • After the GTC take a lot of fat
      By TAKEOFF · Posted
      excess oil coming from the drain after the
    • Revenge of the Blondes
      By Sonny · Posted
      Revenge of the Blondes

      WHAT'S BLACK AND BLUE AND BROWN AND LAYING IN A DITCH?
      A brunette who's told too many blonde jokes.

      WHAT DO YOU CALL GOING ON A BLIND DATE WITH A BRUNETTE?
      Brown-bagging it.

      WHAT'S THE REAL REASON A BRUNETTE KEEPS HER FIGURE?
      No one else wants it.

      WHY ARE SO MANY BLONDE JOKES ONE-LINERS ?
      So brunettes can remember them.

      WHAT DO YOU CALL A BRUNETTE IN A ROOM FULL OF BLONDES?
      Invisible.

      WHAT'S A BRUNETTE'S MATING CALL?
      "Has the blonde left yet? "

      WHY IS THE BRUNETTE CONSIDERED AN EVIL COLOR?
      When was the last time you saw a blonde witch?

      WHAT DO BRUNETTES MISS MOST ABOUT A GREAT PARTY?
      The invitation

      WHAT DO YOU CALL A GOOD LOOKING MAN WITH A BRUNETTE?
      A hostage

      WHO MAKES BRAS FOR BRUNETTES?
      Fisher-Price

      WHY ARE BRUNETTES SO PROUD OF THEIR HAIR?
      It matches their mustache.
    • Single Disk Brakes of B-Model C-130 Aircraft Does Not Hold
      By Ramrod · Posted
      Well here is my two cents worth. Have you tried pulling the anti-skid circuit breaker and see if the problem still exists? If not, then I'd check all the wiring from the strut to the wheel well overhead terminal strip at WL 165. The terminal strip does get very dirty and possibly corroded terminals. But I would be looking for something loose as in a loose terminal, bad crimp on a terminal end, loose terminal nut. To me, in reading this post it seems vibration is a source. Also look for splices where there should not be any. Check all grounds.
    • 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.
  • C-130 Tail Number Converter
     
      
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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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