Aero Precision - Premier C130 Aftermarket Support
Aero Precision - Premier C130 Aftermarket Support
Aero Precision - Premier C130 Aftermarket Support
 
  • C-130 Forum Post Feed

    • Jcapsparkchaser
      Silver Birds out of Naha
      By Jcapsparkchaser · Posted
      Sonny since you flew while crewing it brings to light a fateful morning at Naha I went to chow and sat with the crew chief  who was on the "A" that abruptly had the bleed air problem in the A/C and ditched  but the plane sank with everyone on board. I am sure you were there but could have been TDY . I too slept in the shop waiting to GO during the Pueblo incident, of course we eventually stood down but all the Hercs on the ramp were cocked!
    • hehe
      hydraulic
      By hehe · Posted
      Awesome, glad to help out.  What models do you have?
    • eliasafr
      hydraulic
      By eliasafr · Posted
      Thanks....we find it..the edp no-1 not produsing sufficient pressure...
    • Sonny
      Today is National One-Liners Day!
      By Sonny · Posted
      My wife and I were happy for twenty years. Then we met. Today a man knocked on my door and asked for a small donation towards the local swimming pool. I gave him a glass of water. Feeling pretty proud of myself. The Sesame Street puzzle I bought said 3-5 years, but I finished it in 18 months. If i had a dollar for every girl that found me unattractive, they would eventually find me attractive. I'm great at multitasking. I can waste time, be unproductive, and procrastinate all at once. I find it ironic that the colors red, white, and blue stand for freedom until they are flashing behind you. A recent study has found that women who carry a little extra weight live longer than the men who mention it. Isn't it great to live in the 21st century? Where deleting history has become more important than making it. I want to die peacefully in my sleep, like my grandfather.. Not screaming and yelling like the passengers in his car. Just read that 4,153,237 people got married last year, not to cause any trouble but shouldn't that be an even number? Life is all about perspective. The sinking of the Titanic was a miracle to the lobsters in the ship's kitchen. If you can smile when things go wrong, you have someone in mind to blame. When wearing a bikini, women reveal 90 % of their body... men are so polite they only look at the covered parts. When my boss asked me who is the stupid one, me or him? I told him everyone knows he doesn't hire stupid people. Relationships are a lot like algebra. Have you ever looked at your X and wondered Y? My favorite mythical creature? The honest politician. Strong people don't put others down. They lift them up and slam them on the ground for maximum damage. You know you're ugly when it comes to a group picture and they hand you the camera. You know that tingly little feeling you get when you like someone? That's your common sense leaving your body.
    • hehe
      hydraulic
      By hehe · Posted
      2,000 is too low.   When doing this check, make sure the engines are at NOT in LOW speed ground idle (hydraulic system pressure MUST be checked with engines at normal RPM.) You should have normal system pressure (above 2,900) with the elevator pulled off the stops (mid travel, elevator surface streamlined) Once you put the elevator back on the stops, you will see a drop in pressure (usually no lower than 2,600). If you have 2,000 PSI when your control yoke is full forward (on the stops) and nothing else is moving in the hydraulic system, you have a bad elevator boost pack manifold that will only get worse the more you operate it.   IF, you have 2,000 PSI with yoke forward (on the stops), AND engines are in HIGH speed.  You most likely have a bad boost pack.  BUT, this condition can also be caused by a weak engine pump, bypassing pressure relief valve or other failed components (most likely the pack or pump). I am assuming you have an older C-130 (B/E or maybe an H).   So you most likely have the manifold with a 2.0 GPM bypass in the elevator.   This 2.0 GPM bypass will be amplified when your engines are in LOW speed because your engine pumps are not putting out the rated 8.6 GPM per pump.   An easy was to isolate the pumps would be to run both #1 and #2 at HIGH speed (not LOW speed).  Leave the elevator on the stops and turn off one engine pump at a time.  See which one makes the system pressure drop the most.  If you have a failing pump, it will be obvious.
    • MHeflin
      Missing E-Model
      By MHeflin · Posted
      BDR: as you can appreciate the stories you hear, don't always reflect what actually happened. Especially when told by GI's. Things always get left out or exaggerated/embellished. Thanks for sharing the real story.  
    • NATOPS1
      hydraulic
      By NATOPS1 · Posted
      NO defect There is an internal bypass for the elevator; when full forward it can drop pressure below the minimum 2900. IF your pressure is "Normal" (which you say it is) with the control stick pulled off the forward stop your aircraft is OK and there is no reason to worry. The boost shutoff confirms the operation of the bypass. There should be some discussion on this condition in the flight manual.  
    • businessdr
      SEA
      By businessdr · Posted
      Shadow, it is interesting how stories get garbled on the retelling.  I was the nav on 1297.  We landed and taxied to the hazardous cargo offloading area on the north side of the field where we offloaded the BLU-82s.  I do not recall if we shut down engines or not, but I can imagine it was an engine running download.  We then taxied to the south taxiway and were headed to pick up evacuees when we were hit on the taxiway.
    • businessdr
      Missing E-Model
      By businessdr · Posted
      MHeflin, let me correct your story, or at least how I understand what you heard.  It sounded like your story claimed the 21st TAS crew braked and evacuated before getting hit.  That is not so.  I know, because I was the navigator on that flight.  We landed and went to the north side of the field to offload a BLU-82 that we had brought in.  We offloaded the cargo, crossed to the other side of the runway, and were on the taxiway headed to picking up passengers when the field came under attack.  The pilot was considering doing an emergency takeoff from the taxiway, but before a decision could be made if we had sufficient length to do so, we got hit in the right wing.  Fuel began to pour out and ignited, setting the plane on fire.  We evacuated as soon as we got hit and exited to the area between the taxiway and runway.  After regrouping to ensure all were OK, we then decided to run over to the revetments near the refugee pickup spot on the south side of the taxiway.  Upon hearing a GTC start up on a C-130 that had landed after us, we ran to that plan and exited with them, being the last US military airplane out of Vietnam.
    • businessdr
      Heavy Chain and Eagle Flight.......
      By businessdr · Posted
      Clearly I need to be checking here more frequently than I have! Sam and Fred, I have no idea of your sources or basis of authority on 1980s operations.  However, I was assigned to the 21st TAS from Feb. 1984 for a 3 year tour.  I was initially the 21st TAS chief navigator, and then moved to become the ALCE commander until the end of my tour.  Late in 1984 I joined what everyone in the 21st TAS knew as "E flight".  It was also referred to as E Flight by 13th Air Force, who ran the missions.  This was not a separate organizational element of the 21st TAS.  It was instead a specifically designated set of personnel who were cleared to fly the missions.  In other words, while I flew E flight missions, I also flew regular 21st TAS missions.  It is very misleading to suggest that those persons flying those missions simply "twenty years later claim to have been part of them when it was an entirely different mission altogether."  I claim only what I know I was told by the 21TAS and 13th Air Force--that this operation was referred to as E flight.  If an organization's mission changes over time, that does not mean that it is not the same organization, only evolved.  Most certainly, an outside observer is not in a position to second guess without some concrete data refuting what those who were participants were told by the Air Force command with operational responsibility.
  • Today in C-130 History

     
    1985-1-22
    USAF 95TAS C-130A 56-0501 c/n 3109 crashed in the sea during visual approach to Trujillo airport, Honduras.   View Aircraft Profile(s): 3109
      
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  • Latest C-130 Fleet Updates

  •  Date LPN Model Status Reg: Owner/Operator Command Division Wing Group Squadron Flight Location
    2016-11-XX 3976 C-130E i/a 63-9815   USAF Vandenberg Airport, Evansville, Indiana
    Note: Law enforcement, firefighter and Homeland Security trainer.
     
    2016-11-09 5804 C-130J-30 act 14-5804   USAF AETC
    Delivered: DD250 2016-11-09. To Greenville for post delivery flight deck window rework.
     
    2016-10-08 5040 C-130T act 5040   PAF Mactan-Benito Ebuen Air Base, Cebu
    Delivered: PAF: Arrived Mactan-Benito Ebuen Air Base, Cebu.
     
    2016-0X-XX 5783 AC-130J act 13-5783   USAF AFSOC
    Note: May not have been officially re-designated as AC-130J at this point.
     
    2016-0X-XX 5789 AC-130J act 14-5789   USAF AFSOC
    Note: May not have been officially re-designated as AC-130J at this point.
     
     
     
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