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Aero Precision provides military aviation aftermarket solutions for c-130

n1dp

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core_pfieldgroups_2

  • First Name
    David
  • Last Name
    Perham

core_pfieldgroups_3

  • core_pfield_11
    Retired from USCG, C-130 FE HC-130B and HC-130H 26 years

    Aviation Electrician (AE), then Aviation Maintenance Technician (AMT)
  • core_pfield_12
    Maine
  • Occupation
    Homemaker
  1. https://www.google.com/url?sa=i&rct=j&q=&esrc=s&source=images&cd=&cad=rja&uact=8&ved=2ahUKEwi23IKRjrrgAhWDNd8KHVvlAMEQjRx6BAgBEAQ&url=http%3A%2F%2Fwww.flight-mechanic.com%2Fremote-sensing-and-indication%2F&psig=AOvVaw3i8Doffa4eA2ef_NGe1i3I&ust=1550195346892974 It is a DC Selsyn System
  2. After so many years and flight hours, the anti skid wiring from a terminal board above the wheel well to the transducers would wear. Intermittent anti skid tests was the usual symptom. Bad test in the air good test on the ground. After you have done all listed above and you still have problems with the system, change the wire.
  3. Sitting the FE seat, I frequently experienced over-pressure problems on the C-130. The Navigator seemed to suffer most from this. Thank gawd for the sextant port.
  4. n1dp

    Battery Relay

    There are a few get home tricks, such as jumpering ISO DC power to the battery relay to get it to close and flow current to the BATT Bus and battery, but it still leaves you with a possible bad battery. Is it lead acid or NiCad? Lead acid you can mess with, Nicad are less forgiving. Are there other batteries available at the location with the same connector, even if a smaller amp hour rating? How far away from a replacement battery are you? Are you allowed a daylight VFR ferry flight with a suspect, but recharged battery? Without a strong external DC power unit, you will not have enough current to start your GTC/APU. Constant voltage charging (the aircraft) is the least desirable method of charging either Lead Acid or Nicad, but it can work. Another question, did this battery just up and fail, or did someone (like me once) leave the DC volt meter in BATT all night? A revived battery from an accidental discharge means it will be more reliable if recharged in the field off of the aircraft/ground power unit. Do you have external power available? If not, unless you can charge the battery on a bench somewhere or get a local replacement, you are stuck until you can ship in a proper replacement. Sorry about the rambling.
  5. Ah, the nightmare of autopilot hold problems. If you had the trim light, then I head to the elevator trim relays and the wires feeding them. Make sure you get power out of AP for this.
  6. The torque not being higher with FF and TIT makes me think you should recalibrate that torque meter first.
  7. Simply, the flight manuals have the best approach to this. On a rejected takeoff, shut it down before coming over the gate. On a continued takeoff, let it run until you have a positive rate of climb and three engine minimums are reached. Depends upon what it is doing and where you will land when to shut it down. Disclaimer: Haven't flown in ten years and do not have the manual in my lap.
  8. The late Dan Wilson used his vast experience to clarify this a few years back. Got me corrected too, as this old Aviation Electrician goofed it up as well. Never had to repair the external power circuit; pretty bullet proof. http://c130herculesheadquarters.yuku.com/topic/520/Epin-question#.WAqYzslHQoA
  9. That is quite a find. I think I remember one of the long retired "B" Model air frames was used for possibly "J" Model Avionics and electrical prototyping? Time to start digging. Nice view of the river from the cockpit.
  10. The "rate switching" for the C-12 system is in the gyro. There is a bank angle that the C-12 system senses and switches the reference from the flux valve (magnetic azimuth detector) to the gyro. That appears to be what is not working. There is a drift test in the manual performed by placing the switch in DG and recording compass card drift over a set time. That does not check the rate switching. In your last post it sounds like it is switching properly between MAG and DG modes.in a turn again. If it is at all intermittent, replace the gyro. MAG = Magnetic DG = Directional Gyro A simple check would be to swap the gyros between the systems and see if the problem follows with the suspect gyro.
  11. It is the C-12 gyro. Do you have a manual to do an operational test of the system on the ground?
  12. n1dp

    Sonny's Funnies

    Thank you Sonny for brightening my days!
  13. I've read on the USCG HQ sites that the end plan is 22 J models to replace the old "H" fleet. A few years back, the plan was to upgrade 16 total of the existing "H" models with center wing repairs, avionics updates and glass instrument panels, Selex sea search radar, etc. For the "H", the Nav and Eng will remain. Probably 2025 retirement now for the "H" models that remain. Depends on how many "J" come our way. It will be interesting to see how well the HC-27J fits in. Seems to be a good twin turboprop with longer legs,and a bigger belly than the HC-144A CASA 235.
  14. n1dp

    CGNR 1504

    Thanks for the update!
  15. n1dp

    CGNR 1504

    I saw this in the stripped status in early October. Just knew it was on the way out. First C-130 I flew on. It was the only "H" at E-City back in the "B" model days. Nice aircraft, Many fond memories of flying in and fixing her. I guess this is the last of the 1500 series to go?
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