dagebow

It's located on the Rudder Hydraulic Boost Panel at the aft of the cargo compartment - roughly FS 1020. Red Button on the front of the valve.

Thanks for that.

I am wondering if anyone can advise when the manual override button located on the Rudder Boost Diverter Valve would be used? We have imagery but no actual technical notes advising of what the intent of the button is other than a manual override. We are guessing it is in case the hydraulic pressure does not change when the flaps are raised/lowered beyond 15% but we are not 100% certain. This is on a C-130J but was also used on the H and E models. Thanking for any assistance in advance.

There were various reports of a single engine failure. In the video of the crash a short puff of smoke can be seen just before the nose of the aircraft goes downwards. Possible stall after loss of power just after take off?? Engine failure was on the same side as the aircraft rolled towards.

Woops, typo - A97-006 is A-1330.

Not sure this is 100%. A97-001 is possibly A-1333, A97-002 still parked at Richmond but going to Indonesia, A97-003 now A-1332, A97-004 still parked at Richmond going to Indonesia, A97-005 became A-1334 - crashed 16/12/2016 in West Papua in TNI-AU service, A97-006 now A-1334, A97-007 now A-1336, A97-008 still parked at Richmond going to Indonesia, A97-009 now A-1331, A97-010 broken up to be used as C-130J-30 fuselage trainer, A97-011 at RAAF Point Cook Museum, A97-012 broken up to be used as C-130J-30 fuselage trainer (010 and 012 cut up and joined together to make 1 trainer)

Aircraft was ex-RAAF C-130H A97-005 Lockheed Build Number 4785.

Sounds like it may be a shield problem at the common terminal board around FS617. You may be getting interference to the aileron servo from the elevator servo wiring. Otherwise, check shields at autopilot computer.

The Australian Defence Force is moving down this path and adopting the European Military System (EMAR) but how it will all work i am not sure. Having assessed civilian part 66 licences i would assume that those without a full equivalent licence and are trade supervisors currently would get a B1 or B2 with the appropriate exclusions or inclusions as the case may be and those coming in would get fully trained and once a trade supervisor get a full B1 or B2. Europe is slightly different in a few minor things to Australia and the USA would probably never go down this path due to having a different structure in place. AMPTestFE - part 66 is the EASA aircraft maintenance licence regulation - FAR's do not refer to this at all as the USA do not use this licence system.

Sorry - i am unable to grab or link the photos to this web site.

Four C-130\'s (2 H models and 2 J-30\'s) conducted a formation flight covering the greater part of Sydney flying along the coast as apart of the celebrations. Unfortantely the weather was not that great, although some photos have been posted on other forums. 5th December 2008 will mark 50 years since the original C-130A model was accepted into service. So far 48 aircraft have served the RAAF will no hull\'s being lost. 12 C-130, 12 C-130E, 12 C-130H and 12 C-130J-30.

bobdaley wrote: Chris maybe able to say more but i have been informed that they require major structural work and its uneconomical to do with the proposed winding down of the H fleet at this point in time. I believe they are been kept in a condition where if needed they can be repaired and returned to service at a later date. Chris sounds like it was your lucky night, glad to read it all went well.

The remaining 22 C-130\'s in the RAAF fleet were returned to normal status today. Investigations into the incident revealed the failure of the NLG strut was due to a manufacturing defect. Lockheed assisted the investigations. Two aircraft (A97-010 and 012) have essentially been permantely grounded for several months now as a wind down on the H model fleet occurs. On another note it has been announed that the RAAF Caribou fleet will be retired next year with no replacement as yet announced. The government is waiting an a new white paper to be released next year. The big tip is a fleet of C-27J\'s.

I can only suggest its circa 1994 and painted for the 50th anniversary of the D-Day landings. If, as already suggested the unit flew in WWII they may have possibly flown an aircraft in the huge fly by that occured.

Imperial essentially means using say a 1/4\" size spanner or a 5/8\" socket instead of a size 10 socket or size 6 spanner as you would on a metric aircraft. (Not comparably sizes by the way, just an example) USA is essentially a imperial standard in measurement although metric has been advcated since the late 1800\'s, whilst the UK uses both and most of Europe use metric. Australia is metric but we use imperial (A/F) and metric tools due to US and European built machinery like aircraft, cars and other imported stuff. I had always assumed despite what trev130 eng has said that European aircraft were metric in every aspect including bolts. I know that the A380 flight stations are measured in milimeters as opposed to inches like in the C-130.

Regarding the J stall characteristics, they are rather poor. Lockheed instructors (and its also mentioned in the fligh manual on memory)informed us that the J, due to new airflow characteristics caused by the new props, when stalled had a tendancy to roll towards inverted and onto its back. The stall warning system in the J is a three tier system. Audibal warning \"STALL, STALL, STALL\" followed by stick shaker if no action has been taken, then if the aircraft is still in danger, a stick pusher is activated to reduce the AOA. The AOA vane is used along with data from the ADC to allow the mission computer to initate the stall warning process. The system can be disabled by crew for when they are flying low level for example, although i think the audibal warning will occur either way.

The best (or worst considering the damage) was a eagle deciding that the leading edge, inboard of NO 2 engine looked like a good place to crash. The bird severed/damaged around 60 wires in the area, thankfully nothing vital but it did take several days to repair. Thankfully the damage occured on approach to home base and made the repair work that much easier once the mess was cleaned up. We also had a bat over in Papua New Guinea decide that the nose cone of the propeller was a good place it hit and embedded itself in the small hole whilst a friend shredded the nose cone of the adjacent propeller. Of course many other bird/bat strikes occured but i do recall those two the best.

The pilots can choose which MFD displays the wx radar image and yes its the APN-241 system on memory. It\'s usually displayed on one of the two centre MFD\'s but any MFD can have it displayed if the HUD\'s are lowered and in use.

The RAAF is buying the KC-30 (A330 MRTT) along with the RAF and UAE, and they also looked at the KC-767 which Italy and Japan will operate. I believe one reason Airbus won the RAAF deal was the extra cargo space in the KC-30 and the fact that the 767 is a old airframe about to be replaced by the 787. The A330 is still in production and selling strong. This meant that spares may be an issue in years to come along with manufacturer support. I am surprised to see Airbus win the contract as Boeing could certainly provide jobs etc in the US but i think the old tanker contract and the coruption that went with it may have killed Boeings chances. I do find it strange the Mobile is the site for building the aircraft when no aircraft are currently built there. Where do they get the people to build it from?

The J\'s are wired for externals and the hard points excist as per the H wings, but due to the engines being more economical, thus increasing the range of the aircraft, most air forces have opted not to use the external tanks. I believe (recalling my J training)the E/H tanks can be fitted but different wiring and probes would be required for the tanks as the J\'s fuel indication system is different to the E/H system.

Gmon wrote: The J still uses an Allison engine, the Allison AE2100D3 or if you wish Rolls Royce/Allison.

Very nice. As a kid of a Aussie Vietnam Vet it is important we remember.

Have a chat to Italy, the UK and Australia - they have been operating the C-130J\'s in Iraq and Afghanistan for a few years now. The poms have even lost one and Aussies have had one damaged.

:laugh: Ah so true.

This is from a older publication that i have access to but it gives you an idea of what the J does in this area. The Automatic Thrust Control System (ATCS)limits the asymmetric thrust between the two outboard engines at slow speed in order to reduce minimum control speeds. The ATCSsenses the outboard engine thrust loss, either from an engine failure or power lever movement, and limits the horsepower on the opposite engine if airspeed is below a critical speed called the Minimum Power Restoration speed. The ATCS schedules thrust restoration at an ideal rate which requires approximately constant rudder force to be applied to maintain heading as airspeed changes. The ATCS schedules from 60% to 100% of takeoff power over a 30 knot range. During ATCS operation, the power lever does not move, but the HDD Engine Status Display clearly indicates the horsepower-limited engine through the use of a blue wedge on the HP dial and a blue ATCS message below the HP dial.The power lever override switches on the outboard side of the number 1 and 4 power levers may be used to manually override ATCS. If the weight is off the wheels and ATCS is displayed below the HP dial, three rapid depressions of either switch within 2 seconds overrides the ATCS. The manual also has a warning not use override ATCS unless an engine has failed, the ATCS degraded caution is displayed and climb performance is inadequate to climb an obsticle.