Ben Legere

There was a video that I came across on youtube a few years back that had three airplanes competing for the contract that the C-130 ended up getting. I can't seem to find it anywhere. It had stuff about three different planes. Any help finding it or links to it would be much appreciated It was like this short video but more in depth

1. If by port wings wing lifts when all thrust reversers are activated you mean that when condition levers are in reverse the left wing tip rises then you have low fluid in your right aft mlg strut. 2. Fuel indication is never perfect on a 130. The SPR gages run off signals sent from the gages in the flight deck and dipping the tanks will only get you a rough estimate of what's in there depending on how the aircraft is sitting and what the temperature is. The gage in the flight deck is the most accurate when it's working properly and should always be what you go by when the SPR panel is reading something different, just be sure to dip the tank to be sure. Good luck

Buying that brand new directly through an approved supplier the C-130J prop tackle is only $18,230.00. Lockheed offers the same hoist for $10,456.44(sn 1730-01-492-0135) which pretty much rules out any reason for anybody to pay full price for a "used" prop hoisting unit. With that being said, it is extremely unlikely that any military would buy a questionable(even though new) prop hoist from a non-approved source. You could try selling it on ebay and hope that someone is willing to take a chance with buying it, but I seriously doubt that there will be any market for what you have. Pretty much, you will be out of luck trying to sell your prop tackle until the C-130J makes it to the civilian aviation world. Sorry for the bad news and I hope you can find a buyer.

A quick and easy way that I have found to remove stuck wheels that are stuck on the brake rotors is to spin the tire counterclockwise as fast as you can then apply the brakes. Usually this will break it loose. If you still have problems. 1 With the ground test valve NOT tied turn the aux pump on 2 Select Normal brakes 3 Set parking brake, you will have no pressure on the brakes at this time 4 spin tire backwards as fast as you can do by hand 5 once tire is up to speed select emergency brakes. When brake switch is flipped to emergency it will set the brakes almost instantaneously jarring loose any stuck rotors. You may have to repeat this a few times Is the tire still able to rotate?

You sure can.

If you're getting 1600psi with the flaps up and you are getting 3,000psi with the flaps down your pressure reducer is stuck. The correct way of fixing it would be to replace the pressure reducer on the diverter panel. The quick fix would be to smack the pressure reducer with a flashlight or back the adjustment knob out about 1/8th of a turn.

By the time you stretch a L282 you may as well buy an entirely new aircraft. That extra pallet position may never make up for the cost of adding 15 or so feet of cargo room, not to mention all the waterline cracks that you will have to deal with in the landing gear from the added structural stress. Some things are better off left untouched, but to each his own... Good luck with stretching a 50 year old airframe, I hope it works out.

The RYLC51047 part number actuators are refurbished at Tinker AFB ALC while the RYLC51047-1 part number is a naval part number for the same part, the -1 is just a supply designator code. The same part may be used on non-aircraft things also. You could get a RYLC51047-10 actuator that would look, feel and work exactly the same as a -1 part number but not be certified for aviation use. The -1 part number designation is to simply save money for the other guys that don't need an aviation certified part and to prevent the Army from using up all the C-130 assets for some random thing of theirs.

Pull the elevator off the stops. 200psi is nothing to worry about, the elevator pack bypasses at a rate of 3gpm when on the stops and uses the same supply line as the rudder. Up speed 2 engines and it will be fine, with the ground test valve tied you will get a drop. If the drop persists with the elevators off the stop then you have something to look into...

I know I am going to sound pretty dumb saying this... What is that 4" cap in the left wheel well for that goes into the cargo compartment behind the left aft MLG tire?

"THE YEAR AND JULIAN DAY WHEN A NATIONAL ITEM IDENTIFICATION NUMBER /NIIN/ WAS ASSIGNED, E.G., 71237. STORED FIELD ALLOWS FOR THE CENTURY IN THE FORM CCYYDDD AND MAY BE IGNORED FOR INPUT/OUTPUT." No instructions on that plate... Just a date.

It says either "28v DC" or "18-30v DC" then M4040/ then the military part number then the 5 digit manufacture code then the date manufactured. Something like 18-30v DC M4040/8610-12345-0412

[ATTACH=CONFIG]2528[/ATTACH] The bleed ports in the plumbing like to leak in flight but check out just fine on the ground... You may want to check them out.

Howell makes the H391T-56-1 TAKCAL® Tester. It is good enough but you may as well just get/use the SYNCHRO TEST SET P/N AD33480 and S/N 4920011185130 but it costs about $50,000. T.O. 33D2-11-75-1 has some pretty good info. Sometimes just going through the Lockheed service news buletins helps out if you don't have access to T.O.s http://www.lockheedmartin.com/data/assets/service_news_magazines/V8N2.pdf

The 5A527-000 part number was originally made for C-130A aircraft S/N 2935009663321 Cage code 72914. The oil cooler itself uses the part number 5A527 but there are a couple of different uses for it. The 5A527-001 is meant for T-56 engines while 5A527-002 is used as an antenna coil cooler. They are the same oil cooler with different thermostats and uses, the 001 at the end of the part number is just a designator code for what it's intended use is.