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Aero Precision provides military aviation aftermarket solutions for c-130

hehe

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Everything posted by hehe

  1. hehe

    N prefix on the 54H60 blades

    Contact the engineer on the last page of TCTO. I forget his name but he can tell you what it is and if it matters.
  2. Normal brake accumulator has a restrictor because of anti-skid system. Emergency does not have anti-skid Anti-skid plus normal demand of brake application can deplete the accumulator rapidly. The restrictor ensures the utility system pressure goes to the brakes instead of filling the accumulator. The restrictor is free flow OUT of accumulator but restricted flow IN to accumulator. Acts like a priority valve for normal brakes.
  3. hehe

    Brake Selector Relief valve

    That is a manual override button, similar to override on flap selector valve/landing gear selector valve/ etc...only used that maybe twice that I can remember. Good for troubleshooting a valve that wont close when energized electrically but serves no purpose in the system operation
  4. hehe

    Brake Selector Relief valve

    Ahmer is correct. The "relief" for brakes comes from the power brake control valves. The selector valves do leak internally quite a bit once you get into the 4K+ range but thats not really the purpose of them. Really depends on what year/model/brake system your aircraft has because there are quite a few differences between the systems (IE: anti-skid valves, 3k or 2030 psi metering valves, parking brake valves, single/multi disk/carbon brakes, etc) There are also 4 different selector valve part numbers depending on which aircraft it is. Simple answer, no the selector valves dont have a relief valve
  5. hehe

    Brake Selector Relief valve

    Im confused your question Are you asking about anti-skid valves or brake selector valves? What makes you think there is a specific pressure for selector valves?
  6. Pretty much just used to help troubleshoot. Crew would never lay in the door and hold that button until they land unless there was something serious going on. Pressing the manual override forces valve to act as if it was energized. Pressing manual override valve is same as flaps extended past 15% (+/-5%). High boost state is energized, low boost state is de-energized. Pressing button is high boost states
  7. hehe

    NESA WINDOW HINGE INOPERATIVE

    Is the window arcing?
  8. hehe

    NESA WINDOW HINGE INOPERATIVE

    Typically NESA windows can be flown when in-op but it limits the pilots because they must avoid icing conditions. This would be a judgement call by YOUR aircrew members. Every Air Force or operator is different.
  9. hehe

    Bat Birds Pull to Left

    1. What speed? 2. Does pilot have to use opposite steering wheel inputs to correct? 3. Has neutral/streamline of rudder control surface, trim tab and boostpack been checked? 4. Are the nose tires the same tread pattern and height? if you stick a level across the top of nlg tires, it should be level or match the level of your surface (ground). 5. Has back pressure been checked for brakes? should be no more than 70 psi in return pressure. Anything more can create a dragging brake. Easiest way to find a dragging brake is have crew taxi for about 10 minutes and check temperatures of brakes, they should be similar between left and right side. Brake bleed kit can check back pressure. 6. Have you checked rigging of steering cable/chain 7. Have you checked the NLG scissors and bolts for tightness? Slop in the scissor linkage can create a very uncontrollable NLG steering
  10. hehe

    Hydraulic Fire SOV

    So there is a relief valve in the suction shutoff valve on the firewall. Is that what you are asking about or are you asking about the system relief valve? System relief valve opens at 3450, full open (flows more than engine pumps) at 3850 and reseats at 3150. Suction shutoff valve has a relief valve that opens to prevent a rupture in suction line. opens around 135 psi and reseats around 105. I would have to 100% double check those two numbers but thats what I remember.
  11. hehe

    C-130/Hercules Steering Control Valve

    Are you asking what pressure is ported? There is no pressure reduction in steering control valve, pressure to the actuators depends on how far you turn the steering wheel. Full turn is 3k psi to the extend/retract side of applicable actuators (left/right)
  12. hehe

    C-130/Hercules Steering Control Valve

    This service news talks about it. If in doubt and you dont know how to rig/overhaul the valve, Just replace it. V12N4.pdf
  13. hehe

    Slime Light Reference?

    They are electroluminescent formation lights. All items labeled 9 in attached picture. Modified by TCTO or came with from factory on H-models. Typically only guard/reserve units paid for TCTO
  14. hehe

    C-130/Hercules Steering Control Valve

    The valve is set to a neutral position during overhaul by centering the spool between the outlet ports. What that means is that the valve should not port fluid when in neutral position, this can be a hard position to achieve during overhaul. Neutral position should not port fluid. Neutral uses the internal spring loaded accumulator to take out shocks and movement of the wheels during takeoff and landing. Are you having problems with the valve porting left or right and not holding the wheels in center position?
  15. hehe

    C-130/Hercules Steering Control Valve

    What do you mean be failure? I have changed steering control valves on all of the MDS/models you listed. Normally they are changed for leaking out of limits, changed during shimmy troubleshooting, or changed because of normal wear. I have never seen one explode or anything crazy.
  16. hehe

    Allison 501-D22A Engine

    I would say no especially if you are going off of type certificate (FAA) data. Submit an engineering request to FMS and see what they say.
  17. hehe

    EDP

    Yes, as long as you have a run around installed for New York Air Brake pump (if installed). There are Lockheed Service News that talk about this.
  18. hehe

    Icing Conditions

    DTIC is where all Air Force Research and test reports get databased. Ill do a search and see what I can find. Is there a certain model of FLIR that you are looking at?
  19. hehe

    Icing Conditions

    I don't know that it was ever designed to completely de-ice. I believe the heating is only there to prevent the image from being obstructed. There are plenty of models that have no de-ice or heaters built in and they work fine. I believe the original picture you posted is a model without heating. Do you have access to DTIC? I find a lot of good reports on that site and it might be a good place to look for this.
  20. hehe

    Icing Conditions

    It looks like an N-model, def not a B-model for sure. Maybe he meant nice "P-model"?
  21. hehe

    Icing Conditions

    I have worked many C-130s with FLIR and never seen accumulated ice on them, especially not enough that would alter airflow. Of all the designs, the one you pictured is one of the smaller FLIR designs. Have you seen the MX-25? Huge FLIR, and they are operating that on the C-130J which has dual pitots on both sides of aircraft. Is there a problem you are seeing that you think is caused by ice build-up on FLIR?
  22. hehe

    Icing Conditions

    I am unaware of any icing limitations, I would have to dig through ops manuals to see but i can say that some models have window heaters that prevent ice build-up that could block the camera.
  23. hehe

    shimmy

    You got quite a bit wrong here. 1. The rod end bearing are slip fit. If they fall out its just because the adhesive has failed. Those bearings are literally glued in. I have rebuilt/overhauled hundreds of them, the bearings slide right in and get glued in place, I have never seen one become loose enough that it would cause a shimmy, even if the glue fails. 2. No fluid is ported during shimmy dampening. The control valve goes to neutral and the sprung piston accumulator in the control vave takes the shock from the actuators to prevent abrubt movements. Fluid is ported during steering mode only.
  24. hehe

    ECHS AGAIN!

    The only thing I can think that relates that ECBU #12 to this problem would be the tail section cannon plug disconnects. Similar to what you found near booster, there are huge cannon plug disconnects aft of the #12 ECBU. They are where the tail section electrical system ties into the fuselage. Check those. You might have moved some wires into a good position during that ECBU swap.
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