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hehe

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Everything posted by hehe

  1. Check the simple things Util reservoir filters (pressure return/case drains and reservoir vemt filter). Something as simple as a wet vent filter can cause enough of a liquid lock that pump would cavitate during large draw such as landing gear movement. Swap the low pressure switch to booster side. See if it follows the switch to booster side. Check the landing gear flow regulators. Should be free flow toward motor and regulated away on both up/down lines. What was the util system pressure drop? Did it drop below or around 1300 psi?
  2. Is this the same aircraft that was having these issues? There was a post about a week ago with similar issues Previous history of this? Any recent maintenance done? I wouldn't automatically call it bad if it just flickered. It could be a loose cannon plug on the low press switch and the gear going up shook the wall. It could just be a loose push to test on the warning light. What has been done to resolve?
  3. The 1c-130A-6 references you to the 11A18-14-7
  4. Do you use the 1c-130a-6 for your scheduled maintenance?
  5. I just read that again and noticed you said in flight. Normally I would suspect engine pump or filters in the return system but since you are only having right side issues I would suspect mechanical issues that are only showing themselves in flight. Have you done free fall checks of that gear? Have you checked lubrication of MLG tracks, door linkage rigging, shoe rigging, ball screw/nut condition/wear, etc? Are you sure the gear is not mechanically binding in a way that is only showing itself in flight?
  6. When you say it is not passing timing checks in UTIL, what are you using as the source? Ground powered hydraulic test stand? The aux pump is very weak for flow so if you are passing timing checks with the aux pump, I would take a good look at your hydraulic test stand. What is the UTIL system pressure dropping to during gear travel?
  7. Filling the accumulator doesn't honestly do much to prevent an air bubble. It's the removing of the hydraulic line to the accumulator that create the issue No matter how fast you are in getting it capped, you will induce a large volume of air into the lines. I was a hydraulic tech on C-130E/H/J for 13 years. When you think you have the system bled enough, do another 10 cycles.
  8. Yea if you just changed the accumulator, I almost guarantee that a huge air bubble went through the system. The landing gear is a huge draw on the system and that is usually when you will see trapped air go through the system like that.
  9. Lots of things are possible. I mainly said to check the suction boost pump because you said the light came on. Usually engine pumps will just cause low pressure overall and maybe a low pressure light for that engine driven pump but the suction boost pump light coming on says the supply to both engine pumps was low. It could have been something as simple as an air bubble making its way through the system when the gear operated. Keep an eye out for having to service air side of accumulators often. If the air charge depletes often, it could be depleting into the hydraulic side and creating air pockets in the system. Were there any hydraulic compnent changes or hydraulic maintenance that happened before this flight? Have you bench checked the engine driven pumps?
  10. Yea the system isnt designed to prevent a skid at 10 knots. This might be a pilot training issue more than a system issue
  11. Do gear meet timing checks on ground? If so, Suction boost pump would be my first part to R2 If the accumulator is bad you should find hydraulic fluid in the air side
  12. The system should technically skid at 10 knots. The transducers dont have enough current until 15 knots to signal to anti-skid control box. Does it do it above 15 knots? You might be chasing a ghost here
  13. All 4 skidded or just released pressure? I would change the anti-skid control box. The entire left and right sides are separated other than the box
  14. Do your books states that anti-skid in inop below 15 knots? I havent messed with a mark 2 in probably 12 years. Which side is releasing? All brakes? Left or right? If its only one side, i would swap wheel speed transducers left to right and see if it follows.
  15. Verify that your flow regulators are regulated flow away from the motor on both extend and retract side. I would probably lean toward changing the flow regulators or bench checking them (if you have that capability. You could always swap a suspect part from left to right gear to verify. Any time you have timing issues, you would want to eliminate any type of leaks in the system.
  16. hehe

    FSR

    If electricity sequence is A-B-C, I would assume that you would check C phase because it is the last phase of the sequence. If last phase has correct frequency, the other 2 (A-B) should as well. Just my thought on it. You would have to ask the electrical engineers that designed it to be sure.
  17. No. Short Js have high and low boost aileron
  18. Because the rudder system has a high and low boost state activated by flap position. The Elevator is always system pressure (3000). Same reason aileron system does not have gauges, it is always one pressure range and does not change (short J models are the only exeption to this)
  19. It was originally supposed to be a replacement program for MC-130H losses Project Dragon Spear started in 2009 and it went full blown blank check at that point They were releasing weapons as MC-130W. First W kill was as a MC-130W. All MC-130W changed to AC-130W MDS in 2012.
  20. Canadians operate CC-130J which are basically same as USAF C-130J-30 (stretch slicks). They do not operate CSOs that I am aware and use the standard two pilot / one loadmaster crew. They do some special missions things (roll-on/roll-off type kits) but i don't know how that changes their crew or if it even does.
  21. hehe

    NESA

    https://www.google.com/url?sa=t&source=web&rct=j&url=https://www.lockheedmartin.com/content/dam/lockheed-martin/aero/documents/sustainment/csc/service-news/sn-mag-v11-v20/V19N3.pdf&ved=2ahUKEwiXkpqhkYDsAhWPqZ4KHZLBD7kQFjAAegQIEBAC&usg=AOvVaw2phgJef06Y2lZ2x121EmRP This is older and I wouldn't go operating an aircraft off of this but to be honest the windows havent really changed that much and this information should at least give you something "official" from lockheed to start having a conversation with your stan/eval. It talks about cracks in flight. It's what I thought, keeping the window heated is safer than letting it get cold and brittle. Arcing is really only reason I can think to 100% turn it off.
  22. hehe

    NESA

    The heat keeps the window flexible. From what I understood, you keep heat on unless it's arcing to keep the window flexible and not shatter I'll read around my pubs and manuals and see if anything addresses a crack and what to do
  23. I'll take it. Sent you a message
  24. It is starting to annoy me to see how many of these old fuselages are getting shredded. If the base shut down, I understand cutting it up but why not build a $2,000 dollar sun shade for it and leave it parked in the corner. Keep the sun and water off of it and it will last for another 30 years. 5 years from now somebody will be looking to fund a fuselage trainer and you just trashed another one.
  25. True I wondered that afterward as well. I should he able to find his father's crash just need a general idea of what happened.
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