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My assumption then is that the #1 engine is the only one supplying bleed air for aircraft systems. Assuming everything with the engines check out to be within normal limitations (rigging, air leaks, efficiency, propeller blade angle, etc...), I'd recommend you adjust the Fuel Control LSGI RPM towards the upper limit. Other things you can do if that doesn't work is to re-seal the 5th and 10th bleed air valves and blow out the CIP line from the fuel control fitting into the air inlet housing. Do not adjust the Minimum flow adjustment as a misadjustment there should only cause a flameout when transitioning from HSGI to LSGI. If none of this works, (again assuming all rigging and other checks are correct), the most likely culprit is the fuel control. This is unlikely the cause due to multiple fuel controls involved, but it's not unheard of for multiple components to share the same defect if they were overhauled at the same facility around the same timeframe. Could also just be bad luck. I'm still not sold on taxiing with one single engine in HSGI, especially with a tailwind. I'd recommend only 2 at a time during taxi. If oil temps are difficult to keep under control in LSGI during normal taxi operations and minimal tailwind, you may need to look at that issue separately. If cleaning the coolers with fresh water doesn't fix that issue, either straighten the radiator fins or replace the coolers. Oil cooler augmentation is a great addition if you can afford the modification.

Thanks for your input. No. 1 is on NSGI, the rest at LSGI. Engine efficiency is also quite good. Engines 3 and 4 were running at LSGI for like 5mins before it decayed, probably the only movement they made was moving the throttles slightly forward due to the tailwind factor during taxi that might cause oil temps to rise.

Hydraulic leaks could only affect performance by increasing dirt build-up on the blades. I wouldn't even consider this a possibility unless the compressor efficiency was measured as "low." I would be more concerned about aircrew hydraulic fluid inhalation and A/C system contamination. I would look at your fault isolation manuals for guidance, which has you checking fuel system delivery, fuel control settings, throttle rigging, (and yes compressor condition too). Unfortunately, operational checks don't have the maintenance personnel operate the engine in the way you describe, which makes me think it is "normal" to have unstable RPM at LSGI while manipulating throttles and loading the engines down with multiple bleed air demands while simultaneously dumping air out of the bleed collectors. Just do a full operational checkout of the engines and see if anything is out of adjustment. I would also ask the aircrew to show you where their manuals allows them to taxi with all 4 engines in LSGI. As far as I know, that's not a thing.

Hi everyone, I’d like to open a discussion regarding an issue we recently experienced on a C-130H. During taxi, No. 3 and No. 4 engines bogged down/decayed and eventually flamed out. Both engines were operating at LSGI at the time. No cockpit indications showed abnormalities prior to the event. I’m looking for insights on probable causes. One factor I’m considering is the wind effect—specifically a tailwind or a sudden increase/decrease in wind entering the inlet, which could disturb compressor airflow. At LSGI, the compressor stall margin is already low, so any airflow disruption might affect the air/fuel ratio enough to cause decay or flameout. Additional note on engine condition: No. 4 propeller has an above-minimal hydraulic leak, and I’m considering whether prop hydraulic fluid entering the inlet could influence compressor performance. No. 3 prop has a minimal leak as well. Not sure if this could contribute to compressor airflow disturbance or contamination, but it’s worth adding to the discussion. Has anyone experienced something similar, or have inputs on other possible causes (bleed air setup, inlet distortion, FCU behavior at LSGI, environmental factors, etc.)? Appreciate any feedback or shared experiences. Thanks 🫡🫰

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On baseline C-130 aircraft when an engine driven hydraulic pump switch is placed in the OFF position that low pressure will illuminate because the switch supplies a ground for the low-pressure light, regardless of the hydraulic system pressure.

The landing gear selector valve will deenergize to the neutral position if the valve was in the UP position when cb is opened. If the landing gear control cb is opened after landing gear selector valve was energized to the DOWN position then the valve will remain in the down position due to internal a ball locking device. Any time hydraulic pressure is removed from the landing gear selector valve the main landing gear brake will engage, unless the main landing gear extension handle is pulled out.

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Ref businessdr: Quote on length of classification data is correct. During the era I served, E-Flight data cannot be declassified because no documents were created. Nothing stored. Nothing to declassify. Crewmembers will not talk. If they do, nothing to corroborate what they say.

I need p/n of outer wing fuel access door dome nut

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Sir bundle of thanks its 67,s E models and i was asking about main gears and sorry for my poor comm skills 1. Some says the landing gear control valve does not go to neutral when extending the main gears even if the cb pops out due to dentent in gear control valve when it is set to lower the gears is this true? 2. With gears down and landing gear cont valve cb out Nose wheel steering will be available or not?

What year C-130? This matters for landing gear pressure when the gear is up. Are we talking MLG or NLG? For MLG it is not an uplock brake, it is just a brake, it stops gear movement when pressure is removed whether the gear is up or down. If C/B is tripped while gear is in transit, the gear will stop receiving pressure to lower/raise after the selector valve de-energizes and the brake would set shortly after (gear would stop moving). For NLG, there is no brake but there is an uplock. NLG will free fall after it comes out of the uplock but won't fully lock down without airload (typically)

Need a better description of which engines are running, which switches are being energized, and what the other pressure indications display. For example: is #4 running or shut down? what pressure does rudder pressure indicate on panel and in the back near rudder? Which engines hyd switch are on/off? Are all engines upsped or downsped Is the elevator on or off the stop? Down or pulled up to neutral? What does the booster accumulator pressure read? Does the light come on when engines are shutdown? Please provide more details

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During starting while no2&3 eng running, after switch off hyd pump switch low press worning light goes on but press shows 2200psi on booster press indicator. With no 3eng shutdown press goes zero. Its for C-130B ac. Any suggestion please

Aircraft c 130 Emodel and H models