C-130 Technical
1,312 topics in this forum
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-15 Upgrade News
by Guest- 5 replies
- 3.3k views
From the aviation week and space technology website.... http://www.aviationweek.com/aw/generic/story_channel.jsp?channel=defense&id=news/FUEL081409.xml&headline=Rolls-Royce%20Reveals%20T56%20Upgrade%20Plan Rolls-Royce Reveals T56 Upgrade Plan By Guy Norris Aug 14, 2009 Rolls-Royce is preparing to test an upgraded version of its venerable T56 turboprop to boost performance of the Lockheed Martin C-130, as well as cut fuel consumption by up to 12%. Launched in response to U.S. government calls for reduced dependence on foreign oil, the upgrade is aimed at the C-130H’s T56-15 Series 3, and is also expected to result in improved availability and re…
Last reply by chopper, -
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- 6 replies
- 2.6k views
What are the differences between the USAF -15s and the USNs -16s?
Last reply by jbob, -
hi to u all in the -6 v have a chapter who deal with special inspection v got a new guy in the quality ensurens and he want as to do some sp inspection even if its a day by day fault any comment
Last reply by talons1555, -
- 3 replies
- 2.2k views
During EGR found eng low performance.comp wash done,flag test ok,FF,TIT OK.PLS help me..
Last reply by Lkuest, -
- 4 replies
- 5k views
We are using Combined Altitude Radar Altimeter (CARA), model: AN/APN-232(V). After switching it on 'FAIL' indication shows on ground in both the indicators (Pilot side & Nav side) for about 30-45 sec. After that period it become normal. In air, above 1000 ft both the indicators fluctuate with all indications (RT FAIL). But, at the same time TCAS system operation remain normal. For this prob, we have done the fol troubleshooting: a. CARA R/T, Height Indicators, Antennas are changed. b. Continuity of wiring was measured. But still we are facing the same problem.:confused: It will be appreciated if anybody is having any other solution.
Last reply by Ramrod, -
- 6 replies
- 3.8k views
Can anyone identify the part number for the Bleed Air Shut-off Valve located in each engine's "horse-collar" for the E models? Thanks in advance!
Last reply by tinyclark, -
- 11 replies
- 6k views
Hello experts sir kindly i want to know about the use of reverse thrust after touch down? is there any limitations? is there any speed limit for revesing after landing( and why it is limited).and is there any effect on aircraft structure in case of full reverse . any feed back will be appretiated thanks to all
Last reply by MINHAS866, -
- 7 replies
- 2.7k views
If you turn the battery on, with the bus not tied, and then apply external power and turn the switch on, every light and relay in the flight deck start flickering and chattering. The thing is, this happens when you start the APU with external power applied as well. This is on an MC-130W aircraft. (87 model). We've changed the external power contactor, the RCCR between the battery relay and the isolated DC bus, the battery relay, the DC/battery switch, phase sequence relay, a few diodes that checked bad, AC interlock relay, and checked all other diodes and fuses. THe funniest thing happened when we swapped phase sequence relays between two aircraft. One relay was an old…
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- 1 reply
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Hello, Can anyone direct me to a webpage where I can find the technical data of an "E" model? Belgian Air Force aquired a 1964 "E" model from Evergreen Aviation, to replace the CH-02 which got lost in a fire at SABENA-Technics, Brussels International, (EBBR). And maybe someone can help me with the "Super E" model? Thanks in advance !
Last reply by JPVD, -
- 1 reply
- 1k views
During the generator ops check, the book tells you to sequentially turn on/off the generators to tell you if the generator can handle the load of the aircraft. When generator 2,3,4 are off generator #1 shows high voltage on phase B only (121 volts). Along with that, we are getting ECBU's 6,7,8 input failures. We have changed GCU, engine generator and swapped BIU's. We still are getting the same problem. Any input will help. Thanks in advance
Last reply by munirabbasi, -
- 2 replies
- 1.7k views
Hello Expertises During flight # 1 ENG generator "C" phase voltage sudden drop to 90 V stay at 95 V ,with all WX /indication normal Generator & VR checked on bench found satisfactory result. is load of galley or # 1 & EXT tanks fuel pumps ,or NESA windshield,CC RE-circulating fan, FSR are malfunctioning. gally load C phase on L/container outlet Regards Munir abbasi Home of hercules Pakistan
Last reply by Pebbles, -
- 10 replies
- 8.5k views
I've got a problem with the heading flag coming into view from 240 degrees to 300 degrees on the c/p HSI only. It happens in mag and dg but only if going from N clockwise, N counterclockwise the flag stays out of view .Swapped the pilot and co pilot hsi and gripe remains on c/p side and only the #2 system.Cleaned all nav switching relays,compared signal, pwr, and grounds to the #1 system and results when compared were the same. Components that have been swapped: c12 amps, directional gyro, digital controller, heading coupler, flt directors comp. Thank you for taking the time to read this...stuck in C12 heading hell
Last reply by bruno_Tuga, -
- 29 replies
- 4.2k views
Please i need help. #2 Engine failed to air-start. Engine wound down from 60 percent rpm. On landing, engine started normally. NTS switch and NTS brackets checked ok. Pump housing oil quantity normal. Need help to rectify the fault. Thanks.
Last reply by superbigbig, -
- 9 replies
- 5.2k views
We have a 74 year C-130H1 with a #2 VHF radio that wil not turn off through SCNS. Turning off SCNS also does not shut off the radio. We have swapped IDCUs, RTs and mounts, and have checked the Power on/off signal wire for continutity and a short to ground. Everything checks out. Also, Bypassing Secure voice has no effect. Has anyone seen this before or have any out of the box ideas? We've got a head scratcher here.
Last reply by Mazurb, -
- 8 replies
- 6k views
In the test position #3 generator shows good freq's good volts in all three phases. When switch is placed to On generator falls off line and out light comes on no freq's no volts. We have changed the generator, the line contactor, the GCU and replaced the Contactor C/B and replaced the diodes and it stills does the same thing. Help Please we have troubleshot this for 2 days and still nothing.
Last reply by E&E_guy, -
- 7 replies
- 3.7k views
Engine starts fine once you get the light. But it has had a history of not starting and you don't get the light and no rotation. We have an APU. When you take the Engine bleed air switch to override and push down on the start switch you get no rotation. We have changed the starter control valve and the bleed air regulator ad shutoff valve. We load lighted the starter control valve cannon plug and its good. Need some assiatance please.
Last reply by Electrics, -
- 42 replies
- 9.8k views
We have some #3 engines on different aircrafts that start slow. At a 83F temp, the GTC will start the #3 and come on speed (72%RPM) in 65 seconds. At 102F it will start and come on speed in 76 seconds. The engines are pulling 99% max power efficiency and have known new starters and control valves. The GTC's are putting out from 36 to 39PSI. The blade angles are all set to the low side and are all having 800TIT starts. The problem has been pointing towards the heat here in Arizona and a 2700 ft elevation. Does anyone have an idea how to get the starts down below 70 seconds?
Last reply by DM_MFE, -
- 4 replies
- 1.7k views
Requesting advice on this problem. The engine won't shutdown normally (negative fuel cut). Pulling the T-Handle managed to shut it down. We've replaced the geneva lock & speed sensitive control. What else should I try?
Last reply by munirabbasi, -
- 15 replies
- 5.9k views
HI all, C-130H having this snag #3 TIT 30C higher compared to other engines at same fuel flow settings across all throttle range, TQ and rpm are normal though.. Rectification done: - TD Amp calibrated and adjusted - TD amp replaced and calibrated - TD valve replaced - 18 thermocouples replaced - thermocouple harness replaced - TIT indicator replaced - ECTM converter replaced - coordinator cx satis - anti icing valve func cx satis Snag still persist Any ideas?
Last reply by tusker, -
- 6 replies
- 3.1k views
Hi guys, would like to share my defect with you and hope for some suggestion s: As stated, #4 eng wind down during line up in normal speed, subsequent restarts found Fuel flow stagnant at 350 inlbs, rpm stagnant at around 40%, but tit keep increasing and forced to stop start due to over temp, happens when start with TD in auto and null.. I have already adjusted blade angle, jump triple S, replaced td valve but defect still persist.. What else should I look at? Could it be compressor stall? I'm at FOB with limited facilities, hope you guys can throw me a lifeline tq.
Last reply by Lkuest, -
- 11 replies
- 6.8k views
hi guys, am in a bind here with this new engine that i just put up. so 95% power is around 17k inch lbs torque, i only got around 16.2k lbs in td auto and td null with bleeds on, bleeds off around 17.2k. During advanced throttle it was observed that TIT max at 1083 with fuel flow about 200 lbs less than other engines.. in some runs it was also observed that in td null the torque can be 2-300 inch lbs worse off compared to td in auto. also during crossover, there is no crossover cut at all in auto and null although TIT stayed around 830+, below the limit of 840C. with other engines, there is slight increase in FF when td put from auto to null and slight decrease in FF …
Last reply by tusker, -
- 6 replies
- 1.8k views
Hi I have been worked (fuel sys) 8 years on c130H. I have problem that #4 tank didn't accept fuel (tanker aircraft) we change both 2 each refuel valve in tank and check the refuel valve with electric guy it has good power. And still didn't accept fuel .Please who has some information about this tell me best regard
Last reply by AMPTestFE, -
- 22 replies
- 18.4k views
Guys, just sort of consider the source here, and bear with me:unsure: I was looking at the picture of what appeared to me as a stretched C130, couple weeks ago here on the site, and my minds got to waundering back to CG\'s and so on. I am curious as to how dfferent the limits, ect are for a stretch versus the common old \"E\" I flew.are the stations still determined from in front of the nose?How much different are the H\'s and J\'s in reference to weight and balance, load planning, etc? No particular reason to want to know this stuff, just nostaglia I guess:lol: Load Clear
Last reply by Steve1300, -
Anyone have a copy of the 1-1-300? We got one coming but it will be late tomorrow before we get our hands on a copy. If you have an up to date copy can you email it to [email protected] thanks in advance! Sonny
Last reply by SonnyJ, -
*DEFECT* 1. Utility hydraulic pressure drop to below 1000 psi and both low pressure warning light illuminate when either No 1 or No 2 EDP select to off. *CURRENT SYMPTOM* Pressure in LSGI (either No 1 or 2 Engine) : 2300 psi Pressure in NSGI (either No 1 or 2 Engine) : 2800 psi Elevator utility boost pack OFF : 2900 psi *COMPONENT REPLACED* - No 2 EDP✅ - No 2 hydraulic shutoff valve✅ - No 2 drybay snubber✅ - Utility Main filter✅ - Utility Drain filter✅ - Pressure relief valve ✅ - Utility transmitter snubber✅ - Nine port valve ✅ - MLG selector valve ✅ - Hydraulic pump motor ✅ …
Last reply by hehe,