C-130 Technical
1,312 topics in this forum
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- 11 replies
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Hi there Any of you guys in active duty uses an ORM matrix for mission evaluation purposes? (Go/No Go status)... Thanks
Last reply by wildweasel_pt, -
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In the E-model C130-1 under fuel contaimination check ,it states that the check must be done under a high power condition/setting. In the C130-1 for h model fuel contaimination it just states monitor rpm,and tit,and torque for approx 1 min. Was high power setting ommitted by mistake in the h model -1 or with the -15 engines its not needed? Thanks in advance!!!
Last reply by NATOPS1, -
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My situation is as follows. Aircrew takes a AC,MC,C-130E,H, any of the sort, up for an FCF. I am told that in order to op ck the prop brake, local policy, no one can give me a tech data ref, but local policy is to cage the engine at 180FL. If the propeller rotates backwards it is immediately a write up requiring a flush. OK, my argument to this is that if the FCF is op cking an emergency procedure then why is it immediately a write up at 180 knots? Especially since no airspeed is given in the -1 or FCF ck list to feather the prop at. I tend to think that if the aircraft slows as the -1 says to 160 or less to get the prop to stop counter rotating, then once the pro…
Last reply by NATOPS1, -
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Alright guys, a few weeks ago I posted a question about C-130A model fuel systems. I received quite a bit of information, thanks! Well, I am down here now and have had the chance to get on the bird and look around. They have a fuel quantity indication problem and I am hoping that atleast one of you knows of a place that carries the components they will need to fix their discrepancy, ie. probes, fuel density caps, fuel quantity relays. I am hoping that someone somewhere stockpiled a wharehouse full of A model parts somewhere. Thanks again all.
Last reply by bobdaley, -
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Early in 1966, the Lockheed Tech. Rep. embedded withour squadron operating A Models, advised that a problem had arrisen in the operation of the static line retriever winch, and the company was keen to hear of any potential solutions. The reported problem involved a paratrooper remaining attached to the end of his static line, and the retriever winch being unable to draw the static lines, with dangling body, back into the aircraft. Aparantly, the aditional load (weight plus aerodynamic) caused the retriever winch line to whip abnormally and trigger the Rewind Limit Switch on the carriage of the winch, releasing the Rewind Relay. Repeated toggling of the Rewind Selector sw…
Last reply by Mikey_G, -
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hi guys im new here n needs ur help.. does anyone knows or been using the dc outlet in c130 for external electronic devices such as laptop or charging mobile phone... if u had ,could u pls clarifie n specified the device detail.. thx
Last reply by AMPTestFE, -
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Has anyone seen a L8743039-1 heat exchanger installed? It is the newer Heat Exchanger and was supplied to me unpainted, (It is stainless steel). The older 85027-1 Heat Exchanger is aluminum in construction and painted with Black Wrinkle (High Heat) paint. Just wondering if anyone has seen the stainless steel version installed, or knows of a paint spec or type for the L8743039-1 exchanger.
Last reply by tinyclark, -
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rudder flight control system has a problem while auto pilot on. during flight on otupilot rudder pedastal control' rudder flactuating. we did everyting for exampe rudder rigging and all compenent autopilot system checked. we havent had anything. if possible could you tell me any suggestion. aircraft model c-130b
Last reply by rdenn_58, -
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ATM GEN OUT LIGHT, FREQS VOLTS LOAD OK. Gen contactor/GCP changed...any ideas?
Last reply by khaledrajadalabih, -
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HELLO C-130 WORLD, WE HAVE A MAJOR DISCUSSION ABOUT THE ANTI SKID WARNING LIGHTS :cool:: DURING LANDING AND USING THE BREAKS WHAT DO THE ANTI SKID WARNING LIGHTS DO? A) STAY OUT? FLICKERS (BLINKING) C) COME ON AND STAY ILLUMINATED DURING THE BRAKE MANOEUVER D) SOMETHING ELSE (PLEASE EXPLAIN) THX 4 COOP BOB :)
Last reply by Dan Wilson, -
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I am doing a paper for ERAU about reduced TIT to save engines on T56. I was with a unit that flew 1010 and we had minimal engines changes due to turbine failures, compared to a fleet squadron that was flying at a recommended 932. I am looking for any information that may prove my claim..however I am open to any information that may prove me false also. It is a masters paper and I am just trying to get info. 1. flight hours between engine removal and replacement due to turbine failure, cracks 2. effect of constant touch and go on engine performance compared to cruise flight Any input is greatly appreciated. Thanks, Rick
Last reply by Steve1300, -
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A number of RGB's have failed due to quite a handsome size of metal chunks detected by magnetic drain plugs..what could be the possible reasons for this cause... oil used is 23699 and is changed properly. Propeller dynamic balancing is also done properly. engine used is T-56-A-15 unable to find a good reason for these overhauled RGB's.:confused:
Last reply by DanGothe, -
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''DURING AIRCRAFT DECENT (LANDING) (FIRST OF ALL) ENGINE 4# FUEL FLOW,TIT AND TORQUE SUDDENLY INCREASE,(THEN) RPM IMMEDIATELY DROP%80 WHILE THROTTLE AT FLIGHT IDLE.(BELOW XOVER) FLIGHT CREW SHUT THE ENGINE AT %80 RPM'' (EMERGENCY) NOTE: Flight crew said that no change temp.datum valve switch in null position. WE CHECKED THE ENGINE: 1.Operational Checkout of Throttle Control System------------------------------ (no problem) 2.Operational Checkout of Engine Condition Control System---------------- (no problem) 3.Operational Checkout of Propeller - Static Condition---------------------------(no problem) 4.Inspection of Engine Power Section (with baroscope)------…
Last reply by tusker, -
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Well, Ive been working an issue with RADAR for about a month, and it seems that the APN 241 is extremly sensitive to ESD. We all know that electronics are ESD sensitive but with the 241, if the RADOME is just a bit out of Bonding (grounding, lockheed came up with a special word lol) it was send RADAR Degraded ACAWS messages to the crew. YOU CAN NOT duplicate this on the ground. Talk about kicking my ass for a month. Every day I work a J I see something new. Some times I miss the Legacy airframes that I worked F-15s and KC-135s...it was a lot more aircraft and a whole lot less computer. just wanted to give a shout out to everyone, because one day we will all have J …
Last reply by PointyHead, -
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During starting of GTC yellow light is coming but not start. I hear the sound of starter rotating. Oil is not coming to the pressure line but come into the inlet of oil pump from tank. change oil pump still no oil come into the pressure line. Oil shut off valve and wiring ok. Any body can help me please.
Last reply by NATOPS1, -
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Does anyone know where i can find the written procedure for jacking. we have a new Capt. that would like to know what kinds of surface you can jack on (concrete, asphalt,"temporary metal matting" (i know thats a def NO), the maximum slope angle (as i understand it, it needs to be a flat solid surface.) If anyone can provide any assistance in this it would be helpful. We've looked in the job guide, the 91-100, 21-101, 1c-130A-3...nothing
Last reply by bischoffm, -
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I was thinking of some of the trips I took with my plane other than in-country! One memorable and good one was a trip to Naha from CCK to have wingtip lights installed. It took several days and I got to leave and go get a room downtown (Naminouie), and renew old acquaintances!!! Did all of the C-130 E's get that modification or was it just for the ones going to Viet Nam at the time??? Another TCTO (I guess it was one), was having a little urinal and "piss tube" installed back by the "honey bucket". Was that something that stayed with the airplanes or was it replaced by something more modern? I do remember that while you were in the area of the tube on the outside of …
Last reply by bischoffm, -
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Recently, we had one of our Herc experienced rudder damage. the details are as follows: the crew ground aborted a mission due to utility hydraulic fluid leak from Rudder booster package. once the trouble shooting was carried out, crew discovered a crack in rudder booster package because of which, utility hyd system quantity was completely lost. Now the crew had to wait for the part to arrive, which took about two and a half days ( less then 72 hours....55 hrs from the occurrence, to be precise). after receiving the requisite component for replacement, they found Rudder stuck on one side with extensive damage to the support structure and pivots of rudder. now my question…
Last reply by Dan Wilson, -
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The CO-pilots HSI displays a to and from Nav flag when either the #2 INS or the #2 TACAN is selected. The INS and TACAN systems work 4.0. We have already swapped HSIs and INUs and have been looking at relays with no luck so far.:confused: Has anyone seen this before?
Last reply by tinyclark, -
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On the road and had a scenario where the elevator trim tab fails to operate at altitudes above 15000 ft for an hour or more on Normal AND emergency. Then 10 Minutes after descending to around 6000ft, it works again. We've replaced the motor driven gear box and the problem still appears. Our guess is something has collected water and is freezing but other than throwing new actuators/jack screws and flex drives at it, what could possibly freeze up? We have verified the physical surface isnt rubbing or jamming up, all rigging has been checked and it works perfectly on the ground.
Last reply by tusker, -
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Strange, I came here to ask for help, and found a different post with part of my question. --So we have a MC-130 with a vor issue. it's not working right. very long story short (day 10) both our vor 1 &2 cut out in 357 to 358 degrees range while turning the course knob on the hsi. the fail nav flag comes in view.--no it's not a loss of signal, and I've r/r receivers, flight director's computer, hsi,adi, bdh'si, Auto pilot processor, swapped out the whole nirp panel, and more. We've done a direct connect with the test set-so the antenna is eliminated as an possibility. We've disconnected just about everything.. none of our other aircraft have this dead spot. ha…
Last reply by KF4DVG, -
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Hello, Fellow Herky Bird Members, I am a new member and need some help info. Where can I find the statement or information as to NOT refueling a C130 with all leading edges removed. Is this in tech order, job guide, lockheed manual, or just common knowledge? I am a maintainer at a facility were the users want to leak check tanks with LE off and I said not a good idea, because will distort wings and then will have trouble installing LE Please help.
Last reply by alioman, -
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Hey all, I’m hoping some old Herk operators can help me locate some long lost information. It happens from time to time that an aircraft is away from home station and qualified maintenance when the old prop low oil light comes on while on the ground. This scenario usually has but just a few possible outcomes. The FE checks the servicing and… 1. The prop is a couple quarts low due to a slow permissible leak or lack of proper servicing. In the end, the FE services it up and off they go. 2. The prop is a couple quarts low and leaking beyond acceptable limits. They’re broke and require a prop/seal change by qualified maintenance. 3. Surprise! …
Last reply by SEFEGeorge, -
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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, -
- 11 replies
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Hi all Data: Model - H2 (elongated H model) Engine - T-56 A15 Event - Secondary fuel light illumination in flight. Pulled ignition CB and light remained on. Troubleshoot: - Speed sensitive checked good - Fuel filter and fuel line clean of debris - pressure switch checks good - On start-up after 16% rpm secondary light illumination kicks on and remains on, no swing for series on TIT indicator - Suspected problem with fuel pump (possible seizure of fuel pump without braking or shaft to gearbox?) - Fuel pump checked good and paralleling valve apparently also. Question: What made the paralleling valve close (paralleling operation) if the speed sensitive checke…
Last reply by wildweasel_pt,