C-130 Technical
1,312 topics in this forum
-
- 5 replies
- 4.9k views
please could any body give me favorite and supply me a soft copy of TO 1C-130-1731 with its supplement. thankyou very much
Last reply by trev130eng, -
-
- 5 replies
- 4.8k views
Anyone have any info or experience repairing J Model troop seats, I am mainly interested in authorizations and/or pubs with direct on what is allowed and if any other countries are doing their own repairs.
Last reply by JTECH, -
- 12 replies
- 4.8k views
Do any of you have any tips or tricks for removing a stuck MLG tire? It happens to us a few times a year. This is happening on multiple disc brakes systems.
Last reply by fetang, -
- 15 replies
- 4.8k views
we are having a fuel enrichment problem.....note this is on an FCF aircraft so we can't pass until we get this fix.....it has us baffled.... enrichment works fine....until running engines for aprox 20-40 mins it is inop upon restart.and is consistant with the engine heating up......we have changed relay box, both LH and RH distro harnesses, enrichment valve, pressure switch, and last but not least speed switch.(pmesparky).....also we have "wrang out" all the wiring associated and used the "gray box" (electrial component test set) to aid in a portion of this...any help would be much appreciated...other than dynomite in the engine....
Last reply by pjvr99, -
- 16 replies
- 4.8k views
I have a static line retriever that is blowing the current limiters anytime the switch is (bumped) it wont blow the limiter if you just hold the switch but it blows when the switch is bumped just to bring in the cable a bit at a time. We have new relays on order but has anyone ever had this problem?
Last reply by NATOPS1, -
- 21 replies
- 4.8k views
What is the reasoning for putting flaps at 50% for engine runs on the ground?
Last reply by Lkuest, -
- 22 replies
- 4.8k views
I was asked the question "how many gallons does the galley sink hold". This questoin is directed to the E model, but i cannot find the answer, if anyone could help that would be great
Last reply by Mt.crewchief, -
- 4 replies
- 4.8k views
I have an ATM generator system that when running off of GTC bleed air, will not hold online past the initial spike of the Aux Pump being turned on. If I apply bleed air from a running engine, the ATM generator will hold the AUX pump just fine. So I guess my question is, is there a minimum air pressure output from the GTC that is required by any tech data? I've adjusted the air pressure regulator on the GTC to MAX out the output, but I'm still only getting 35-40psi from the GTC. Thanks for giving this a read... Side note: ATM system is basically brand new. List of changed parts: ATM ATM generator ATM fan GCP Voltage regulator Freq sensing relay Load cont…
Last reply by tusker, -
- 13 replies
- 4.8k views
does anybody experience that: In flight we experience very big vibration( the left wingtip move at least 1 meter up and down), just after the number 1 engine flame out, we shut it down by moving the condition lever in feather then pulling the T handle. The vibration stopped but we have the surprise to see that only 3 blades came in feather position the fourth one stay in position. Sorry if my english isn't as good as i would like.
Last reply by superbigbig, -
- 21 replies
- 4.8k views
Got a turbine overheat indication on the T-handle and on the instrument panel and I can't figure out where my problem is. I've checked all four of the detectors in the clam shell (checked good) and installed a new keyer but those dang lights in the T-handle keep blinking. Any help ya'll can provide would be great.
Last reply by bischoffm, -
- 11 replies
- 4.8k views
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, -
- 4 replies
- 4.8k views
Two different capacity of battery are mentioned in TO IC-130B -2-7 and TO IC-130B-1 , 24 volts, 36A in 5 hour discharge rate and 31 AH, i could not understand , either different batteries or same battery but AH is different. No expertise opinion in this thread Munir abbasi
Last reply by munirabbasi, -
- 14 replies
- 4.8k views
Hi guys As the dash1 says the descent on clean config should be done with idle power and speeds acording with the area we're flying in and then 250 KIAS from 20000' downwards. The thing is that we follow a squadron rule that says that we should set around 3000 lb torque for the descent. We were discussing that on one of those long flights... (we had already talked about the ladies ) and no one really knew why was that because its been done like that for 30 years. The thing is that i couldn't find the reason for that teqnique. My AC was telling me that his guess would be for pressurization purposes, that in idle the capability of the engine to output the same flow via…
Last reply by Jake, -
- 17 replies
- 4.8k views
Looking for good information on the rear MLS Antenna. We are trying to order one and are being told that the antenna is discontinued without replacement....any suggestions?
Last reply by tinyclark, -
- 13 replies
- 4.8k views
guys, this question isn't that technical but for the last few years I have been wondering what the plates on the floorboards right against the FS 245 are for. They are the funny looking ones like halve moons etc there are 4 in total and they are different shapes. they are thin stainless and nothing structural in my eyes. who can shine a light on this? thanks Bonzo
Last reply by gizzard, -
- 16 replies
- 4.7k views
OK... Engine and Gearbox oil pressures. Engine 50-60 +/- 10 (for a range of 20 USAF written, USMC/ISN implied) What can you say... the flux exceeds the limitation Gearbox 130 or 150-250 +/-20 (for a range of 20 USAF written, USMC/ISN implied) HUGE flux I do not want to get into the limitation themselves but would like to poll the Forum on application of the flux limitation… There is a movement to “allow†the flux to go above or below the maximum and/or minimum values (UNDERSCORED LIMITATIONS) as long as the “mean†is in the allowable range. So say the mean is 131 worst case +/- 20 the “allowable†flux would be as low as 111… Plea…
Last reply by throttlecondom, -
- 8 replies
- 4.7k views
Greetings all, I am currently employed as an instructor for the US Navy. I teach the T56-A-14's (same thing, except your guys' motor is upside down...haha), just kidding... One of my students asked a question today in class that I didn't have an answer for: "Why does the torquemeter have 40 exciter teeth, and does it have anything to do with the 0.040" gap between the pole pieces of the torquemeter pickup?" I referenced my Rolls Royce manual and all my literature from years past but to no avail. Anyone know?
Last reply by nosepicker, -
- 11 replies
- 4.7k views
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, -
- 7 replies
- 4.7k views
Hi to all members and guests, Looking for an answer to the following... On "fuel governing and pitch lock check procedures" almost all manuals -on hand- are asking to lock the TD; some manuals required to have it "locked" at a governing speed (above cross-over), others asking to lock it once retarding the throttles to below cross-over. The main concept of locking the TD to my understanding is to avoid any sudden change of power when passing through cross-over point.. However which is not clear to me the idea behind locking the TD below cross-over; 1- Is the TD valve going to "Lock" below cross over? Hence the 66 coordinator switch is not actuated yet? 2- How the …
Last reply by pjvr99, -
- 8 replies
- 4.7k views
Ok, so here is what we got. 65 model acft (E model moded to HC-130P). Ok, crew has repeatedly reported acft will not pressurize to maintain 5K alt @ 20K agl (please don't just respond the acft can't pressurize to this std because our second plane here is doing great same model). When we check out system here is what we get. With GTC we can only get 7 in HG (our normal std is approx 8.5 in HG to meet std). HOwever, the cargo compartment (because we pressurize in full hot) just will not get hot and the flow is almost nill in both hot and cold. I have pressurized many planes and it should be very hot there and know you should be able to feel the air moving. Here is …
Last reply by tinyclark, -
- 14 replies
- 4.7k views
Hello C-130 world, just out of curiousity : what is the wheel rolling resistance of the C-130?:confused: happy new year and a good health to everyone and lots of C-130 love!:cool: herky400m
Last reply by tenten, -
- 13 replies
- 4.7k views
If an engine, in Low Speed Ground Idle, has the fire burning in the turbine area, how does that happen? It will start with low start TIT (750) and run in LSGI, but there is a fire in the turbine and the blades glow. The fuel nozzles were flow checked and they were good. If the engine is sped up to NGI, the fire goes out and when shifted down again, the fire stays out. I have never seen that before, and I don\'t really have an answer as to how it is happening. The only theory I can come up with is that, for some reason, the fire is not starting in one or more burner cans, so the fuel from that nozzle is making it back to the inlet guide vanes where it is igniting.…
Last reply by Steve1300, -
- 4 replies
- 4.7k views
Hi to all that read, This is my first post so I hope there are a few out there that might be able to help. What is your preferred method for calibrating the C130 compass systems. I have always used a datum compass to sight the aircraft heading. Is there a TO to cover that? I prefer this method over a MC testset swing. Thanks in advance Nick
Last reply by tinyclark, -
- 9 replies
- 4.6k views
Hello i'm looking for TO1C-130-1899 and TO1C-130-1914, an old not update version will do. Also a copy of TO1C-130H-2-7 , i hope to find in this why the high boosted current transformers are used ( SN 4047 ). Can somebody help me with this? Mike
Last reply by tinyclark, -
- 13 replies
- 4.6k views
Got a call from a fellow maintainer in Iraq asking for help with a pressurization problem. The 130 pressurizes fine in auto and manual until underfloor heat is turned on. When it is turned on, the guage climbs 1000 feet, which is normal. However, it fluctuates 700-1000 feet the whole flight. This problem has came down over 4 times and almost the whole system has been swapped out. Any suggestions on where they should start?
Last reply by Dan Wilson,