C-130 Technical
1,312 topics in this forum
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- 11 replies
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CAUTION: The underfloor heat switch must be off during engine starting and switching of loads from one generator to another. Failure to comply could result in a burned out generator control panel. Why GCP burn out can some body explain with logic
Last reply by munirabbasi, -
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- 11 replies
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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, -
- 11 replies
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Can anyone explain to me the compressor power recuperation. As far as I know is the they put stage 1 blades or other blades futher back into the compressor... if the blades are reused how fast are they deteriorating? how hihg is the risk whenif they brake and create FOD in the compressor.... if this is the case, than for how long does this compressor can go on, I expect less than an new one. when the blades are worn more quickly, the dimension of the inner compressor will become larger, so compressor discharge will be lesser... a lot of questions PJ maybe you have a quick response to this best regards bob
Last reply by howell fe, -
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There is normal rotation of the engine fuel flow but no ignition. After replacing ignition relay the engine start normally. But after very few engine starts the ignition relay malfuction again and there is same problem. The question is what causes the ignition relay malfuntion? It is the exciter? the drip valve? the speed sensitive control? the harness? or something else?
Last reply by jack sparrow13, -
Blade angle
by Fred- 11 replies
- 3.8k views
Can anyone tell me the actual blades angles of a propeller set "on the cuff" in preparation for a windmill taxi start the USAF airlift C-130E/H method? Thanks
Last reply by rc johnson, -
- 11 replies
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Battery Relay With Battery voltage less than 7 volt; is it possible for the battery to be recharged with external ac power? Systematically… is the “Bat. Relay” can only be energized through a good charged battery..? Or it doesn’t matter; as this relay can also be energized through external power for feeding the “Bat.Bus” as well for recharging the battery. Any feedback will be appreciated as we are having an issue of one of the C-130H.
Last reply by NATOPS1, -
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del
Last reply by victorp1, -
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Hello, I would like to know if there are limitations for flight in icing conditions with a FLIR turret under the nose ( like on photo for exemple). Regards
Last reply by JPWILLYS, -
- 11 replies
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Can we use Allison 501-D22A commercial engine on military aircraft in place of T56-A-15 engine officially or by permission of civil aviation authority/ FAA.
Last reply by AerexAvionics.com, -
- 11 replies
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I am looking for a picture of this part number 337008-26H-64 contour clamp for the C-130J. Anyone have one?
Last reply by Newbie, -
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Hello C130 world, can anyone help me. I'm looking 4 sealing which dry's out very quickly with cold temp's. the cold temp's at the moment and bad heated hangar (no heat at all:mad:) the dry time of the sealing is over 72 hrs. we are looking 4 a quickdry sealant. any one idea's and moving to country's where the temp is 25°C avrage is not an option......(though I wish I was overthere)... .BE
Last reply by Marc, -
NVG Compatible Glass
by Guest- 10 replies
- 4.9k views
I know that some, perhaps all of the MC-130E\'s had new windshields installed for improved compatibility with Night Vision Goggles (NVGs). The original glass for the E models had transmissivity losses in the light spectrum of the NVGs. Does anybody know how many other platforms have been modified; and is NVG compatible glass available from Lockheed as part of the build for the J-models? John
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I am a civilian and never worked on a C-130. I have an interesting concept for a new cargo pallet - where we can offload the equivalent of 5 pallets at one time - good for quick offload. Who in the hell do I talk to to see if the design works well and how do I sell it to the DoD?
Last reply by Jim Farrar, -
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Have a -16 with an interesting problem during induction runs. During crossover checks it will go to lights out, but the light will stay out. No noticeable correction, but is 830 peak and corrected. Come back to F.I. and light is still out. Go to G.I. light is out. Reverse, you guessed it, still out. Will only come back on on downshift. Until again you go above crossover. All the rest of the TD checks are ok. The light will come on during overtemp protection check, and overtemp correction is provided...check good. Have not done any troubleshooting, or corrective action yet, as this was the induction run. I suppose it could be an amp problem, but I seem to recall…
Last reply by pjvr99, -
- 10 replies
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Anyone wanna take a stab at correctly identifing, by name, the C-130 windshields and windows? I attached a diagram to match up to the list below. Here is the list to use: Windshields: FRONT PANEL (L) SIDE PANEL (L) AFT PANEL (L) CLEAR VISION (L) FORWARD, UPPER (L) FORWARD, LOWER (L) CENTER PANEL FRONT PANEL ® FORWARD LOWER ® SIDE PANEL ® AFT PANEL ® CLEAR-VISION ® FORWARD UPPER ® Windows: FLIGHT DECK, FORWARD (L) FLIGHT DECK, AFT (L) AFT SKYLIGHT (L) CENTER SKYLIGHT (L) FORWARD SKYLIGHT (L) FLIGHT DECK, FORWARD ® FLIGHT DECK, AFT ® AFT SKYLIGHT ® CENTER SKYLIGHT ® FORWARD SKYLIGHT ® I have a list but I want to make sure it is correct.…
Last reply by tinyclark, -
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Hi guys A question arose the other day. We usually fly with max differential on our pressurization system. We set 1000' on the dial and then keep it until reaching max diff. That occurs around 19000' (don't have my dash-1 handy). We started discussing the benefits of that versus the stress on the fuselage. Anyone of you already discussed this subject, or is there even any guidance regarding the fact that we may fly with lower cabin pressure in order to ease on the fuselage? I know that the dash1 doesn't say anything about it but its common sense that the same number of cycles in fuselages that suffer max diff or "medium" diff will be different. Thanks
Last reply by Ronc, -
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It may have been 1965 but I\'m inclined to believe that it was in 1966 that the 776th TCW received a factory notice concerning cracked wing struts. We maint. weenies had to crawl inside the wing with the most horrible paint remover, spread it onto the struts, move on to the next access panel, do the same thing, then go back to the first one, remove the paint remover and inspect the strut. Anyone out there remember that, and if so, do you have any more details? Thanks for any help...Chris
Last reply by Ron Owens, -
New member
by Greg- 10 replies
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Let me introduce myself, My name is Greg Sandling and I work for Thermocouple USA, located in Irvine Ca. We manufacture the thermocouple probes that are a part for the Allison T56/501 Engine. I was wondering if anyone new of a pilot I could ask some questions of pertaining to real life situations they have while operating the aircraft, so we could better understand there needs in our manufacturing the T/Cs. Like what is crossover and how is it really on the coordinator position? It would be extremely valuable to be able to start a correspondence with someone. Thanks [email protected]
Last reply by jetcal1, -
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During airdrop we have to use pulley assy at -9. where can I get pulley assy part number or other manufacture data?
Last reply by thunderturk, -
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Hello.i want some info about the landing rate of sink limitation with fuel in the out board tank more than 6600lb...is the rate of sink is the same as rate of descent and if not what's the way?
Last reply by 325X1, -
- 10 replies
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Does anyone know where to find a part number or print for lead nose weights? The ones I'm talking about weight about 1100 to 1200 pounds, are cast in lead and hang from the forward jack pads. Ours at Hill are old and will Need to be replaced soon. Thanks all,
Last reply by blemieux, -
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does it have any restriction to tow aircraft while c-130 max weight or how much weight may it be for towing?
Last reply by larry myers, -
- 10 replies
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I have an on-going problem with the ice detection system switching it itself on in no icing conditions. I've swapped out everything in the system now and all wiring checks are good. The only spare ice detectors i have access to are coming from an aircraft where the system is known not to have worked in some time. In order to order new detectors i need to prove my current ones are unserviceable. Is there any bench check with a multimeter i can carry out to check the serviceability of ice detectors?
Last reply by jetcal1, -
- 10 replies
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I went up to my old unit (130th) and the engineers were telling me about the eight blade props and electronic valve housing. Sounds good BUT what happens with the new valve housings after a lightning strike?:eek:
Last reply by RZHill, -
- 10 replies
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I recently got a few close up shots of Herc 742134, a C130H-LM out of Dyess, assigned to AMC. As is visible in the attached photo, there are a number of pieces sticking out from the side of the a/c (possibly antennas of some kind?), including the landing gear doors. Can someone tell me what they are for. Also, does the suffix LM stand for Lockheed Martin or something else. Thanks Gary Hebbard
Last reply by RZHill,
