C-130 Technical
1,295 topics in this forum
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C130 experts,..i have a problem on C130H...my aircraft got visible fuel leak on port aft wing...which is visible in flight above 6000 ft in flight....we have rectified plumbings in dry bay, flap area, drain system, yet fuel leak still persists in flight. The leak happens only in flight...we have replaced o rings at fuel pipeline at flap area..fuel leak still persist...any suggestion guys.. I have attached a video of the latest leak. VID-20190411-WA0033.mp4
Last reply by Abgsweet, -
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Does anyone have any closeup photos of these strakes (?) on the loading ramp of an HC-130N? Nothing I can find online shows them in detail. Thanks!
Last reply by Spectre623, -
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Hey all, We recently had an issue with a plane C130 J model when it comes to bleed downs as well as fumes and smell of burnt rubber when up speeding 2 of the engines. Crew report smell of burnt rubber when they up speed. We did a bleed down and it's not very close to passing. The bleed down with all 4 engines open is about 15 seconds, all 4 engines closed 14 seconds. If we isolate further and close the L and R Wing iso valves it drops to about 12 seconds. This led me to believe the problem is somewhere between the APU and bleed air ducting in the cargo. I've tried to feel for leaks along all accessible ducting and have yet to find any leaks. Any inputs/suggest…
Last reply by pgindy, -
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I know that C-130A nacelles were shorter forward of the firewall. Does anyone know exactly how much shorter they were than the later nacelles? Thanks
Last reply by tinyclark, -
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can anyone explain me how to work SPR pressure tester ? . please I need more information about this apparatus
Last reply by mecano flyer, -
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Hello all, I was an RCAF Herk rigger in the late 70’s. I am trying to find a diagram or clear photo showing the location of the early blue formation lights located on top of the wing. If I recall, there were 4, 2 on each side, aft of the box spar. Flush mounted, probably about 3” in diameter with a cobalt blue lens. I am a model builder and want to light up my Herk. I remember them from when I was doing DI’s and was up top checking for cracks or damage to the surfaces. So these were CC-130E and H. This was before the slime lights. Any information would be greatly appreciated. Best regards, Jeff
Last reply by victorp1, -
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D&D Enterprises, LLC (07KQ5) recently acquired HC-130H C/N 4931, USCG Registration 1790. If anyone knows of possible interested parties, send me an e-mail at [email protected]. We can offer it as is or with a fresh PDM, OVH engines and props, etc. Manufacturer: Lockheed Martin Aircraft Company Aircraft Model Mil: HC-130H (Search and Rescue + Cargo) Aircraft Model Civ: 382C-22E Initial Delivery: July 1893 Aircraft Serial Number: Lockheed Construction Number 4931 Aircraft Registration: TBD Airframe Total Time: Approx 35,000 hrs (estimated) Replacement Center Wing Box Total Time: 18,590 CWB EBH: 14,895 EBH REM: 30,105 Replacement Outer…
Last reply by 0495, -
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In the c130j aux sys when you turn off the aux pump pres is trapped in brakes, between check valve and brake control valve on one side and the check valve and brake selector valve on other side. But where does the pressure before going into the brake check valves bleed off at? For booster sys you have to move the flight controls because pres is trapped and for util sys you have to move flight controls and bleed brakes because pres is trapped, but why isn't pres trapped in aux? Where does it go? When using the hand pump pres bleeds off, you can see it in the direct reading gauge going down, but it stays in the brakes. Where is the pres bleeding off at?
Last reply by AMPTestFE, -
Hey guys I have a question for the engine test cell and AMARG people. When doing preservation of the engines, T.O. 2J-T56-56 says to do it iaw 2J-1-18. I have read it several times (to be sure) but can find no reference to T56 engines. Only thing that has a specified procedure is the 1C-130B-2-4CL-2 used by test cell. Does anyone know why the 2J-1-18 would be referenced? What do you guys use? Thanx PJ
Last reply by Zizo, -
Does anyone know what would be Suggested Tolerance Values while Engine is not running? See below. Engine Oil Pressure 0-2 psi Gearbox Oil Pressure 0-3 psi Oil Cooler Flap Pos. 0-5 per cent Fuel Flow 0-50 pph
Last reply by Antonio, -
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Hi, I was browsing through the older posts and came across this. "Hey the book says between 100 and 150 deg C they just change the oil, that\'s a small work load for MX compaired to screwing up the touchdown." Does anyone have the reference for this? This seems like exceeding 100°C is no biggie, even though the book states that it is an engine shutdown condition. Also took a look at the engine oil specifications, works well beyond 100°C. Could someone explain this? Why is 100°C the limit? Thank you Quoted from:
Last reply by Antonio, -
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The air crew were detailed to carr out a regular cargo msn on route Bunia to goma in C-130B ac ser no 0962.During the takeoff roll,after 60 knots, capt shifted his hand to flt con leaving the nose wh steering as the normal procedure. but at about 80 knots the ac suddenly swung to the left,the capt immediate decided to abort the msn and ac control by applying differential braking with the help of the co-pltand nose wh steering input. Finaly we suspected that nose steering control valve malfunction during ac speed 80 knots. What might be the reason can anyone inform. Thanks in advance.
Last reply by Antonio, -
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I need P/N of external fuel tank rear access door insert
Last reply by smainlion, -
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Can anyone tell me where do I find the P\N of fuel vent tank support ? I couldn't find it
Last reply by smainlion, -
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Hi all! On the coordinator there are 3 levers attach to the shaft, I am not talking the side where the scale is. 2 are master spline, the fuel cut off and throttle lever. No problem there. The feather lever can be spline any where. Our book tell us to put the scribe line etch (hand made) on the lever with another mark on the shaft, then have your feather link with a initial measurement of 4 1/2 inch. my problem his that with that initial set up the paper check already fail, the stopper his done by the coordinator and I have no play to adjust at the valve housing to pin feather, I am wandering if the coordinator is set for a different application like CP-140 for that …
Last reply by rocket, -
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Good day Can someone please tell me what o-ring do you use on you multi disc brake between the brake and shuttle valve? As we have two types of o-rings but they differ.
Last reply by Moch. Dennis, -
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Good afternoon all, I'm having a problem with the C-130J APU. Every time we place the APU control switch to run the APU begins to start, the EGT and RPMs start to rise. Been checking all the relays and such not finding anything. Anybody seen this before?
Last reply by AMPTestFE, -
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T56-A-15 engine. How does throttle changes the blade angle in thr ground range. Request max details.
Last reply by Azhar, -
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For Starter and air control valve operational check, WE connect a gauge with a tee to the Starter sensing line. (SMP515C - SP213) APU fournish 35 psig When engine start, WE must observe at the pressure gauge, a pressure between 36.5 and 42 psig. But i dont know is psig may be inch/Hg ? Because air pressure is always under this limites. If is psig what is the problem? But if it's in/Hg, the pressure is good. Thanks
Last reply by pjvr99, -
Flight deck bad smell.when no 3 eng bleed valve close then no bad smell.this is new engine.5th & 10th stage bleed valve open & check no oil flashing inside the compressor.speed sensitive valve 14th stage bleed line check & no oil found.please give any idea.
Last reply by Question, -
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Ok, I have a question regarding the emergency FLAP brake valve. After takeoff the flaps stopped retracting at 40%. C/B checked good so I went to the emergency flap brake valve. (Don’t worry I didn’t reset it). The valve reset lever was full forward (to the right when looking at it) and had no “free playâ€. I took this to mean it was engaged, however, after shutdown MX ran the flaps through and the valve was in the same position…flaps working fine. (FYI, water in the switches was not a factor) My question is… What does the emergency brake valve look/feel like when it is engaged? Thanks for the help!
Last reply by Nate Anderson, -
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APU GTCP85-180L run normally. Bleed air check > 35 psig For starting engine, pressure at pressure gage is superior to 30 psig. But with air conditionning cargo ans flight station comp on norm position, the pressure is under 22 psig. The EGT is adjust to 620°c RPM to 100%. Bleed air valve APU is checked. After that, the pressure is always under 22 psig. With only one air conditionning comp, how much is the pressure drop ? Thanks
Last reply by Nate Anderson, -
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Assalamualikum all,how to nose landing gear replenish c-130B ac or actual shining portion or length, please give me yours opinion
Last reply by Md Abu Sufian, -
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Ok so flew FCF shut #3 down go to restart it the blades begin to come out of fleather just a tiny bit then go back to feather no propeller rotation. Land adjust NTS bracket go back up same thing ,go to Airstart prop begins to come out of feather a tiny bit then goes back to feather. this time change Valve housing perform run all checks good! back to FCF shut #3 down feathers fine go to restart, same thing comes out of feather just a bit then back to feather still no rotation of propeller need help with this one I have a few theories one could be bad quad seals, not letting enough pressure to unfeather the prop with the extra force of 150 knots of wind another could be…
Last reply by T56engmac, -
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Ok, so I'm out at base X flying our 4 '74 models and notice a trend. After climbing up to our cruise ceiling, we can't true out until an hour or two later....so I started running some other charts. I first would watch our TAS until we just hit 300, then took a snapshot of average torque, gross weight, OAT, alt, etc. I would then run the IAS for 300TAS chart, which might have come out with something like 12,000 in lbs, before the drag correction. On page 2 (drag correction), I would correct for our advertised ~+20 index, and would come up with a value much less than what it just took us to creep up to 300 TAS. So then, I would come in backwards with my average actual …
Last reply by AMPTestFE,
