C-130 Technical
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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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We have 2 GTCP85-180 APU's with two different issues. 1. This APU will not accelerate to full speed at all. You hit start and the starter turns the engine and combustion is occurring but doesn't go past about maybe 10% and stays there until I hit the off switch. I checked if there were any loose air lines and there were none. Any ideas? Bad starter? Broken FCU shaft? 2. This second APU just shuts down after maybe about 5 minutes of operating. No loads on it at all, it just dies. Could it be that fuel solenoid on the FCU or maybe the centrifugal switch? Is there any way to test what it could be without just swapping parts?
Last reply by lewisHH, -
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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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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, -
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I need P/N of external fuel tank rear access door insert
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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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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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, -
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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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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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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, what's about the Nose landing gear shining portion C130 B ac,i am waiting for yours reply.
Last reply by Bogi252, -
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Hello guys!Please, could you tell me what's the TO/manual that describes the work/inspections for a C-130 PDM ? And if you know the estimate cost and duration for a C-130 PDM?Thank you!
Last reply by Bogi252, -
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Assalamualikum all,Atm dose not work. Ist all every thing change such as shut of valve, modulator valve,solenoid valve,filter clean,regulator clean,then start the Atm but trip valve tripted finally trip valve change then start the Atm,frequency show 450,then off the atm.at that time full atm change,now this time atm start but atm not carry the load,what happend,please advise me what i do?
Last reply by Bogi252, -
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I have a plane that when doing engine runs 1 and 2 shut down normally and pressure bleeds down immediately. But booster side 3 and 4 i need to move flight controls in order to bleed it down. Any experiences with this for any of you? I thought maybe transmitter but pressure stays until flight controls depressurized it upon moving them. Any help would be appreciated. Thanks guys.
Last reply by hehe, -
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Troubleshooting an issue where APU will reach about 20% RPM no ignition and also getting fuel. ACAWS screen throwing APU START 123 ECB TO. Any seen this before ?
Last reply by hehe, -
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Hello everyone, let me introduce myself, my name is Luis, I belong to the Argentine Air Force. I would like to ask you if there is a repair scheme for the replacement of the CHINE CAP P/N 370499-10. Thanks!!!
Last reply by tinyclark, -
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Left hand Inboard bladder cell 3 lower attach point were torn. I don't know why? I think the fuel cavity vent was the problem. I found a tape on 2 hole of 1 was uncovered ,I mean the upper of center cell , there is something like a trough has 3 holes.
Last reply by smain, -
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Hi guys, I need some help about a broken upper vertical leg in (the oblique part) of Sloping Longeron Attach Flange at FS 858L. The oblique part is attached to the "Tee cap" by the doubler (see figure 2) We tried to make reinforcing doublers but after 12 landings the fitting PN 342593L was broken. We suggested to grind out the outside of the vertical leg and make doublers but need the limit removal of the Longeron, but we haven't in our structure repair manual SMP 583. So can any one of you expert sheet metal engineer suggest a solution for this huge problem, thanks.
Last reply by Bogi252, -
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Assalamu alaikum and Good afternoon Is there anyone can help with the vibrations issue in AE2100D3 engines? Badly needed expert opinions. Thank you in advance
Last reply by Kamrul Ahsan, -
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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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Hi,I recently bought a few propeller blades and I was told they belonged to a three bladed C-130.Is any of you guys able to confirm this with the below data which is painted on one of the blades?BLADE SERIAL No.169448BLADE AND RET. ASSY. 6522969Would be great if I could find out to which aircraft/Air Force they belonged to.If I find out how to attach a picture to this message I will do so.Any info is much appreciated.Many thanks for your help.Greetings,JurgenNetherlands
Last reply by tinyclark, -
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These new, all digital TD Amplifiers Mfg by ABB Inc, replace all preceding part numbers on T56A-7, -15 and -16. Does anyone know the TCTO number under which USAF approved the installation of this TD Amp? DnD-ABB TD Amp Iginition Relay Upgrade sheet v1.4b.pdf
Last reply by victorp1,
