C-130 Technical
1,312 topics in this forum
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- 42 replies
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We have some #3 engines on different aircrafts that start slow. At a 83F temp, the GTC will start the #3 and come on speed (72%RPM) in 65 seconds. At 102F it will start and come on speed in 76 seconds. The engines are pulling 99% max power efficiency and have known new starters and control valves. The GTC's are putting out from 36 to 39PSI. The blade angles are all set to the low side and are all having 800TIT starts. The problem has been pointing towards the heat here in Arizona and a 2700 ft elevation. Does anyone have an idea how to get the starts down below 70 seconds?
Last reply by DM_MFE, -
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I need information is there any difference the outer wing that produce in 1960, 1970, 1980 or earlier if we look at the serial number (SN) of the outer wing?
Last reply by Dan Wilson, -
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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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We've deflated the struts completely. We have an individual that suggests banging on the struts with a soft mallett to get any remaining air out of them before we top them off with fluid. He has a ton of experence with many other aircraft and claims he has done that for years. There isn't anything in the books saying to do it but was wondering if there are people out there doing it or if there are any reasons why it shouldn't be done. Thanks!
Last reply by tusker, -
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G'day Everyone, I have been looking at engine over torque inspection (for T56-A-15) but all our publications have very little information. What I do have is 19,600 inlbs is max 23,260 inbls and above an over torque inspection is required. The only problem is well no where can I find anything writen as to what the inspection is. Any one have any references / ideas as to what the inspection is meant to be. Thanks in advance.
Last reply by NATOPS1, -
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Hello all, I couldn\'t work out why my last topic for discussion was getting no responses. I now know why! New webpage. Anyway, has anyone ever experienced an engine rollback from a partial or full loss of the ESS AC BUS \'a\' phase circuit breakers (qty - one, two or three) on the 245 bulkhead. There is a note in our flight manual that talks about if a full or partial loss of the ESS AC BUS circuit breakers will or could cause a four engine rollback in torque by 2000 inlbs through a low voltage to the synchrophaser resulting in the speed bias motor reducing speeder spring tension and decreasing blade angle. It also talks about a low voltage to the TD amp resulting …
Last reply by NATOPS1, -
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if prop low oil light came on and all indication normal 1.what the action 2.we have to shutdown the engine prior to land
Last reply by n1dp, -
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Hello, I was a crew dog on a C-130 for 15 years...anyways, we're having a debate at work about the cargo door (I'm a C-17 crew dog now). Some of the fella's i work with think the C-130 cargo door is only locked in the closed position with pressurization. I worked on 130s that had a snubber infront of the actuator so i'm not sure if it's the same on all 130's or just the ones with the snubber, but I remember having to replace the spring on the cargo door lock latch mechanism on the side of the cargo door, that can only be unlocked by either A. operating door normally with hydraulics. or B. manually opening the cargo door...or C. if you climb up and pull up on the cables …
Last reply by NathanBlackburn, -
Dry bay question 1 2
by Guest- 27 replies
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So I have seen a butterfly type valve on the number one and four dry bays that is located on the aft wing beam. It is right next to where the refuel de fuel manifold exits the dry bay. Does anyone know it's purpose? I fly the KC130T however it is not rigged for IFR ie no pods mounted it does have the plumbing. I have been told it has something to do with IFR but I cannot find it in my pubs. Any help is appreciated. *edit I have found it in the IPB it calls it a flapper valve.
Last reply by tinyclark, -
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Another upgrade that they are doing to the Herk's are carbon fiber mlg wheel brakes and new wheels that have better cooling for the brakes. The wheels are now split rim, with an internal snap ring holding the 2 rims together. 73, Rex
Last reply by hjw37, -
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We are trying to confirm if there are units still using the Benson tanks. This mainly applies to the MC/HC guys and gals. We keep getting conflicting information and the best way is to get it from the source if possible. Email me at [email protected] with your response please. Thanks, Donald "Sonny" Johnston Senior Logistician/Level 2 RCM Analyst Mercer Engineering Research Center 135 Osigian Blvd. Warner Robins, GA 31088 478.953.6800 Ext 2603 or 2541 Fax 478.953.6801
Last reply by SergF, -
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Why when we lost of essential ac bus, we must land as soon as possible?how long the battery can be sustain the load due to loss of essential ac bus?
Last reply by Jake, -
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During the FCF of 382G “CIVIL†airplane-, The Auto pressurization mode fails to pass the “pressure controller differential valve checkâ€. Safety valve was controlling the differential pressure before or might be at the same time of pressure controller. Safety valve required to remain closed during this check. Safety valve cracked to open at 14.8 in/hg and will maintain 14.9 in/hg; while pressure controller (when isolating the safety valve) was taking over at 14.9 and maintaining 15.0 in/hg. All pneumatic lines checked, 2 pressure controllers 2 safety valves and 2 outflow valves had been changed to find a proper matching setting with no effect. Settings of…
Last reply by smax64, -
bulk head??? 1 2
by tinwhistle- 28 replies
- 9k views
Does anyone out there know the name of or the number of the foreward bulk head on the C-130E? If memory serves me correctly, it's the bulk head that houses all the electrical panels. I suppose you could call it the "front wall" of the cargo compartment. For some reason this is bothering me!!!!....Chris
Last reply by Spectre623, -
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We had an incident where one of the propellers on an aircraft went into an uncommanded reverse. Has anyone experienced this? It is the first time in (our) history that something like this has happened. It is still under investigation and is of huge concern to us because this incident happened on a pre-take-off run. Any suggestions/help will be appreciated!
Last reply by Bill Semper Fi, -
Stretcher 1 2
by robertus eko- 26 replies
- 9k views
Does anyone here know what type of stretcher available for C-130? For Medivac purpose. I am looking for stretcher's part number to be procured. Really need your help. Thanks Robertus Eko Captain
Last reply by bobdaley, -
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First post here. Just found out about the website. Nice. Hypothetical situation. Offstation on a JA/ATT (but within driving distance of home). You get a prop low oil light. Land. Upon inspection, you have the worst prop leak you have ever seen; definitely could be described as an "excessive visible fluid leak". MX tops it off, signs it off, and says that they'd rather you fly it back home and do a prop change there. Do you fly it home? The flight is only 45 minutes...
Last reply by C130CC, -
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Hi guys, I'm currently trying to model an accurate C-130J for a flightsimulator (FlightGear) but I'm a bit stuck with the UARRSI. It is almost impossible to find any detailed information about it. I have found some pictures showing it from the outside but with the estimated dimensions of the whole pressure box of the receptacle it always penetrates through the cockpit ceiling. Is it possible that there is some modification needed on the inside? If so, maybe one of you could give me a picture for it, and maybe also some drawings or the dimensions of the UARRSI itself. Also does anyone know where the UARRSI door and controls are located? I've read somewhere about an aer…
Last reply by Metalbasher, -
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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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Help refresh my memory. Front of the ramp, FS 1137? -20 was stretched? -30 was stretched?
Last reply by DC10FE, -
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I've got a problem with the heading flag coming into view from 240 degrees to 300 degrees on the c/p HSI only. It happens in mag and dg but only if going from N clockwise, N counterclockwise the flag stays out of view .Swapped the pilot and co pilot hsi and gripe remains on c/p side and only the #2 system.Cleaned all nav switching relays,compared signal, pwr, and grounds to the #1 system and results when compared were the same. Components that have been swapped: c12 amps, directional gyro, digital controller, heading coupler, flt directors comp. Thank you for taking the time to read this...stuck in C12 heading hell
Last reply by bruno_Tuga, -
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I'm trying to locate a TCTO # for installing drain holes in the two small rectangular access panels outboard of the belly band. The panels are maybe 5" x 7" and cover a 1" elbow for urinal drain line. I've checked a few acft here at WR and have discovered some acft have the drain holes and some do not. I'm told the holes resulted from a TCTO, but no one seems to recall the #. Not even sure of the time frame for the TCTO...if I had time frame, engineers could search the data base a little easier. Any help is greatly appreciated. Thanks Scott
Last reply by c130boy, -
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Hello I’ve been around and learning with all of you for a while now but it’s my first time posting. My name is Rui and I’m a Herc driver in the Portuguese Air Force…. I’m also a proud SUPT grad! I did some of my best flying in the states…unfortunately not in the Herc The question I have is simple: would you, as a crew, have any special consideration while dumping with an outboard engine on fire? I’m asking because it is not in the flight manual and there as been some discussion in my sqn. about how you should dump in that situation. Some have the opinion that you should dump from the opposite dump mast only (we fly H models with dump valves). Some others say …
Last reply by furd, -
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While here at IP school, we visited the FTD (where they train mx how to fix planes without taking them to the flightline). Anyway, at the flight control section, one of my classmates pointed these latches/loops on the vertical stab. We asked around, but no one knows. Any idea?
Last reply by M_Wales, -
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hey guys, was wondering if there's any reference in the manuals that you guys can share regarding the limitations of wear and tear which requires replacement of the tires....currently we replace as soon as the threads are visible during post flight check....we are using goodyear 24-ply rating tires at the moment. appreciate it, thanks!
Last reply by larry myers,
