C-130 Technical
1,312 topics in this forum
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- 4 replies
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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, -
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In the test position #3 generator shows good freq's good volts in all three phases. When switch is placed to On generator falls off line and out light comes on no freq's no volts. We have changed the generator, the line contactor, the GCU and replaced the Contactor C/B and replaced the diodes and it stills does the same thing. Help Please we have troubleshot this for 2 days and still nothing.
Last reply by E&E_guy, -
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During starting of GTC yellow light is coming but not start. I hear the sound of starter rotating. Oil is not coming to the pressure line but come into the inlet of oil pump from tank. change oil pump still no oil come into the pressure line. Oil shut off valve and wiring ok. Any body can help me please.
Last reply by NATOPS1, -
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We are attacked by the cycling of oil cooler flap during cruise, the cycling is taken place every 5 to 10 minutes (fully closed X fully opened), long time when I was lucky, the most was solved by replacing the temp control thermostat in these days and age it cost me three “shoots†to keep it calm. Appreciate any idea/tips/special ground check to avoid the ugly phrase “Defect Repeated THREEE timesâ€.
Last reply by rdenn_58, -
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Does anyone know what the chine angle is and how to check to see if it's good?
Last reply by SonnyJ, -
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Engine starts fine once you get the light. But it has had a history of not starting and you don't get the light and no rotation. We have an APU. When you take the Engine bleed air switch to override and push down on the start switch you get no rotation. We have changed the starter control valve and the bleed air regulator ad shutoff valve. We load lighted the starter control valve cannon plug and its good. Need some assiatance please.
Last reply by Electrics, -
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HI all, C-130H having this snag #3 TIT 30C higher compared to other engines at same fuel flow settings across all throttle range, TQ and rpm are normal though.. Rectification done: - TD Amp calibrated and adjusted - TD amp replaced and calibrated - TD valve replaced - 18 thermocouples replaced - thermocouple harness replaced - TIT indicator replaced - ECTM converter replaced - coordinator cx satis - anti icing valve func cx satis Snag still persist Any ideas?
Last reply by tusker, -
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hello c130 world, I posted this thread a few years ago also but once more: here we go, during ground tests several positions are taken normal speed GI, Fligt Idle & reverse. during these test we have to take note of the values of; TIT-FF-Torque with the OAT and the Barometrical pressure we have to plot this in the charts of the different throttle settings: what we have is that in 95% of the cases the FF above the limitation is FI and REV..... does anyone of you guys have the same experiance?:confused: can it be that the graphs are wrong? and yes we apply the correction factor! DB-0-71-00-0-3-0905 flight idle power seting chart
Last reply by pjvr99, -
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Hi guys.... Are there any information about TCTO 1C-130-2056
Last reply by arrad, -
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Does anyone know roughly how many aircraft have this modification? It's the noise cancelling mod in the flight deck. A plus would be to know which aircraft in particular have it. Thanks
Last reply by BDizzle, -
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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, -
Any of you have PDM work card's? At least work scope list:confused:
Last reply by arrad, -
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Well, Ive been working an issue with RADAR for about a month, and it seems that the APN 241 is extremly sensitive to ESD. We all know that electronics are ESD sensitive but with the 241, if the RADOME is just a bit out of Bonding (grounding, lockheed came up with a special word lol) it was send RADAR Degraded ACAWS messages to the crew. YOU CAN NOT duplicate this on the ground. Talk about kicking my ass for a month. Every day I work a J I see something new. Some times I miss the Legacy airframes that I worked F-15s and KC-135s...it was a lot more aircraft and a whole lot less computer. just wanted to give a shout out to everyone, because one day we will all have J …
Last reply by PointyHead, -
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during take off and landing at 40-70 knot speed SHIMMY..... Again shimmy , during take off, shimmy starts 40 knots continuing until 70 knot and at landing starts 70 knot stops at 40 knots. upper and lower torgue arm are tight.tire pressure 60 psi and same level.tires condition good. nlg door rigged.steering control valf normal.fulcrum bearing replaced.steering cable tension checked. there is no any fault at nlg . PLEASE SEND ANY ANSWERS. PRIORTY 01.
Last reply by JohnWSKYeng, -
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The the all-knowing Herc-Masters out there: Have you ever used or know of a MLG brake Force Measuring Tool, P/N 5078-TCA? It's in the JGs, but here's where it gets interesting, it's optional to use on the "H"s (let's just say non-"J") and mandatory on the "J"s. I've even included a picture. I've worked on these birds for 29+ years, changed, rigged & checked many a brake (single and multi disc) and never used one. Sorry, no prizes just thanks (and an adult beverage if your ever my way) We don't have one and are having trouble getting one without paying the LM markup. Thanks again! Senior sends
Last reply by brooksma, -
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Can someone give me definition of "engine on speed"?is it any reference for this definition?
Last reply by tusker, -
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Where in the T-56 are labyrinth seals? Are they easily replaced? I understand the concept, but not sure where they physically fit into the motor.
Last reply by tusker, -
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''DURING AIRCRAFT DECENT (LANDING) (FIRST OF ALL) ENGINE 4# FUEL FLOW,TIT AND TORQUE SUDDENLY INCREASE,(THEN) RPM IMMEDIATELY DROP%80 WHILE THROTTLE AT FLIGHT IDLE.(BELOW XOVER) FLIGHT CREW SHUT THE ENGINE AT %80 RPM'' (EMERGENCY) NOTE: Flight crew said that no change temp.datum valve switch in null position. WE CHECKED THE ENGINE: 1.Operational Checkout of Throttle Control System------------------------------ (no problem) 2.Operational Checkout of Engine Condition Control System---------------- (no problem) 3.Operational Checkout of Propeller - Static Condition---------------------------(no problem) 4.Inspection of Engine Power Section (with baroscope)------…
Last reply by tusker, -
T.O. Info.
by aRMer9- 0 replies
- 1.4k views
N.M.
Last reply by aRMer9, -
- 11 replies
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A number of RGB's have failed due to quite a handsome size of metal chunks detected by magnetic drain plugs..what could be the possible reasons for this cause... oil used is 23699 and is changed properly. Propeller dynamic balancing is also done properly. engine used is T-56-A-15 unable to find a good reason for these overhauled RGB's.:confused:
Last reply by DanGothe, -
Oil leaking(drain point) in flight but ground run (30min full run) no leak.again leak after 15 min take off.visual check eng dry.its may be internal leak but i could not found.pls anyone can give idea.
Last reply by msrf, -
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OK guys, I know the Herc can be flown with the APU removed, does anyone remember where the guidance is to do so? W/B adjustments, block-off panels, ect? MESM only speaks to flight with APU inop. I hate this getting old thing,,,
Last reply by HercMX, -
- 5 replies
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Hello, has anyone ever experienced not being able to cal the Torque gauge at LSGI? the issue is with a 78 model -15 we have a gauge that reads 1000 Lbs higher at LSGI then the others.I know normal is around 700 but we are 1000 Lbs higher but here is the strange thing FF/RPM/TIT are all normal.We have changed the gauge with a known new one and also changed the pick up with a known new one that was resistance checked prior to installing it and the shimming was also checked as good.We even changed the valve housing thinking it wasn't holding. Any suggestions
Last reply by pjvr99, -
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Flaps microswitch for warning horn landing gear for C130H is 70% and KC130H is 80%. Is it any explanation about it?
Last reply by Old Talon 1 F/E, -
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I am doing a paper for ERAU about reduced TIT to save engines on T56. I was with a unit that flew 1010 and we had minimal engines changes due to turbine failures, compared to a fleet squadron that was flying at a recommended 932. I am looking for any information that may prove my claim..however I am open to any information that may prove me false also. It is a masters paper and I am just trying to get info. 1. flight hours between engine removal and replacement due to turbine failure, cracks 2. effect of constant touch and go on engine performance compared to cruise flight Any input is greatly appreciated. Thanks, Rick
Last reply by Steve1300,