C-130 Technical
1,312 topics in this forum
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- 5 replies
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propeller deing reads zero at high alt[tude,on ground ok
Last reply by Lkuest, -
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- 18 replies
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Hello ! I couldn't find this one: during engines check, Torque in one engine shows aprox 4000 less than others, TIT normal, RPM normal and Flujometer less than normal. What is the failure? I'm trying to pass this test, any help? thx, Juan
Last reply by Lkuest, -
- 6 replies
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Ok for any J guys out there my unit needs some help. We have one plane that has an auto throttle fault ACAWS(advisory). The system is fully operational. It works on the ground and in the air. We've done IBITS and data-bus checks. We've replaced throttle quadrants and AFCPs and control panels. Weve done NAVRAM flushes to clear the mission computers. Im pretty sure we have done EVERY thing. If anyone has any ideas ill shut gun the hell out of this plane to fix it.
Last reply by Coaster, -
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HELLO C-130 WORLD, WE HAVE A MAJOR DISCUSSION ABOUT THE ANTI SKID WARNING LIGHTS :cool:: DURING LANDING AND USING THE BREAKS WHAT DO THE ANTI SKID WARNING LIGHTS DO? A) STAY OUT? FLICKERS (BLINKING) C) COME ON AND STAY ILLUMINATED DURING THE BRAKE MANOEUVER D) SOMETHING ELSE (PLEASE EXPLAIN) THX 4 COOP BOB :)
Last reply by Dan Wilson, -
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Hello C-130 world, can anyone help me finding a new test rig for the fuelnozzles (T56-A-15), clean rig - spray pattern - diffrenent pressures.... ect e few compay names will do thx! .be
Last reply by Steve1300, -
hi all why we can not use bleed air from APU during flight?
Last reply by Chris Down Under, -
- 6 replies
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We have a plane that has the H3 a/c pack and it goes full hot in auto. I can control it in manual. I ahve changed the Anti-ice vlv, the Water Seperator Sock, the Anticipator Stat, The Temp control box and followed the FI. All the wiring is ohming good, but I still have the problem. I was wondering if anybody here could help. The plane is an 85 model.
Last reply by Electrics, -
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during overhaul elevator booster we found play between bellcrank and assy . We found no limitations in our documentation . We found the reason of the play : to lock the bellcrank on the shaft , you must install a taper pin through crank and shaft , but on a new shaft the holes aren't drilled . The problem is that even in the overhaul documentation you don't find the dimensions to do it ! In our case the hole was the cause of the play , but is this permittable or not and where can you find these limitations ?
Last reply by bischoffm, -
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So there we were, an engine giving 104% performance, 29.85"Hg air pressure, and 20°C OAT. Engage the pitchlock, push the throttle to take off. Watch the overspeed at 105% rpm, fuel flow at 1500pph, torque around 10000"lb. Next moment fire warning light flashes on, fuel flow shoots to 2000pph, torque rising rapidly, and rpm on the way down. Then everything goes back to pitchlock settings, ....... and again the fire warining, and fuel and torque rise, rpm drop, and back again. Fighting the instinctive throttle back to prevent overtorque/flame-out situation while pitchlocked, yet still trying to analyze the situation, I finally opted for feather shut- down. …
Last reply by pjvr99, -
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Wayne Roberts, Chief Test Pilot of airlift aircraft for Lockheed Martin, spoke at a seminar organised during the biennial Aero India Air Show held Bangalore. His talk revolved around the Lockheed Martin program to replace the legacy Turboprop engine powering the Hercules with the Rolls-Royce AE 2100 D3 turboprop & 6 blade Dowty propeller on the Super Hercules to increase the power & thrust available to the aircraft & its associated benefits. Due to the increased thrust generated by the turboprops, the aircraft faced new challenges relating to its flight handling characteristics that needed to be addressed before the re-engined aircraft could be certi…
Last reply by Jansen, -
- 9 replies
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Doing a fuel governing pitchlock check. And can't get prop to pitchlock. changed out a regulator assy. but didn't work. Anyone got any ideas?
Last reply by HispanicMechanic, -
- 12 replies
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Well guys I am new to this website, but i have been a comm nave troop for 8 years and have worked Es and now Js and want to give you a heads up on a problem we have recently (yesterday) discovered. The J model PMA can give false bit test results. It seems possible to show a failure when the LRU/System is completely fine. We chased our tails for a week until we accidently got another PMA and it worked. With APN-241 RTPs being as rare as they are this is one of those things I thought would be helpful to all.
Last reply by Jansen, -
Hello guys, I need additional reference related to this Service Bulletin,I don't know the cross reference to the TCTO no...... I try to quote a note from the SB 82-788 " Outer wing identified with serial number 4562 and up (see NOTE in paragraph 1.E.) and MEP No. replacement outer wing are not affected by this SB. The center wing are affected on all C-130/283/382 series aircraft" From that statement I can conclude that if we check the OW serial number >4562 we can skip the EBH calculation to the OW but not to the Center Wing. Am I correct?????:confused:
Last reply by arrad, -
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Hello C-130 world: we have to do an overspeed inspection, yeah I know new drivers at the wheel and oeps.... My question is not how to do this, but does anyone has a part number of the outerwing supports?:cool: The jacks which supports we have but the, I think woodenblocks, they broke (old material) any sugestions? one of them is to copy the old ones :confused: partnumber? NSN? buy of the shelf? thx !! .be
Last reply by tinyclark, -
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What is the standard or recommended size/capacity of the portable fire extinguishers on the military C-130? We are using 4 bottles of (HALON 1301) (2.75 lbs). Are what we have enough to control a fire caused by brake overheat...?
Last reply by tenten, -
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Hey all, I'm trying to get a clear picture of what is happening when this occurs and what does the crew see when this happens. I understand the basics of the low pitch stop, but having never seen one that failed to extend, it's hard to get a clear idea of what all is going wrong. Thanks.
Last reply by galgany2009, -
- 6 replies
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I cant get rigging down. My engine rigging checks out good. But when I get up to the input lever part I cant get reverse to line up. Only flight idle and take-off will pin. (alpha shaft pins in F.I. too) Reverse is always about half a hole off. (short of hole) I have tried everything; adjusting my 6 1/2 in. rod, clevis(spread), and input lever micro adjusting ring. Oh by the way this is on a new prop. I don't think it is my VH either. I'm out of ideas now. Does anyone got any ideas?
Last reply by galgany2009, -
- 19 replies
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hai, i m new member of herktbirds. i have question. why speed limit for landing light extended for H1 is 168 KIAS and for KC, H2 , H3 and H4 is 250 KIAS? TQ.
Last reply by KiwiFE, -
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Have landing gear problem with right main landing gear binding. We change the ball screw, jack screw, adjusted the shoes. Only thing we did not change is the track. Is there anything else that we might of miss before we change the track. The aircraft is in depot maintenance.
Last reply by Dave in WV, -
- 14 replies
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Hello C-130 world, just out of curiousity : what is the wheel rolling resistance of the C-130?:confused: happy new year and a good health to everyone and lots of C-130 love!:cool: herky400m
Last reply by tenten, -
- 5 replies
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Anyone know how flammable our hydraulic fluid is (87257/83282)? Just wondering how much danger an electrical spark could potentially pose in a hydraulic mist situation.
Last reply by Lkuest, -
- 3 replies
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hi guys hepi new year n wising u all d best! does anyone knows any publication to refer with.... regarding double or single used for aft or fwd tyre of c130 MLG? pls help me
Last reply by mrjpc130h, -
- 4 replies
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Happy New Year to all. Please can anyone tell me if T.O.1-1-2 (Corrosion Prevention and Control for Aerospace Equipment)has been replaced or superseded by another T.O ? Some of our Technical Manuals reference this T.O., but we are having difficulty obtaining a copy. Any assistance you can give me will be greatly appreciated. Thanks Simon MC
Last reply by Metalbasher, -
- 1 reply
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Holdover Tables were updated recently and provide valuable information about types of deicing fluid available and their use. The tables are used in conjunction with TOs 4C-1-2, ANTI-ICING, DEICING, AND DEFROSTING OF PARKED AIRCRAFT, 1C-130H-2-00GE-00-1, and 1C-130J-2-00GV-00-1. The 2010 - 2011 Holdover Time Tables are published by HQ AFFSA. Just to note, AMC/A3V (Stan/Eval) released FCIF: 10-10-08 Release Date: 27 Oct 2010 As of: 27 Dec 2010 @ 1523 about the subject.
Last reply by Dave in WV, -
- 2 replies
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Hi, I work on a H model and I have a question about the Cargo ramp. It has a weird tendency to "free fall" whether there's 0 psi or 3,000 psi on the auxiliary system. When the grasshopper arms are disconnected it eventually falls to the ground in less than 15 minutes(from air drop position). This happens regardless of the sequencer being in 3N or 6N, and with only 2 people(average 200lbs each) on the ramp with no other weight. It's a Sterer type manifold and by our books its allowed to free fall when hand pumping it up or down. However, at the rate that it drops to the ground it seems like there's something else wrong, but I dont know what. Anyone have any ideas?
Last reply by tenten,
