C-130 Technical
1,326 topics in this forum
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- 5 replies
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Pls can someone advice on what to do if one of the engine generator phase is indicating low voltage and zero frequency, while others phases (A&B) indicate the correct voltage and frequency. The line contactor was replaced, the fuse at the upper electrical panel at FS 245 was ok, new generator installed, new voltage regulator was also installed, yet the discrepancy persist. Kind help provide any assistance. Thanks
Last reply by n1dp, -
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Gentlemen, According to the Flight Manual, Flight Idle RPM is 92.5-100.5 %. If RPM in flight idle were to decrease as low as 92.5% what would prevent the acceleration bleed valves from opening below 94%. Do they actually open during Flight Idle operations in this case? Thanks all.
Last reply by Lkuest, -
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Currently having an issue on a 92 model 2.5 that I haven’t been able to crack. When engaging altitude hold on either side, the horizontal command bars float around 5 degrees up. No LRU swap/r2 has fixed the issue and after shooting wires between ADC’s, flight computers, mode selectors, mode couplers, and yaw damper everything checks as advertised. Also have tried SCNS relays. It does it in all flight director modes. If anyone has come across this problem I would love some help. The issue has been on and off for the last 5 months. thanks everyone
Last reply by tinyclark, -
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Hello, Working on a legacy herc with a digital fuel qty system installed. We keep getting error code E7 displayed on the L/h aux indicator. Only, the fault is intermittent. E7 is apparently a compensator fault. So far we have changed the compensator, wiring from the L/h Fwd wing pressure break to the boundary connector, and calibrated the indicator. Also, reterminations of all the connectors completed to ensure no corrosion, bad wiring.Any thoughts?
Last reply by n1dp, -
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I’m looking for anything in t.o. Pertaining to hot brakes. Something with a guide to symptoms. I have a brake that operates fine and looks fine but had the tires thermal plugs blow. Did a little digging and didn’t see anything in the book. -6 just says to visually inspect. Is that all there is? Thanks guys!
Last reply by Leakybirds, -
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Needing some assistance with a bird downrange. When operating the ramp with the aux pump, the ramp closes, and about 1/2 of the locks fully engage, the other locks only engage about 1/2 way. If we use the hand pump with the knob in the #4 position, and pump to approx 1000 psi, the locks will fully engage. The bellcrank has full travel and the actuator mount brackets are not cracked or damaged. We believe that the lock actuator is bad, but we do not have any on hand. Wondering if anyone else has ever experienced this issue before??? Much thanks
Last reply by NathanBlackburn, -
- 4 replies
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Hi C-130H expert, we got problem on utility hydraulic system. we found that the hydraulic quantity in the reservoir reducing and found hydraulic come out from auxiliary drain after start up . Is there any possible valve defect on this situation? Thank you in advance.
Last reply by Leakybirds, -
- 27 replies
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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, -
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Dear , What is the content of the TO ? Brgds
Last reply by tinyclark, -
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C130 Experts !!! We r facing a problem of generator out light on No 3 Eng for last 1 month in which AC generator, contactor, FS Relay, AC control panel alongwith Chassis, Voltage regulator is replaced but problem persists and require resetting many times to come inline. Problem mostly occurs on takeoff roll and on landing and sometimes in air. Also if we put essential bus load on No 3 Generator, it becomes offline with Vol, Freq and load zero. It gets duplicated sometime on ground as well during ground run.
Last reply by Muhammad Arsalan 022, -
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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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- 739 views
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, -
- 24 replies
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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 armando@dd-aviation.com. 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, -
- 3 replies
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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, -
- 3 replies
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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,
