C-130 Technical
1,312 topics in this forum
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- 15 replies
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Okay gentleman. I've got two questions. On the H-3 -1 preflight, the expanded portion of the AC inst. & eng. fuel control inverter check says to put the ADI sel switch in norm. Why? Second question. I was reading through the -6, and for an overspeed of the ramp and door (150+KIAS), an inspection of the elevator and rudder surfaces and trim tabs are required. Why?
Last reply by tinyclark, -
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Do the AE2100 and AE1107C have the same type of turbine section thermocouple? Anyone have the NSN's for either t/c?
Last reply by AMPTestFE, -
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Anyone can give suggestions about AE2100D3 engine propeller gearbox vibration, within two years four engines vibration and one engine PGB gear damaged,it’s too much trouble.
Last reply by sharif101, -
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If any AE 2100D3 engine prop balance sometimes detected and didn’t do any rectification jobs. What are the problems will be happened? Please give me Any practical or theoretical idea. Thanks
Last reply by sharif101, -
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I cant for the life of me find the publication for tensions on the cable for the aerial bomb rack. Anyone remember off the top of their heads? Maybe a TO? I'm on Navy pubs.
Last reply by gmac, -
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Can anyone tell me how to remove the nosecone on the three bladed prop? Thanks.
Last reply by Rayj, -
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Saw in the LM Code One mag where the AF has paid $36 mil for the RR 3.5 engine upgrade for all H's. Specs on a P3 have shown a 12% savings on fuel. Good deal! Bill
Last reply by PerfManJ, -
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looking at some (but not all) recent dash-ones, it appears that they deleted the sub step: "rudder boost pressure - checked" on the flaps retraction step. Wonder if there is a reason for this? The books do caution still in section 5 about full or abrupt rudder inputs with high boost. Maybe that substep was never in some of the manuals? It was in the L-382 manuals and the ones Lockheed sells the foreign customers, as I recall.
Last reply by bjj, -
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excess oil coming from the drain after the
Last reply by AMPTestFE, -
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How to find out the date of manufacture of hercules?The label placed at the crew bunk mention a date of acceptance, is it the same as date of manufacture?
Last reply by P3_Super_Bee, -
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Hello all. Were having an issue with our ICS system on our planes. We have Navy C-130T's BUNO# 164995 that just got back from mod and all stations are weak when they transmit on ics. Hot mic, Call, and the radios all work 4.0. These are downing our birds and we can not figue out what the issue is. Does anyone have any ideas? Thanks!!
Last reply by tinyclark, -
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We have a interphone problem that's been kicking our ass trying to track down so I figured I'd post here and see if anyone has any ideas we haven't tried. The Issue... We have a C-130 H2, Tail 87-9281 with a loud buzzing tone that is heard only in the Pilots, Copilots and Flight Intstructors stations. All other stations sound clear. The tone is heard regardless of which radios/nav systems are selected on the control box and volume panels. The tone in the bad stations goes away only when you press that call button, and only on the station which the call button is pressed. Troubleshooting... We have already pulled and swapped all the boxes and comm cords, doe…
Last reply by Jetmek867, -
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The srm 57-10 states that the tolerances are +2 to -48. I find this impossible. If using the Alt method and multiplying the net weight reading by the arm, there can never be a negative number. I can only conclude that the SRM has a misprint and the correct tolerance should be +2 to +48, otherwise we are in big trouble. both ailerons have had massive repairs done to them, skin replacements,frame repairs and such. If the SRM is misprinted is there anywhere that this is stated? The MRO that I work at does not have access to LockHeed.
Last reply by signman130, -
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Where can I find the spec. for the fabric that is used to cover the side lightening holes as well as those on the front spar? We used a cotton that would have EC-776 applied to it to make it moisture-resistant. But I can't find it in the TOs or any SMP. Any ideas?
Last reply by tinyclark, -
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Hi i have encountered a problem with aileron re-balancing. Apparently, we cant re-balance the cg of the aileron back to the hinge despite adding the maximum amount of ballast permitable at all the balancing stations. What causes this phenomenon? Apparently there isn't any additional weight induce on the aileron due to repair however the cg just seems to shift farther away from the hinge. Also what will happen should the ballast added exceeds the allowable quantity at each individual station. Thanks.
Last reply by tusker, -
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At the end of the flight, when the aircraft is reconditioned: When I set the Air conditioning Master Switch to OFF or AUX VENT, the breaker cabin press and AUX Vent triggers after 2 seconds. On positions NO PRESS, PRESS MAN or AUTO PRESS, the breaker does not trip ... I have a doubt about a piece of equipment but I would like to have your avionics opinion. Thank you
Last reply by Check Team FR, -
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hi can you help me with any information about the engine air stater (more technical and not opertional). any books,papers, videos.... thanks
Last reply by nobody234, -
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am looking for the GTCP85-8498 (I know it was a modification used by the British company AVIATION TURBINE SERVICES, Ltd, which no longer exists). Does anyone know how I can get said model or how to transform a standard GTCP85 to said series? Thanks
Last reply by Jorge Lluch, -
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hi guys... does anyone knows how long the batry will provide power in case of emergncy n totally electrical failure in flight? is it true it is not adviseable continuos charging batery on ground and y? another one is how to differntiate system tht use solid state n non solid state aicraft system.. if too much pls provide references so i cn check it
Last reply by AMPTestFE, -
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Goodday to y'all forummers, my squadron is a user of the Lockheed C-130 Hercules Cargo Winch. Recently there's a Special Occurence Report (SOR) regarding the cargo winch give way causing the load to roll down the ramp and hit the aft fuselage causing a tear. I'm in the process of investigating this incident trying to determine whether it was the cargo winch failure or there's a mistake in the loading procedure. The senario while the cargo winch is as follows: 1. Loadmaster 1 (L1) operated the cargo winch while Loadmaster 2 (L2) observed the loading of the cargo and gives instructions to L1. 2. The load is a tri-wheel hydraulic cart requiring a cable pull of approx …
Last reply by edwardlcy, -
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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, -
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Hey guys, need some thoughts here. One of our birds is throwing a sh!t-fit, yawing to the left. Initially, props \'n engines were blamed, but after we changed the \'offending\' engine/prop combo and no result, the drawing board was called on. Since then, we have had all the control surfaces off, replaced the rudder, r/h aileron tab and l/h elevator tab. Also the aircraft was put through a full symmetry check. After todays FCF, the pilot told us he had to put in 7° rudder trim to stay straight after T/O, reducing to 4° for level flight, or do some serious pedal work. Also lined up torques at 14k and reduced #3 and #4 to 9400 before yawing stopped. Ai…
Last reply by Jake, -
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I have a request for information and I'm hoping the gang here at C130HQ/Herkybirds can help. Aircraft 5121, CG 1721 is back on active duty in the Coast Guard. This is the aircraft that had the E-2 rotodome on it. The "1521c" picture is from it's Air Force days and the "1521d" picture is from its Navy days. We (the Coast Guard) are de-modding the airframe for future use. We are researching the aircraft records for the time it was serving in the Air Force and the Navy. The reason for this research is to ensure all the CG required inspections, TCTOs, etc were accomplished over the past 10+ years. While we have been able to reconstruct the Navy's records, we have a slight…
Last reply by bobdaley, -
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On the H3s, they have encapsulated toilets. The 1C-130A-23CL-1 step 9 reads: 9. Remove right and left ramp hinge panels and belly band panel. (Required for aircraft with encapsulated toilet, only on wash prior to ISO.) Wasn\'t the purpose of this actually for planes with the Urinal Drain Tubes? I was thinking it should read \'Not required for...\'. I know it used to get nasty and corroded with the drain tubes in these areas. The way the book reads now, it would never get accomplished on aircraft with drain tubes.
Last reply by biddyman, -
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I think this is a technical question!! More than once at CRB my plane couldn't back out of the revetment with a full load. After many tries, Ariel Port would show up and take some of the load off and then it would make it out like usual and then it would have the removed cargo reloaded and all was good. I always wondered what caused that to happen. I guess I never asked or never received the answer I was looking for. I saw this happen to other planes also, so I assumed it was kind of normal! Was it just a weight issue or did it have something to do with temperatures or air density etc.? If I remember right, tow vehicle would fit through the opening in the revetment an…
Last reply by HercMaint,