C-130 Technical
1,312 topics in this forum
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- 41 replies
- 8k views
Hey HerkyWorld Got an unusual situation here. Engine starts normal, LSGI torque set correctly. When the LSGI button is pulled to upshift to Normal Ground Idle, torque stabilizes for a moment at +-1200"lb ........ then increases to +-6000"lb, rpm decays to 94%, and TIT increases. Also prop noise indicates the engine is labouring. When LSGI button is pushed in, everything returns to normal. Standing on the blade line, you can see the pitch change occurring. Changed out valve housing, pitchlock regulator, and low pitch stop. Also removed all cannon plugs to remove electronic influence - no good! Stays the same ..... Anyone out there seen this before? any ide…
Last reply by tenten, -
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- 6 replies
- 1.8k views
Hey HerkyWorld Got an unusual situation here. Engine starts normal, LSGI torque set correctly. When the LSGI button is pulled to upshift to Normal Ground Idle, torque stabilizes for a moment at +-1200"lb ........ then increases to +-6000"lb, rpm decays to 94%, and TIT increases. Also prop noise indicates the engine is labouring. When LSGI button is pushed in, everything returns to normal. Standing on the blade line, you can see the pitch change occurring. Changed out valve housing, pitchlock regulator, and low pitch stop. Also removed all cannon plugs to remove electronic influence - no good! Stays the same ..... Anyone out there seen this before? any ide…
Last reply by pjvr99, -
- 1 reply
- 1.5k views
Need a little Jet troop help. I have an aux pump feather motor missing some sort of set screw. The set screw goes into the aft part of the motor at 2 o'clock position on the rear mounting ear. I am thinking that this may be an internal adjustment port from the manufacturing company. Any Suggestions to what this is would be greatly appreciated since Im flying with the darn thing.
Last reply by bischoffm, -
- 4 replies
- 1.7k views
hi every one...! i needed to know that what is the oil scavenge pressure of power section and reduction gear of T56 A-15 engine...because i couldn't find it any where..
Last reply by mechanic80, -
AN/APN 241
by Guest- 12 replies
- 4.9k views
Anybody out there no where to get a breakdown of what each card does in the RTP? I have tried, to no avail, to find a back shop to in the eq/to xref using ETIMS but had no luck. We are just now getting some tails with this system and the 206a and standing up an ECM shop for the first time. Any advice or tips with these new systems sure would hook us up!
Last reply by rdenn_58, -
- 17 replies
- 3.5k views
Have any of you ever heard UHF transmissions on your VHF radio? Generally only occurs when the UHF freq is double the VHF freq. (VHF @ 122; UHF @ 244) Even if you haven't experienced it, you can throw out any info you've got!
Last reply by EClark, -
- 5 replies
- 1.8k views
Hey all, I have a gee whiz brake question here. The other I was told that the Navy has full system 3000 psi to the brakes unlike USAF aircraft that have 2030 psi to the brakes. Why do we limit our pressures? No big reason, just wandering why. The only thing I can think of is the possibility of leaks?? Have a good one! Dave
Last reply by donwon, -
- 2 replies
- 6.4k views
Dear all, I need information what TCTO 1C-130-1908 talking about and maybe does the TCTO refer to any Service Bulletin that Lockheed Martin issued? Thank for your information....
Last reply by Ollie, -
- 7 replies
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OK guys, anyone run into this one before? Initially the desc. was for the sandby (wet) compass being off more than 5deg. It was replaced, the flt deck was checked for mag fields, and de-gaused. It then went to compass rose for verification, which it passed. On check flight, it was discovered that BOTH C-12's, AND the standby were reading off simultaneously, BUT only on certain headings, and the deviation was not the same from one to the other. INS's, GPS are rock solid. The desc. is intermittent, and deviations are not on the same headings each time, it always checks good on deck. Now the odd part, several other type A/C on the field are experiencing compass variation,…
Last reply by NATOPS1, -
- 3 replies
- 1.6k views
I know this is way off subject on a C-130 forum...but I have been tasked to install the wings and tail on a C-9 acft coming from DM...I was looking for any tech data on installation of the wings, tail and the landing gear.
Last reply by tinyclark, -
- 14 replies
- 3.9k views
I have been having a lot of bad luck on P/N lately. Anyone have some good P/N that will be in Fed Log, Web flis, Or iso parts, for A Pilot seat and Scanner Seat for MC-130P tail 69-5826. Oh ya, by the way, I got p# 665-501 for the pilot seat and 368286-9 and 368286-11 for the scanner seat. All p# no good for some reason. Thanx all.
Last reply by wrenchbender, -
- 9 replies
- 2k views
Does anyone have any references or part numbers for these things? I did a quick search in the 223 and didn't come up with anything, but I know i've seen them before.
Last reply by bischoffm, -
4827
by trev130eng- 22 replies
- 3.8k views
Very pleased to announce that 4827 was airborne out of Sana'a at 07.30 this morning for a very successful FCF after 6 years on the ground. Many,many thanks to all the guy's that have helped me out with info,advice, part numbers etc over the last couple of years to make this flight possible. Aircraft returned to service 6 hours after landing. Once again, many thanks. Trev.
Last reply by DC10FE, -
- 6 replies
- 1.6k views
Hi Guy's, got a problem with the ice detection system i can't seem to resolve. The fault is that during taxi the system on light is coming on and will not go off by putting the master switch to reset. The light will go off by pushing the light out button. During testing on EGR the following is happening. #2 system is testing ok, but after testing #3 the no ice light comes on after about 5 secs. I've changed ice detectors, ice interpreters and a couple of suspect diodes but i still have the same fault. (Spare parts are very suspect here though.) Every time i try and work my way through the troubleshooting guide i get different results every time i carry out the same tests.…
Last reply by NATOPS1, -
- 4 replies
- 1.8k views
hello to everybody, i have a doubt about the operation of the radar,in our planes the radar power is 115 ac y 28 dc from main.i wanna know if in the position stand by and antena down the antena stab is energized?
Last reply by TSgtRet, -
- 0 replies
- 1.1k views
Hi, C-130 world: does any of you are using the new HOWELL TC tester (H394 or H395) if so can somebody give any comment on this link: www.howellinst.com thx, appreciate it
Last reply by herky400M, -
- 19 replies
- 7.6k views
Does anyone have a good photo (or technical cocuments) of the "Roman Nose" C-130A looking aft at the nose? I am trying to get some good details of the two or three items on the nose. One I have been told is a taxi light but I cannot make out what the other(s) are. Are they ream air vents or other lights? This is the best I have found..... http://farm2.static.flickr.com/1054/1163487610_59a4aa6276.jpg?v=0 Any help is appreciated! David Horn II
Last reply by gmat, -
FCF
by trev130eng- 4 replies
- 2.8k views
Anybody got a copy of the FCF schedule for a C-130H? The Yemen Air Force copy is 1970's vintage. Many thanks.
Last reply by tenten, -
Glideslope Problem...
by Guest- 9 replies
- 3.7k views
Defect: My glideslope system using 51RV-1 or -4 or -5 series are showing fluctuation on pilot and co-pilot side upon captured. Ground check using test set cannot simulate the fault for months!! How my system works is as follows: 1 glideslope anthena input to 2 recievers, goes to my NIS tray and output to 2 isolated ADI, HSI and Flight Computers (FCS 105). The following was carried out: Glideslope antena changed twice. Bonding check on VOR/ILS tray, glideslope antenna done. NIS tray replaced. Wiring on all glideslope system done. Both receiver replaced. However after few months, yesterday pilots did troubleshooting and found the fault is gone a…
Last reply by tinyclark, -
- 7 replies
- 3k views
Question for all the smart herk drivers out there...can anyone explain why the -1 uses TAS vs IAS when we talk decoupling? I haven't been able to find anyone who can explain the reasoning behind using TAS. The book says 150TAS will result in a decouple. Assuming standard day/standard lapse rate 150TAS would give you around 147IAS at 1,000ft and 125IAS at 10,000ft...is the force at 10,000ft and 125IAS enough to force a decouple being that there is less air molecules available to cause the -6000pds negative torque required to decouple the prop? Wouldn't IAS be a better measure of force against the prop then TAS since TAS is only "the speed of the aircraft relative to th…
Last reply by NATOPS1, -
- 25 replies
- 7.6k views
I have been reading the posts about which planes had the digital gauges etc. I didn't know the flight decks could look any different than this! (see below) !!! If any of you have pics of the new modernized flight decks, post some pics if you have them please! Thanks, Ken
Last reply by SEFEGeorge, -
- 7 replies
- 1.8k views
can somene point me in the right direction. I'm looking fr the IPB for pilots yoke mic sw blocks. the block that he mic sw and trim sw fit in. any help would be apricated.
Last reply by tinyclark, -
- 2 replies
- 2.7k views
have to forgive and old man with failing memory but i've been meaning to ask about the horizontal protrusions on the vertical stab. Are those different VOR antennas since I can't make out the "old" flush mount VORs where they were in my time. From the looks of it, so many antennas have changed. The VOR, HF, UHF, VHF, FM, ADF, etc. I have a pic shot from above of a bird that has 4 antennas just aft of the center escape hatch. Got it from the gallery. It might be 84404 but I can't be sure. Plus a string of antennas aft of the SKE radome.
Last reply by tinyclark, -
- 6 replies
- 1.9k views
Hi out there, Anyone recall seeing an operator use a GPS or Electronic Chart mounted to the center of the yoke where the letdown chartholder mounts?
Last reply by KF4DVG, -
- 3 replies
- 1.8k views
Hi everyone out there, I am in the hydro backshop at Dyess AFB. This is my first post!. I have a question about the ramp actuators. According to the TO to put masking tape over the nut, then fill the elephant ear up with behalf "to the top of the nut and three adjacent nuts" then remove the tape. What is the purpose of this? Is the b 1/2 just there to prevent corrosion? Our swing shift red x guy keeps pulling the b 1/2 off and filling it to the very top of the channel every time... very frustrating! any thoughts!
Last reply by jetcal1,