C-130 Technical
1,312 topics in this forum
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- 2 replies
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hello guys i need to now in wich condition of aligment i could start the engines or move the plane. i saw on the books that starting the engines causes a more slowly aligment of the ltn 72 and i must not move the plane until the system is completed alligned, but some people said to me that i can start the engines or move the plane on certains conditions of aligment. THANKS YOU!!!!
Last reply by NATOPS1, -
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- 6 replies
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I'm trying to find any information that might verify that the C-130's original electrical design was meant to be DC only. Also does anyone know why definitavel that they went the AC and DC route? I remember an instructor at LRAFB telling me that the C-130 was meant to be DC only but can't remember why it was or why for sure they changed it.
Last reply by Steve1300, -
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Say, I had an instructor ask me an interesting question and was wondering if anyone knew what he was talking about. I am a prior engine troop, which is why he asked the question in the first place, but honestly i'm not sure what he is talking about. He asked if i knew what the engine lighthouse pressure was. Does anyone know what this is?
Last reply by pjvr99, -
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It may have been 1965 but I\'m inclined to believe that it was in 1966 that the 776th TCW received a factory notice concerning cracked wing struts. We maint. weenies had to crawl inside the wing with the most horrible paint remover, spread it onto the struts, move on to the next access panel, do the same thing, then go back to the first one, remove the paint remover and inspect the strut. Anyone out there remember that, and if so, do you have any more details? Thanks for any help...Chris
Last reply by Ron Owens, -
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Can anyone tell me why we leave these on all the time? I was looking at the hydraulic schematic and with the switches off it close the supply valve and the pump output valve (same valves that are closed when you pull the fire handle). Now then, with those valves closed and the engine still turning the pump would still be producing pressure, but the only place for it to go is back through the return line, and because of the runaround circuit the pump would continue to be fed hydraulic fluid from the return side. My thought is that it would prevent the pump from cooling - and would eventually overheat as the hydraulic fluids capacity to remove heat is reduced because it wil…
Last reply by ArcticFox, -
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As a -130 pilot, I've noticed some changes that have occured throughout C-130s around the world. One of the things I don't understand is why the position of the upper beacon/strobe was moved to the upper fuselage from the vert. stab? Anybody know why this is? In this position, it is harder to see this beacon/light. On the vert. stab it is much more visible. The funny thing is, certain herks in the USAF have it in on the stab and others have it on the upper fuse? Also, does anyone know the reason for having flashing navigation lights and their real function since we do have a beacon (should be used for running APU/GTC and engines as well as aircraft movement)? Doe…
Last reply by Plaprad, -
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We have tried everything. What will cause a nose wheel shimmy?
Last reply by PACAF, -
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hi.5 days ago,while flying my h2 the throttle #4 moves backward(by it self )about 4000 in/lb reduction with ff,tit....then moves forwdard with tq,ff,tit...then again backward.at this time i ask my co-pilot to pull the fire handle,nothing has been found by the maintainance team,can any one give me an answer.............thanx:
Last reply by NATOPS1, -
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Hello, I'm wondering if anyone knows an easy solution to computate the ESWL if you receive a given SWL of an airfield. Thanks
Last reply by US Herk, -
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Looking for a Work Unit Code for nose gear Ceramic Armor plating for IMDS
Last reply by SonnyJ, -
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Is there any tech data regarding the servicability of the troop seats? Have a few that have a couple of snaps missing and the odd strap or two that isn't sewn in. And a crazy Chief who feels the need to replace everything in the AOR that isnt perfect. Just looking for guidance other than 1-1A-More-Stripes-Than-You.
Last reply by DCC1598, -
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Guys, What is the pressure between the speed controller on the ATM and the modulating valve telling the valve to open and close to keep the 43.000 RPM. We know that the pressure between the inline filter and the ATM speed controller is 50-55 PSI. Thanks in advance Bonzo
Last reply by ArcticFox, -
http://www.hamiltonsundstrand.com/vgn-ext-templating-hs/v/index.jsp?vgnextoid=16eaaec96b991110VgnVCM1000007301000aRCRD&hsct=hs_news&ciid=eac29a30ca1f2110VgnVCM1000004601000aRCRD&fromSearch=fromSearch "The U.S. Navy is currently flight-testing the C-130 version of EPCS. The EPCS replaces the HS 54H60 mechanical valve housing control and syncrophaser to achieve logistics savings. It is designed to provide a higher level of reliability and to simplify the propeller control calibration. This control architecture was also used on the NP2000 eight-blade propeller now being fielded on the E-2C aircraft." This is from a 2005 HS news release. I was wondering i…
Last reply by ArcticFox, -
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Seems to me there was an auxillary light in the cockpit that could be used to shine on the nacelles or wings, or whatever. This was something like a 5 or 6 inch sealed beam affair, with a handle. I thought it was called an "Altus Light" or maybe "Altos Lamp", you get the idea. I have searched thru my old dash-one and can't find any reference to it. Is my memory that bad? Maybe this was something that was only used up thru the "E" models and I flew "H" models out of Dyess. Can someone "enlighten" me? (pun intended)
Last reply by GaryRobinson, -
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Has anyone ever heard of an engine inlet ice detector fracturing and Fodding out an engine? I recently spoke with an engineer at Mack Electronics and he mentioned that the older 575-315’s were renowned for this; we talking hundreds of T-56’s. I also understand that the 575-315’s have been replaced by the Lockheed approved 092-000-001’s. Was there ever an Air Force TCTO to check for these 575-315’s and remove them from service?
Last reply by SergF, -
Early A GTV
by Guest- 2 replies
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On early A's without the ground test valve, was there an access panel where the GTV is on later models?
Last reply by ang012, -
C-130H 2.5s 1 2
by SonnyJ- 33 replies
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What tail numbers are considered H 2.5? I have been trying to find something in writing describing what a 2.5 is. Anyone have a reference I can use? Sonny
Last reply by StovetopNav, -
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hi friends my doubt is about what to do when i start the engine in hot wheathers conditions and rpm doesnt estabilize at LSGI the situations is this : the engine starts normaly i see good fuel flow, good tit, good air pressure but near to 70% of rpm the engine doesnt estabilize at LSGI and the secundary fuel pump light beigins to flash.then i shutdown that engine and try next start whit de td sistem in NULL and the situation is exactly the same. i really know that maybe the failure is in the td system ( td valve or td control) or could be the engine fuel control. i know that the flight manual said if the rpm doesnt estabilize at LSGI you must shutdown the engine but …
Last reply by NATOPS1, -
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Does anyone know of any company's these can be purchased from? It appears we have some really brite people, Our ISO personnel thought since they were not doing the retorques anymore and the flightline personnel would be they could get rid of all their adapters to DRMO/Trash and no-one else has these on hand it appears.
Last reply by Kwrong1, -
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Can anybody tell me where i can purchase a part number 3338394-6/3303580-6 ramp hook retainer at short notice. During a ramp re-rig i found the station 6R retainer is of an incorrect type. I have requested a new one but my supplier has given a lead time of 200 days. I am also looking for a number for the aux tank fuel qauntity boundary plug female fitting on the airframe side behind the liferaft tub and a supplier for a LT-72 rear lord mount go/no-go inspection gage. My supplier says they are no longer in production. As always, Many thanks.
Last reply by tinyclark, -
Dip Sticks
by DC10FE- 18 replies
- 6.2k views
I got this question from a friend of mine @ Lynden. I haven't been on a Herc since 12/95 so I'm stumped. Any help? Don R. "A student asked me how to adjust the dip stick readings for the different fuels. JP-4, JP-5, JET-A, JET-A-1 and so on. Any ideas? Is there a chart? Which fuel is the dip stick calibrated to?"
Last reply by tinyclark, -
Laser-equipped C130 ZAPS ground target on Aug 30. " Defeated" a ground vehicle. What Next? (NC-130H c/n [cn]4131[/cn] 65-0979)
Last reply by mongo, -
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Alright guys, a few weeks ago I posted a question about C-130A model fuel systems. I received quite a bit of information, thanks! Well, I am down here now and have had the chance to get on the bird and look around. They have a fuel quantity indication problem and I am hoping that atleast one of you knows of a place that carries the components they will need to fix their discrepancy, ie. probes, fuel density caps, fuel quantity relays. I am hoping that someone somewhere stockpiled a wharehouse full of A model parts somewhere. Thanks again all.
Last reply by bobdaley, -
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Another puzzler: what tech data would we use to remove/install the rescue equipment bins, forward (and above) the Benson tank on an HC-130P? I had hope when I found them mentioned in the 25GS-00-1...but there's no corresponding procedure in the 25JG-00-1. Got an LSET hitting here in less than 2 weeks and I get the feeling that the 1-1A-8 and the 1C-130H-4-25-1 ain't gonna cut it. Thanks!
Last reply by tinyclark, -
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My situation is as follows. Aircrew takes a AC,MC,C-130E,H, any of the sort, up for an FCF. I am told that in order to op ck the prop brake, local policy, no one can give me a tech data ref, but local policy is to cage the engine at 180FL. If the propeller rotates backwards it is immediately a write up requiring a flush. OK, my argument to this is that if the FCF is op cking an emergency procedure then why is it immediately a write up at 180 knots? Especially since no airspeed is given in the -1 or FCF ck list to feather the prop at. I tend to think that if the aircraft slows as the -1 says to 160 or less to get the prop to stop counter rotating, then once the pro…
Last reply by NATOPS1,
