C-130 Technical
1,357 topics in this forum
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- 6 replies
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On 93 and above H3's they have a reset button in the hellhole next to the crew ladder to reset the Nacelle overheat system after testing. Does anyone know the reasons behind it and why it's installed, also what would happen if it wasn't reset? Thanks.
Last reply by AMPTestFE, -
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After all these years, the subject of prop servicing is still discussed. I have experimented the last couple days with propeller oil levels, both static over-night cold level checks and cycled prop pressure sump and atmospheric dipstick checks. One aircraft leaned when I checked it and then I checked it again after I leveled it. What I found out was that the pump housing all act differently when the feather pump motor shuts off. Some drain back immediately and others don\'t drain back at all. A leaning aircraft throws the measurements off. I also found that if left for an additional 24 hours, the levels in both sumps increase. The amount draining back into the …
Last reply by Steve1300, -
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Early in 1966, the Lockheed Tech. Rep. embedded withour squadron operating A Models, advised that a problem had arrisen in the operation of the static line retriever winch, and the company was keen to hear of any potential solutions. The reported problem involved a paratrooper remaining attached to the end of his static line, and the retriever winch being unable to draw the static lines, with dangling body, back into the aircraft. Aparantly, the aditional load (weight plus aerodynamic) caused the retriever winch line to whip abnormally and trigger the Rewind Limit Switch on the carriage of the winch, releasing the Rewind Relay. Repeated toggling of the Rewind Selector sw…
Last reply by Mikey_G, -
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I need for c-130e model . Part number or stok number of ramp support milk stool (wood).
Last reply by thunderturk, -
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Does anyone by any chance know the Part Number for the Flap Manual drive cable T handle? We've been having a rash of them torn up and can't find the number anywhere. The book shows the cable itself, but not the handle and I don't want to order a bunch of cable assy's just for the handle. Any help would be appreciated, thanks.
Last reply by trev130eng, -
Hy, C-130 world, I had a discussion with my colleagues about adjusting the CIT ballows of the FCU (fuel control unit), you have to measure something at the back end, but what exacly. it is very unclear. I know that if the Elmendorf aircrafts fly towards Pope, they have to adjust these bellows. to adjust their start temperatures. We experience the same problems if we fly from Brussels to Kabul .(high alt and cold) the start temps are very low but not cold starts, by the way what is the defenition of a cold start.... less than 720°C TIT, any technical doc to refer to? :eek: thx in advance, de Belgian guy
Last reply by pjvr99, -
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Hello C-130 world; on the T56-A-15 there are several kind of oilcoolers used. those with augmentation and those without. my questions: 1) what kind of inspection 2) daily bases, monthly... 3) diffrences
Last reply by Dan Wilson, -
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Looking for an overhaul manual as well as an IPB for the AC gen for the ATM. I believe the part number of the gen is 2CM85D1B. If anyone can point me in the right direction it would be much appreciated. Thanks, Tony V
Last reply by victorp1, -
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Last night prior to starting, my FE noticed that the #3 LSGI buttom had a light bulb in it and when jiggled, the button would light up. Anyone know why the LSGI buttons were lit? Nothing in the Dash 1 explains this.
Last reply by Dan Wilson, -
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Does anyone know where to get the X, Y and Z dimensions for the large bores at the fwd end of the longeron at FS 410.70 where the alignment pin for the Lord Mount. It would be even better if it had the four attach bolt locations in the firewall as well. There is not a concise figure in TO 1C-130A-3 54-199, unless I am missing something. Any help would be greatly appreciated.
Last reply by miamiair, -
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I am looking for the part number of the circuit breaker cap. There are many color and is fitted to the circuit breaker head. Thanks for any help.
Last reply by tinyclark, -
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Guys, just sort of consider the source here, and bear with me:unsure: I was looking at the picture of what appeared to me as a stretched C130, couple weeks ago here on the site, and my minds got to waundering back to CG\'s and so on. I am curious as to how dfferent the limits, ect are for a stretch versus the common old \"E\" I flew.are the stations still determined from in front of the nose?How much different are the H\'s and J\'s in reference to weight and balance, load planning, etc? No particular reason to want to know this stuff, just nostaglia I guess:lol: Load Clear
Last reply by Steve1300, -
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hello to everybody, i have a doubt about if there is some type of limitation or restrictions to do a heavy cargo airdroop with a kc130 whitout the fuselage tank.we use the h models to do this kind of missions but i wanna know if i could use a kc model because the cargo door is diferent ''flares launchers'' thanks to all of you friends!!!!
Last reply by APG85, -
Emergency Hatches 1 2
by Nc97- 29 replies
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Can anyone explain to me the logic behind the numbering of the overhead emergency hatches? Correct me if I am wrong, but why is #1 in the rear, #3 in the middle, and #4 above the flight-crew bunk? Why no #2?
Last reply by Dutch, -
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Got a call from a fellow maintainer in Iraq asking for help with a pressurization problem. The 130 pressurizes fine in auto and manual until underfloor heat is turned on. When it is turned on, the guage climbs 1000 feet, which is normal. However, it fluctuates 700-1000 feet the whole flight. This problem has came down over 4 times and almost the whole system has been swapped out. Any suggestions on where they should start?
Last reply by Dan Wilson, -
- 22 replies
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HELLO,EVERYBODY. I WANT TO LEARN ABOUT C-130\'S ENGINES OIL (TECHNICAL INFORMATION) FROM YOU. WE USE MIL-L-7808 ENGINE OIL FOR OUR T56-A-15 ENGINES. T.O.1C-130B-1 SAYS MIL-L-23699 (AT NORMAL CONDITION) BUT MAINTANACE T.O.SAYS MIL-L-23699 OR MIL-L-7808(BOTH) WHICH TYPE OIL DO YOU USE? WHY? WHAT DIFFERENCE?BETWEEN MIL-L-7808 ENGINE OILS AND MIL-L-23699 ENGINE OILS? WHICH OF THEM IS GOOD FOR C-130\'S ENGINES? WHICH TYPE OIL DO YOU USE IN USAF OR IN THE OTHER FOREIGN MILITARIES?WHY DO YOU USE MIL-L-23699 OR MIL-L-7808? CAN YOU HELP ME? I NEED YOUR ADVISE.I WILL BE HAPPY.THANK YOU EVERYTHING.:)
Last reply by bischoffm, -
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obviously the tach generator is self powered, but does it generate an AC current to power the dial or does it possibly use DC. My pubs don't really address it. The brush plate interaction on the pickup is normally a DC characteristic, but i can't help but say it's AC. thanks for any help.
Last reply by ArcticFox, -
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Does anyone know why an ESP begins with the Condition Lever and not the Fire Handle?
Last reply by tinyclark, -
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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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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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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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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, -
- 5 replies
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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, -
- 10 replies
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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, -
- 7 replies
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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,