C-130 Technical
1,312 topics in this forum
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Hello brother peace be upon you. i am presently working in C-130B ac. For last few days, we are badly facing lots of problem regarding TCAS system. We couldn’t find the solution till now. Therefore, i thought to ask for the expert opinions in this forum. Problem : In Tcas system in flight, the traffic positioned in above, maximum time shows opposite direction incl its distance, for few days we are also didn’t found traffic in specific headings. Today for instance, one single traffic showed in 3 position. We have changed the TCAS processor but problem remained same. Again sometimes traffic shows actual position. Its getting worse day by day for…
Last reply by tinyclark, -
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What could be causing a slow moving utility gauge. Pressure reads fine on aux pump, normal and emergency gauge. Just utility gauge shows hesitation. Transmitter and gauge have been replaced. Could it be the util accumulator? Thanks for the help.
Last reply by munirabbasi, -
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Hi. We have a problem with the gearbox pressure of a C-130 T56-A-15 engine. The pressure is low at Flight Level 100 and up. The pressure in gearbox is OK when start engine on ground. We verified oil tank, its OK; pressurization valve in the tank, its OK; shutoff valve, its OK; verified the oil lines, they are OK; changed Gearbox pump, the problem continues in the same conditions and changed the gearbox, the problem continues in the same conditions. An important detail about this problem is that when the problem occurs, the level oil tank increase. 1,5 gallons aprox. when the gearbox pressure is 148 PSI. Can someboby help us? Thank you very much. R…
Last reply by superbigbig, -
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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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We are currently battling a rudder boost deflection issue on the booster system when in full rudder booster (flaps extended to 50%). During operation of the rudder, pressure deflects down to 2750ish but does recover to 2900. Crew says it must stay in range the whole time. We have changed diverter valve, transmitter, gauge, check valve, and even swapped the snubbers to utility (that shows no deflection) and the problem does not follow. When elevator is pulled off the stops, the deflection only goes from 2900 to 2800 but crew still refuses the aircraft. The aircraft is an 88 H2 model. Thoughts anyone? Boost pack - rudder, elevator, anything else??? Thanks
Last reply by NATOPS1, -
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hi everyone.. again need clarification on weight limitation chart as per picture below... Why we should minus 1430lbs from outboard tank to enter the chart..
Last reply by mrjpc130h, -
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Hello Herc masters!I"ll be thankfull if you could provide me Drawing no. 3305083 Rev. A, necessary for applying SB 82-790 CW Widepread Fatigue Damage Inspections and TCTO 1C-130-1908.Thank you very much!
Last reply by munirabbasi, -
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Working on new digital overhead panel for H model and lookin for schematics or pictures to some are differences
Last reply by Etch, -
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Hi,i search for training manual c-130 if you can help me please
Last reply by munirabbasi, -
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IF ANY ONE COULD PLEASE GUIDE ME OR PROVIDE ME DATA REGARDING FLIGHT TEST OF C 130 AND INVENT OF PERFORMANCE CHARTS OF C 130
Last reply by herc25, -
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Loss of Torque (2500 Lbs), accompained of TIT and Fuel Flow with TD AUTO @ Cruise with BARV @ ON position! At Null engine goes to Normal parameters! With BARV OFF, Engine goes to normal parameters!
Last reply by Paulo, -
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I need soft copy of TO 11A18-14 Best regards Munir abbasi
Last reply by munirabbasi, -
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I am working on a 130J which is converted to a maintenance trainer. after the ramp was lowered to ADS position i found the manual dial set at #5. the ramp locks are extended with the ramp open. I am unable to retract the locks manually. setting the dial at #1 will raise the ramp but will not disengage the locks. basically i am unable to close the ramp. note: that the Elect/HYD function from the Aux pump has been disabled due to our tear-down process. Any ideas would be appreciated. Note: Fault isolation manuals states to replace the manifold.
Last reply by A97Stallion, -
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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, -
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During performance check of AE2100D3 turboprop engine, why the MGT may be less then zero? How it is being calculated? Can anybody give me some idea about MGT margin?
Last reply by eliasafr, -
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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, -
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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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I am looking for a list of all the possible Cap and Plug that would be necessary to work on a C130J. We do not have anything at the moment and we normally use a bag and tape or zip tie which is far from ideal. Do you guys have list that I could use to build a Cap and Plug Kit set? I do have the list for the H model, but it looks like there are some missing. Thanks!
Last reply by hehe, -
Hello to the Herc family. I am looking for an numerical version of the SMP 777. I am working on C130H and H30. Thanks
Last reply by Lionel, -
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Not a C-130 problem, a C-12 compass problem on a CASA 212. I am a AF retiree working on an Army contract at Ft Bragg. Worked C-130 Comm/Nav and GAC for 19 years. We defined a problem with our C-12 compass system. Compasses are not synching. Still have a heading flag on the HSI when the needle is centered on the compass controller. At an aircraft heading of 0 degrees, the heading flag on the HSI does not go out until the controller is adjusted to 347 degrees. thank you in advance.
Last reply by Jcapsparkchaser, -
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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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For Starter and air control valve operational check, WE connect a gauge with a tee to the Starter sensing line. (SMP515C - SP213) APU fournish 35 psig When engine start, WE must observe at the pressure gauge, a pressure between 36.5 and 42 psig. But i dont know is psig may be inch/Hg ? Because air pressure is always under this limites. If is psig what is the problem? But if it's in/Hg, the pressure is good. Thanks
Last reply by pjvr99, -
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An/arc-190. Had hf 1 and 2 coupler fault pop up mid flight. Would rx but no tx or tune tone. Repressurized #1 coupler and both started started working again. Didn't make sense to me why #2 would start working other than the rf interlock relays are the only thing that shares a connection (i believe). However, sys would work fine until the next day, and the same problem returns on both system. Repressurized #1 again and both starts working. Anyone seen due to hf 1 fail, to cauaes #2 to fail as well? Could this coupler be losing pressure over night? Dont have any parts so im trying to narrow it down
Last reply by tinyclark, -
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C130 E
Last reply by Qalab Abbas, -
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- 832 views
Greetings, We’ve been having an ongoing RTRU issue that only occurs in flight, usually a couple of times during touch and gos/takeoff. TR3 load will drop below 5, kick out a fail for 2-3 seconds then recover and go back to functioning properly. A few things we’ve changed include the TR unit, BIU, as well as the associated diode. Was curious if anyone has seen a similar issue or has any input on potential culprits. All meter readings weve checked have been good, as it does not fail on ground.
Last reply by tinyclark,
