C-130 Technical
1,325 topics in this forum
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Any C-119 guys out there? Looking for information (pubs) on maintenance. We are moving a C-119 from a small airfield up to Carswell. (NAS JRB Ft Worth) We will need to remove wings, Engines, Tail section ETC....SO we could use all the info you may have or contacts. We are heading out to Meachum to see the guys over at the Vintage Flying Museum so hope they can help....
Last reply by NATOPS1, -
- 3 replies
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My current USAF T.O. states that flaps should not be extended during an EGR. However, a Lockheed Rep visiting us in Muscat a few years ago told me that Lockheeds recomendation was for 50% flap to be used at all Hi-power settings to relieve the stress on the tail and to have at least 12K of fuel on board to counter the increased lift. What is the current thinking on this issue?
Last reply by keepemflying130, -
- 5 replies
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I can not find a part number for a phenolic block, the block is in the NLG. Their are two hydraulic lines that go to the steering control valve and the two swivels on the upper left side of the nose gear. There is a bracket on the NLG upper assembly. The two hyd lines run through a phenolic block. I need to know what where to find the part number. I have tried the 1C-130H-4 and found nothing.
Last reply by joemontyb, -
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Can anyone pls help with the part numbers,qty required and installation guide for a full T80 fit of troop seating. At my current location there is no seating available and the families of military personnel have to fly sitting on the floor. It would be most appreciated for any help in making their Herk experience (especially the kids) more comfortable and a little bit more safer.
Last reply by trev130eng, -
- 1 reply
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Does anybody have the part no. for the 'crocodile' type clips that connect the oxy hose to the regulator? Many thanks.
Last reply by Bob L, -
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Has anyone done one of these? The TO doesn't have any repairs for this area at FS 737. Crack is 7.0-in long(from FS737 to FS 730) in the radius of the "Z".
Last reply by trev130eng, -
- 17 replies
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OK... Currently the ACI&EFC Inverter is in the Ess AC Bus position for takeoff (KC/C-130T) and all the other models I have inquired about... (Older aircraft) Question is why not run the inverter and take advantage of the "auto switch" function if the inverter fails while preventing the need to "manually switch" the inverter ON if the Ess AC Bus fails. I cannot find a reason to NOT use the inverter it just has always been this way. So run the inverter until after takeoff and then switch it to the Ess AC position at some point in the climb/after takeoff checklist. Pro Cons Need some good feedback on this please.
Last reply by NATOPS1, -
- 10 replies
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Hi guys A question arose the other day. We usually fly with max differential on our pressurization system. We set 1000' on the dial and then keep it until reaching max diff. That occurs around 19000' (don't have my dash-1 handy). We started discussing the benefits of that versus the stress on the fuselage. Anyone of you already discussed this subject, or is there even any guidance regarding the fact that we may fly with lower cabin pressure in order to ease on the fuselage? I know that the dash1 doesn't say anything about it but its common sense that the same number of cycles in fuselages that suffer max diff or "medium" diff will be different. Thanks
Last reply by Ronc, -
- 14 replies
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Hi guys As the dash1 says the descent on clean config should be done with idle power and speeds acording with the area we're flying in and then 250 KIAS from 20000' downwards. The thing is that we follow a squadron rule that says that we should set around 3000 lb torque for the descent. We were discussing that on one of those long flights... (we had already talked about the ladies ) and no one really knew why was that because its been done like that for 30 years. The thing is that i couldn't find the reason for that teqnique. My AC was telling me that his guess would be for pressurization purposes, that in idle the capability of the engine to output the same flow via…
Last reply by Jake, -
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I'm working on simulating the landing and refused takeoff of a C-130, particularly I want to know how far the aircraft goes before it stops. I have a program developed by NASA that simulates these things for a general aircraft. To simulate a specific aircraft, the user must gather the aircraft's specifications to be input. Included among these inputs are a bunch of curve files that are tables of values showing how things like the lift and drag vary with speed and altitude. I was wondering if anyone here would know where I can gather curve files for the lift and drag of the C-130 Aerobrake, Engine, Flaps, Slats, Speedbrake, Spoiler, and Thrust Reversers. As well as…
Last reply by NATOPS1, -
- 11 replies
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In the E-model C130-1 under fuel contaimination check ,it states that the check must be done under a high power condition/setting. In the C130-1 for h model fuel contaimination it just states monitor rpm,and tit,and torque for approx 1 min. Was high power setting ommitted by mistake in the h model -1 or with the -15 engines its not needed? Thanks in advance!!!
Last reply by NATOPS1, -
Pdm
by trev130eng- 2 replies
- 2.6k views
What is the maximum recommended calender time regardless of airframe hours between depot level maintenance and where can i find this information? Many thanks.
Last reply by trev130eng, -
- 11 replies
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Hi there Any of you guys in active duty uses an ORM matrix for mission evaluation purposes? (Go/No Go status)... Thanks
Last reply by wildweasel_pt, -
- 30 replies
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Looking for an answer to a question I have had for many years--since 1970!!! I was at Naha for a Wing-Tip Light TCTO on 62-1804 from CCK. While I was there waiting for a crew to fly it back to CCK, there was a C-130 parked in the transit area where I was parked, and it had two sets of prop blades on each engine! One set in front of another. I don't remember if they were three bladed or four. The plane was painted a bright brown camo. pattern and I think it was from Australia or somewhere like that! Maybe New Zealand. There was some insignia on it but I can't remember what it was. If I remember right it was a bird or some kind of animal! I think I had sobered up from a…
Last reply by spec13fe, -
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Just a quick note to let everyone know the replacement for the Allison/Rolls Royce 23003276/6799323 thermocouple testers is out there. The new part number is 23076502. NSN 6685-01-569-7682. The Equipment Manager at WR-ALC will not procure the new unit unless he hears from the field. So let him know you want the new part number. If you have any questions, give me a PM.
Last reply by jetcal1, -
Can anyone provide a schematic for the bleed air system of a C130E model? Thanks in advance!
Last reply by SergF, -
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Gents looking for an A model Dash one, would like it on CD/DVD, anyone have any ideas?
Last reply by C130AMTFE, -
- 8 replies
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Anyone know the exact number of turns on the flap manual drive to go full travel? They told us in tech school, but that was almost ten years ago and I've forgotten. That and whenever I try to count I get frustrated around 150 turns and quit.
Last reply by ENRGZR, -
- 16 replies
- 6k views
OK... Engine and Gearbox oil pressures. Engine 50-60 +/- 10 (for a range of 20 USAF written, USMC/ISN implied) What can you say... the flux exceeds the limitation Gearbox 130 or 150-250 +/-20 (for a range of 20 USAF written, USMC/ISN implied) HUGE flux I do not want to get into the limitation themselves but would like to poll the Forum on application of the flux limitation… There is a movement to “allow†the flux to go above or below the maximum and/or minimum values (UNDERSCORED LIMITATIONS) as long as the “mean†is in the allowable range. So say the mean is 131 worst case +/- 20 the “allowable†flux would be as low as 111… Plea…
Last reply by throttlecondom, -
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NO SHEAR BOLTS ON UNIVERSAL TOWBAR CAUSES MAJOR DAMAGE TO THE NOSE LANDING GEAR TOW ARM *BULLETIN* RCN: N09172-07-0008 http://www.c130towbars.com/
Last reply by herculesusa, -
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I am looking for the T.O. Number for rebuilding -117 props out of the box after overhaul. I am also looking for the T.O. Number for installing overhauled engines into the QEC. Can anybody give me an NSN or manufacturer for the LT-27 rear lord mount inspection guage, and the part numbers for the weighing scales and adjustment cone to weight and balance the flight control surfaces. Any help would be most appreciated.
Last reply by trev130eng, -
- 1 reply
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Does anyone know how long the AC-130H Loadmaster mission qualifcation course at Hurlburt is? Or any sites that might give information on this course? Thanks
Last reply by herktowhale, -
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Whenever we shutdown our GTC, we noticed that there's a leak coming from somewhere... We checked the oil pump and bypass valve but its doing fine. Any recommendations from you experienced guys?
Last reply by pjvr99, -
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Hi everyone, I've been working several years on C130, and now my son studying aerospace engineering,needs good pictures of the engine and propeller to illustrate one of his assignement, can anybody provide me with good picture of the engine, with without QEC, pump housing, valve housing, dome, prepeller blades etc.. Thanks for your help, Benjamin
Last reply by Dan Wilson, -
- 5 replies
- 3.4k views
Here the link for the report on the Herc crash in Iraq: http://usaf.aib.law.af.mil/indexFY08.html
Last reply by KC130FE,
