C-130 Technical
1,312 topics in this forum
-
- 18 replies
- 5.5k views
Hello ! I couldn't find this one: during engines check, Torque in one engine shows aprox 4000 less than others, TIT normal, RPM normal and Flujometer less than normal. What is the failure? I'm trying to pass this test, any help? thx, Juan
Last reply by Lkuest, -
-
- 18 replies
- 6.6k views
Good day guys, was wondering if there is a simple DIY design for a test set to pinpoint the location of a location of a bleed air leak at nacelle or dry bay area, please do share thanks!
Last reply by tusker, -
- 18 replies
- 3.5k views
Hi guys, pls what could be the possible cause of an engine failing to air start. we followed all the procedures ranging from cruise engine shutdown, NTS check, and getting to air start the engine refused to start. Actually what happens is that during air start, the engine rotates to about 7% RPM and starts winding back Down. I need some helpful info pls.
Last reply by munirabbasi, -
- 18 replies
- 3.1k views
Hey guys Here's a problem that has me stumped. Engine starts up to LSGI (auto & null TIT peaks about 810°C). When upshift to NGI engine rpm is 95% and generator will not come on line. You need to manually reset ON or move throttle to speed up the engine. All engine parameters are good at all throttle settings, IBIT check good. Only GI/FL rpm is lower than usual, but not out of limit. Generator circuits check good, with all relays, control panel etc having been replaced, and even generator replaced. Any thoughts on this issue would be appreciated PJ
Last reply by PauloFerreira, -
- 18 replies
- 12.4k views
Hello.....
Last reply by tinyclark, -
- 17 replies
- 7.2k views
Got a utility hydraulic system that shows normal level until the engines are running. The level comes down quite a bit, several inches. However, when the engines are shutdown and system is un pressurized, the fluid level comes back to the same as before. Where is the hydraulic fluid going? What is causing this drastic drop in hyd fluid level?
Last reply by agarrett, -
- 17 replies
- 5.4k views
If you were concerned about the ops sec of this issue look at this article! http://www.airforcetimes.com/news/2009/03/ap_c130_inspections_030509/ It even list the J's. It dosen't list exact numbers which is good!!
Last reply by tinyclark, -
- 17 replies
- 5.2k views
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, -
- 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, -
- 17 replies
- 4.8k views
Looking for good information on the rear MLS Antenna. We are trying to order one and are being told that the antenna is discontinued without replacement....any suggestions?
Last reply by tinyclark, -
- 17 replies
- 7.8k views
G'day, Was just trying to work out the rudder diverter valve a little. I know it is solenoid operated. But in what position is it when power is taken away from it? (Full pressure or the lower 1275) and what position would it fail in? If its full pressure is there any thing the crew would need to keep in mind while flying with full rudder pressure? Thanks for the help in advance.
Last reply by unknown52, -
- 17 replies
- 5.3k views
we had a bad abex pump on #1 eng. swapped out with parker and ran engines. all ops cks were good. original write up was landing gear down and pump light came on. so we recreated it and nothing. we ended doing it again with #2 pump off and went flaps down and while moving flight controls (not what i was supposed to do but new to hydraulics and did it thinking everything would ck good) and pressure dropped to 700 and the pump light came on. switched #1 off and put #2 on (parker pump) and the pressure dropped to 2000 with no light. switched pumps from #1 to #2 and #2 to #1, issue followed pump. been told this is normal but just doesnt make much sense to me, because o…
Last reply by HercMaint, -
- 17 replies
- 6k views
we have had a reoccuring problem in which the torque will flux well over 1000 in lbs sometimes it just one engine sometimes its two never the same ones though..there is no change in rpm tit or fuel flow..havent been able to duplicate the problem on the ground and the flight crew claims there isnt even a slight yaw at the highest peak of the torque flux..?? stumped on this one. anyone??
Last reply by ec130, -
- 17 replies
- 5.4k views
Hai guys...what is the minimum torque for c130h lift off?
Last reply by NATOPS1, -
- 17 replies
- 4k views
If Hydraulic fluid with specs of MIL-PRF-83232 can be mix with MIL-PRF-83232D use in aircraft? hoping for your response. thank you
Last reply by HercMX, -
- 17 replies
- 9.4k views
Another upgrade that they are doing to the Herk's are carbon fiber mlg wheel brakes and new wheels that have better cooling for the brakes. The wheels are now split rim, with an internal snap ring holding the 2 rims together. 73, Rex
Last reply by hjw37, -
- 16 replies
- 6.2k views
According to the NDAA as passed by Congress: \"SEC. 141. LIMITATION ON RETIREMENT OF C-130E/H TACTICAL AIRLIFT AIRCRAFT. (a) Limitation- The Secretary of the Air Force may not retire C-130E/H tactical airlift aircraft during fiscal year 2008. ( Maintenance of Certain Retired Aircraft- The Secretary of the Air Force shall maintain each C-130E/H tactical airlift aircraft retired during fiscal year 2007 in a condition that will permit recall of such aircraft to future service.\" If I understand this correctly perhaps there is some hope for rewing/repair of these old birds.
Last reply by C130H2FE, -
- 16 replies
- 5.9k views
So we changed a prop last week and during the maintenance run we discovered a flux. The flux only happens below crossover. Found it during a pitchlock check. Started when we came back 1% in locked. Flux is 2000 torque, 1-1.5% 50-100 TIT, 30 +-FF. When we actuate switches and pitchlock flux stops. Changed Valve Housing and problem continued. C130H-3 -15. Any Help?
Last reply by Gmon, -
- 16 replies
- 5k views
Got an interesting call the other day from Warner Robins concerning 64-14859. As most of us know this plane started out as a HC-130, then to a EC-130, and now it is a C-130E. The problem that Robins had was that the RH Horizontal Leading Edge had extra exterior plating on the L/E of the structure. I finally got them to send some pics and sure enough this exterior plating runs the full length of the L/E. They said this L/E is from a Talon. They didn\'t specify which MDS. I know it isn\'t from the Talon II, but what about the T1? They were telling me it is a Flare deflector?? I looked in both the 1C-130H-4 and 1C-130(M)H-4 and the part numbers cross reference each other. …
Last reply by mongo, -
- 16 replies
- 4.8k views
I have a static line retriever that is blowing the current limiters anytime the switch is (bumped) it wont blow the limiter if you just hold the switch but it blows when the switch is bumped just to bring in the cable a bit at a time. We have new relays on order but has anyone ever had this problem?
Last reply by NATOPS1, -
- 16 replies
- 4.7k 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, -
- 16 replies
- 3.9k views
During ISO inspection we have noticed that the planes that come back from depot have had sealant on the sway brace bolt heads. We can't find in a TO anywhere that says to apply sealant to the bolt heads only to put grease on the bolt itself. Anyone have any input on this. Thanks
Last reply by larry myers, -
- 16 replies
- 4.3k views
has anyone changed slopinglongerons out at the same time both at once...and if so what tooling did you use and or direction....???
Last reply by larry myers, -
- 16 replies
- 4.5k views
When the pilots did a normal banking, all engine indicators wind down, with all flight instruments OFF flag in view for 1 sec for a few times in flight. This sounds like an ESS Bus problem for my C130H. However, i cannot find the fault and it happened again! Why did not the Generator Line Connector Switch seamlessly for this case? What could be the problems?
Last reply by NATOPS1, -
- 16 replies
- 4.3k views
IS THERE ANY IDEA THAT C-130 AIRCRAFT FUEL LOAD WHILE PARKED. SHOULD IT BE FUEL LOAD 28000 LB. OR HOW MUCH FUEL SHOULD IT BE SAFE. NO WIND. OTHER QUESTION IS. IF WE GET FULL FUEL (63000 LB) AIRCRAFT HOW LONG CAN IT BE STAND THAT FUEL LOAD.
Last reply by [email protected],
