C-130 Technical
1,312 topics in this forum
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- 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, -
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Auto Throttle!! 1 2
by tusker- 25 replies
- 7.2k views
Well!!.It is quiet on the front so, I am gonna ask the question. Hope I won't be ridiculous!!.........Auto throttle!!!.....does it exist now on the beast!!!.............................John Boy:)
Last reply by hklm, -
- 24 replies
- 7.2k views
Looking to see if anybody remmebers when we went from flying with the AC Inst and Fuel Control Inverter ON (-1) to flying with it in the OFF (--) position? And why?
Last reply by SEFEGeorge, -
- 19 replies
- 7.2k views
30 March: Just had a problem with an engine shutting down uncommanded during taxi. This is not the first time this has happened. The crew took it this time because they started back up and it was fine; this engine is a problem child. If we could get some help on this we would all very greatly appreciate it. If any more info is needed just let me know. Thanks a lot! Here is some history on it: 25 Feb: #4 Secondary Fuel Pump Pressure Light Illuminated. Changed the Secondary Fuel Pump Pressure Switch, it taxied out and came right back with the same problem. We changed the switch again, along with the paralelling valve and high pressure fuel filter. Ops check good. …
Last reply by keepemflying130, -
Nose Radome Anti-Ice
by Guest- 20 replies
- 7.2k views
Several years ago, I recall there was an Air Force TCTO that disabled the (hot) bleed air nose radome anti-icing on most of the USAF C-130s. Supposedly, the hot air system was causing delamination and/or deterioration of the fiberglass layers in the radomes, driving the radome reliability rate down to an unacceptable level. It seems the new radome that comes on the J-model does not have an anti-icing capability either. Any feedback from flight crews on icing conditions (?), or was it never really a problem to begin with.
Last reply by US Herk, -
- 8 replies
- 7k views
GTC bleed pressure 42psi.leak check (30-15) 7.5sec.i changed flow control shutoff valve,cargo,flight deck shutoff valve,ATM shutoff valve,both wing isolation valve,Empannage anti icing & pressurr gage.Check all anti iceing vale,starter control valve,wing bleed valve,eng check valve.cargo comparment all duck checked.no leak found but problem not overcome.previous leak checked founf 12 sec. please give idea
Last reply by NATOPS1, -
- 10 replies
- 7k views
I have a couple questions that maybe you guys can help with. #1- I'm trying to find the part numbers for the flight control gust locks. The ones we have are shoddy homemade types that no one really trusts. We're trying to get the official ones in. So far I've looked through the 00GE and several -4's to no avail. #2- Does anyone know if there's a CAST (Command Aircraft Systems Training) manual for J models? I have one for E/H models, but I'd like to get one for J's if there is such an animal. Thanks.
Last reply by keitumetse, -
- 13 replies
- 7k views
Tail pipe vibration during high power run.i change eng rear mount,check upper mount & lower mount torque.also change tail pipe & torque check.blade angle ok.others parameter ok. please anyone can help
Last reply by pmostafiz, -
- 12 replies
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I was reading through the External Tank overhaul book last night and it had a note that external tanks from UARRSI and non-UARRSI aircraft are not interchangeable. I didn't see a reason stated (I was however skimming) and I can't think of anything that would prevent them from working. Does anyone have any idea why you can't swap them around? I've asked around work, but no one even knew that was in the book.
Last reply by Dan Wilson, -
- 8 replies
- 7k views
Does anyone have a digital copy of an IPC for the C-130?
Last reply by miamiair, -
- 13 replies
- 7k views
A FALSE low propeller oil warning light has caused many shutdowns in air. the culprit was oil level float indicator...Hydraulic used is 5606..and oil level float indicator part no is 519661... do u guys get the same problem with the floats or there is another oil level float being used..please tell any other reliable float(s) that don't make a false warning.
Last reply by RRR, -
- 14 replies
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Hallo, i am a new member here in this forum.i live in the area of Ramstein AB. My question is : A lot of herkys there have grey noses an some black noses.And others receive black noses(former grey).Why have these Herkys different Colors (Noses). Hope someone can give me answers. Sorry for my not so good english. Phantom4
Last reply by Richard Beesmer, -
- 22 replies
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I think this is a technical question!! More than once at CRB my plane couldn't back out of the revetment with a full load. After many tries, Ariel Port would show up and take some of the load off and then it would make it out like usual and then it would have the removed cargo reloaded and all was good. I always wondered what caused that to happen. I guess I never asked or never received the answer I was looking for. I saw this happen to other planes also, so I assumed it was kind of normal! Was it just a weight issue or did it have something to do with temperatures or air density etc.? If I remember right, tow vehicle would fit through the opening in the revetment an…
Last reply by HercMaint, -
- 7 replies
- 6.8k views
Hi- I am curious about the location of a DIRCM pod on a Herc. The phrase "DIRCM" here could be used in the generic form. I think DIRCM is easily confused with LAIRCM (which began testing on C-130's in 2004) I read on Global Security -dot- Org (dated 2005) that there are 59 C-130's in USSOCOM that have this thing on it. I found an image of tail 69-6574 here: http://www.herkynoseart.com/images/6574_gunship_3.jpg I am 90% certain this image shows a DIRCM pod, but can anyone confirm? Thanks, Smudge
Last reply by US Herk, -
why do we LSGI for two minutes prior to shutdown.....I've know "save the turbines," "prevent clogging up the fuel nozzles" and "to eliminate coaking" Are all these equally valid reasons? If so what exactly is taking place; beside the obvious 69-75.5, bleed air valves opening etc. I don't understand how LSGI prevents "coaking".
Last reply by jetcal1, -
- 11 replies
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hi guys, am in a bind here with this new engine that i just put up. so 95% power is around 17k inch lbs torque, i only got around 16.2k lbs in td auto and td null with bleeds on, bleeds off around 17.2k. During advanced throttle it was observed that TIT max at 1083 with fuel flow about 200 lbs less than other engines.. in some runs it was also observed that in td null the torque can be 2-300 inch lbs worse off compared to td in auto. also during crossover, there is no crossover cut at all in auto and null although TIT stayed around 830+, below the limit of 840C. with other engines, there is slight increase in FF when td put from auto to null and slight decrease in FF …
Last reply by tusker, -
- 3 replies
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Can Anybody tell me whats the function of geneva lock and its roll and task in fuel system?
Last reply by battleherk, -
- 10 replies
- 6.7k views
Engine rpm fluctuation both the mode up to 5% when tachometer generator is installed on RGB pads but no fluctuation when same is installed on SS control reason? Regards Munir Abbasi Home of hercules Pakistan
Last reply by howell fe, -
- 11 replies
- 6.7k views
OUR ENGINES ARE T56A15. SOMETIMES WHILE STARTING, ENGINE RPM IS STAGNATION SOMETIMES AT %10 RPM------------(NO FUEL FLOW) SOMETIMES AT %40 RPM------------(YES FUEL FLOW) SOMETIMES AT %50 RPM ALSO TIT AND FUEL FLOW IS STAGNATE.---(AT YES FUEL FLOW) BUT THIS PROBLEMS DO NOT OCCUR EVERY START (EVERY TIME) WE CHANGED: STARTER CONTROL VALVE STARTER ENGINE BLEED AIR VALVE (AT FIREWALL) STARTER BUTTON (AT FLIGHT DECK) CHECKED BLEED AIR DUCT FOR AIR LEAK. CHECKED ELECTR.CABLE PROBLEM IS CONTINUE FROM TIME TO TIME. CAN YOU HELP ME? FOR YOUR ADVISE.THANK YOU EVERYTHING.
Last reply by airman57, -
- 19 replies
- 6.7k views
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, -
- 20 replies
- 6.7k views
We just received a C-130 from another unit who had already performed the carbon fiber brake TCTO. (This is our only modified aircraft) The first time we towed the aircraft, all four main tires are making an unusual popping noise like loud popcorn popping. If you put your hand on the the transducer cap you can feel it as if someone was on the other side hitting it with a ball peen hammer. First I axle jacked each wheel and spun them by hand, but couldn't duplicate the noise. I removed all the tires, inspected the brakes and wheels and replaced the bearings and hardware. It still makes the noise. Anyone ever encounter this?
Last reply by smoedog, -
- 29 replies
- 6.6k views
OK, we have an aircraft with a recurring anti-skid issue. If the aircaft is taxiing, going pretty slow, when they step on the brakes, they can feel the brakes pulsating. All the tranducer wiring checks out. The control box gets swapped out, and it works for a few flights, maybe... This last time it was written up by the same crew that had written it up two flights previous. But forget about that, we are assuming it is a real problem. Anybody seen this before?
Last reply by tinyclark, -
- 1 reply
- 6.6k views
Hi all, I'm currently in my last year at university. In order to graduate as an aeronautical engineer I'm supposed to write a thesis and do an internship. I'm an intern at the Belgian Air Force, 15th Wing Air Tpt at Brussels. In the Maintenance Group i'm an assistant in the department occupied with the inspection of the C-130H. Does anyone have a good subject for my thesis? Non destructive testing (NDT) of the structure isn't performed at the base itself, so that's not an option. Bird strikes could be, but that's not that common. FOD-damage was another option. But then again, I'm mainly interested in the repair techniques while on a foreign mission and I'm no…
Last reply by howell fe, -
- 8 replies
- 6.6k views
Hallo Expertises case study:I was witness on 1998 at about 1530 the aircraft was seen off for TAXI test to check mark 1 antiskid system. aircraft accommodated PL .CP ,FE, SEO,EO LM,& Crew chief. The aircraft single disc brakes were overheated & caught fire ,flame was visible to every one, The Aircraft was taxi back to parking area , Crew chief observed heat & informed to PL that cargo floor is overheated. PL applied brakes but could not succeeded , sundly PL emergency shutdown all ENGs but the aircraft could not stop & turn toward in other parked aircraft PL rang alarm bell for evacuation .After a movement the aircraft collided to the par…
Last reply by bobdaley, -
- 16 replies
- 6.6k views
Heard about this yesterday on the news and a mil-air monitoring group. This is a 146th bird from Channel Islands at Peterson AFB, CO. Word that I had heard was "torque strut had broken" by looking at the picture I would say that the main strut broke and is hanging from the torque strut. In my 21 years crewing I have never heard or seen such a thing. http://www.gazette.com/articles/landing-116395-springs-airport.html Click on the "enlarge" for a better view. 73, Rex
Last reply by KJamison,
