C-130 Technical
1,312 topics in this forum
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- 12 replies
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Hi guys, I'm currently trying to model an accurate C-130J for a flightsimulator (FlightGear) but I'm a bit stuck with the UARRSI. It is almost impossible to find any detailed information about it. I have found some pictures showing it from the outside but with the estimated dimensions of the whole pressure box of the receptacle it always penetrates through the cockpit ceiling. Is it possible that there is some modification needed on the inside? If so, maybe one of you could give me a picture for it, and maybe also some drawings or the dimensions of the UARRSI itself. Also does anyone know where the UARRSI door and controls are located? I've read somewhere about an aer…
Last reply by Metalbasher, -
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- 36 replies
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Hello! I would be very interested to know which versions of the Hercules are equipped for in-flight refueling with an UARRSI (Universal Aerial Refueling Receptacle Slipway Installation) or a nose probe. Up to know this is what I've found: UARRSI equipped -MC-130E Combat Talon I -MC-130H Combat Talon II -MC-130P Combat Shadow -MC-130W Combat Spears -AC-130H Spectre -AC-130U Spooky -EC-130H Compass Call -EC-130J Commando Solo What about: -MC-130J Super Hercules -HC-130N -HC-130P King Nose Probe equipped -Austria C-130K Hercules C.1 -Italy KC-130J -Mexico C-130K Hercules C.1 -Mexico C-130K Hercules C.3 -UK C-130J-30 Hercules C.4 -UK C-130J Hercules…
Last reply by P3_Super_Bee, -
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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, -
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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, -
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Please i need help. We recently encountered an uncommanded movement of the #4 engine throttle lever from ground idle to just before the gate of flight idle. We checked and confirmed that the cable tension is ok. We also cleaned and greased all bell-cranks. Yet, the problem persists. Once the throttle is moved from the ground idle, it creeps forward until it reaches the gate of flight idle. Any advise would be appreciated. Thanks.
Last reply by NATOPS1, -
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We had an incident where one of the propellers on an aircraft went into an uncommanded reverse. Has anyone experienced this? It is the first time in (our) history that something like this has happened. It is still under investigation and is of huge concern to us because this incident happened on a pre-take-off run. Any suggestions/help will be appreciated!
Last reply by Bill Semper Fi, -
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i m facing a problem that is quite weird. ON GROUND whenever we try to pressurize the aircraft on MANUAL PRESSURIZATION MODE, the cabin climb rate first increases to 1000 fpm, when the differential pressure increases to 1.5 in HG, the under floor heating shut off valve become open and heavy bleed comes out of it with opening the underfloor heating switch. the cct is ok. plz help me out.
Last reply by NATOPS1, -
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hello C-130world, during 1 of our missions, an engine was wet of oil on its acceleration bleedports. After an engine change, engine was tested on the test bed and we changed about everything, but still a flood of oil in the torque shaft housing and through the compressor, again wet bleeds. we changed the scavenge pump on the accessory, we changed the checkvalves on RGB and Accessory gearbox.... we follwed the guidelines of the service news vol15n°2, still the same issue What we didn't change, due to time consuming and not possible while hanging on the METS (test stand) is the RGB suspect the failures of nose and main scavenges pump... any othe…
Last reply by pjvr99, -
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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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Okay I'll start by setting up the aircraft: -Power on -Both emergency and normal brakes powered to 3000 psi (all is good) -9-port handle is in the down position (powering all systems with aux pump) Snag -Turn off aux pump and normal pressure begins to deplete to 2700ish psi while emergency stays at 3000 -Select emergency brakes and start pumping to release hydraulic pressure -Emergency pressure depletes, but so does the Normal at almost the same rate (this isn’t good lol) -If you power up both systems again, kill aux pump, select Normal Brakes, and start pumping the pedals. Normal brakes deplete as they should and emergency stays solid at 3000 (works as advert…
Last reply by red07ss, -
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Hey HerkyWorld Got an unusual situation here. Engine starts normal, LSGI torque set correctly. When the LSGI button is pulled to upshift to Normal Ground Idle, torque stabilizes for a moment at +-1200"lb ........ then increases to +-6000"lb, rpm decays to 94%, and TIT increases. Also prop noise indicates the engine is labouring. When LSGI button is pushed in, everything returns to normal. Standing on the blade line, you can see the pitch change occurring. Changed out valve housing, pitchlock regulator, and low pitch stop. Also removed all cannon plugs to remove electronic influence - no good! Stays the same ..... Anyone out there seen this before? any ide…
Last reply by pjvr99, -
- 41 replies
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Hey HerkyWorld Got an unusual situation here. Engine starts normal, LSGI torque set correctly. When the LSGI button is pulled to upshift to Normal Ground Idle, torque stabilizes for a moment at +-1200"lb ........ then increases to +-6000"lb, rpm decays to 94%, and TIT increases. Also prop noise indicates the engine is labouring. When LSGI button is pushed in, everything returns to normal. Standing on the blade line, you can see the pitch change occurring. Changed out valve housing, pitchlock regulator, and low pitch stop. Also removed all cannon plugs to remove electronic influence - no good! Stays the same ..... Anyone out there seen this before? any ide…
Last reply by tenten, -
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Hi, Can you help me to identify these two Lockheed C130 aircraft parts?.And where these parts were located in the C130. These parts are for an old or current aircraft? Thank you so much for your help. Laurent
Last reply by tinyclark, -
- 1 follower
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Hello everyone, I need help with these two American airplane portholes. They come from the former NATO Evreux air base. As you know, at that time, on this air base, there were Fairchild C119 then Lockheed C130. These two portholes are 34cm wide. The markings found are: 59 R 12 337501 337592 Hoping you could help me? Thank you so much. Laurent
Last reply by tinyclark, -
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first id like to apologize for any spelling errors im 14 and a freshman in high school, and i have wanted to be a pilot for as long as i can remember. my father was in the Air Natinal Guard as a laod master durning vietnam, flying in C-130s. i was thinking about joining the USAF after college. and preforming airlifts in C-130s. does anyone know the process i would have to go through after i graduate high school? any help would be appericiated thanks
Last reply by US Herk, -
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Hello Herks Hydra Expertise! B model aircraft,During Retraction cycle of landing gears with UT system (in-flight) low pressure WX light of UT suction boost pump was Flickered and extinguished when gears were up and locked. Manufacture of Suction pump is able corporation sealed type and without cooling FAN and also without modification (C-130E airplanes AF72-1288 and up and C-13OH airplanes have a suction boost by-pass circuit. The by-pass line contains a restrictor and a check valve that will continuously circulate one GPM of fluid, from the suction boost pump back to the booster system reservoir, to provide a cooler operating boost pump). FE Said operation of…
Last reply by munirabbasi, -
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With all 4 engines running(normal grd idle), the copilot did the normal cycling of the flight controls and notice a 300-400psi drop on the utility and booster rudder boost pressure gauges. The needle on both gauges dropped 300-400 psi, then both gauges needles started to flux up and down. It did this in high and low rudder boost. When he cycled the elevator and elevator only, the drop was the highest(300-400psi), but with cycling the aileron we only noticed a 100psi drop, but with the the needles still fluxing, but not nearly as much. Does anyone know of a limitation with a flux with those gauges? I have checked my books and maintenance and have come up with nothing.…
Last reply by Steve1300, -
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The utility hydraulic system keeps venting fluid into the drip tray during flight. It doesn’t appear to be bleeding through from the Aux system. I am a bit stumped any ideas ?
Last reply by hehe, -
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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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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, -
- 4 replies
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On a B model (no reservoir bypass) - During travel of flight controls or gear, utility pressure drops below 1000psi and both EDP and suct boost lites illuminate. NOT an indication problem (gear/flaps fails time check). EDPs, boost pump, boost pump supply hose, boost pump press switch,accumulator, relief and ground test valve changed out to no effect. Firewall valves check good. No mule available (hey, if it was easy....). Thoughts?
Last reply by gmac, -
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On approach for landing, a C130 E Model aircraft lowers landing gears only. Flaps are already down. While Lowering the landing gears, utility pressure drops to 1375 PSI and low pressure EDP light of both Engines and low pressure light of Utility Suction Boost Pump illuminated. As soon as the Landing Gears were extended completely, system pressure came back to Normal with all conditions within limit. To what component can this occurrence be attributed? Can it be the failure of Utility System Accumulator, Suction Boost Pump or EDP? And if we were to attribute this to Accumulator, is it possible for an Accumulator to suck hydraulic pressure from pressure line to fulfill its …
Last reply by munirabbasi, -
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Does anybody have the part number for the vacuum guage set for testing the pressure controller and outflow valve? Many thanks.
Last reply by trev130eng, -
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Looking for the part number for the vacuum guage for troubleshooting pressurization problems and a supplier for the LT-27 rear lord mount wear guage, (My supplier says they are out of production because of no requirement). I'm also looking to purchase a fuel nozzle test rig for the C-130. Any information on part numbers and suppliers will be most appreciated. Many Thanks.
Last reply by trev130eng, -
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The removable pin on the valve housing has FI&B etched on it, does anyone know what it means?
Last reply by chris1450,
