C-130 Technical
1,312 topics in this forum
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- 11 replies
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All, I found this on You Tube and thought you might have a look at it. www.youtube.com/watch?v=VzOYvEw_paE&feature=related DaveB)
Last reply by LC130LOAD1, -
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Here at LRAFB it has become common pratice to remove both flap baffles and allow the aircraft to continue to fly if one or both flap baffles are found to have a rub or be cracked. I guess this does not change the aerodynamic properties of the aircraft with flaps extended or the performance data in any way since STAN/EVAL and maintenance say this is acceptable. This doesn\'t really seem right to me but I can\'t find a reference in any publication that says it can\'t fly in this configuration. I have looked in the flight manual, lockheed manuals, 27JG, and every other publication I could think of. Kind of seems like flying with a panel missing, does anyone have any refe…
Last reply by RPM Flux, -
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Does anyone know of any C-130 that the CP Instrument Bus will operate off Main AC as well as Ess AC?
Last reply by victorp1, -
Can anybody help me with information on the LVDT? I am no even sure about the nomenclature. Linear Voltage Displacement Transducer. I understand it is mounted near or under the pedestal and converts movement of the PLA. Thanks!
Last reply by RPM Flux, -
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Hello all, I\'m looking for a part number for cloth sleeving- I\'m referring to the covering used over wire bundles or harness to protect the wires. I have some plastic one\'s , but prefer the clothe. I think it has a better life span and is more flexible when used with test cables. any help would be appreciated. Thank you Jeremy
Last reply by Steve1300, -
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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, -
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Hi all, is there anyone who could lead me in the right direction, I\'m looking for the dimension for the Ski Extension Stop (Ballscrew Upper Bumper Stop)when installed on an LC130, and where it is located in the maintenance manuals. cheers :(
Last reply by victorp1, -
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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, -
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I\'m currently rebuilding a Herk in Yemen that has been grounded for 4 years. We are a few months away from flying but working with limited TO\'s and are stuck for some part numbers. Can anyone help with the part numbers for aft nacelle fairing or \'D\' panel anchor nuts, inbd & outbd and fuel tank indication boundary plug \'O rings\'. Also any part numbers for the old style dzus fastener type overwing filler caps would be much appreciated. The a/c is a basic late 80\'s H model MSN 4872. Many Thanks.
Last reply by trev130eng, -
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First off, GREAT SITE!!! Now for business... Are there any modifications or upgrades to the C-130E/H platform for the engines? Any engine that can be installed on the C-130 that goes beyond the capabilities the -15 engines currently provide? If there is no follow on engine is there an upgrade kit to the -15 that allow it to perform better, cheaper or higher reliability? The same question can be asked of the current propeller assembly and/or valve housing. I have heard that there is a \"Electronic\" Valve Housing that could replace the analog version currently in service. I am looking for similar updates/upgrades to the following systems: Air Conditionin…
Last reply by bbuech, -
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For you C-130 Maintainers and Operators that have access to the AF portal there is a way to have near direct communication with the C-130 Engineering and SPO. This is possible throught the C-130 MECSIP Community of Practice: https://wwwd.my.af.mil/afknprod/ASPs/CoP/EntryCoP.asp?Filter=MC-LG-00-95 If the link does not work then do a search for it in the \"Search for a Community\". You will have to request access to the site , but is usually granted within 24 hours. The C-130 MECSIP Community of Practice forum is designed to discuss C-130 Engineering, Inspection, and Maintenance topics and provide a forum for the exchange of information that is of interest to thos…
Last reply by SonnyJ, -
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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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Have a -16 with an interesting problem during induction runs. During crossover checks it will go to lights out, but the light will stay out. No noticeable correction, but is 830 peak and corrected. Come back to F.I. and light is still out. Go to G.I. light is out. Reverse, you guessed it, still out. Will only come back on on downshift. Until again you go above crossover. All the rest of the TD checks are ok. The light will come on during overtemp protection check, and overtemp correction is provided...check good. Have not done any troubleshooting, or corrective action yet, as this was the induction run. I suppose it could be an amp problem, but I seem to recall…
Last reply by pjvr99, -
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I have an aircraft that starts to pull to the left as it goes past 60 knots. When airborne the problem gets worse. First thoughts are Rudder. The technicians claim that the entire assembly has been re-rigged but it seems as if the problem has gotten worse. The props have been checked closely, the synchrophaser and autopilot LRU\'s were completely removed/depowered, the nose gear has been checked. I am still convinced the Rudder system is defective..thoughts?
Last reply by pjvr99, -
ECM troops
by Guest- 0 replies
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Question for Guard units out there. How many full time and part time ECM troops does your Avionics element have? We (189th at LR) are probably the last Guard unit in the 130 world to get ECM systems and are needing this info to take to higher HQ. We never go on the road so we have no contacts out there in the real world. Thought we would see what kind of response we could get here. Please send info to ronald.jackson at arlitt.ang. you know the rest. Any previous documentation you may have in establishing positions on the manning document would be appreciated. P.S. I am posting this for my boss. and his is the addy listed. Thanks, Bax
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Is the T-56A series IV another name for the -15 or is it some kind of an upgrade? I had also heard scuttle that there was a -21 variant in development..in words on that?
Last reply by Lkuest, -
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If an engine, in Low Speed Ground Idle, has the fire burning in the turbine area, how does that happen? It will start with low start TIT (750) and run in LSGI, but there is a fire in the turbine and the blades glow. The fuel nozzles were flow checked and they were good. If the engine is sped up to NGI, the fire goes out and when shifted down again, the fire stays out. I have never seen that before, and I don\'t really have an answer as to how it is happening. The only theory I can come up with is that, for some reason, the fire is not starting in one or more burner cans, so the fuel from that nozzle is making it back to the inlet guide vanes where it is igniting.…
Last reply by Steve1300, -
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Good day. We encountered a strange defect on the C130H during a recent ground run, after a left wing refit during a depot maintenance. #1 throttle crept slowly towards T/O after a couple of seconds when all throttles were set at 900degC. A thorough check has been carried out on the airframe to engine cable tension,rigging and signs of binding. The results come up to be good. There wasn\'t any sign of engine vibrations during the ground run. We had also replaced the engine control clutch at the \'horsecollar\', a FCU and a coordinator as a precautionary measure. However, the defect remained the same. Has anyone had any suggestions to this problems? Thanks and appreciate. :…
Last reply by pjvr99, -
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A question came in about why we chain the gear. We know what it says in the Flight Manuals, we have all been taught why we do it but is there anything written down officially or in tech form that says why we chain (or use tie down fitting) for a main gear malfunction.
Last reply by 1685FCC, -
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I am looking for the part number of the rubber SEALS for the PRESSURE TEST ADAPTER KIT, RMT P/N: 884FY-23 manufactured by ROSEMOUNT. These seals (I think there are qty 2) inside the Pressure Test Adapter to separate the Static port 1, Static port 2 and Pressure port. This pressure test adapter kit is use for checking the Pitot/Static Tube of H2 aircraft model (I think 5070 and above series). I appreciate anyone using the similar set can help me with the part number and or which company where I can buy the spare. My test adapter kit is leaking. Thanks in advance.
Last reply by Pebbles, -
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On the H3s, they have encapsulated toilets. The 1C-130A-23CL-1 step 9 reads: 9. Remove right and left ramp hinge panels and belly band panel. (Required for aircraft with encapsulated toilet, only on wash prior to ISO.) Wasn\'t the purpose of this actually for planes with the Urinal Drain Tubes? I was thinking it should read \'Not required for...\'. I know it used to get nasty and corroded with the drain tubes in these areas. The way the book reads now, it would never get accomplished on aircraft with drain tubes.
Last reply by biddyman, -
Does or has anyone actually done the rig check before installing liferafts? We have two airplanes that can\'t be rigged IAW the JG(probably all our planes). We suspect that the cables all remained the same and at sometime when the bottle head, conduit and cable requirements changed that it threw the rigs completely off. Incidently, prior to actually starting the rig with the properly equiped dummy bottles installed the deploy sequence was backwards. It was: Outbd bottle Outbd strap Outbd door Inbd bottle Inbd strap Inbd door
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Hi all. In our dash 1 under \"Loss of Ess AC Power\" there is a statement about what systems we will loose. One of them is Normal Brakes ( on the Ground). For the life of me I cannot understand what they mean? with the engines at NGI on the ground we would still have the Main AC Tru\'s working to give us Main DC power and Esst DC for the brakes. All the circuts are DC, for the brakes. Only AC in the Normal Brake system is the 26 volts of Antiskid so if thats a player why not turn it off. So who would it say we will not have normal Brakes when on the ground?? Chris.
Last reply by AMPTestFE, -
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Hello all, I couldn\'t work out why my last topic for discussion was getting no responses. I now know why! New webpage. Anyway, has anyone ever experienced an engine rollback from a partial or full loss of the ESS AC BUS \'a\' phase circuit breakers (qty - one, two or three) on the 245 bulkhead. There is a note in our flight manual that talks about if a full or partial loss of the ESS AC BUS circuit breakers will or could cause a four engine rollback in torque by 2000 inlbs through a low voltage to the synchrophaser resulting in the speed bias motor reducing speeder spring tension and decreasing blade angle. It also talks about a low voltage to the TD amp resulting …
Last reply by NATOPS1, -
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Ok, here is a question for all of you Engineer\'s out there... On the four engine Time, Fuel and Distance to climb charts there is a Temp Dev correction on the third page, I believe, for an all bleed on condition. The baseline is -30. Anyone have any idea why the base line is -30 instead of 0? The three engine climb charts don\'t have this correction, I assume because they assume you are bleeds closed. Ideas?
Last reply by NATOPS1,
