C-130 Technical
1,312 topics in this forum
-
- 5 replies
- 3k views
I need to replace one and nobody seems to know how to get them, i have checked JG\'/TO\'s and it says to use one but their are no part #\'s that i can find. If anyone is able to help thanks.
Last reply by Sharksinthepond, -
-
- 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, -
- 22 replies
- 11.6k views
HELLO,EVERYBODY. I WANT TO LEARN ABOUT C-130\'S ENGINES OIL (TECHNICAL INFORMATION) FROM YOU. WE USE MIL-L-7808 ENGINE OIL FOR OUR T56-A-15 ENGINES. T.O.1C-130B-1 SAYS MIL-L-23699 (AT NORMAL CONDITION) BUT MAINTANACE T.O.SAYS MIL-L-23699 OR MIL-L-7808(BOTH) WHICH TYPE OIL DO YOU USE? WHY? WHAT DIFFERENCE?BETWEEN MIL-L-7808 ENGINE OILS AND MIL-L-23699 ENGINE OILS? WHICH OF THEM IS GOOD FOR C-130\'S ENGINES? WHICH TYPE OIL DO YOU USE IN USAF OR IN THE OTHER FOREIGN MILITARIES?WHY DO YOU USE MIL-L-23699 OR MIL-L-7808? CAN YOU HELP ME? I NEED YOUR ADVISE.I WILL BE HAPPY.THANK YOU EVERYTHING.:)
Last reply by bischoffm, -
- 4 replies
- 3.5k views
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, -
- 22 replies
- 18.5k views
Guys, just sort of consider the source here, and bear with me:unsure: I was looking at the picture of what appeared to me as a stretched C130, couple weeks ago here on the site, and my minds got to waundering back to CG\'s and so on. I am curious as to how dfferent the limits, ect are for a stretch versus the common old \"E\" I flew.are the stations still determined from in front of the nose?How much different are the H\'s and J\'s in reference to weight and balance, load planning, etc? No particular reason to want to know this stuff, just nostaglia I guess:lol: Load Clear
Last reply by Steve1300, -
ECM troops
by Guest- 0 replies
- 1.5k views
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
-
- 11 replies
- 3.6k views
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, -
- 14 replies
- 5.4k views
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, -
What is this? 1 2
by SonnyJ- 39 replies
- 18.9k views
As everyone knows many parts on the C-130 get a nickname. We have come across one we aren\'t sure what exactly they are referring to in the discrepancies. We are trying to figure out what a \"Bread Pan\" is. My initial guess is the heatshield behind the engines but when I saw writeups like \"(/) RT WING OWS137 LEADING EDGE OF BREAD PAN U BRACE CRACKED\", \"(/) RIGHT WING, CRACK IN BREAD PAN U-CHANNEL WS 214.\", or \"PATCH IS BAD ON BREAD BASKET AROUND MIDDLE JACKSCREW OF THE INBD FLAP\". Then there is Disc: \"ACFT REQ NEW BREAD BANS\", Corr Action: \"NO LONGER REQUIRED DUE TO INSTALL OF TUBS AND TRACKS\". So now I am not sure what a \"bread pan\", \"bread basket\",…
Last reply by ec130, -
- 13 replies
- 4.6k views
Got a call from a fellow maintainer in Iraq asking for help with a pressurization problem. The 130 pressurizes fine in auto and manual until underfloor heat is turned on. When it is turned on, the guage climbs 1000 feet, which is normal. However, it fluctuates 700-1000 feet the whole flight. This problem has came down over 4 times and almost the whole system has been swapped out. Any suggestions on where they should start?
Last reply by Dan Wilson, -
- 13 replies
- 4.7k views
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, -
- 7 replies
- 2.9k views
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, -
- 11 replies
- 4.2k views
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, -
- 13 replies
- 3.9k views
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, -
- 9 replies
- 4.2k views
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, -
- 4 replies
- 2.8k views
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, -
- 2 replies
- 2.9k views
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, -
- 5 replies
- 3.2k views
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, -
- 33 replies
- 11.1k views
Hey guys, need some thoughts here. One of our birds is throwing a sh!t-fit, yawing to the left. Initially, props \'n engines were blamed, but after we changed the \'offending\' engine/prop combo and no result, the drawing board was called on. Since then, we have had all the control surfaces off, replaced the rudder, r/h aileron tab and l/h elevator tab. Also the aircraft was put through a full symmetry check. After todays FCF, the pilot told us he had to put in 7° rudder trim to stay straight after T/O, reducing to 4° for level flight, or do some serious pedal work. Also lined up torques at 14k and reduced #3 and #4 to 9400 before yawing stopped. Ai…
Last reply by Jake, -
- 3 replies
- 2.5k views
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, -
- 2 replies
- 2.8k views
when control column is full down or up, utility/booster system pressure reduce 100 PSI. why? which TO\'s writtes
Last reply by ali86, -
- 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, -
- 8 replies
- 3.4k views
We are currently working on some pump housing showing leaks. The plane has been in cold weather, so we also have some blade leaks, but nothing abnormal. The other herk forum has lost the old posts from back when this question was asked, so I am hoping that some of you ol\' prop guys will repost your answers. The pump housing actually looks simple when the covers are off, but they aren\'t simple when tracing the source of leaks when part of the propller assembly. I am interested the causes of \"lip seal leaks\" and those that just look like lip seal leaks. We have three props now that appear to be lip seal leaks and none of them were overserviced. Perhaps, wh…
Last reply by pjvr99, -
- 15 replies
- 5.8k views
Where is the offload valve on a P model. Is it not in the center dry bay like the others? Also, any idea why the offload valve is wired different than any other Herk. PS; Dan Moen wants to know.
Last reply by dd0191, -
- 11 replies
- 8.6k views
Help refresh my memory. Front of the ramp, FS 1137? -20 was stretched? -30 was stretched?
Last reply by DC10FE,