C-130 Technical
1,312 topics in this forum
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- 11 replies
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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, -
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when control column is full down or up, utility/booster system pressure reduce 100 PSI. why? which TO\'s writtes
Last reply by ali86, -
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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, -
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Help refresh my memory. Front of the ramp, FS 1137? -20 was stretched? -30 was stretched?
Last reply by DC10FE, -
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Hi Few days back, when i was taking Off, while breaking ground, master fire warning light came ON along with No 2 fire handle light with audible warning Horn and went Off after 2-3 seconds. all engine parameters were found to be normal and light stayed ON for only 2-3 seconds and went off. Press to test circuit was found satisfactory with no visible signs/ indications of fire. We landed back safely without switching OFF the engine through a shorter landing pattern. Request your observations, advice and suggestions on actions taken and what other actions we should have taken please. Thanks
Last reply by SEFEGeorge, -
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C-130 world, a month ago, I got a high press compressor! you all know the test you have to do @ 900°C TIT, oat-Paltitude and reading from a straight line on the indicator. We tripple checked all of our values before we startet to troubleshoot. We changed : T-block, harness, thermocouples, Y-cable We checked out TD amplifier. Still the observed we had 120Psi and calculated 117Psi. The is the first time in my career i\'ve seen this. I\'ve to check the remaining potentials of the compressor and turbine. someone a guess? OAT:44.79°F Pa:29.74 inhg dRB :evil:
Last reply by Lkuest, -
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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, -
C-130J FMC
by Guest- 0 replies
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Does anyone know what kind of FMC is installed in the C-130J? Thanks Michael
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Got a bird that will not overspeed to get a good pitchlock check on the #1 engine. Changed the valve housing, read 57 VAC to ground to valve housing connector and all resistance checks were within specs. Synchrophaser and rack was also changed. Even took the cover off the valve housing to observe the s.b. motor. How far is the \"rack\" supposed to go when you hit the switch? It moves some but not all the way to the end. Also we get no droop on #1 engine with sync on and master reduced to flt idle. Any help would be appreciated. Thanks!
Last reply by 8252, -
C-130J Weather Radar
by Guest- 2 replies
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Hi, Can anyone tell me if the C-130J has a weather radar among the cockpit instruments? Thanks Michael
Last reply by dagebow, -
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Here\'s what\'s happening. Aircraft with hyd pressure applied by aux pump. Parking brake released, normal brakes selected, anti skid on and foot pedals depressed to hold brakes, The left forward anti skid valve will occasionally release brake pressure on the left forward brake dropping pressure to zero and then restores it back to 1800 psi. The other brakes drop just slightly. The control box, left anti skid control valve and the left forward transducer have all been replaced, having no affect. Wiring has all been shook down and visually checked. Aircraft had been flying fine days prior, came back with a brakes dragging write up, hyd shop bled brakes, ran follow …
Last reply by Shadoif, -
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Hey all! I am looking for some information on a couple of subjects and thought that someone might know what I\'m talking about. First subject: Do any of you remember back a few years ago when we were having to move the pilots and copilots O2 walkaround bottles to the galley wall when installing flight deck armor? I am looking for the TCTO or OTI that bascially stopped us from doing this anymore. I noticed in the 00GE-00-1 under armor installation that the slick as removed this task, however, the T1, T2, and MC-P still have this listed as a task. I am trying to do a Form 22 to have this removed from the armor installation for these aircraft. Second subject: How about…
Last reply by jetcal1, -
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FYI to all the civil L382 operators: URL: http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgADNPRM.nsf/0/857F98E4F0FF8131862573EE005C7AE7?OpenDocument ADDRESSES: You may send comments by any of the following methods: Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments. Fax: 202-493-2251. Mail: U.S. Department of Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE., Washington, DC 20590. Hand Delivery: U.S. Department of Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE., Washingto…
Last reply by jetcal1, -
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Trying to find the NSN for the adapter. Adapter is listed in 00GE with part#\'s but none of them cross reference in fed log. Next thing to do is start trying to contact manfactures. One of the part#\'s was part of the last change so can\'t believe its that old.
Last reply by Blackmac_Project, -
Fuel Topping?
by Guest- 23 replies
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:blink: What does anyone know about this. It has been discussed at great length at work. And there is debate over fact or myth. Where did this terminology come from? Any input would be great.
Last reply by trev130eng, -
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Can anyone out there tell me exactly where the pyrotechnics are located at on a HC-130P(King)? The reason that I am asking is because I have been tasked with doing an operational check on the pyro system and the only thing that I can come up with is the flare launch tubes. If I am wrong on this please let me know. Thanks for everyones help on this.
Last reply by hydroguy1, -
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I am a civilian and never worked on a C-130. I have an interesting concept for a new cargo pallet - where we can offload the equivalent of 5 pallets at one time - good for quick offload. Who in the hell do I talk to to see if the design works well and how do I sell it to the DoD?
Last reply by Jim Farrar, -
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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, -
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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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Can anyone confirm that all of the e-model stainless steel bleed air ducts have been replaced with Inconel ducts under TCTO 1397? I don\'t see the TCTO listed in the -1 anywhere so that tells me it\'s been completed on the fleet but I wanted to see what the masses had to say before I put it to rest in my mind.
Last reply by TalonIIVito, -
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Which oil are you guys using for servicing the cargo and fd turbines. The MM calls for MIL-L-6085 but we have a turbine with a tag calling for 23699 engine oil, which I have never used for the turbines.
Last reply by kingair200, -
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B) hello C-130 world, I\'ve still have a question about the fuel control consumptoin vs graphics! if I compare ours to lsgi, normal gi, fi and max reverse than I see that they are most of the time it\'s of scale, hmm the graph. graphs I refer to are in the 382C-2-3 run up (think section 9) does anyone have simular problems with their FCU\'s? any solutions? greetz dRB
Last reply by ch72bob, -
Manually draining refuel manifold 1 2
by Guest- 31 replies
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I have heard many reasons why the manual says to drain the SPR manifold manually. I just wanted to throw this out there and find out why after you have already accomplished draining the roughly 200lbs of fuel with the drain pump the manual says to drain the residual into a container. It seems to me that the mere half gallon of fuel left in the manifold would be far fetch to call it a weight and balance issue. And the old a rock might burst the manifold open on t/o or landing is not actually going to get that small amount to spill anywhere. In reality the JP-8 we use would be much more volatile in a vapor form in that manifold to cause an explosion or fire of the sort…
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This is for any engine shop folks, I\'m sure that there was no difference between the dash seven and dash fifteen engines. Looking for a confirmation on that. Thank you, Grant
Last reply by gmat, -
What is dte difference between JP-4 and JP-8? I think we use the 4 or maybe 3 when I was woeking on thw A models.
Last reply by dagebow,
