C-130 Technical
1,312 topics in this forum
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Once upon a time; While initiating cruising speed at level 220 engine no.1 rpm started dropping to 97%, shifting to mechanical governing the rpm further dropped to 96%. In flight pitchlock check procedure carried out as stated on section 3 of dash one, by moving the affected engine throttle “forward†while maintaining constant TAS, the result was no increase of RPM and no change of power (fuel,TIT, and torque) the pilot elect to shutdown the effected engine. After three engine safe landing, the effected engine statically checked …… the only abnormality was “oil “ dripping from fuel control drain line!!!!! In ground check during the start, the effected…
Last reply by Dave in WV, -
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To repair a wing leading edge, TO 1C-130A-3 or SMP 583 for a C-130H operated by a European air force? I 'll post why after a few replies. Thanks.
Last reply by Duder, -
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Test flight procedure RCAF C130 332 E/H model. 30500 hours. On ground ramp and door control work fine when actuating door or ramp open/closed using electrical control. While in flight using ADS in flight deck ramp and door will open and close no problem. However when using door and ramp control from cargo compartment, ramp closed and locked then select door open, door reaches 4 inches short of uplock and begins to pulse up and down. If door is open and locked ramp will open normally, but when trying to close using ramp electric control ramp reaches closed position and pulses. Does anyone know of a common component that is bypassing hydraulic pressure? Additional …
Last reply by GopherBoi, -
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Hope you are doing fine, C-130E heavy white smoke from outlets of the both air-conditioning systems during operation at hot position while all engines are running, we try with #1,#2,#3 and #4 engines the same still heavy white smoke from outlets, when #3 engine is selected the white smoke is more than others, when using GTC bleed air only no smoke for the outlets Thank for your help
Last reply by NATOPS1, -
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While here at IP school, we visited the FTD (where they train mx how to fix planes without taking them to the flightline). Anyway, at the flight control section, one of my classmates pointed these latches/loops on the vertical stab. We asked around, but no one knows. Any idea?
Last reply by M_Wales, -
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Is there a reason that the 62-18xx planes seem to have been modified so often compared to other year E models? For instance at Rhein Main we had 62-1819, 62-1822, 62, 1828 that where all highly modified and may as well have been EC-130's. Then there where a bunch that where EC's, and some ABCCC's. To me it seems that the 62-18 planes are some of the most modified 130's. Is it just me thinking this or where they modified more often and if so, why them?
Last reply by Spectre623, -
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Why is the C130 waterline starting point 105.4 inches? Why isn't it calculated from 0 inches from the ground, like the cargo compartment floor waterline being 146 and the cockpit being 200?
Last reply by superbigbig, -
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hi to all can any body know breifly about that why herk engine s are started in low speed ground idle is there any technical reason .because before starting check list in -1 sec 2 says to put the button low. i never heard or read that we can start engine in normal. if it cannot be then why ? Feed back will be really appreciated thanks:)
Last reply by NATOPS1, -
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As a -130 pilot, I've noticed some changes that have occured throughout C-130s around the world. One of the things I don't understand is why the position of the upper beacon/strobe was moved to the upper fuselage from the vert. stab? Anybody know why this is? In this position, it is harder to see this beacon/light. On the vert. stab it is much more visible. The funny thing is, certain herks in the USAF have it in on the stab and others have it on the upper fuse? Also, does anyone know the reason for having flashing navigation lights and their real function since we do have a beacon (should be used for running APU/GTC and engines as well as aircraft movement)? Doe…
Last reply by Plaprad, -
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can any body tell me about that why the brakes(c-130) be avoided in turns? if any body know about any service news on this plz tell me . thanks
Last reply by AMPTestFE, -
Why dash-1 calls "low press" lights for main tanks. but for Ext and aux calls them "tank empty" light.
Last reply by tenten, -
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While participating in an Op, our allies who are new to c130 appr oached us about a hyd issue ive never heard of before Here goes, Engine 1 only puts out 500 psi (both direct guage and flig station) Engine 2 puts out a normal 3000 psi Aux UNTIED puts out 3000 Aux-util tied through the ground tie puts out 500 psi. Engine pump, ground test checkout valve and aux pump have been replaced. Any ideas?
Last reply by saylahbrat, -
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About one squar inch over heat at bottom place of center windshield and top place of copitot windshield of c-130B a/c. The heat feel only outer glass not inside glass. Other place of that glass feel normal heat .over heat portion turned into light chocolate colour. We done volt check found 298 & 304 . Replace control box and transformer no action. Already ck windshield is conect to right place of transformer. Can any body help me pl with his good reply.
Last reply by Dave in WV, -
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Anyone wanna take a stab at correctly identifing, by name, the C-130 windshields and windows? I attached a diagram to match up to the list below. Here is the list to use: Windshields: FRONT PANEL (L) SIDE PANEL (L) AFT PANEL (L) CLEAR VISION (L) FORWARD, UPPER (L) FORWARD, LOWER (L) CENTER PANEL FRONT PANEL ® FORWARD LOWER ® SIDE PANEL ® AFT PANEL ® CLEAR-VISION ® FORWARD UPPER ® Windows: FLIGHT DECK, FORWARD (L) FLIGHT DECK, AFT (L) AFT SKYLIGHT (L) CENTER SKYLIGHT (L) FORWARD SKYLIGHT (L) FLIGHT DECK, FORWARD ® FLIGHT DECK, AFT ® AFT SKYLIGHT ® CENTER SKYLIGHT ® FORWARD SKYLIGHT ® I have a list but I want to make sure it is correct.…
Last reply by tinyclark, -
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I have an old 501D13, (T56) built in 1954. We use it to pull air through a wind tunnel. I had to swap it out with an engine that was sitting in an engine can for 5 years. The new engine is giving me hot starts and high fuel flow at ground idle. I checked and rechecked the rigging. Swapped the TD valve and fuel control. This engine is unique, it does not have a TD amp, or TD control. Any ideas at what else I can look at or swap out to see if I can get this problem fixed? Its a difficult problem to diagnose because its run by a computer using a PLC.
Last reply by WINDTUNNELMECH, -
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Does anyone know of a wireless headset system currently being used in the back of the C130. I hate getting the intercom lead caught in the dual rail, seats, load etc. Any leads would be great......
Last reply by noizeedave, -
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Hello Avionic Wiring Expertise! Kindly see yellow marked column of image and explain with technical reference Best Regards Munir Abbasi Home of Hercules Pakistan
Last reply by munirabbasi, -
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Anybody have idea about the wiring config behind the Engine Fire & turbine overheat T-handle? There are six ports if you open the upper portion of the t-handle like below: O O O O O O Where, 1st and last port of upper part are shorted, same as for the lower part. There are 4 colored wires there - Red, Blue, Brown and White. I want to know where those wire are connected? Because all the connection has been torn in our aircraft (C-130B). I need to know it urgently. Plz if anybody knows it gimme an idea.
Last reply by tinyclark, -
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Looking for a Work Unit Code for nose gear Ceramic Armor plating for IMDS
Last reply by SonnyJ, -
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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, -
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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, -
Who has the best aircrew discrepancies?
Last reply by PACAF, -
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Dash 7b engine X-Over TIT 830 c & cut back with FF decrease then again 830 with FF increase and stable.Td controlling check 850 deg anti ice on temp increase to 900 deg & not cut back.G/I,F/I TIT almost 100 deg more then #1 eng.TD cal,co-ordinator potentiometer ck, wiring ck TD valve to TD Amp, Engine relay,all check found good.pls any idea
Last reply by n1dp, -
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#2 -7b eng x-over tit before light off 840 c after light off 790c & did not hold td amps test,coordinator check,td sys all wiring ck,t-block ck,new thermocouples,y lead ck,engine relay changed ,problem remain.finaly all td sys components & wiring swap with #3 eng one by one but problems doesn't exist. Please give any idea
Last reply by tusker, -
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Hello guys... I need some information here. Is there any limitation for xcover cut. Example xover cut tit is around 880tit but stabilize at 825tit...is it OK or not
Last reply by superbigbig,
