C-130 Technical
1,312 topics in this forum
-
- 16 replies
- 6.6k views
Heard about this yesterday on the news and a mil-air monitoring group. This is a 146th bird from Channel Islands at Peterson AFB, CO. Word that I had heard was "torque strut had broken" by looking at the picture I would say that the main strut broke and is hanging from the torque strut. In my 21 years crewing I have never heard or seen such a thing. http://www.gazette.com/articles/landing-116395-springs-airport.html Click on the "enlarge" for a better view. 73, Rex
Last reply by KJamison, -
-
- 16 replies
- 3.6k views
We are having a discussion at work about the pronunciation of "fillet" panel. Is it pronounced "fill-it" or "fill-ey" like a fish?
Last reply by tusker, -
- 16 replies
- 8k views
Again... Hello freends n senior members.. I got doubt in my head since couple of month ago we got argument on feathering cx. In the technical manual stated that feathing cx must be not more than 23 seconds. We got an engine changed recently and d time is 30 sec. Our technician been change components to tht engin n still persist n as an operator we rejected tht engine coz in our opinion 23 sec is for prop feather n stop but d tech guys insist tht tht engine is ok n the time is only for prop to feather only not stoping. So please anybody knows any good opinion with good refernces so i cn get thru to clear ths argument?
Last reply by mrjpc130h, -
- 16 replies
- 6.2k views
Need some help with a problem. Ran flaps to 15% stopped for a sec then ran it to 0%. Got a very loud squeal only does it when ever it wants to. changed out diverter valve press reducer rudder boost pack check valve. Checked electrics and line vibrations. It comes and goes we can run for a hour and it wont happen but then you run for 15 min and it cant stop. Also bled lines of air. WTF :confused: Any help would be great
Last reply by bobdaley, -
- 16 replies
- 5k views
One thing I've always been curious about but never asked. On the H models why is the left side skin above the wheel well not painted? Is is because of a heat problem with the APUs and using a different type of metal there?
Last reply by Railrunner130, -
- 16 replies
- 5.4k views
Hi Everybody, Maybe one of you guys had a similar experience, when we start No 4 eng from No 3, No 3 shuts down. Even when we start No 2, 1, 3 and then 4, No 3 shuts down on its own. She would not shutdown if we open the throttle to flight idle and then start No 4 or start No 4 first. She is like that since she went for rainbow fittings and a wing change in Malaysia. We've tried everything. Presumably there must be something wrong with wiring somewhere. Any suggestions would be appreciated. Regards
Last reply by Zaherk, -
- 16 replies
- 2.6k views
We have a bird that has had an alt hold write-up since about 2010. It has been through CWB change in 2014 and a PDM 2016. The fail is that once level flight is established alt hold is engaged, all ann lights req do come on, the plane does not hold alt. It begins to fall. Flight director is good the bars appear on the ADI to pull up or down as needed however the elevators do not move, and there is no trim light to indicate it is trying to correct at all. On the ground it cannot be duplicated with the ttu. All parts have been changed or swapped no change.
Last reply by tinyclark, -
- 16 replies
- 5.7k views
we have a problem at nose landing gear, during take off shimmy starts until 70 knot after that there is nothing shimmy after 70 knot. we have seen shimmy at the same time on steering control wheel. we have changed nlg wheel tires and we have checked steerıng control valf, and we wehave done nlg door rigging. we suspect steering control valf.
Last reply by hehe, -
- 16 replies
- 1.7k views
Hello Expertise What is rpm of engine starter turbine (airsearch company)? Munir Abbasi
Last reply by Ahmer, -
- 16 replies
- 5.3k views
Hello to all we have a problem with one of our c130 it's no 3 position engine prop gets pitch locked during decend again and again even we had changed three prop assembly on that engine so it's mean that problem is not with the props we had checked all engine related components and riging etc. but after three to 4 sorties problem comes again sir required ur feed back on this thanks
Last reply by Lkuest, -
Flight deck bad smell.when no 3 eng bleed valve close then no bad smell.this is new engine.5th & 10th stage bleed valve open & check no oil flashing inside the compressor.speed sensitive valve 14th stage bleed line check & no oil found.please give any idea.
Last reply by Question, -
-
- 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, -
Please...Please...Correct me if I am wrong, I have been kicking myself about this for a while now: The ADH's RPM is that of the RGB, 1020RPM. It has to be, seeing that the Speed Sensing Control is an alternate mounting site for the Tach Generator, 1020RPM = 100% RPM. Why then, when setting the 94% switch on the Speed Sensing Contol, would we set it to activate between 3830RPM and 3930 RPM?
Last reply by Steve1300, -
- 15 replies
- 3.9k views
Seems to me there was an auxillary light in the cockpit that could be used to shine on the nacelles or wings, or whatever. This was something like a 5 or 6 inch sealed beam affair, with a handle. I thought it was called an "Altus Light" or maybe "Altos Lamp", you get the idea. I have searched thru my old dash-one and can't find any reference to it. Is my memory that bad? Maybe this was something that was only used up thru the "E" models and I flew "H" models out of Dyess. Can someone "enlighten" me? (pun intended)
Last reply by GaryRobinson, -
- 15 replies
- 4k views
Okay gentleman. I've got two questions. On the H-3 -1 preflight, the expanded portion of the AC inst. & eng. fuel control inverter check says to put the ADI sel switch in norm. Why? Second question. I was reading through the -6, and for an overspeed of the ramp and door (150+KIAS), an inspection of the elevator and rudder surfaces and trim tabs are required. Why?
Last reply by tinyclark, -
- 15 replies
- 4.5k views
I did it today and a lot of the guys got a real kick out of it. - Pressurize the A/C to around 6 inMg (we were doing a drop check) - Find a roll of toilet paper or paper towel - Put a ratchet, or pen through the roll so it can spin freely - Open up the old Sextant attachment point and hold the roll close to the hole (The attachment point is essentially a 6 inch diameter hole in the plane next to the crew door jettison handle) - What happens is that the A/C pressure sucks the entire roll through the hole out of the top of the airplane to about 15-20 feet straight in the air Here in Canada we call it the "Big Grey Whale" :D
Last reply by Dan Wilson, -
- 15 replies
- 6.4k views
We have a C-130 that is pulling to the left when its taxiing. we have changed a lot of parts but it is still pulling to the left, any ideas?
Last reply by tenten, -
- 15 replies
- 5.9k views
HI all, C-130H having this snag #3 TIT 30C higher compared to other engines at same fuel flow settings across all throttle range, TQ and rpm are normal though.. Rectification done: - TD Amp calibrated and adjusted - TD amp replaced and calibrated - TD valve replaced - 18 thermocouples replaced - thermocouple harness replaced - TIT indicator replaced - ECTM converter replaced - coordinator cx satis - anti icing valve func cx satis Snag still persist Any ideas?
Last reply by tusker, -
- 15 replies
- 3.7k views
Come on guys!!!!....I've been away for six days I come back and everything is just about the same!!!........Let's get this show on the road........There's got to be something to say about the beast!!!.......................The John Boy!!!
Last reply by ec130, -
- 15 replies
- 5.3k views
Sir I am observing that so some flight engineer give writ up .oil cooler flap cycling in flight with oil temp within limit.is t a deffect plz advise me.
Last reply by rdenn_58, -
- 15 replies
- 5.7k views
Most humbled greetings fellow forummers! My sqn operates a fleet of C130H-30 which is the extended version of the C130H, its engine does not have augmentation. I understand the on ground operation the limitation of eng oil temp is below 85 celcius and 30 minutes operation at 85-100 celcius and engine shutdown at oil temp above 100 celcius. Does this limitation applies to all version of c130? with or without augmentation? My observation about the oil temp in many of the engines operating in our fleet that at OAT of around 30C the eng oil temp has a tendency to go above 85C at NSGI. Is that a normal occurence? In reaction to that, pilots activate LSGI and advan…
Last reply by NATOPS1, -
- 15 replies
- 4.8k views
we are having a fuel enrichment problem.....note this is on an FCF aircraft so we can't pass until we get this fix.....it has us baffled.... enrichment works fine....until running engines for aprox 20-40 mins it is inop upon restart.and is consistant with the engine heating up......we have changed relay box, both LH and RH distro harnesses, enrichment valve, pressure switch, and last but not least speed switch.(pmesparky).....also we have "wrang out" all the wiring associated and used the "gray box" (electrial component test set) to aid in a portion of this...any help would be much appreciated...other than dynomite in the engine....
Last reply by pjvr99, -
- 15 replies
- 5.4k views
on dash 7b engine #3 engine propeller brake locked then we try to unlock but failed.we gave apprx 10 us gal hot oil inside the RGB for prop brake release but failed to release.then RGB change & engine fitted.during Ground run found oil flashing from bleed valve ,drain mast also white smoke from tailpipe.we attempt 2nd start found no white smoke but during power reduce from takeoff to below x-over at that time flame out with poping sound after 2-3 second interval it happen several time at that time i shutdown engine manually.during flame out fuel flow increase suddenly.other parameters normal.TD sys calibrate & TD valve changed again ground run but problem remain
Last reply by Dan Wilson, -
recently we received 3 aircraft c-130E ,we are flying the H model .i know there is a different but i want to ask if there is a start limit for starter like the H one and the bleed air limit during start (below 22 bleed press stop start). we look at the manual we didn't found the starter and the bleed press limitation.
Last reply by herky130fe, -
- 15 replies
- 5.6k views
In case multiple engine flame out occurs, immediate corrective actions as described in LMA supplement No C-130-64 (TD null, PROP mechanical, bleed off, APU GEN ON etc), will bring the engines on speed. I ‘ve tried it a couple of times in the simulator and it really works fine! My concern is about old B models equipped with GTC/ATM GEN. As soon as the engines flame out and the bleed air pressure in the manifold begins to decrease, I am not sure if the remaining bleed air will be sufficient to operate the ATM Gen for enough time, (given the time the crew needs to identify the situation) in order to restart at least the first engine. I’ve tried it on the ground (onl…
Last reply by jakesnk,
