C-130 Technical
1,312 topics in this forum
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- 11 replies
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Hello experts sir kindly i want to know about the use of reverse thrust after touch down? is there any limitations? is there any speed limit for revesing after landing( and why it is limited).and is there any effect on aircraft structure in case of full reverse . any feed back will be appretiated thanks to all
Last reply by MINHAS866, -
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- 14 replies
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Does anyone know roughly how many aircraft have this modification? It's the noise cancelling mod in the flight deck. A plus would be to know which aircraft in particular have it. Thanks
Last reply by BDizzle, -
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Had an issue today, figured I would share: Went up on the red ball, the crew showed me the following: #4 Engine: *TIT set at 900deg. *Torque was significantly higher than the rest, can't remember by how much, but definitely very much higher. *Fuel Flow was about 250-300lbs higher than the rest. Of course they showed me other things they thought may have something to do with it, taking it to null, showing me top of beta, etc. I asked if throttle alignment looked good, the FE looked over and said "yeah man it's lined up." I told them to shut it down. Originally, I planned on doing a Rig Check, and TD Amp Test. Further thinking about it though, I realized o…
Last reply by pjvr99, -
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''DURING AIRCRAFT DECENT (LANDING) (FIRST OF ALL) ENGINE 4# FUEL FLOW,TIT AND TORQUE SUDDENLY INCREASE,(THEN) RPM IMMEDIATELY DROP%80 WHILE THROTTLE AT FLIGHT IDLE.(BELOW XOVER) FLIGHT CREW SHUT THE ENGINE AT %80 RPM'' (EMERGENCY) NOTE: Flight crew said that no change temp.datum valve switch in null position. WE CHECKED THE ENGINE: 1.Operational Checkout of Throttle Control System------------------------------ (no problem) 2.Operational Checkout of Engine Condition Control System---------------- (no problem) 3.Operational Checkout of Propeller - Static Condition---------------------------(no problem) 4.Inspection of Engine Power Section (with baroscope)------…
Last reply by tusker, -
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I and trying to troubleshoot a pre 85 bird with AP-105 and FD-109 systems. The issue is that with INS as a vertical reference and autopilot engaged both control wheels will experience a frequent uncommanded movement left and right in a shuddering fashion. It doesnt move a lot but it will go from steady and smooth to rapid shudders in the blink of an eye. With VG as a vertical reference it mainly functions correctly but will radomly experience a sharp and rapid right hard-over. This is with AP coupled regardless of pilot or copilot side or uncoupled with AP engaged and in both HDG or NAV selected. So far we have changed several AP AMPS, Aileron servo motor, Aileron dru…
Last reply by tinyclark, -
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del
Last reply by victorp1, -
- 15 replies
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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, -
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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, -
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does anyone knows about why c130 E and c130 H stated below... "Ramp and door operation can be accomplished by the aux pump or handpump. (Ground operation) IAW 1C-130E(H) -1 For cargo door operation with the aux pump (Verify ramp and door controls` are in neutral first) (CLOSE, NEUTRAL, OPEN) locate the toggle switch, turn the aux pump switch ON, move and hold toggle switch tothe OPEN position until door is full open and in the uplock. To close the cargo door (On (E model aircraft prior to AF 72-1288) hold the door switch to OPEN position and while holding switch pull the manual door release handle until the uplock is released,relea…
Last reply by tinyclark, -
- 15 replies
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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, -
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, -
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hello guys i need to now in wich condition of aligment i could start the engines or move the plane. i saw on the books that starting the engines causes a more slowly aligment of the ltn 72 and i must not move the plane until the system is completed alligned, but some people said to me that i can start the engines or move the plane on certains conditions of aligment. THANKS YOU!!!!
Last reply by NATOPS1, -
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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, -
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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, -
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What the meaning power off stall and power on stall?
Last reply by NATOPS1, -
E model (?) seat 1 2
by WxFE- 26 replies
- 5.7k views
I have an Flight Engineer's seat, probably from an E model, that I want to eventually put in a corner of my den. It looks in good shape, but I'm looking for information on it to fix it up. Can anyone give a paint spec, the seat belt & shoulder harness model/type, and any information such as NSN or model of the tracks that it rode on? Thanks.
Last reply by Metalbasher, -
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Hi, lately I have been working in an C-130E because we have a fuel leak around number 3 tank but I can´t find anything, we already retorque the booster pump panel acces, I checked the dry bay number three and center and behind flap wheel, but everything is dry there is any fuel. It starts to leak when we are between 15000 througt 18000 ft high and is visible near to the morring point in rh. I would like to get some information to get the leak fixed up. :confused:
Last reply by larry myers, -
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Recently, we had one of our Herc experienced rudder damage. the details are as follows: the crew ground aborted a mission due to utility hydraulic fluid leak from Rudder booster package. once the trouble shooting was carried out, crew discovered a crack in rudder booster package because of which, utility hyd system quantity was completely lost. Now the crew had to wait for the part to arrive, which took about two and a half days ( less then 72 hours....55 hrs from the occurrence, to be precise). after receiving the requisite component for replacement, they found Rudder stuck on one side with extensive damage to the support structure and pivots of rudder. now my question…
Last reply by Dan Wilson, -
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We have tried everything. What will cause a nose wheel shimmy?
Last reply by PACAF, -
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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, -
- 11 replies
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I am looking for a picture of this part number 337008-26H-64 contour clamp for the C-130J. Anyone have one?
Last reply by Newbie, -
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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, -
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Ok for any J guys out there my unit needs some help. We have one plane that has an auto throttle fault ACAWS(advisory). The system is fully operational. It works on the ground and in the air. We've done IBITS and data-bus checks. We've replaced throttle quadrants and AFCPs and control panels. Weve done NAVRAM flushes to clear the mission computers. Im pretty sure we have done EVERY thing. If anyone has any ideas ill shut gun the hell out of this plane to fix it.
Last reply by Coaster, -
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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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hi folks.... the thing is I'm new to Herk and this Forum so dont lash at me.... i have a question about the ramp contol knob, the one who got six positions. can it be turned counterclockwise(physically i know it can, i'm asking isnt it prohibited). if it can be turned counterclockwise, then why dont we keep it to 3n rather than 6n?
Last reply by trectenwald,
