C-130 Technical
1,312 topics in this forum
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- 2 replies
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AT What pressure Dumping manifold relief valve open? Munir Abbasi Home of Hercules Pakistan
Last reply by munirabbasi, -
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How far behind the times am I? Can someone provide the latest change number and date?
Last reply by tinyclark, -
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Hello there has been an issue regarding the material of intermediate Control Rod on Allison T56 A15 engine on C130 E models. Can someone guide me about the material from which these rods are made (is it non ferrous or stainless steel?) and what NDI Inspection is to be carried out on these rods (FPI or MPI)?
Last reply by Bogi252, -
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Hey....hery world. I have a problem with One of our new, OH prop ( No 2 posn)which is fail to pitch lock. Synchrophaser operation ck, slave follow both 2 and 3 master, RPM goes upto 104.5% fuel flow also 1400-1350 but rpm does not reduce like no 3 prop which is pitch lock SAT with the throttle movement with check switch is actuated. Low pitch stop adjusted, pitch lock regulator replaced, no joy. TD controlling unsat. Any suggestion.
Last reply by munirabbasi, -
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We currently have Acft 62-1863 sitting on our line and we are currently trying to install armor on her. does anyone know what the closest aircraft the flightdeck is configured for, or have any pictures of this armor installed? I know this is one of the frankenherks that AFSOC rejected we could really use your help. we also have strange hydro lines and drains in the nose.
Last reply by [email protected], -
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An/arc-190. Had hf 1 and 2 coupler fault pop up mid flight. Would rx but no tx or tune tone. Repressurized #1 coupler and both started started working again. Didn't make sense to me why #2 would start working other than the rf interlock relays are the only thing that shares a connection (i believe). However, sys would work fine until the next day, and the same problem returns on both system. Repressurized #1 again and both starts working. Anyone seen due to hf 1 fail, to cauaes #2 to fail as well? Could this coupler be losing pressure over night? Dont have any parts so im trying to narrow it down
Last reply by tinyclark, -
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We had an incident where one of the propellers on an aircraft went into an uncommanded reverse. Has anyone experienced this? It is the first time in (our) history that something like this has happened. It is still under investigation and is of huge concern to us because this incident happened on a pre-take-off run. Any suggestions/help will be appreciated!
Last reply by Bill Semper Fi, -
Here's a simple question for you old timers. What's the service ceiling for the C-130A. Thanks in advance. Don R.
Last reply by Antonio, -
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8Hey! Hercules world. I am facing problem with one of my prop of C-130B eng. While opening power lever, rpm goes upto 103% with Freq 410 Hz in Prop gov cont sw in Normal. Afterward rpm slowly back to 102% with Freq 402Hz. In Mach Gov RPM remain ok. We change the indicator guessing that if Frq is 402%, rpm should be 100.2%. No otgers flux. Any suggestion pl.
Last reply by Jiaul bepari, -
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I'm a student of all thing Aeroproducts and was wondering if anybody had the blade drawing number, or a clear photograph of period stenciling, on a an Aeroproducts blade on the C-130A aircraft. Thank you.
Last reply by TFey, -
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Hello friends. I would need your knowledge concerning this technical manual. The French Air Force only received these C130s in 1986/1987. Who was this manual intended for? Thanks for your help. Laurent
Last reply by hehe, -
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Saw this article yesterday ..... https://www.defensenews.com/air/2019/08/08/air-force-pauses-flight-ops-for-more-than-a-hundred-c-130s-after-atypical-cracking-found/
Last reply by mecano flyer, -
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Problem : Hi! I am technician of BAF 61-0962 C-130B aircraft. Presently we are operating in MONUSCO, Dr Congo under United Nations. The TCAS system of our aircraft is CAS - 81.I am having a problem with this type of TCAS system. The problem is that TCAS shows opposite traffic its original position. In details, the position of the intruder is left of own aircraft but TA/VSI shows right and the position of the intruder is right of own aircraft but TA/VSI shows left.
Last reply by tinyclark, -
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Problem : Hi! I am technician of BAF 61-0962 C-130B aircraft. Presently we are operating in MONUSCO, Dr Congo under United Nations. The weather radar of our aircraft is RDR-1F. I am having a problem with this type of weather radar. The problem is that a permanent noise found right side both the radar indicators(Pilot & Navigator side) all times & antenna one sweep weather available and another sweep weather missing when the aircraft goes in flight. The problem remain same even if we change range. Another problem is that when climbing weather not available both the radar indicators. Rectification : To solve the problem, I have done the following rect…
Last reply by tinyclark, -
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I thought I had posted this question before, but I can't find it now. For you old-timers. What is the service ceiling for the C-130A? Thanks, Don R.
Last reply by DC10FE, -
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Problem : Hi! I am technician of BAF 61-0962 C-130B aircraft. Presently we are operating in MONUSCO, Dr Congo under United Nations. The weather radar of our aircraft is RDR-1F. I am having a problem with this type of weather radar. The problem is that a permanent noise found right side both the radar indicators(Pilot & Navigator side) all times & antenna one sweep weather available and another sweep weather missing when the aircraft goes in flight. The problem remain same even if we change range. Another problem is that when climbing weather not available both the radar indicators.
Last reply by Hanif, -
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Hello herky people; I want to know what is the difference between QEC mounted on -7B engines(B model) and those mounted on -15 engines(H model). Otherwise, what should be made to the QECs mounted on -7 engines to be compatible for -15 engines?
Last reply by hehe, -
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hello HERKY people, we have torque, fuel flow and TIT high bellow crossover which make throttle misalligned bellow crossover. i read some conversations about this issue that are concerned about null start vallue and rich\lean check. null start was not verified but rich\lean check shows 975 deg in null then correct back to 890 deg in auto( -7B engine). my question is this fuel control was shifted rich? if so, correction will be made from temperature compensating bellows at fuel control(CIT)?
Last reply by pjvr99, -
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Hey Herk friend. One of my Eng/ prop rpm increases upto 105% during opening pwr with freq and then comes to 100% after 6-7 sec with freq 400 Hz. When rpm increases to 105%, then TIT remain 750-800(-7B). After reaching 100% rpm, TIT starts rising. Again while retarding throotles back to Flt Idle, rpm comes to 95-94%( on grd) and 96-97% in flt, then increases slowly with freq. That is in Normal, mechgov and synchro mode. We have replaced VH, FCU, TD Valve,TD amp but no joy. Any suggestions pl.
Last reply by Badiul Alam, -
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Hey Hercules world. I have a problem with one of my eng which is only 1021:44 TSO. On 22 May 20, Idle grd run was carr out at Normal GI power as the AC is on grd since 16 Mar 20 due to expiry of ac TBO. Grd Run being carr out all 04 Eng after 15 days cycl. This eng is at No 4 Posn. During Grd Run everything was found normal incl all parametets, oil qty was 10.5 USG, oil temp, oil press everything was just fine. But on 23 May, it was found that, oil dropping from drain mast. We thought it normal. But today, 25 May, when we ckd the tank, oil was found only 3.5 USG. We ckd throughly and found that, oil dropping from the 5th satge bottom bleed valve, from the rear burner drai…
Last reply by Badiul Alam, -
- 4 replies
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Hi to the c130 family. I'm facing a difficulty with the shift t-handle for manual operation of flaps. This handle can't be fully retracted causing the flaps electrical control inoperative. I have tried all sorts of tricks to solve this issue( emergency flap brake, manipulation of the stud by the crank while pushing in,...). I need your help please
Last reply by Lionel, -
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為什麼溫度控制檢查的TIT要油門前推至910℃?再繼續程序? 為什麼是910℃? 謝謝~
Last reply by JON1980, -
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Greetings Is there any aircraft / engine additional operational requirements or maintenance requirements about airworthiness of T56-15 engines that are engaged in or are likely to engage in fire fighting operations in a Fire Fighting Environment (smoke intake)? Best regards
Last reply by guima1986, -
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hi everyone.. again need clarification on weight limitation chart as per picture below... Why we should minus 1430lbs from outboard tank to enter the chart..
Last reply by mrjpc130h, -
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I am looking for some help for an ongoing snag with a CC130H T56 , the snag only occurs during flight and during climbs. we get a 50-200 degree fluctuation in TIT with FF and TQ following. we have changed TD AMP, TD Valve, SS control, thermocouples and L/H and R/H harness, T-block harness and T-block, the snag is intermittent so hard to nail down. Anyone see this before I would appreciate any input. Thanks.
Last reply by superbigbig,
