C-130 Technical
1,312 topics in this forum
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- 10 replies
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The model is a C-130H. Its LH AUX Fuel Pump is rated 38psi(static-no demand). During flight and as long as crossfeed valves are opened this pressure drops. Finally with the AUX pump ON and four crossfeed valves open the output press is 20psi, causing the AUX tank empty light to illuminate. The three solenoids of the pump were measured and found ok. But, suspecting an internal mechanical failure of the pump, the pump was replaced. The discrepancy remained after the following flight. More careful inspection revealed a damaged pressure hose(the one connected on the pump). The damage was not so obvious, since it was in the internal part of the hose. Anyway, the hose was repl…
Last reply by moon, -
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dash 7b engine #2 eng LSGI TIT 700,FF 600.#3 eng TIT 700,FF 650.normal GI #2 eng TIT 700, FF 950.#3 eng TIT 600,FF 800. x over #2 eng TIT 800 FF 1500 in auto, FF 1700 in null.during take off RPM 100%,FF 1950,TIT 977 then decrease to 97% and stable in TD auto with mech gov & normal but TD null RPM 101% with mech gov & normal no change.now what can i do?please help.
Last reply by Lkuest, -
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Hello ! I couldn't find this one: during engines check, Torque in one engine shows aprox 4000 less than others, TIT normal, RPM normal and Flujometer less than normal. What is the failure? I'm trying to pass this test, any help? thx, Juan
Last reply by Lkuest, -
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CAUTION: The underfloor heat switch must be off during engine starting and switching of loads from one generator to another. Failure to comply could result in a burned out generator control panel. Why GCP burn out can some body explain with logic
Last reply by munirabbasi, -
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I recently got a few close up shots of Herc 742134, a C130H-LM out of Dyess, assigned to AMC. As is visible in the attached photo, there are a number of pieces sticking out from the side of the a/c (possibly antennas of some kind?), including the landing gear doors. Can someone tell me what they are for. Also, does the suffix LM stand for Lockheed Martin or something else. Thanks Gary Hebbard
Last reply by RZHill, -
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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, -
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Does anyone has any idea why in sect.3, we hve to do cruise engine shutdown to identified which edp Is giving higher presssure rather thn lower d flaps or gear to deplete pressure if utility system affected? Any advises?
Last reply by agarrett, -
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Good day. We encountered a strange defect on the C130H during a recent ground run, after a left wing refit during a depot maintenance. #1 throttle crept slowly towards T/O after a couple of seconds when all throttles were set at 900degC. A thorough check has been carried out on the airframe to engine cable tension,rigging and signs of binding. The results come up to be good. There wasn\'t any sign of engine vibrations during the ground run. We had also replaced the engine control clutch at the \'horsecollar\', a FCU and a coordinator as a precautionary measure. However, the defect remained the same. Has anyone had any suggestions to this problems? Thanks and appreciate. :…
Last reply by pjvr99, -
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Does anyone know what the chine angle is and how to check to see if it's good?
Last reply by SonnyJ, -
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Hi, I have a query regarding AAR cargo system latch testing equipment c130 rh latch tester p/n: 51500-100. It was stated in the operating instruction that the latch should release at +/- 10 % reading of latch indicator. However when refer to my Lockheed Martin maintenance manual tm382c-9 as below: https://www.dropbox.com/sc/qf4znk5hxx0smg5/AAB7l1BJVJWeJ6eYRN7mpkQ5a https://www.dropbox.com/sc/31z0444epm6yt93/AAB1Hp_TgNKg9LhTJjQFEQfFa I read that during test, the latch should remain engaged at torque 48ft-lbs and latch released at torque 64ft-lbs.. That's a range of +/- 30%. I would appreciate if someone can provide me with an explanation on why there's …
Last reply by tinyclark, -
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during take off and landing at 40-70 knot speed SHIMMY..... Again shimmy , during take off, shimmy starts 40 knots continuing until 70 knot and at landing starts 70 knot stops at 40 knots. upper and lower torgue arm are tight.tire pressure 60 psi and same level.tires condition good. nlg door rigged.steering control valf normal.fulcrum bearing replaced.steering cable tension checked. there is no any fault at nlg . PLEASE SEND ANY ANSWERS. PRIORTY 01.
Last reply by JohnWSKYeng, -
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obviously the tach generator is self powered, but does it generate an AC current to power the dial or does it possibly use DC. My pubs don't really address it. The brush plate interaction on the pickup is normally a DC characteristic, but i can't help but say it's AC. thanks for any help.
Last reply by ArcticFox, -
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If you were concerned about the ops sec of this issue look at this article! http://www.airforcetimes.com/news/2009/03/ap_c130_inspections_030509/ It even list the J's. It dosen't list exact numbers which is good!!
Last reply by tinyclark, -
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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, -
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Hai guys...what is the minimum torque for c130h lift off?
Last reply by NATOPS1, -
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we had a bad abex pump on #1 eng. swapped out with parker and ran engines. all ops cks were good. original write up was landing gear down and pump light came on. so we recreated it and nothing. we ended doing it again with #2 pump off and went flaps down and while moving flight controls (not what i was supposed to do but new to hydraulics and did it thinking everything would ck good) and pressure dropped to 700 and the pump light came on. switched #1 off and put #2 on (parker pump) and the pressure dropped to 2000 with no light. switched pumps from #1 to #2 and #2 to #1, issue followed pump. been told this is normal but just doesnt make much sense to me, because o…
Last reply by HercMaint, -
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On the ISO work card deck, Card NO. 1-214 it says: D. FLOW CONTROL VALVE FILTER CONDITION; CLEAN BY ULTRASONIC METHOD (AIRCRAFT PRIOR TO 74-1658). The IPB does not show this filter. Has anyone ever delt with this before? Is the filter within the flow control valve? There should be one for the flt deck and cargo compartment. Thanks.
Last reply by tinyclark, -
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OK guys, I know the Herc can be flown with the APU removed, does anyone remember where the guidance is to do so? W/B adjustments, block-off panels, ect? MESM only speaks to flight with APU inop. I hate this getting old thing,,,
Last reply by HercMX, -
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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, -
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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, -
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hy C-130 world, I'm looking for an instruction/reference guide concerning combat repair procedures :eek:, I've got one of a guy I knew from Little Rock AFB of august 1983. Is there already a newer version? in PDF format? thx, the belgian guy :cool:
Last reply by apexlined, -
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We have a 74 year C-130H1 with a #2 VHF radio that wil not turn off through SCNS. Turning off SCNS also does not shut off the radio. We have swapped IDCUs, RTs and mounts, and have checked the Power on/off signal wire for continutity and a short to ground. Everything checks out. Also, Bypassing Secure voice has no effect. Has anyone seen this before or have any out of the box ideas? We've got a head scratcher here.
Last reply by Mazurb, -
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OK... Currently the ACI&EFC Inverter is in the Ess AC Bus position for takeoff (KC/C-130T) and all the other models I have inquired about... (Older aircraft) Question is why not run the inverter and take advantage of the "auto switch" function if the inverter fails while preventing the need to "manually switch" the inverter ON if the Ess AC Bus fails. I cannot find a reason to NOT use the inverter it just has always been this way. So run the inverter until after takeoff and then switch it to the Ess AC position at some point in the climb/after takeoff checklist. Pro Cons Need some good feedback on this please.
Last reply by NATOPS1, -
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hi guys... does anyone knows how long the batry will provide power in case of emergncy n totally electrical failure in flight? is it true it is not adviseable continuos charging batery on ground and y? another one is how to differntiate system tht use solid state n non solid state aicraft system.. if too much pls provide references so i cn check it
Last reply by AMPTestFE,
