C-130 Technical
1,312 topics in this forum
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- 8 replies
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GTC bleed pressure 42psi.leak check (30-15) 7.5sec.i changed flow control shutoff valve,cargo,flight deck shutoff valve,ATM shutoff valve,both wing isolation valve,Empannage anti icing & pressurr gage.Check all anti iceing vale,starter control valve,wing bleed valve,eng check valve.cargo comparment all duck checked.no leak found but problem not overcome.previous leak checked founf 12 sec. please give idea
Last reply by NATOPS1, -
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Hi pls can some one explain what placing the bleed air switch to override does during engine start.
Last reply by Great Above, -
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Hello C-130 world; what is the procedure to check for bleedair leaks, airframe and engine. (149°C or 300°F) we are thinking to use a thermal camera to look for the possible problem. any other suggestions? :cool:
Last reply by Herc 308, -
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Can anyone explain to me the diffrence between BOG DOWN AND FLAME OUT:confused::cool:
Last reply by herky400M, -
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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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I have a plane that when doing engine runs 1 and 2 shut down normally and pressure bleeds down immediately. But booster side 3 and 4 i need to move flight controls in order to bleed it down. Any experiences with this for any of you? I thought maybe transmitter but pressure stays until flight controls depressurized it upon moving them. Any help would be appreciated. Thanks guys.
Last reply by hehe, -
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morning all I'm looking for certification info for this piece of equipment, i.e. any C130 operator, whether civilian or military that is using this particular item, or the TECHNOPACK I, or TECHNOPACK II. The manufacturer is Karl Storz. Tnx PJ
Last reply by pjvr99, -
#3eng indicate fuel tank bost pump fail in flight. after landing ops check by external power bost pump ok.again eng run same problem.#3 Generator voltage,frq ok.but when #3 tank bost pump operate by #4 eng Generator or external power then bost pump works properly.#3 generator works bus tie and all indicator system except #3 bost pump operate help Pls
Last reply by NATOPS1, -
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The the all-knowing Herc-Masters out there: Have you ever used or know of a MLG brake Force Measuring Tool, P/N 5078-TCA? It's in the JGs, but here's where it gets interesting, it's optional to use on the "H"s (let's just say non-"J") and mandatory on the "J"s. I've even included a picture. I've worked on these birds for 29+ years, changed, rigged & checked many a brake (single and multi disc) and never used one. Sorry, no prizes just thanks (and an adult beverage if your ever my way) We don't have one and are having trouble getting one without paying the LM markup. Thanks again! Senior sends
Last reply by brooksma, -
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Im tdy right now and dont have access to the books and my memory is rusty. How much will a brake fuse flow before it closes? it says 10 cu in on the fuse it self, but thats like 160cc and seems high. I thought i remember reading it was 25 or 50, but i forgot since it never really comes up.
Last reply by tenten, -
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hi i have problem with c130h aircraft.After landing below 17 knots speed with normal conditions (normal brake and anti skid on)brake suddenly lost pressure.when switch off anti skid brake come out in good.we did changed tranducers,control box,anti skid valves,also normal brake control valves,snags still persist.During high speed taxy check its run smoothly,but after flight its come again.. pls help me
Last reply by NATOPS1, -
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hi guys, just seeking your input regarding the sufficient brake pressure while aircraft is being towed? is it 1000psi, 1500psi or 3000psi? pressure buildup by manual pump or aux pump? thanks
Last reply by Robert Podboy, -
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Hey all, I have a gee whiz brake question here. The other I was told that the Navy has full system 3000 psi to the brakes unlike USAF aircraft that have 2030 psi to the brakes. Why do we limit our pressures? No big reason, just wandering why. The only thing I can think of is the possibility of leaks?? Have a good one! Dave
Last reply by donwon, -
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Hello Hydraulic expertise AT 60 KN brake release during landing ,The operation checked o ground found normal with tester .Wiring of the system was checked satisfactory .Anti-skid control box replaced and sufficient hydraulic bleeding carried out but defected was repeated. Munir Abbasi
Last reply by munirabbasi, -
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Hello Hydraulic expertise At what pressure Brake selector valves (Normal & emergency) relief the pressure into return line Munir Abbasi
Last reply by munirabbasi, -
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Hi Folks, great website here. I was wondering if anyone had some wording about the brake system, specifically the Description & Operation. I know the pilots press on the brake pedals and the plane slows down, but what happens in between? What sequence of events between the force of the brake pedal and the brakes operating? Thanks very much in advance!!
Last reply by badr, -
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hi, guys..... if we want to change our brake from single disc brake to be multiple disc brake, beside we have to change the wheel type is there any SB or TCTO that explain it's the must we change the main strut type or it's no problem to change the brake type without any changing at main strut type..... Thanks....
Last reply by arrad, -
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Hi guys, I need some help about a broken upper vertical leg in (the oblique part) of Sloping Longeron Attach Flange at FS 858L. The oblique part is attached to the "Tee cap" by the doubler (see figure 2) We tried to make reinforcing doublers but after 12 landings the fitting PN 342593L was broken. We suggested to grind out the outside of the vertical leg and make doublers but need the limit removal of the Longeron, but we haven't in our structure repair manual SMP 583. So can any one of you expert sheet metal engineer suggest a solution for this huge problem, thanks.
Last reply by Bogi252, -
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what could force us to do a buddy start? I know one, starter failure. looking for some other.
Last reply by Dan Wilson, -
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Hi Folks, I'm currently planning a new module, the fuel-management. Can anybody help me with the question why the fuel management panel of a J-model (the one with the rotary switches and digital readouts) has only one tank selector? What is that rotary switch controlling? I dont find anything about a fuel selector in the public available schemata. Regards Thomas If anybody ist interested in the current status of my sim: https://c130-sim.weebly.com/
Last reply by munirabbasi, -
bulk head??? 1 2
by tinwhistle- 28 replies
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Does anyone out there know the name of or the number of the foreward bulk head on the C-130E? If memory serves me correctly, it's the bulk head that houses all the electrical panels. I suppose you could call it the "front wall" of the cargo compartment. For some reason this is bothering me!!!!....Chris
Last reply by Spectre623, -
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- 727 views
Reasons of burning out of Heading Coupler #1. Two Heading Couplers got burned in #1 position, one after another, while voltage and wiring found okay.
Last reply by tinyclark, -
a left cni bus channel A fail is giving us a lot of trouble. Waiting for any in puts that may help us
Last reply by larry myers, -
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Torque of one engine is 2500 ib higher than others on descend, what could possibly wrong?
Last reply by pjvr99, -
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- 667 views
Is there any body that can give me the T.O. for the P/N 23086057 Prop Flange Shaft Adaptor of the AE 2100 D3 engine. We need to get this manual but the Government entity only replies to TO numbers AE2100D3.pdf
Last reply by Bogi252,
