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Ramrod's Achievements


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  1. Has this issue been solved? It looks like the leak is further forward at the #2 fuel tank. Have you filled the tank to about 50% full and ten no loaded the wings to flex the wing? It looks like a cracked wing plank under #2 fuel tank. I have a simular incident with a C-130E, 62-1826 while flying to Japan from California. No signs of a fuel leak on the ground but leaked in flight. At Yokoda, they no loaded the wings and behold, a fuel leak. A 4" crack span wise in the #3 lower plank.
  2. You have to refer to the 1C-130A-3 for guidance. If you find nothing there, you must request technical assistance from Lockheed. It is known that those screws strip out and the elevator torque tube collar bolt holes get elongated. The only repair for the torque tube collar issue is replacement. I do not think using oversized bolts were authorized, but I am not 100% sure on this.
  3. Well here is my two cents worth. Have you tried pulling the anti-skid circuit breaker and see if the problem still exists? If not, then I'd check all the wiring from the strut to the wheel well overhead terminal strip at WL 165. The terminal strip does get very dirty and possibly corroded terminals. But I would be looking for something loose as in a loose terminal, bad crimp on a terminal end, loose terminal nut. To me, in reading this post it seems vibration is a source. Also look for splices where there should not be any. Check all grounds.
  4. Ah yes, 4010, 64-0526. That aircraft was repaired and at some point given to the 146th AW/115th AS as replacement for 61-2373 that was crashed in KY while on loan to Littlerock. 64-0526 was the only 64 yr. model we had and that presented supply issues. The aircraft it's self was one that crews complained about not flying straight. I am not a pilot and can not verify that fact, just reporting what was stated then. 0526 was a temperamental bird. This aircraft was transferred to Puerto Rico ANG after a few years. The aircraft was sent to WR/ALC for depot and scrapped there. I do not know how long Puerto Rico NG owned the aircraft but I remember is was short lived. Puerto Rico also had 61-2369 transferred from the 146AW. 369, I worked on and was a good aircraft. Flew reasonable well as I was told. It was an aircraft that was passed around a lot and needed some TLC but maintenance wise was good. Transferred to PR ANG after about 6 months and it too was scrapped at WR/ALC shortly thereafter.
  5. Herky400; dueing my days with the ANG, the A-6 stated Prop. service check every 15 day. Now the prefered method is by the unpressurized sump and long dip stick. However, this involves 2 people to perform and is more accurate and prevents lip seal leaks in my experience. Checking and servicing via the pressurized sump is easier.
  6. Why not run the engine and prop and then pitch lock the prop? Check in normal and mechanical modes. This should isolate a prop/engine problem from the indication problem. If it is stable in pitch lock it may be the valve housing if all other indications are stable. If it still flux's, then the RGB drive pads are suspect. We had a drive pad go/no go gage for the square drive of the Tac. Gen pad.
  7. When I was crewing C-130E's with SCNS we experienced this same problem. If my memory has not failed me, it seems problems stemmed in the FDMS panel and the NIRP panel relays. The one thing that is not present on the ground that is present inflight is all the vibrations associated with the prop's. Those mini relays in the NIRP panel are known weak links and fail often, many times intermittent operation. In the FDMS panel it was wiring or the VG switch it's self, weak contacts and intermittent operation. Good luck. Tap or test the relays and check all your wiring at the FDMS panel and the VG switch.
  8. The shear pin is actually a AN-12 bolt and it is the bolt that attaches the tow fitting to the NLG strut. This bolt allows tow weights up to 95,000Lbs. The torque arms, if not disconnected, has a limit of 30 degree turn limit or the black limit line on the fuselage just behind the nose radome.
  9. Depending on where you are, I do not think you should have any problem getting a one time flight to the nearest repair facility. Although you will have to fly gear down all the way. That will suck. Just state all your facts as you presented it to me and address the problem as the system indicates properly when the down lock witch is backed off and the gear is in the up position. You also should describe the red light in the weather it is on of off thru these same steps. Possible NLG down lock indicating pin malfunction. You can also call LMCO Tech support or the SPO at Warner Robbins ALC if you have a phone available.
  10. If the down lock switch is properly adjusted as per the Job Guide, and the switch mount bracket has never been damaged or locally manufactured and replaced with a non LMCO part or suitable spare, then the only thing left is the actuator down lock internals. There is a emergency spring that also works with the HYDs in the down lock pin that could be defective in someway. I tried to look for a actuator overhaul book, but could not find one. By backing off the down lock switch and the indications operate correctly substantiates your theory of the down lock pin in the actuator having the problem. Only a actuator replacement will fix it unless you can overhaul it yourself. I stand corrected on the power for the up and down lock switches. Power is applied directly from the buss to the indicators and red light and only needs a selected ground to complete the circuit to the light or the indicator. The MLG handle controls the MLG selector valve. A 4.Adjust NLG down lock switch (2) as follows: a. With NLG down and locked, position down lock switch (2) to just contact indicating plunger (7) then seat jamnuts (3, 5) against support assembly. b. Backoff jamnut (3) two to two and one half turns. c. Push switch forward and tighten jamnut (5). Safetywire jamnuts (3, 5) together. 32-24-
  11. When you position the MLG control handle to up, power is removed from the all the down switches and the applied to the up switches. Since the up switch ground contact is already closed, the red light in the handle should come on immediately. Power removed from the down switches now provides an open circuit to the indicator and the indicator should move to barber pole. Once the gear is fully retracted, then up switch is depressed opening the ground for the red light in the handle and the red light goes out and at the same time the up switch ground for the indicator is closed to complete the circuit and the indicator moves to up. Your problem seems to be the indicator its self. It should go to barber pole when you turn off acft. power. A MLG control panel replacement should fix this problem. The NG indicator seems to be stuck or burned out.
  12. I agree with tenten- this makes perfect sense. If after takeoff you lose power in one engine and have not reached obstacle clearance altitude and speeds, the crew action is to retract the gear with in 3 seconds and feather the prop within 6 seconds to reduce drag and attain better climb and acceleration performance. None of this is intended to state that the gear or NLG is to be fully retracted with in 3 seconds. Normal gear retraction time is 13 to 19 seconds, MLG 15 to 19 seconds.
  13. Retraction times from down to full up taken from the Job guide. Same for J model. NLG 13 to 19 seconds MLG 15 to 19 seconds. I do not have access to a H-6CF-1 to read the 3 second statement. Nothing in the J books say anything about 3 seconds that I could find.
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