Jump to content

Ramrod

Members
  • Posts

    43
  • Joined

  • Last visited

Posts posted by Ramrod

  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. Hi guys, we are looking for solution to verify on the problem with "External electrical power unable to connect to the aircraft by using AC receptacle" for aircraft LAC : 5309 which using Electrical Supply Upgrade (ESU)'s system.

    While using DC receptacle it's been function normally. Hopefully all expertise out there can be any idea guide to solve this problem.

    Anyone ever had this problem?

    Any help would be great.

    Assuming the power unit has been checked and verified as supplying power with in limits and you are still not getting a green light, try using the E-pin bypass switch on the power unit if equipped. If that does not work or there is no E-pin bypass switch, and the green ready light is not lit on the electrical panel, go to FS 245 and look for a bank of 4 diodes and one glass fuse. Ohm each out individually. If those check out good then you need to troubleshoot the external power phase and voltage sensor(s) found at FS 245. Many times it is the diodes that blow. My other question is, does the AC external power switch go to on or does the rattler prevent turning on of the switch? If the switch is preventing the switch from turning on, then the problem lies in the external power sensing system (diodes, fuse, freq/volt sensor) if the switch turns on but no power, check external power contactor.

  5. It was a Pope crew. They could have been a SOLL II crew but not an SOS crew out of FL.

    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.

  6. hello C130 world, can any one tell me at what frequency a prop check is done?

    once every X-flight hours, calendar day's

    how do you do it? pressurized dip stick/atmospheric dipstick/over servicing tool???

    thx 4 coop

    the best wishes and a healthy 2015!!:D

    herky400M

    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.

  7. 5% flux? Any other indicators fluxing or just the RPM?

    Mounting on the SSC would require separate wires or jumper to the QEC wiring to flight station indicator... Sounds like both RGB pads are worn out... Or the idler gear as pointed out by Lkuest.

    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.

  8. We have an aircraft that has both pilot and copilots ADI's attitude spheres start showing 10 degrees of bank in straight and level flight approx. one hour into flight and getting progressively worse as flight continues. The FDMS has both sides in VG mode, pilot has VOR1 selected and copilot has SCNS selected. The airplane has the Air Force Standard Flight Director system, single INU, C12 Compass system and digital flight control system. We have swapped out both displacement gyros and system tests good on ground after running for 2 hours. This is a repeat write up after changing gyros. With the flight director being 2 separate systems we are scrambling trying to figure out what would cause both indicators to act the same (pilot ADI repeat switch was off). We are very new to the C130 and trying to learn and troubleshoot this new airframe! Any help and suggestions would be greatly appreciated!

    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.

  9. The shear pin is actually a AN-6 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.

    Correction- the shear bolt is an AN6-12.

  10. The shear pin is located just a few inches foreward of where the tow bar fitting atatches to the nose gear.At least thats how it was in the early '60s.How far would the acft. coast? That depends on how quickly the brake rider gets on the brakes.Thats why brake pressure MUST be up for towing.When it happens and the tug driver applys his brakes and the brake rider dosen't the acft. will overrun the tug.This is not good. I never saw it happen but it could happen. What usually happend if it was to a new brake rider is he would slam on the brakes,the nose strut fully compresses,rebounds and the nose tires are briefely airborn!I saw it happen on 130s 3 or 4 times while I "was in" and saw it happen a few more times in the next 30 years as an acft. mech. on other acft. types.Man there was no end to the fun!

    NOTE:2 reasons the shear pin could break on 130s.Just worn to the point of breaking or the NWS scissors link was not disconnected.

    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.

  11. Thanks Ramrod for your help and clarification, as for the down lock switch it is LMCO part, and as for switch adjustment we have tried all setting of adjustment, but none of them worked.

    At present our intention as you state in your post is to replace the NLG actuator, but we are facing some difficulties on doing the task out of home base, we are trying to bring the aircraft under "Exceptional Release" and deal with it at home station.

    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.

  12. Ramrod; let me highlight some points noticed during ground check with aircraft on jack, it may help in finding the defective component;

    1- During ground with electrical power turned off ALL landing gears position indicators are showing "barber pole" which is a normal condition.

    2- With power ON and gears down all indicators showing down. (Also normal)

    3- When LG control handle is selected UP and all gears start the transition; mean gears only will show "barber pole" during the transition but the nose will remain showing down indication

    ALL the gears will retract normally to up the main gears will show up indications, while the nose will keep showing down indication.

    With this condition (NLG up, control handle up) when removing/sliding back the down switch the nose gear then will show UP indication.

    Therefore it seems that keeping the down switch under the depressing of the NLG actuator pin is the main cause of not seeing the barber pole" during transition nor seeing the UP indication when the NLG is at up and locked position.

    And it seems that the up electrical contact of LG control lever has nothing to do with the position indicators if the down position switch contact is not at first released by the pin retraction.

    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-

  13. Has anyone experienced this defect;

    After the take-off when gear lever is shifted up the nose gear position indicator keeps displaying down and lock indication, though actually(visually) the nose gear traveled to up and locked position.

    NLG down and up switches electrical circuit been checked, no abnormality found.

    NLG Down switch replaced, and adjusted with no effect.

    When aircraft on jack we noticed that when gear is retracting the NLG actuator pin is not retarded back, which I believe it should go either fully "IN" or at least partially IN to release the down position switch.

    The questions:

    Mechanically: Is the malfunction of the internal locking mechanism within the actuator on the pin mechanism only or the down locking totally is at fault? (note: during ground the safety pin can be easily inserted)

    Electrically: Why when the gear lever is selected up and the gear is up and locked does not give the indication of up?

    Operationally: Is it safe to fly the aircraft to home station with this defect? If yes, is there any precaution during landing?

    Appreciate any input to the subject.

    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.

  14. 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.

  15. 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.

  16. My guess is to give the mechanical linkage on the NLG time to close the doors without binding.

    The time limit I believe is being misinterpreted. It is meant to say the time the gear takes to retract should be no longer then 3 seconds otherwise you may have a potentially bypassing actuator or a flow restriction in the hyd. lines. The main landing gear also has a time limit in the JG during retraction test. This is for a given pressure (3000PSI) and a given flow rate (16GPM I believe). This tests the efficiency of the actuator or the MLG HYD motors for bypassing, mechanical binding or a restriction in the hyd. system.

    The Nose gear doors are all mechanically actuated by the NLG actuator thru the NLG strut at the fulcrum area. Front to rear door timing is set by shims between the forward and aft. actuating arms.

    MLG retraction:

    Power is applied to the up or down switches by the position of the MLG

    control handle. All 6 MLG switches provide 2 ground paths, one for the MLG

    indication and one for the red light in the handle. The up switches are

    powered when the handle is place in the up position and the down switches

    are powered when the handle is placed in the down position.

    At any given time, only one ground is set. If the gear is selected up and

    the MLG is currently in the down position, the up switch ground for the red

    light is already closed and the up indication is open. The red light should

    come on immediately and the position indicator has no ground and seeks a

    neutral position (barber pole). When the gear is retracted the switch is

    depressed, that opens the ground for the red light and closes the ground for

    the MLG indicator and the indicator is powered and indicates up.

    The operation is the same for down indications when the down switches are

    selected by the MLG control handle. (indicator indicates wheels)

    If the up indication indicates up immediately when the MLG control handle

    place to the up position and the gear is currently down, this indicates a

    problem with the up switch internally (most common) or a short circuit. The

    same is true for down indication malfunctions.

    All open grounds show up as a barber pole (most common, broken during acft.

    Wash or recent MLG maintenance, stuck switch plunger, shorted switch).

    Testing of the red light in the handle requires each gear position to be

    tested one at a time, and from both the up position and the down position.

    There are other warnings that tie into the MLG control system also ( warning

    horn, flap and throttle position switches, squat switches) so be familiar

    with the Job guide.

    I also remember a TCTO or a instructions some years ago to paint the NLG mechanical down indicator fluorescent orange. It did not matter if the factory color was red or white, it was to be painted fluorescent orange.

    I hope this helps.

  17. Good point Lkuest on the weak switch. try and start with no fuel pump pressure (it will start) and see if the light comes on at 16%. There is a discussion about weak pressure switches in the books but not under the situation you have described.

    Good luck and let us know what you find.[/QUO

    Did the secondary pump light illuminate in flight during Aux or Ext. tank fuel feed? I seem to remember in the -1 that this could happen and it was not really an issue, more of an annoyance. However, I believe you needed to do all the troubleshooting to determine if there are any other issues contributing to this. If all was found to be clear, serviceable and functional, then is was not a malfunction.

    Ramrod

  18. Sounds like Ramrod has done a few ramp and door rigs.

    I have also found the blocks mounted under the forward end of the cargo door to be the incorrect dimension. We had four of them found to be 1/4" too tall, and they contacted the ramp early - lifting the door when they should not have.

    I don't have my notes with me now, but LMCO can tell you the top angles of the lock saddles in order to ensure that you do not mix the saddles up. Once they get crossed, you will find the #2 locks tight and pull your hair out trying to get it correct.

    Bushings are a big issue, and they are easily missed because they are invisible to us unless we remove the ramp. However, the easiest way to see if anyone installed them vertically instead of horizontally is to check for side-to-side movement of the ramp and the actuator end. Lockheed Service News gives a method of checking for the proper amount of play. If the play is not there, the bushings are installed incorrectly.

    Ignore the cargo door until the ramp is rigged completely. Then troubleshoot the cargo door. Make sure your lock/unlock pressures are with in the tolerance specified in the JG. When complete, the cargo ramp, when locking, should NOT shift to one side or another or pull in the sloping longeron's.

    On the cargo door, look at the cargo #2 L & R saddles. Check for deep divots or wear. These are the only saddles that should have zero (0) gap. Saddles 4,6,8 & 10 should have a gap, check the JG for the proper clearance. One telltale sign of excessive wear on the #2 cargo door saddle(s) is wear or divot on the cargo door lock saddle.

    Steve posted a good check on the phenolic blocks on the cargo door where it meets the ramp. Also I have seen thick sealant across the entire width of the ramp/door seal contact area. Maybe you need to cut out the sealant where the blocks contact the ramp. It has been my experience that a properly rigged ramp and door and a good pressurization seal, there is no need for sealant across the width of the ramp, only the corners need sealant, and normally it is not that thick.

  19. Open the cargo door and take a look at the #2 L & R saddles for divots and wear. Check for proper gaps in all the other stations (4 thru 10) Over time this wear will allow the Cargo door to drop lower. The ramp is normally rigged first then the door.

    If only one shim is under ramp lock station 10 and the cargo door is being pushed up, that tells me to look at the cargo door rigging. Cargo ramp gap issues at stations 2 & 4 can sometime be traced back to ramp hinge bushings worn and/or not properly installed parallel to the ground. If all this checks out good, contact LMCO for assistance. Also keep an eye on your lock and unlock pressures as stated in the Job guide as this will let you know if you have the proper cargo ramp lock #10 preload.

    Check for excessive amounts of sealant on the cargo ramp where the cargo door seal sits. Many times this has to be removed to rig the ramp and cargo door.

    One more important step, were the ramp lock saddles removed? If so, you may have to identify if the proper saddle is in the proper position. They all have very slightly different angles and they are not too noticeable to the naked eye. Part numbers have also been known to be wrong in the past. Depot had issues with installing the wrong saddles in the wrong positions in the past. I believe this is also in the job guide and a tool for checking them is either in the 52 series JG or the -OO-GE.

    I hope this helps.

    Ramrod

  20. Okay I'll start by setting up the aircraft:

    -Power on

    -Both emergency and normal brakes powered to 3000 psi (all is good)

    -9-port handle is in the down position (powering all systems with aux pump)

    Snag

    -Turn off aux pump and normal pressure begins to deplete to 2700ish psi while emergency stays at 3000

    -Select emergency brakes and start pumping to release hydraulic pressure

    -Emergency pressure depletes, but so does the Normal at almost the same rate (this isn’t good lol)

    -If you power up both systems again, kill aux pump, select Normal Brakes, and start pumping the pedals. Normal brakes deplete as they should and emergency stays solid at 3000 (works as advertised)

    We have changed both Normal and Emergency Brake Selector Valves but snag persists. I’m starting to lean towards a faulty Normal Brake pressure return check valve OR the dual brake control valves.

    Hope someone has a bit of input here, could really use the help lol. Thank a lot guys! :)

    I would check the brake shuttle valves before replacing any other parts. There is one shuttle valve on each brake. This is another place the emerg. and normal brake systems tie together.

  21. The technical order you are looking for is 13A6-59-13 for one and two man troop seats. This T.O. give all inspection requirements, repairs and replacement parts.

    For the cockpit crew seats on the J model, the parts are listed in the 1C-130J-4-25-1. There is a 13A6-??-? series T.O. for the Ipeco seats but as I remember, the information is pretty much the same as what is in the 1C-130J-4-25-1.

    Additional Info:

    Here is the inspection and stenciling requirements for aircraft shoulder harness, troop seatbelts, lap belts and air crew harness. T.O.13A1-1-1.

    In this T.O. are the requirements for a visual inspection prior to installation, stenciling of the installed date on the shoulder harness, Lap belts, Troop seatbelts and aircrew harness, weight testing and repair.

    13 year mandatory replacement of troop seatbelts part numbers 56E590, 56E559-10, 9841781-1 and 9841781-3.

    Shoulder harness lap belts is also 13 year mandatory replacement.

  22. Anyone have any info or experience repairing J Model troop seats, I am mainly interested in authorizations and/or pubs with direct on what is allowed and if any other countries are doing their own repairs.

    The technical order you are looking for is 13A6-59-13 for one and two man troop seats. This T.O. give all inspection requirements, repairs and replacement parts.

    For the cockpit crew seats on the J model, the parts are listed in the 1C-130J-4-25-1. There is a 13A6-??-? series T.O. for the Ipeco seats but as I remember, the information is pretty much the same as what is in the 1C-130J-4-25-1.

  23. When gtc start motor rotate 3 to 5 second than electric fuse cut out,fcu,oil pump removed accessory drive free rotate .turbine. also free rotate.wireing & all relay check found good,

    This question is off subject, however if I am not mistaken, in the 1C-130E or H-49JG series job guide or the GTC overhaul manual there is a starter slip clutch check and adjustment that can be done. If this adjustment is too tight, it will blow the 200 amp current limiter repeatedly even if you are constantly replacing starters. This issue also happens on the J model APU also, with an APU ACAWS of some sort. It has been a few years since I have worked either aircraft.

  24. I talked too an old buddy last night and he was in the same thinking as you guys to focus on the brake switch alignment, I had not thought about the the tension switch....to much time on old H models. I am looking at that right now. thanks guys.

    Was this issue resolved?

    I re-read your initial post and you never stated that you have had to manually reset the asymmetry brake valve on the utility Hyd. panel. This leads me to believe that the issue is an electrical intermittent problem common to both the up switch and the down switch in the cam/switch assembly on the flap drive. Looking at the 1C-130J-2-00WD-00-1 figure 3-75, power feeds from the #8 ECBU to the cable fail detect switch then to terminal strip TB 505L Terminal 1, the to the can/switch assembly thru wire C100F20-2. I'd check for power, loose terminals/screws. Check for power. Check the grounds and check that the rollers on the switch followers are not improperly adjusted by being bent at the arm instead of the switch actuation tab. Also quite frequently we found pins at the cannon plugs recessed (either not properly installed in the cannon plug and locked in place or missing the pin lock). For some reason, very common in the J's.

    Ramrod

  25. I have found that problems like that are best worked on AFTER reindexing the asymmetry brake switches correctly. Too often, the problem goes away after I do that.

    Question- do the flaps stop working and display an ACAWS (C-130J) like flap cable? I found on the J models that the cable break switch located around F.S 450-460RH overhead to be adjusted a little to sensitive. You must verify the cables are at the proper tension and adjust the switch tab IAW 1C-130J-2-27JG-50-1. Para 27-51-36. It could be that the cables are bouncing and whipping and triggering the switch which then trips the flap assem. brake valve. Just a thought.

    Ramrod

×
×
  • Create New...