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n1dp

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Everything posted by n1dp

  1. Not sure why the dark circles. Trying to find a good picture of the top of the wing for you. Those outboard fuel tank panels have no other penetrations.
  2. https://www.usaf-sig.org/index.php/references/downloads/category/116-c-130-hercules-lockheed?download=419:t-o-1c-130b-1-flight-manual-c-130b-hc-130b-and-c-130e-13-11-1970 It looks like you have pages of the "B" manual from this vintage. Take a read through, many answers in that manual. Let us know if you have more questions.
  3. On the formation light picture, you cane see the formation lights are installed over the flap well, not the main part of the wing where the fuel tanks and dry bays are. In early manuals, there was an over the wing refueling port for the Aux tanks, located between the inboard engines and the wing root. Pretty sure they were eliminated when the center wing boxes were replaced due to cracking. Also, those rectangular looking dry bay access doors were replaced by an oval hatch with a round cover in the middle. Disclaimer: It's been a while.
  4. HC-130B had formation lights. (former USCG FE here) Same as all other "B" models. The double dark spots behind #4; inboard is the drybay access cover, about 6 inches in diameter, the outboard dark spot is most likely the #4 fuel tank Over the Wing (OTW) filler port cover. They were always red. Drybay covers were white. Also. when this photo was taken, we had not replaced the outer wings.
  5. The blessed propeller synchrophaser.
  6. The stainless steel can showed up with some of the H2s in the 80s. Atomic toilet in the back by the RH paratroop door and these in the front of the cargo compartment on the 245. Promptly removed. There was an old story "floating" around about the old urinals that were mouted up there with tubes to the back; 1960s. The story goes a crew member hurried back and used it forgetting that the Commandant and his wife were on a seat pallet in the back. Me thinks corrosion was the bigger factor in removal.
  7. Yes, Co-Pilot would do it. More of a stretch, but the FE could reach it.
  8. A fair amount of L100 operators here. Some I haven't heard in a while. Some from So. Africa, maybe one or two from Lynden.
  9. Had to think about this for a while. I remember sitting in the Engineer's seat for many hours pondering the design of electrical systems. The simplicity of the three phase overhead fuel panel switch allows for control even if DC busses are lost. Something you would loose if you used DC power to control a power relay.
  10. All the aircraft in B,E,H series had the electrical control provisions installed from the overhead panel to the nacelle, but few ever had the valves or diffusers installed in the nacelles to make this work. I suspect only the aircraft for arctic service had the complete kit installed. A note: many mods later on used the nacelle pre-heat wiring to run new items such as the chip detector TCTO on US Coast Guard Aircraft. I also think the wiring may have been repurposed for augmented oil cooling system for ground use. Disclaimer: It's been a while.
  11. My gut feeling is the devices under load are considered more long lasting and stable and less likely to need a circuit breaker. Rare that a transformer fails, certainly at those loads. This is instrument power, 26 VAC single phase if I recall right. Never saw one fail in 26 years of fixing and flying.
  12. It took a while for the old brain to kick in. I remember many a Functional Check Flight checking this: Low Cabin Air Pressure Warning Light 28V ESS DC CP Side CABIN LOW PRESSURE WARNING A low cabin air pressure warning light on the copilot’s instrument panel will illuminate if the cabin altitude exceeds 10,000 feet
  13. Is this guy reminiscing about engine runs?
  14. https://www.google.com/url?sa=i&rct=j&q=&esrc=s&source=images&cd=&cad=rja&uact=8&ved=2ahUKEwi23IKRjrrgAhWDNd8KHVvlAMEQjRx6BAgBEAQ&url=http%3A%2F%2Fwww.flight-mechanic.com%2Fremote-sensing-and-indication%2F&psig=AOvVaw3i8Doffa4eA2ef_NGe1i3I&ust=1550195346892974 It is a DC Selsyn System
  15. After so many years and flight hours, the anti skid wiring from a terminal board above the wheel well to the transducers would wear. Intermittent anti skid tests was the usual symptom. Bad test in the air good test on the ground. After you have done all listed above and you still have problems with the system, change the wire.
  16. Sitting the FE seat, I frequently experienced over-pressure problems on the C-130. The Navigator seemed to suffer most from this. Thank gawd for the sextant port.
  17. There are a few get home tricks, such as jumpering ISO DC power to the battery relay to get it to close and flow current to the BATT Bus and battery, but it still leaves you with a possible bad battery. Is it lead acid or NiCad? Lead acid you can mess with, Nicad are less forgiving. Are there other batteries available at the location with the same connector, even if a smaller amp hour rating? How far away from a replacement battery are you? Are you allowed a daylight VFR ferry flight with a suspect, but recharged battery? Without a strong external DC power unit, you will not have enough current to start your GTC/APU. Constant voltage charging (the aircraft) is the least desirable method of charging either Lead Acid or Nicad, but it can work. Another question, did this battery just up and fail, or did someone (like me once) leave the DC volt meter in BATT all night? A revived battery from an accidental discharge means it will be more reliable if recharged in the field off of the aircraft/ground power unit. Do you have external power available? If not, unless you can charge the battery on a bench somewhere or get a local replacement, you are stuck until you can ship in a proper replacement. Sorry about the rambling.
  18. Ah, the nightmare of autopilot hold problems. If you had the trim light, then I head to the elevator trim relays and the wires feeding them. Make sure you get power out of AP for this.
  19. The torque not being higher with FF and TIT makes me think you should recalibrate that torque meter first.
  20. Simply, the flight manuals have the best approach to this. On a rejected takeoff, shut it down before coming over the gate. On a continued takeoff, let it run until you have a positive rate of climb and three engine minimums are reached. Depends upon what it is doing and where you will land when to shut it down. Disclaimer: Haven't flown in ten years and do not have the manual in my lap.
  21. The late Dan Wilson used his vast experience to clarify this a few years back. Got me corrected too, as this old Aviation Electrician goofed it up as well. Never had to repair the external power circuit; pretty bullet proof. http://c130herculesheadquarters.yuku.com/topic/520/Epin-question#.WAqYzslHQoA
  22. That is quite a find. I think I remember one of the long retired "B" Model air frames was used for possibly "J" Model Avionics and electrical prototyping? Time to start digging. Nice view of the river from the cockpit.
  23. The "rate switching" for the C-12 system is in the gyro. There is a bank angle that the C-12 system senses and switches the reference from the flux valve (magnetic azimuth detector) to the gyro. That appears to be what is not working. There is a drift test in the manual performed by placing the switch in DG and recording compass card drift over a set time. That does not check the rate switching. In your last post it sounds like it is switching properly between MAG and DG modes.in a turn again. If it is at all intermittent, replace the gyro. MAG = Magnetic DG = Directional Gyro A simple check would be to swap the gyros between the systems and see if the problem follows with the suspect gyro.
  24. It is the C-12 gyro. Do you have a manual to do an operational test of the system on the ground?
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