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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.

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.

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.

The torque not being higher with FF and TIT makes me think you should recalibrate that torque meter first.

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.

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

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.

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.

It is the C-12 gyro. Do you have a manual to do an operational test of the system on the ground?

Thank you Sonny for brightening my days!

I've read on the USCG HQ sites that the end plan is 22 J models to replace the old "H" fleet. A few years back, the plan was to upgrade 16 total of the existing "H" models with center wing repairs, avionics updates and glass instrument panels, Selex sea search radar, etc. For the "H", the Nav and Eng will remain. Probably 2025 retirement now for the "H" models that remain. Depends on how many "J" come our way. It will be interesting to see how well the HC-27J fits in. Seems to be a good twin turboprop with longer legs,and a bigger belly than the HC-144A CASA 235.

Thanks for the update!

I saw this in the stripped status in early October. Just knew it was on the way out. First C-130 I flew on. It was the only "H" at E-City back in the "B" model days. Nice aircraft, Many fond memories of flying in and fixing her. I guess this is the last of the 1500 series to go?

Great heartwarming story. After years of listening to people put down Vietnam vets, It was good to see the reception given to the returning POWs. I hope you will write more of these and participate in an oral history project so the real stories from Vietnam are not forgotten or twisted ever again.

I have heard Equivalent Flight Hours for MC-130s are the highest in the fleet so they may have timed out their center wing boxes.

What are the wire numbers that it is feeding?

Wow! Not to worry, Hamilton Standard has one ready to go.

Maybe it is here; http://www.thefreelibrary.com/Innovative+Solutions+%26+Support,+Inc.+Receives+$1 .5+Million+C-130...-a0141009081 Didn't that company make some of the "newer" instruments in the H2s? ADI or HSI?

I think it is CG 1717, Lockheed 5104.

Solid state or "switching" power supplies for AC voltages may be the problem. Something in the realm of harmonics, which seem to now plague even residential electrical systems. Grab a ground power unit (motor generator) from the flight line and try that as your source for AC ad DC power. Just a hunch.

Sad to see them go. 1504 was the first one I flew on. 1721 is pretty low time, it might have been a better fit for NASA what with all the unique mods on it. Our "metal magnet," the 1706 is going to the Forest Service. Sniff Sniff

Are all of your inputs getting their power from the same AC bus? I vaguely recall a warning that said to avoid using the INS coupled when using the inverter for heading power on our USCG birds with LTN-101. Just a quick thought, probably not your situation or configuration with SCNS.

We never had that many failures of the FCU. It seemed to be pretty reliable. Considering it is located in the drybay, it held up very well. It is a sealed unit, so I suppose vibration and temperature changes just wear out the internal components.

When the fire warning control box fails, (located in the dry bay) it often give false indications of a fire. Your HF problem is most likely a problem with the screen/shielding between the HF Coupler unit and the HF antenna mast. When you transmit on HF the Radio Frequency (RF) energy is leaking inside the aircraft and inducing currents in the warning systems you mentioned.

As NATOPS1 said, I hope it is an "easy" fix with out of limits operation. Otherwise, pitch channel can get very frustrating if you are not certain about it's many inputs. Standard Flight Director is pretty reliable, but old. Even the FCS-15 system we had on H2s is getting long in the tooth. Hopefully you have all the right test gear and pubs for your newer autopilot. Usually NATOPS1 or Tim Clark still have access to the latest gouge; good luck!