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in C-130 Technical
Posted June 14, 2014
Isn't that the anode slug?
Posted May 31, 2014
I remember when this showed up on the H models with the larger air packs. I always assumed the newer circulation fan was just too much of a load to intentionally switch between generators during start up.
Posted March 25, 2014
NATOPS1, We used our own version of the FCF in the USCG based upon the USAF TO. 3 seconds sure seems fast on the jack stands let alone in the air. It's been a good system review, though!
Posted March 20, 2014
On the down switch; a pin protrudes out the back of the actuator piston. That pin has a visual color band of red and maybe white, which is a backup to a failed switch. The pin pushes the switch for the down indication. If the pin doesn't pop out all the way, you shouldn't be able to put in the downlock pit-pin for the nose gear. Good memory drill!
I don't have schematics, but isn't the up switch in the uplock? Both mains and nose gear should "barberpole" in transit.
in C-130 Prints
Posted January 18, 2014
If you look at current CG HC-130H models, not the "J," you'll notice the chin ball is larger than other Herk installations. Also, I'm pretty sure you have the "towel rack" antennas on the top, just can't see them in the proofs. Nice job, and thanks for doing a Coast Guard Herk.
in C-130 General
Posted January 3, 2014
That used to be the CG 1721. Did the Navy or Hill AFB do the demod? Bet that has some low hours on it.
Posted August 22, 2013
Much of what you see results from some eager safety "O" seeing some neat gear in a safety catalog and thinking "me too." More likely it is the continuous improvement circle (jerk) where one group "invents" a new requirement, spends oodles of cash buying the new gear and training the masses. Awards, brownie and OER points are given, O-2 makes O-3, then transfers. New batch of safety Os come in, old CO transfers out, Maintenance waits patiently for these changes and presents their case that all of this was just another time waster and has slowed production. Safety gear/toys are chucked to the trash or DRMO, reg are hunted down in every binder and hard drive and burned or shredded. Life goes back to normal, Os are awarded Atta-boys and brownie point for increasing production. Three to four years later a new, eager safety officer transfers in.
Rinse and repeat.
PS The Lab Safety Catalog is dangerous safety department porn.
in C-130 Historical
Posted June 21, 2013
The Coast Guard has used the C-130 for maritime patrol since 1960. The numbers were pretty close to the P-3 on range and endurance, plus you get a ramp & door and cargo compartment that makes deploying much easier.
Posted June 13, 2013
Did you try a "null start?"
in C-130 Community Announcements & Promotions
Posted May 7, 2013
Pretty obvious Dan served his country well and kept us on our toes in this forum.
Blue skies, Dan.
Posted January 30, 2013
This came up before on the forums;
At least four aircraft that suffered from bad gearboxes.
We had another Barbers Point C-130, I think one of the 1600s that had a gearbox crack and the prop droop forward a bit, but no departure. Thankfully, it stayed in place.
Posted January 17, 2013
Should we assume you have checked everything in the stovepipe between the coupler and Antenna mast?
Posted November 18, 2012
Edited November 18, 2012 by n1dp
I had heard some of the three rescue birds we sent to the boneyard were reused, but I was wondering if you were intending to refer to the temporary loaner we got back in 1983?
4142 65-0987 1451 HC130H HC130P Loaner from ARRS Flying 71RQS
The story went, back in the day, that we ended up with the USAF rescue birds (our 1452, 1453 and 1454) because they were not needed and the tails we ordered were diverted as slicks to support SE Asia?
Posted October 21, 2012
Just a quick stab; have you tried closing the bleed air to No. 3 after the start? It could be electrical, but can't seem to reason why the left side would have an effect.
Posted October 12, 2012
"have you check the horse collar cannon plugs for any bent pins and pushed back pins."
Ditto on that! Got skunked pretty hard once trusting another on that. Also, doesn't the new GCU eliminate the need for separate voltage regulators by automatically sensing the PMG output and adjusting accordingly?
Posted May 8, 2012
Not familiar with the maint. free lead acid battery, but if you are on your second battery, I suspect the problem is in the aircraft. When you say everything is off, as you know, the battery bus is still powered. Looks like you have eliminated the emergency exit light extinguish? I'd ask if you can pull all the battery bus circuit breakers to see if some kind of phantom drain is there. Does your aircraft have two batteries in the compartment? Is there some kind of interconnect between the two?
Posted June 19, 2011
That is c/n 3542 AF 58-6973 USCG 1341.
An old friend lives on!
in Aviation Discussion (non-c130)
Posted June 15, 2011
Just read a monthly Vets memo about C-123s stationed at Westover AFB in Mass. and a base in Ohio. Had a good friend at Little Rock from Westover that was a FM on C-123s for a while before the FE transition to Herks. According to the article, the old spray birds had plenty of contamination in them and have caused health problems for those who flew in them after the aircraft returned home.
Posted April 29, 2011
Interesting to see both a scanner window up front, and a scanner door in the paratroop door position. Also, the scanner window looks like the add-ons we did with the CG 1700-1704 tails.
During the Air France search, I noticed in some photos Brazil still uses the old scanner doors.
Posted April 14, 2011
I think that one engine at power, one at flight idle, with the other two caged, ended up in the AC syllabus. They were doing it in 2005. A real eye opener.
One or two engine shutdowns were a big help with the B models. Not used so much when externals arrived on the H models. Normal ops in the P-3 world. With the outboards standing tall, the long search was much less boring for the FE!
Posted March 22, 2011
CG 1706 c/n 4996, January 1992. Same position but different results. Lost Utility Boost when RH anti skid control valve and Main gear fluid lines severed. The prop "danced" over the wing, damaged lines and wires in the wing root, landed on the tail, punctured anti icing duct in RH tail. Engine oil coated the side of the aircraft and hydraulic oil coated the interior. Booster lines were crimped pretty bad when the prop blade came in and widened the hole. Lots of broken wires. Feather circuits inop. came real close to the control cables for 3 and 4, etc.
15 pax and two crew in the back. The pax and one crew were all on a seat pallet in the first position. The other guy was by the RH paratroop door. The two survival sleds and many pax hanging bags were by the RH side emergency exit. They all went out the hole. Found a wooden coat hanger in the belly pan of # 3. Dress uniform shirt in the leading edge. The # 3 nacelle was brand new. Had less than 30 hours on it.
The prop went into the Bering Sea, but was drugged up by fishermen a few years later.
Both crews earned their flight pay. You'll notice our intake plug was in too!
AF Captain from Warner Robbins came up and QA'd our battle damage repair. Real nice guy.
Posted March 19, 2011
Posted February 28, 2011
Very nice video. Thank you for posting.