GVS

4 years in the air force and 30 years in industry as a crew chief or plane captain.Retired 21 years and still miss being around and working on acft.Miss the guys I worked with,the pilots ,BNs,WSOs and engineers.I was just in contact with one of the test pilots who was primary pilot on one of my development aircraft.We agreed it was great work.I said the good days outnumbered by about 60:1!

On 11/25/2016 at 5:34 PM, Spectre623 said:

I heard about the hail and oil coolers on an A model flight years ago as a 1 striper...about 1964. Could have been the same flight. Bill

Spectre623,I think it happened before "64 as I started on the C130 in "61 and I seem to remember the guards on the oil coolers at that time.

Many years ago,  I'm told it did happen.This is the story as related to me by a pax who was  on board.The acft .was on it's way to a base in England,probably Mildenhall ,encountered heavy icing and the engine oil coolers were damaged resulting in the loss of oil.The engines were shut down one at a time until only one was left.Cargo was jettisoned and the bird landed safely.This incidadent resulted in the addition of the guards/shields in front of the oil coolers. 

There was also the factual report of 55014 landing dead stick at Evreux when on a test flight and all 4 rolled back right after take off.The test flight was for roll back on the previous flight.The aircraft landed straight ahead with no damage other than to the brakes which needed to be replaced.I don't remember if the tires needed to be replaced.

7 hours ago, Sonny said:

Thanks. That was nice but what is with all the duct tape? It looked like it was holding the gun in place.

Metalbasher has it.Probably many strain gauges sending data to a recorder for later analesis.

15 hours ago, NATOPS1 said:

Depends... On your model aircraft, starting air source as well as definition of "ALL" electrical power loss meaning AC and DC and at what point RPM the power loss occurred.

If you have Engine Bleed Air Regulator valves they will close (Spring loaded closed when de-energized) and your starter control valve is also spring loaded closed when de-energized. If you have an APU the solenoid fuel valve will be de-energize closed resulting in loss of air so if the power loss occurred prior to 50% or so the engine would stall and overtemp without engine instrument indications.

In "older" aircraft NATOPS has a CAUTION about loss of the GTC during start (first engine) requiring the condition lever be placed i n feather in case of loss of power "opening of the Battery Relay" as no power would be available to close the fuel control shutoff valve. 

I remember using "hot day start" on A models when starting engines without external power applied and losing the ATM.All GTC bleed air went toward spinning #3 up to starter cut out speed.A little scary the first time it happened to you and more so if it happened at night.A flashlight handy was a must! If the engine start check list was adhered to and #3 generators were selected on, as soon #3 was on speed,the lights came on and you could start breathing again.    

On 9/27/2016 at 7:37 PM, tinyclark said:

From what I understand, the main purpose of the torque strut is to maintain wheel alignment. It will move back and forth just a little to absorb loads on the two landing gear struts. There is no need for pressure inside the unit. 

Unfortunately, there is very little info in the tech orders.

Tiny is correct on both counts.Once the weight is off the gear it will hang to a pretty much neutral position.On the ground on a straight ahead taxi the side loads will drop to "0" after just a few feet of travel.The fore/aft loads will be taken care of by the pins when they engage the shelf brackets.(remember those pesky shelf bracket bushings?)

10 hours ago, pjvr99 said:

grade 1010 oil is used for preserving engine fuel system if engine is in storage over 45days. I have had the dubious honour of starting and running both an APU and an engine on 1010, having forgotten to switch over the fuel supply .....

Loved doing depreservation runs! We are talking about max smoke!

15 hours ago, larry myers said:

7808 was the engine oil spec for T56 engines.  Replaced by 23699.

Hyd. fluid was 5606.

And before 7808 there was 1010.At Evreux there were still  some GTCs calling for 1010.  

I'm currently reading a book written by a pilot that i worked with as an aircraft mech.in industry.He was career navy,test pilot school grad.,instructor pilot and squadron commander. An outstanding pilot,an outstanding individual. Several times ,while talking about acft. losses and crew member losses he states "aviation plays no favorites"

On January 18, 2016 at 9:52 AM, mark18mwm said:

Chris, I think it's a 58-59 Jaguar XK150.

I'm betting on a 150 too!

One could spend a lot of time getting them right but they didn't stay right for long.One Flt.Mech. said to me after a flight "You've got some good props on this acft.It sounds like one engine running out there".3 flights later and here we go again.

The 3 bladers were still on the" A " models well into the  '70s.The Horsemen were done by 1960.

On January 2, 2016 at 8:36 PM, munirabbasi said:

hello expertise

Engine oil suddenly loss during flight defect could repeat on ground operation

munir abbasi

Had the same thing happen on decent with  an "A" model. Engine shop signed it off as "could not duplicate".I wasn't happy!Next flight when we began the decent I was in the cargo compt.Oil was streaming from the mast.Engine was shut down and air started just before entering the pattern.Problem was found to be a relief valve keeping the oil tank pressurized on decent pushing the oil out.R/R and all was good.

Works both ways.With nearly 35 years in acft. maint.,I don't think I ever met a flt.crew member or maintainer who saw it any different!

Sonny,google zazzle.com and enter c130 t shirts in the search box.Many to choose from.There's even a grasshopper nose,APS 42 "A" model in there!

Thats just what I was told way back when.I always thought it was because of no pylon tanks hanging off the wing.If either the tank or pylon isn't dead parallel with the A/C center line,gotta crank in more trim.My thoughts anyway,could be all wrong. 

Most "A"s flew quite well,some fairly well but there was one that,while very reliable,(had an excellent crew chief) needed both rudder and aileron trim .Division test pilot ,after 2 FCFs, and taking a hard look at the whole A/C,shrugged his shoulders and said "I don't know,maybe the wing's bent"! 

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If the "A"s you worked on still had the 3 blade props,they had a quite different sound than the 4 bladers.  

Sonny ,I'll have to get back to you as to where the "T" shirt came from.Standby!

Off topic here but a question for the guys that held down the left or right front seats.Of all the basic models(A,B,E,H,J)which was the best flyer as far as handling is concerned?My only experience is on A's but I've heard the B's were the sweetest flyers.

Back on topic,the wife   bought me a "T" shirt with a photo of the pilot's,engine instrument and co pilot's panel from an A model on it.

It's at ABOUT F S 740.

I'm thinking that seat should be painted "sweeny green".

The more I think about this the more I think you have an electrical glitch that is causing a brake hydraulic problem.

I'm guessing that the 172000 lb. weight excluding fuel is a typo.At least I hope it is!

A very good suggestion from HE HE to cap/plug  the skid valves and disconnect the elec. plugs.

By "shouldn't even want to creep" I mean the acft. shouldn't move forward at all.In the C130 world I only ran A models but at 28000 lbs of fuel and no cargo, at take off power,evan at temps.below freezing the bird didn't move unless the surface didn't provide any grip.  

If the wheels/tires are turning, brake pressure is being relieved or not enough hyd. pressure is being applied.  A lot of components have been replaced and that requires much bleeding.On acft. other than 130s, if a component other than the  brake itself was replaced we would have to push up to 4 or 5 gallons of hyd. fluid through to totally purge the brake system of air. 

You say a noise is heard as brakes release.This makes me think an anti skid valve is cycling  allowing brake pressure to relieve.  

Tiny,I don't think you took that info from a  book.You have some memory!

A few questions: Are the brakes releasing allowing the wheels/tires to turn?Are all 4 wheels/tires turning or just i,2 or 3? What is the surface the acft. is on like(oily,sandy,slick)?What's your tire pressure?Are these new disks?If so sometimes fresh disks need "burning in" to "cook off" the preservative applied to them before they'll hold.

What is your location and OAT?At that weight that acft. shouldn't even want to creep at T O power!

I'm guessing you talking about applying elec. power to the acft. If the acft. has recently been fueled with Avgas I'd defuel,drain and purge with an air mover.With JP above JP4 or JET A you'd be pretty safe using reasonable precautions(no open flame,no spark emiters close to the open cell) 

Has anyone in the U.S.seen this 2 hour special yet?I haven't seen it.Did I miss it?