GVS

I'm gusseing here so here goes:on a rapid decent from altitude the pressure in the dry bays would be lower than outside amb.The check valve opens allowing the dry bay press. to equalize with outside press.Question is why only in bay 1 and 4?

Hey,MTCC-thanx

Seldom started #2 first or by itself.

I wouldn't necessarily assume that things will not be affected by the cold. It all depends how cold. I've heard where the units operating in Operation Cold Freeze have experienced problems in the past with gear retraction due to the grease becoming extremely stiff and not operating as designed/advertised. All depends on if the respective grease used is designed to be used in extreme cold environments.

At least in the early days of the 130 there were elec.powered blankets avaliable to install in the M/W/W to keep things warmed up for reliable gear operation.Jack screws had to be cleaned and oiled and as said strut oleos wiped down and lightly oiled.

Their'er both winners.

Well that was easy .... glad to assist :-)

Several years ago, the computer system on my cell crashed completely. As an interim

measure I installed regular aircraft guages and direct reading guages untill we received

the new system. I made the installation dual, so even if the computer fails during a run,

all indication continues uninterrupted. You may want to do similar on your cell

A very good idea.Redundancy dosen't hurt.

So when did the GTC become so unreliable?I was on A models from '61 to '65 and I can count the number of times on one hand that I had a problem with one.The first one involved a turbine-it blew itself out the side of the acf't! One involved the fuel S/O/V i

n the fillet.The others were the result of a low battery-not enough snot to spin up the GTC to light off.

Same thing going on with me.I thought it was a problem with my temporary new 'puter.

As for the crew chief and the stolen 130.I worked with a retired A/F M/Sgt. who was stationed in England on a fighter base when this took place.He told me that a couple of his fighters(F 4's) were armed up and scrambled.When they RTB they're guns had been fired.Nobody said yes or no.As far as I know to this day nobody says yes or no.

As Larry says,not too often do enlisted get to take the controls in flight.It does happen on ocasion.On one mission I was on,a squadron C.O. was AC.Well into the flight he called back to the load master and told him to send a particular airman 1st class to the flight deck.This lad was a member of the aero club on base and was the head clerk in the squadron. The AC asked the copilot to let the airman take the seat.Airman sits down,gets a headset on and AC says"I want to see what they're teaching you in the aero club.When you're ready I'll disengage the auto pilot and you will have control"Guy nods his head,he's ready,auto pilot clicks off.For about the first minute everything is fine.Then we started a mild porpose then a phugoid which progressed to about + or - 200 FPM.AC got us straight and level and turned it back over to the airman.Same thing over again.After a minute or so the AC says "is anybody air sick yet"I've got a couple more storys of enlisted flying but they will have to wait for another time

I did a lot of taxis long after I left the Air Force and worked for a gov't.contractor.Never once did I even think of takeing one off.I used to say to myself"this thing ain't leaveing the ground with me in the left seat"!A good number of the taxi checks involved speeds in excess of 100+ knots.Flaps up,anti skid on,flaperon popup armed and thumb on the speedbrake switch.Only taxied a Herk once-that was to back it back on to the pad after it skided off because of a slick ramp.Double chocked and brakes locked.Going from ground idle to flight idle after paralleing the generaters.

124200 is correct but I think that number was lowered at some point possibly for shelf brackets then raised back to 124200 when that problem was resolved.

BOG DOWN could be the result of:fuel starvation,water ingestion,FOD,too high prop pitch.In all the above cases there will be RPM decay.RPM may come back up on it's own in some cases.

FLAME OUT could be the result of fuel starvation,too high an airspeed and too low a power lever setting(too much air passing through the engine and not enough fuel,the fire just gets blown out.)With skill and a little bit of luck a relight can/might happen.

Bog down or RPM roll back across the board in a Herk,it's happened a few times,is nothing but bad news!

Yes sir that tow bar was a pain in the backside until you'd hooked it up a few times.But it was nothing compared to the 25 foot long bar used on test aircraft with a 12 foot long instrumented pitot tube with pitch and yaw vanes on it, mounted dead center in the nose of the radome.Hooking that badboy to the bird took some maneuvering.

Never saw nor heard of a shear pin shearing. How far does a C-130 coast if the tow bar lets go? 3 feet? Five? Just curious.

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.

Back in the day we used to pull them out of the hanger with a tug. The tug had breaks on them. Once out started the GTC.

None the less they didn't turn a wheel with less then 2200 PSI on the gauge.Did you ever have a shear pin in the tow bar break while under tow?The tug brakes do no good when that happens.Also the pictures show B models and later models.A model pump handle is to the right and just fwd. of the C/P seat.Pressure ind. is on the C/P inst pnl.

If full or partially full it will have to be vented overboard.If empty it would have to be purged with dry nitrogen for at least an hour and the vent left open in flight.

Dutch has it right.No SPR .The pump wasn't in the tank but in the pylon.Begin the tank removal,either take the hose off of the tank nipple or off the pump(don't remember which).We used an aerostand as a dolly, disconnect some electrical and lower the stand very gently.I only did this once.Filling these tanks was a chore.The way we did it was to put 225 gal. in the first tank, move to the other tank which may require a respot of the fuel truck,go to 450 gal.in that tank then back to the first tank (here comes another respot,maybe).When these tanks were used it was a good chance that the acft. had a heavy fuel load already as well as cargo so she was down on the struts to start.

Here's a war story for you:On the way to New Delhi we stoped in Tehran for fuel.A/C wanted full pylon tanks.Put 30 or 32000 # in the wings through the SPR and went to the 1st pylon,pumped in225 Gal and went to the other side.Iranian fuel truck driver isn't happy,I start fueling and he pulled the hand throttle on the truck way out.I'm on that ladder holding the nozzle with one hand and holding on to the ladder for dear life with the other.The nozzle blew out of the tank,I couldn't let go of the lever,the fuel is going up the side of the pylon to the bottom of the wing and raining down on me like F''''N water fall!Let me tell you I was a hurting airman when we landed in New Delhi.JP4,if left on skin will burn like hell after 30 minuts or so.

Ramrod, thanks for clearing up the time to retract should be ‘no longer than’ a fixed time.

Also GVS may be correct that 3 seconds is fast (not the correct limit). The attached YouTube video shows an example of C-130J NLG retraction and extension.

I kind of think that the video was slowed down somewhat, Nevertheless 3 seconds is too fast for a 130 N/G.I'd like to hear from a pilot or F/E on this just to see if my memory is correct.

Speaking of N/G swings,how many of you guys pulled the duty of being in the N/W/W during a swing?Take one nose tire off and hope the gear didn't hang up on extension!

Been a long time but seems to me the light in the gear handle should be on while the gear is in transit as well as B/P indication.Also 3 second for retraction is FAST.Phantoms had the fastest gear I've ever seen and it wasen't that fast.

Question-are the tires slideing or are the brakes not holding and letting the tires rotate?

I've been on the road before and had a generator that wouldn't come on line so I had them shut down the engine then I hit the reset button a few times... they fired back up and were good to go. Well this recently happened again and I said that they needed to shut down the engine completely (not just pull breakers and cannon plugs) for it to completely reset. They didn't do the shutdown, they pulled the breakers and cannon plug and pressing the reset button did not work - still had codes. I agree that pulling the plug would take away power but I think you have to start from a shutdown engine for the reset to work properly.

Never a great idea to disconnect an electrical plug with it's circuit(s) energized!

No idea what the stock number might be.Got more than just a few hours" camped out" on one though.

Dosen't sound right to me.Maybe it depends on the defination of "service ceiling".

I knew some E5s and E6s who would have,should have benifited from this had it been in effect in the '60s.