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Ben Legere

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Everything posted by Ben Legere

  1. There was a video that I came across on youtube a few years back that had three airplanes competing for the contract that the C-130 ended up getting. I can't seem to find it anywhere. It had stuff about three different planes. Any help finding it or links to it would be much appreciated It was like this short video but more in depth
  2. 1. If by port wings wing lifts when all thrust reversers are activated you mean that when condition levers are in reverse the left wing tip rises then you have low fluid in your right aft mlg strut. 2. Fuel indication is never perfect on a 130. The SPR gages run off signals sent from the gages in the flight deck and dipping the tanks will only get you a rough estimate of what's in there depending on how the aircraft is sitting and what the temperature is. The gage in the flight deck is the most accurate when it's working properly and should always be what you go by when the SPR panel is reading something different, just be sure to dip the tank to be sure. Good luck
  3. Buying that brand new directly through an approved supplier the C-130J prop tackle is only $18,230.00. Lockheed offers the same hoist for $10,456.44(sn 1730-01-492-0135) which pretty much rules out any reason for anybody to pay full price for a "used" prop hoisting unit. With that being said, it is extremely unlikely that any military would buy a questionable(even though new) prop hoist from a non-approved source. You could try selling it on ebay and hope that someone is willing to take a chance with buying it, but I seriously doubt that there will be any market for what you have. Pretty much, you will be out of luck trying to sell your prop tackle until the C-130J makes it to the civilian aviation world. Sorry for the bad news and I hope you can find a buyer.
  4. A quick and easy way that I have found to remove stuck wheels that are stuck on the brake rotors is to spin the tire counterclockwise as fast as you can then apply the brakes. Usually this will break it loose. If you still have problems. 1 With the ground test valve NOT tied turn the aux pump on 2 Select Normal brakes 3 Set parking brake, you will have no pressure on the brakes at this time 4 spin tire backwards as fast as you can do by hand 5 once tire is up to speed select emergency brakes. When brake switch is flipped to emergency it will set the brakes almost instantaneously jarring loose any stuck rotors. You may have to repeat this a few times Is the tire still able to rotate?
  5. If you're getting 1600psi with the flaps up and you are getting 3,000psi with the flaps down your pressure reducer is stuck. The correct way of fixing it would be to replace the pressure reducer on the diverter panel. The quick fix would be to smack the pressure reducer with a flashlight or back the adjustment knob out about 1/8th of a turn.
  6. By the time you stretch a L282 you may as well buy an entirely new aircraft. That extra pallet position may never make up for the cost of adding 15 or so feet of cargo room, not to mention all the waterline cracks that you will have to deal with in the landing gear from the added structural stress. Some things are better off left untouched, but to each his own... Good luck with stretching a 50 year old airframe, I hope it works out.
  7. The RYLC51047 part number actuators are refurbished at Tinker AFB ALC while the RYLC51047-1 part number is a naval part number for the same part, the -1 is just a supply designator code. The same part may be used on non-aircraft things also. You could get a RYLC51047-10 actuator that would look, feel and work exactly the same as a -1 part number but not be certified for aviation use. The -1 part number designation is to simply save money for the other guys that don't need an aviation certified part and to prevent the Army from using up all the C-130 assets for some random thing of theirs.
  8. Pull the elevator off the stops. 200psi is nothing to worry about, the elevator pack bypasses at a rate of 3gpm when on the stops and uses the same supply line as the rudder. Up speed 2 engines and it will be fine, with the ground test valve tied you will get a drop. If the drop persists with the elevators off the stop then you have something to look into...
  9. I know I am going to sound pretty dumb saying this... What is that 4" cap in the left wheel well for that goes into the cargo compartment behind the left aft MLG tire?
  11. It says either "28v DC" or "18-30v DC" then M4040/ then the military part number then the 5 digit manufacture code then the date manufactured. Something like 18-30v DC M4040/8610-12345-0412
  12. [ATTACH=CONFIG]2528[/ATTACH] The bleed ports in the plumbing like to leak in flight but check out just fine on the ground... You may want to check them out.
  13. Howell makes the H391T-56-1 TAKCAL® Tester. It is good enough but you may as well just get/use the SYNCHRO TEST SET P/N AD33480 and S/N 4920011185130 but it costs about $50,000. T.O. 33D2-11-75-1 has some pretty good info. Sometimes just going through the Lockheed service news buletins helps out if you don't have access to T.O.s http://www.lockheedmartin.com/data/assets/service_news_magazines/V8N2.pdf
  14. The 5A527-000 part number was originally made for C-130A aircraft S/N 2935009663321 Cage code 72914. The oil cooler itself uses the part number 5A527 but there are a couple of different uses for it. The 5A527-001 is meant for T-56 engines while 5A527-002 is used as an antenna coil cooler. They are the same oil cooler with different thermostats and uses, the 001 at the end of the part number is just a designator code for what it's intended use is.
  15. 1. If you had a complete loss of the utility system fluid it is highly likely that air was pumped through your boost pack effectively removing any remaining hydraulic fluid from your rudder boost pack. The utility side of the actuator snubbs your right side and the booster side snubbs the left. With the utility side blowing out it will not have sufficient fluid to snub the rudder from full right travel. It is possible that wind could cause damage but highly unlikely if it only got up to 22-27kts. My guess would be that the damage was done when someone was running the rudder through with no fluid in the utility rod end as the boost pack would come to a sudden stop without any snubbing action. 2. If the S/O/V is off it is off but once you lose power or turn it to the "Open" position. Once the pack gets to the point where it's leaking like crazy it doesn't really matter anymore if it is opened with the power off. The pack will drain itself anyway. Just my 2¢ - If the pack was bad and leaked that much rudder gust locks should have been installed. I believe that there is something in the -6 about installing gust locks if the pack isn't primed with fluid but I am not at work to look this up.
  16. If you came to a complete stop on an aborted takeoff with just the brakes a flat spot on a tire would be nothing to worry about if the anti skid system checked good during an antiskid ops check. If you did not come to a complete stop and didn't drop below 15 knots while applying the brakes hard then there would be reason to dig into this further. Under 15 knots the antiskid system is not required to operate. Once the transducers slow down enough to where they can not send out a sufficient signal to your antiskid control box the antiskid will become inop preventing and false signals from disrupting brake operation during low speed taxying. When the antiskid system loses sufficient signal you can easily lock up a brake and leave a flat spot on a tire. With a locked up wheel it only takes a couple of seconds to blow a tire. I have seen aircraft that have only drug a tire about 30ft that have completely blown the tire. Even at 15kts a locked up wheel will drag 22ft in one second which is enough to significantly wear a tire down to the point where it will be in the chord.
  17. Pull your landing gear control circuit breaker and see what happens with your antiskid(I bet it will work then). Do the peddles feel like they are attempting to work? With antiskid on can you bleed off pressure?
  18. My name is Ben, I am not from Canada and I still can't figure out who thought that it would be a good idea to make the boost pack manifolds out of cast 2014 aluminum. Sometimes I wonder why a MLG strut only takes 30,000ft lbs of torque to shear off or why J models use less than adequate engine nacelles. I work on planes and am extremely bored with my job which puts running and looks ahead of knowledge based merit.
  19. Dang... I read it... I could have sworn that it didn't say anything about turning a screwdriver, but I stand corrected...
  20. It tells you how to make sure that it fits correctly and not to pry with it but I have not seen anything stating that you have to turn it to make it work other than the little note in there that says that you can use a wrench to turn it if needed. Nothing states that you have to twist the handle with your hands though.
  21. If your engine pump puts out 8.6gpm at 2525psi and you'r elevator bypasses at 3gpm when on the stops. That leaves you with 5.6gpm to play with. Guess what? You'r flaps have a 9.8gpm flow rate limit. That leaves you with -4.2gpm. Not every pump puts out 8.6gpm, the old stratopower pumps were only rated for 5.6gpm. Check SBSS when you get a chance or fedlog to get the characteristics for the different pumps, you will be surprised at how far off from the real limits they make pumps. I'm wanting to say that the Abex pump is rated for 9.2gpm but I am not at work to verify this. Look at the id tag on the pump if you want a quick reference. Anyhow, a drop to 700psi with one engine on speed while running just the flaps through is nothing to worry about and is quite common. Not everything is in a T.O. and sometimes it takes a little common sense and system know how to explain things. It's too bad that 99% of the people out there just go off of what a book says and never really looks into how something actually works and why it does what it does. I have yet to see a T.O. that tells you how to turn a screwdriver, yet people twist them instead of pushing on them. Using a little common sense goes a long way, although it may be hard to convince an engineer that the utility reservoir drops about 4" when the gear is retracted and it is perfectly normal. All that fluid fills up the nose landing gear actuator when the gear is retracted. There is no book that says that the fluid can drop. This is one of those cases where you have to be able to understand how stuff works. I have put in countless TO changes just to have them denied then stolen and submitted by dickbags that want credit for everything. Some quick and easy things that every hydro guy should know about the 130 as far as pressures - with both engines downsped pressure can drop as low as 2,550psi - If a suction boost pump fails you can continue to fly, hydraulic pressure can reach as low as 2500psi with a failed suction boost pump - A clogged vent filter can cause all kinds of weird pressure problems
  22. That is indeed sad. From what little there is to view in that photo it is hard to make a definitive judgement on why or how it crashed. Just by the look of the vertical stabilizer it looks like it hit at a relatively low speed as if the aircraft was in a stall when it hit the ground or the wingbox failed.
  23. 1. With the motor off and the brake off it will not be able to hold anything in place 2. You can do a pull check to test the motor. It's pretty much operator error...
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