Steve1300

there is a 4:1 ratio between frequency of the AC gen and Tach. 100% RPM = 400 Hz.

I think you will find that technically, 100% RPM is 398 hz.

There was so much difference between the original "A" model and the "B" model that it could have been given a different name from "C-130."

Many design changes happened, and the electric power scheme was only one of them.

It was not a DC-only bird, but they sure focused on DC heavily in the original design.

I am actually glad that I got to work on them. It makes me appreciate the current configuration.

Well, we don't own Samoa. We are not even considering it to become a State.

FEMA is now an International Organization?

I'm not sure how this works, but since it is only taxpayer money, it is OK< I guess.

It sounds like, from these posts, that FEMA is responding to these disasters in Indonesia. Is that correct?

That does not sound like "throttle creep." That sounds like bored loadmaster or some similar "gremlin."

Good thought provoking question. A few reasons to leave the switches in the ON position, but probably not the only…

1. When left in the ON position there is NO pressure increase due to thermal expansion when the engine is not running. (there is a pressure relief but that’s later…)

2. As for the engine running and “pressure†being put out by the pump remember the pump is a pressure regulated, variable displacement, flow sensitive type pump. Meaning it only “pumps†when the pressure output is less than 3000 psi.

3. Normally with the pump ON there is a “load†on the pump at all times (small as it may be) (flight controls moving) so the pump is continuously varying its displacement to maintain 3000 psi.

4. If the pump is turned OFF the output pressure would increase to 3000 psi due to the fact the pressure outlet is isolated from the system components (no load).

LATER.... This will cause the pump to "stop" displacing fluid. The only “flow†would be through the pump to lubricate the pump and any thermal expansion would bleed to the return side of the runaround system. The thermal relief is set at 20psi. There would be NO flow on the pressure output side. The pump output is not supplied to the inlet.

5. Also with the switches in the OFF position both the Pressure and Supply valves are closed. This would keep the solenoid “pressure side†valve always energized and eventually it would fail.

Wow, very complete anwer, Natops. The only thing that I can think to add is that there is no runaround circuit on many Herks now. The system was removed with the change to a different type of pump. The Lockheed Service News goes into detail about these other two brands of pumps, and even with one of them, there are two different designs.

I'd recommend some reading for those of you who deal with replacing pumps. Certain one require the runaround circuit be removed if the pump is installed, and with others - it does not matter.

he did bring up a good point. probably a great thread too "I remember when I had to ____ to get _____ working again" or "RON(remain over night) switches". But theres only so much you can get passed down from the guys you work with. So maybe we can start a thread from past "inginuity fixes". To pass to the few FNGs in the community.

Perhaps we should have a thread that says "Despite what I was told, when the ________ does ___________, it is not necessarily a bad ______________________." The old adage that says "when an engine gets older, it does not produce more torque," does not always mean that you have bad thermocouples. I still heat that from engineers, and it is a pain to explain why it is not always true. A collection of similar items from the old guys here would be nice information for a "little black book."

Between electrics, hydraulic, props, engines, and air conditioning. there should be a bunch of them.

Perhaps reviewing this PDF file will help you find what you are looking for:

http://www.af.mil/shared/media/epubs/AFI11-2HC-130V3_920RQWSUP1.pdf

I don't know how much the gallery software is, so any opinion I have will be from the "it's cool" position. I would have to dig around in my well-hidden storage areas and see what I have for patches, but I know that I had several.

I have official and otherwise types to scan in once I find them.

America, in general, has already forgotten.

We are more concerned with other issues now.

Well, some folks are, anyway.

Since you said that you are near 70%, then you have already disengaged the starter. You also, from that statment, are above 65%, so your ignition relay should have released and your paralleling valve should be in series.

The thing that throws this off for me is whether or not hot weather has anything to do with this problem. Since you have the flickering secondary fuel pump pressure light, then I'd think that you may have a problem with your speed sensitive control. If the 65% switch is making-and-breaking, it can cause the flickering light.

Is your TIT at that point (nearly 70%) low, normal, or high? Does pulling the LSGI switch up seem to cure the problem?

If TIT is low, then you may have a lean fuel control on the starting fuel schedule. If TIT is normal to high, I'd wonder about compressor bleed valves stuck closed or a blade angle that is out of starting angle range. If starting in normal instead of LSGI seems to fix the problem, then I'd think that you may be developing a failed SSC just because of the secondary fuel pump pressure light. Since the engine acceleration can carry you past the 70% mark more quickly, a bad 65% switch does not have time to mess up your start.

I wish you luck with this one. Let us know what you find.

If you still have the round indicators with the tolerance of +/- 1%, it will not be as obvious. If you have digital RPM indicators, it will be noticable right away.

That is a good point about the standards signals of trying to start a decoupled engine. It sure would make a difference,huh?

During my AF years, I remember prop brakes being checked during FCFs and all that. The only thing I have yet to see is a prop rotate backward after shutdown. I have seen many engines shutdown in flight since retiring from the AF, and I have still not seen or heard of one rotating backward.

Are prop brakes really a problem, or it is more a matter of setting too high a standard for their testing? When all is said and done, is it still not just a matter of whether or not the prop brakes work after an in-flight shutdown?

Maybe I am just missing the point, here.

That is interesting. I can only wonder how both tach generator pads get "worn out" between overhauls, as I have not seen it happen before. I suppose then that you guys in Ohio carry extension pigtails on the airplanes in case you have to remount your tach generators on the SSC?

I learn something new every week!

That is what makes this forum such a good thing for me.

Yeah, I guess we could - but it wouldn't be very accurate.

I do understand, though, the concept of accusing everyone being bad just so we can feel better about one of them.

The generator will fit on the face of the SSC,(not in place of) but it will not read 100% at 100%. The first problem you would find is that you would not be able to connect the wiring to the tach generator down there without a long pigtail to run from the current electrical connector location down to the SSC.

I think that the story of the SSC mounting location falls in line with the Stag-Bar games of long ago. Since we do have two mounting locations for the tach generator on the back of the RGB, it would be difficult to imagine a time that I'd be forced to use the SSC and pigtail technique just to get an approximate RPM.

It would probably be appropriate here to consider this: being a Senator is not even close to "public service."

If so, would a Senator counsel a General to make sure the General called her Senator instead of Ma'am - because she worked so hard to get there?

Public service is not even close to what our congressmen in DC do for us.

Ted Kennedy will not be missed by those who remember the U.S.A. that was.

I have experienced this problem a few times. Each time, it has been the pressure reducer itself causing the problem. When I first ran into it, it was intermittent. When we ignored it, it finally caused broken Adell clamps on the hydraulic lines and eventually cracked pressure lines where it dumped the hydraulic systems.

Keep in mind that sound travels through metal and will seem to come from somewhere other than the original source. If you haven't tried it, and you can get the squeal to be continuous, use your hand on the individual components to help you find the noise.

Also, we have discovered that not all new parts nor all repaired parts are actually good parts.

I wish you luck with this one.

As far as I know, the Fuel Control and Turbine are upgraded from the -15. The -16 puts out nearly as much power as the J-model engine.

You sure surprised me with this post. My time attending Allison school - with Navy students in the class - this statement was never made. I must have fallen asleep at that point or something. I was believing that the -16 merely had the heavy duty RGB.

Our Allison books which refer to the Series III never mention it either, that I have seen.

Well, that would depend on the question being about hydraulic pumps that pump the red stuff in the hydraulic systems. Fuel pumps are "hydraulic pumps," too. So are oil pumps. Your propellers have hydraulic pumps in them as well.

http://herkybirds.com/herkapedia/index.php?title=Lockheed_Service_News

Look at Volume 12, number 4. It has troubleshooting steps for fixing a NLG shimmy problem.

As it will state, shimmies are the result of more than one cause. Something must initiate it and something must permit it to happen. Since the hydraulic system has a shimmy damper in it, then fixing only one thing does not actually fix the whole problem.

Nice. The upside down herk on the bottom looks suspicious though.

That top one makes a nice computer desktop photo.

Hey Bruce, I'm still here. We do have those four aircraft with us. I don't know much about Prescott, as I never run into them anywhere. We still haul trash for whoever is paying the bill. As I've noted before, anytime someone has a civilian Herk, they get accused of being Air America all over again.

Sometimes, folks just need air support and there isn't much out there than can do what a Herk can do. Someone has to do it, and fortunately it can be a paying job.

Now that the dollar has been losing its value,I guess I'll be working for a lot more years than I had planned. I hope the Herks hold up.

How many of you old "crew chiefs" ever tried to talk someone else into handling the launch on your bird because you found out that the "school squadron" was flying it today?

Ever waited until dark to do your liferafts changes because you knew that you had to do them by yourself and didn't want QC to catch you tying a strap to them and kicking them off the wing so you can lower them to the ground?

Ever kept a list of best places to go for either Hopkinsville or Fayetteville in your pocket, because you knew from one month to the next; you are going to end up in one of those places?

Did you ever delay draining the manifold on the SPR because you knew you were going to need cleaning solvent during the pre-flight and that's the most convenient place to get it?

Seems that I once heard someone saying that these things were done in the past - somewhere.