Steve1300

You are correct, Bruce. My first Depot Field Team trip was to Blytheville to get the Herk platched up to fly back to Warner Robins for repair. I do believe that was 1986. We strapped the sides together with steel straps and then a crew did a one-time flight to depot. Aluminum structure melts pretty quickly when sliding down a runway!

Please let us know what the results are.

Excellent photos! Thanks!

It looks like we are forgetting Ballentine beer. Next to Ballentine, Black Label was premium stuff.

There are some good usable photos in there. I do appreciate your posting them. Thanks!

I take a lot of photos for classroom work, but I really could use some from different points of view. If we are going to make a distribution list for photos, I'd like to be on the recieving end. If someone wants to swap out classroom pictures, I'd be happy to swap. PM me for details and addresses.

The majority of times when we see engines do that, it is a problem with the indication system. That does not mean that it is never an oil pump or oil problem. The safer approach is to use experience and common sense with these events. I would never think to tell any crew that it is safe to fly with a 20 PSI flux in the power section or a 40 PSI flux in the gear box. If it is an indication problem, fix it. If it is an actual pressure problem, it needs to be fixed as well. They are limits, but I doubt that it is was meant that it was not a problem to be solved. No place to pull over on a cloud and look under the hood.

On the upstream side of the flow control and shutoff valve is a metal line attached to a fitting that also goes to a regulator and the altitude compensator. That fitting is the back of a bleed air filter that can be cleaned ultrasonically. It can also be replaced. The wording of your card indicates that you are to clean that filter. The schematic that TineyClark showed doesn't match our valves. It depends on what part number FCSOV your aircraft have, I reckon.

UP here, government started the snow ball rolling. When it didn't roll fast enough, government gave it a push. When people saw the snowball coming, congress ignored the warning. The snowball hit - and somehow it is the banker's fault. I wish I could get away with passing the blame like that.

Gee, I am starting to pick up on a trend. Some folks think that government is the solution to all problems. I happen to think that government causes the problems - and then blames it on everyone else. Where did I go wrong?

The "H" model C-130 were the first to have the regulated engine bleed air valves, so that means that it started sometime during or after 1974. If you are working the civilian versions of the C-130, it appears that what we used to call the Super-E's had them, but I don't remember the 1973 models having them.

Since our financial institutions were forced to make bad loans by our government, they had high risk investments. Selling them off was in self defense. Perhaps we should blame the people who forced those insitutions to make mortgage loans to people who they knew would have trouble paying them off? Even more accurately, perhaps we should blame those who asked for mortgage loans and then walked out on them?

Hey Bruce, good to see a post from you. It is amazing that you would now have a sixteen-year-old daughter ..... until I realize how long it has been since I last saw you. You are asking this question on a forum filled with ex-military types. Our answers will probably be skewed to the traditional side. I would not think we'd have many potential draft dodgers here. We've been in many combat situations in the last sixty years that don't directly fit the "protecting America" arena. As part of the military, we probably all went. If we had not been in the military and got drafted? Hard to imagine........ If we were an the age that leaves us elegible for the draft, we would probably also be at the age where we don't pay a lot of attention to politics. At the age, we still are too busy being young to be also politically aware. That being the case, we'd probably respond to our draft notifications and go where directed. Speaking for me, because I was raised with the idea of service and loyalty to my country, I'd still go where I am sent. The nature of the war would not be important. The idea that my country called and told me to go - that would be the bottom line. Are kids today raised with the idea of service and loyalty to the U.S. of A.? I don't know about the kids, but the current political arena doesn't inspire me with much respect for our current "leaders." I probably wouldn't cross the street for our current president or congress.

I've heard of an engine being trashed by afterbody bolts, but only because the person removed the prop for a thrustnut seal leak run and had left the afterbody bolts laying on the prop drain pan prior to the run. You didn't mention the prop being removed, so my imagination doesn't allow me to see how they can get in the intake. You also said "screws" and I can't imagine which screws you are referring to. With the prop installed, the front spinner installed, and the afterbodies installed; hardware in the intake is difficult to imagine without human intervention.

That's pretty good. I need to make a few changes and share it with my mechs. Thanks

Been a long time since I saw a single-disk brake and the axle jack that had its own separate cart. Great pic for an old timer.

The one in the Lockheed maintenance manual that we use is 6798233.

I also read the AD here: http://rgl.faa.gov/Regulatory_and_Guidance_Library%5CrgAD.nsf/0/114D42E8317D18848625697B004D6C1A?OpenDocument

I am not at home right now, so I don\'t have access to the company technical library, but the requirements for our valve housings have noting to do with dash numbers. We can use the non-servo governors (582855)regardless of dash numbers on all four propellers of the aircraft. The servo-governor valve housing part numbers start with a 7 instead of a 5, and we are permitted to use them only on inboard propeller positions. The last time I was up at Hamilton Sundstrand, I asked their tech reps about this requirement. They did not put a lot of stock into this determination, but they can do nothing to change it. Perhaps an internet search would yield a bulletin or something that gives an official read on it, but I don\'t currently have it with me.

I don\'t use the sling for pump housing installations at all. It is just so that I can work on the pump housing and accessing both sumps at the same time. I probably should design some kind of rigid stand for that, but then I\'d have a tougher time installing the afterbody mount collar.

I was awaiting an answer as well. I make my own \"sling\" out of some 900lb nylon line and a couple aluminum angles that will go onto the valve housing mount studs. I find that a pump housing is too awkward and heavy to hold up with one hand while working with it. If anyone knows of a better method, I\'m all eyes! :woohoo:

My ears are old and tired from 40 years on a flight line, but I don\'t know that I have ever been able to hear brake noise during taxi. I have heard them while towing an aircraft, though. If I were to hear noises like that on taxi, I\'d be taking all four wheels off and look for damage done to axles and such. A noise THAT loud cannot be good.

It I were loooking for outer wings, I\'d be talking to customer support at Lockheed Martin. If they don\'t have them, they know who does.

Nope. Haven\'t seen any proposed changes.

I have a thought that I\'ve had for years. Since you asked..... If one peruses the structural repair manual, there are many examples of primary structure, secondary structure, etc. We have gap and step limits and rules for repairs that require flush fasteners versus protruding head fasteners. Actual practice tends to make folks wonder about many of those rules and claims. Many Herks fly today that have violations of those requirements in effect. I am pretty sure that those flap baffles serve a very minor purpose, and in effect, change very little of the aerodynamics if at all. We are just used to having them installed. Look at some of the other changes that have happened to Herks that seem to violate all the previous assumptions made about the airframe: nose door mods, APU intake/exhaust changes, strakes, buffer boards, etc. Lots of rules have real effects, lots don\'t. They are just grouped according to the original writers opinions and no book can account for all questions. That is why we have aero-engineers and sometimes even they are wrong.