gmac

No sweat G.I.

Spectre, the pad is indeed for the support (#402508-1). The pad P/N numbers changed (-1 to -3) to reflect the change from magnesium to aluminum that tinyclark referenced. This is clearly referenced in the L-100 SMP 515B section 53-00-00 page 4. I have seen the stand in action on B models and L-100s where it proved faster and easier than trying to round up ballast at remote sites.

Although a full load of pax can produce a fairly wide spray pattern through the tubes, a sacrificial anode can only protect the area where electrolyte is present which is why they were only used on some flying boats and amphibians. The magnesium pad may have acted as an anode in a corrosion cell unintentionally, but the switch to an aluminum part confirms its intended purpose. Could be the boys at Marietta you mention were ex Consolidated or Martin guys and figured a chunk of magnesium bolted to the bottom of the bilge had to be an anode. Sorry for long winded reply[ATTACH=CONFIG]4251[/ATTACH]

My 2 cents - There is no sacrificial anode on the aircraft and the part in question (#338677) is a support pad designed to distribute and transmit the load to the FS 737 bulkhead cap assembly. The pad is made of magnesium and corrodes readily which is why some over the years have assumed it is an anode.

TCTO 1C-130-1146, 31 OCT 83 details inspection of QEC longerons and mount beam. In the -23 para. 5-2.1 talks about sealant dams around drain holes to displace water

I got an electronic 20 SEP 2005 version (Revision 1)

H and Js actually use the same nose wheel assy. P/N - 219A967-1

Nose wheel/tire assy. P/Ns differ between B, E, H and Js due to bias ply vs. radial vs. tubeless etc.

J has 4 different tire P/Ns listed.

All tires are MIL-T©-5041 spec Type III spec. 12.5 X 16

See 1C-130J-4-32-1, 32-40-00 and 1C-130H-4-32-1, 32-20-00

Hope that helps

Nice - Thanks for posting.

150 gallon oil tanks, 10 engines, 336 spark plugs, and I don't even want to think about the cable rigging - Any maintenance guy feeling sorry for himself needs to take a look at this.

Roger that - keep 'em flyin'

Concur with Lkuest - If rigging is good, fuel control is bad

Technical Order 1-1-3 section 2 has a very complete description of the safety requirements for fuel tank maintenance that applies to all aircraft. T.O. 1C-130H-2-28JG-00-1 has complete safety requirements and tank entry procedures specific for the the C-130.

Technicians are not required to be licensed but are required to have training and be certified in confined space entry.

For commercial aircraft (L-100), Inspectors will be at least FAA licensed Airframe & Powerplant (A&P) mechanics and may also have an Inspection Authorization (IA) rating.

Sounds like a bad coordinator. Check for continuity between pins D and E of coordinator connector at 66 degree throttle position - should be none when switch actuated.

That is the correct P/N for a -15 @positions 2,4,7,9,12,14,17,19,22,24,27 & 29.

What P/N is at other positions?

See attached. Let me know if that works for you.

130E ECS Schematics.pdf

My 2 cents - Gear does not have to be down for APU operation - touchdown switch on fwd strut (and relay in hog trough) allows full inlet door travel to 35 degrees with weight on wheels (strut compressed), limits door travel to 15 degrees with weight off wheels. Operation above 20,000 feet or 200 KIAS usually not possible due to inlet air density/flow.

The calculations are in 2J-T56-53, WP 285 00 para. 108 on.

Rolls Royce Model 10345 v3.1 - Excell sheet

See 1C-130B-2-7 pgh. 3-103 for operational check, pgh. 3-137 for Westinghouse voltage regulator adjustment. 115V + or - 3 is range.

Stabilized output should be within 112-118 V. Westinghouse voltage regulators are adjustable, GE units are not.

My take: SMP can be used for 130s or L 100s at operators discretion, but SMP is generally more conservative in both inspection intervals and repair instructions as it was designed for civil certificated aircraft and Lockheed wanted to minimize liability.

Yeh, the majority of aircraft tires are retreads and in many cases are considered a superior product to new ones as they have been through an extensive inspection process and the casing is proven. They're able to be retreaded up to 6 times and have been used on everything- Connies, Tri-Stars, Starfighters, Herks - you name it.

[ATTACH=CONFIG]3268[/ATTACH] Hope this attachment readable. For commercial reference you can use FAA AC 43.13-1B chapter 9 as well as manufacturer recommendations

Wear limits are in TOs 4T-1-3, tables 2-2 / 2-3 and 1C-130H-2-00GE-00-1, Section XII, pgh. 12-8.3 / 12-8.3.1. Definitely replace if top fabric layer is visible, but also if wear to bottom of groove for 12 continuous inches.

Rigging the rack cable is in TO 1C130H-2-25JG-00-1, sect. 25-18-14, pgh. 5-10-3. There's no tension given- adjust cable by turnbuckles so gap at bracket between handle is 0.25 to 0.35 in. NOTE says " If release cable is too tight, a premature release can occur". Roger that

Replace propeller assembly every 5000 hrs IAW 1C-130A-6 , pg 3-A-003, WUC 32511

1957-1972 - B/E outer wings on S/Ns 3501 thru 4541. Landing light in lower T/E.

1972-1984 - H type outer wings on S/Ns 4542 thru 4991, main improvement use of 7075 T73 alloy over original crack prone 7075 T6 alloy. Dry bay covers are elliptical.

1984 - Improved H type basically continued on to J models. S/N 4992 on. Fuel Quantity probes mounted externally. Interior of dry bays painted gloss white.

"1039" outer wings are B/E wings modified by 1984 TCTO which utilized new structure design of H type wings with salvageable components of original wing.