edwardlcy

As per topic, can propeller reindexing check be carried out in flight? Any special consideration?

hello guys, there's a snag happening on my aircraft involving the fuel vent system that i'd appreciate ur input. currently my aircraft has fuel continuously dripping out from the outboard vent line even though the aircraft is inside the hangar on a cool night...after turning on the boost pump, the dripping stops...but if carry out fuel transfer on ground into #1 tank the dripping starts again...when refueling from the SPR into #1 tank fuel gushes out of the outboard vent line as well... we already defuel and purged the #1 tank twice, first to replace the inboard and outboard vent valve, second to replace the check valve near the collector vent tank...the problem still persists. any idea on how to trouble shoot and further investigate? appreciate and thanks in advance!

is it normal for engines without augmentation to go beyond 85C at NSGI? does different brand of eng oil affect the oil temp? anyone did a study regarding this before?

yup, more input from the maintenance crews operating in a salt water environment like the navy or the coast guard is very much appreciated! yeah aircrews are a pain in the ass to deal with sometimes..

Greetings to all herkybirds members! I have a question regarding the optimal frequency of conducting an eng comp wash. currently under the scheduled maintenance of my sqn, the frequency of an eng comp wash is every 14 days for normal operating conditions.. however when the c130 is used to carry out maritime surveillance at low level above the sea, the pilot request that eng comp wash be carried out upon landing. Say if a c130 carry out flying at low level above the sea every day, is it wise to carry out eng comp wash every day too? any advice on this matter is deeply appreciated, thank you.

Most humbled greetings fellow forummers! My sqn operates a fleet of C130H-30 which is the extended version of the C130H, its engine does not have augmentation. I understand the on ground operation the limitation of eng oil temp is below 85 celcius and 30 minutes operation at 85-100 celcius and engine shutdown at oil temp above 100 celcius. Does this limitation applies to all version of c130? with or without augmentation? My observation about the oil temp in many of the engines operating in our fleet that at OAT of around 30C the eng oil temp has a tendency to go above 85C at NSGI. Is that a normal occurence? In reaction to that, pilots activate LSGI and advanced engine throttle by a knob to bring the eng oil temp under control. They have been griping about having to take this extra precautionary step. My question is if there is any other solution to lower the eng oil temp in ground operation. does changing the brand/type of engine oil used help? currently using Aeroshell MIL-23699 spec.

yeah but my operator insists that he maintain the pull position of the handle when he switched off the motor without engaging the brake ratchet....and that's when the load slid down the ramp.. From TO 35D4-2-30-1 in 2-1 General: A safety latch consisiting of a lever, pawl, and ratchet is provided to lock the cable drum in the event of power or mechanical failure. The pawl is spring-loaded and is actuated manually by lightly pulling up on the lever. The spring holds the pawl in contact with the ratchet and locks the cable drum. The pawl is disengaged from the ratchet by pressing the lever down. So meaning to say, in the meaning of power failure/turning off motor, ratchet brake should be engaged right?

with motor off and brake off but handle in pull position, sure that it will not hold load? Any reference for this? TQ.. According to T.O. 35D4-2-30-1 section 2 para 2-9-f : When allowing a load to move down a conveyor ramp, use cargo winch assembly, as brake to control speed at which load moves down ramp. NOTE: No electrical power is required when using Cargo Winch Assembly, Model 41BG as a brake. My question is regarding the statement above, how do we use the cargo winch assembly as a brake without electrical power? is it thru the operation of the operating handle or the brake ratchet??

Goodday to y'all forummers, my squadron is a user of the Lockheed C-130 Hercules Cargo Winch. Recently there's a Special Occurence Report (SOR) regarding the cargo winch give way causing the load to roll down the ramp and hit the aft fuselage causing a tear. I'm in the process of investigating this incident trying to determine whether it was the cargo winch failure or there's a mistake in the loading procedure. The senario while the cargo winch is as follows: 1. Loadmaster 1 (L1) operated the cargo winch while Loadmaster 2 (L2) observed the loading of the cargo and gives instructions to L1. 2. The load is a tri-wheel hydraulic cart requiring a cable pull of approx 2500 lbs. 3. When the incident happened, the load was halfway up the cargo ramp door when L2 instructed L1 to stop operation of the cargo winch in order to reposition the dry shoring. 4. L1 acted by continuing to hold the operating handle in aft position (pull mode) and switching off the motor. The brake ratchet was not engaged. 5. The cargo winch was unable to hold the load, hence the winch cable was extended and the load slid off the ramp and jumped choke to hit the aft fuselage. My questions are: 1. Should the cargo winch be able to hold the load when the operating handle in pull position, motor off and brakes off? 2. Is there any test i can run to determine if the cargo winch motor is still able to sustain a 4000lbs pull load when in operation? 3. Is there any reference, technical, servicing manual that you can share with me so that i can better understand this case and investigate it? my current reference is TM382C-9 Loading Instruction. I hope you can assist me to investigate this incident and appreciate your help very much. Thank you!

sorry but what do you mean by T-block and Y-lead and wheres the location? and by chromel-alumel wires are they the ones connected to thermocouples?

HI all, C-130H having this snag #3 TIT 30C higher compared to other engines at same fuel flow settings across all throttle range, TQ and rpm are normal though.. Rectification done: - TD Amp calibrated and adjusted - TD amp replaced and calibrated - TD valve replaced - 18 thermocouples replaced - thermocouple harness replaced - TIT indicator replaced - ECTM converter replaced - coordinator cx satis - anti icing valve func cx satis Snag still persist Any ideas?