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AMPTestFE

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    C-130 News: Lockheed Martin Offers C-130J to Thailand

    in 2017

    Posted

    On ‎12‎/‎3‎/‎2017 at 9:00 PM, Casey said:

    Lockheed Martin USA has exhibited the drawings and models of the four C-130J helicopter turbofan engines. Super Hercules marked with the Royal Thai Air Force, as well as other aircraft models at the Yothody Defense and Security 2017 at Impact Exhibition Center, Muang Thong Thani, Bangkok, Thailand, 6-9 November.

    WTF is a C130J helicopter turbofan engine?

    AMP

    in C-130 General

    Posted

    On ‎10‎/‎17‎/‎2017 at 4:37 PM, Railrunner130 said:

    I keep hearing end of 2019 for a basic ADS-B setup. Not sure where the engine/prop/valve housing upgrades come into play. 

    You guys keeping the old Reno airplanes or are they being boneyarded?

    The Reno airplanes are now retired...at least the ones we had (0475, 0476)  We have 0324 for a little longer...but not much.

    AMP

    in C-130 General

    Posted

    We (MTANG) have been approved for the prop & eng upgrades...finally.  But it will be a couple of years before these are done.  I keep looking for info on the AMP increments, but all I find is a deep black hole.

    AMP

    in C-130 General

    Posted

    Not that I'm aware of.  AFSOC's decision to pull  out of the AMP game is a big reason the whole thing fell apart as we knew it.  Lower number of airplanes to modify only increased the per-tail cost.  Some guy with AFSOC called me a few years ago wondering what AMCs plans were for the 5 at LRF....mentioned interest from AFSOC in grabbing those for whatever reason.  That really set me off in a bad mood!

    C-130H Performance / Drag Too High

    in C-130 Technical

    Posted

    Ok, so I'm out at base X flying our 4 '74 models and notice a trend.  After climbing up to our cruise ceiling, we can't true out until an hour or two later....so I started running some other charts.  I first would watch our TAS until we just hit 300, then took a snapshot of average torque, gross weight, OAT, alt, etc.  I would then run the IAS for 300TAS chart, which might have come out with something like 12,000 in lbs, before the drag correction.  On page 2 (drag correction), I would correct for our advertised ~+20 index, and would come up with a value much less than what it just took us to creep up to 300 TAS.  So then, I would come in backwards with my average actual torque on the left, then intersect with the charted value from the bottom.  For each of our 4 airplanes, the result varied from a +70 to +60 drag index.  On subsequent flights, I would calculate our cruise ceiling with this new value.  When we'd get to top of climb, guess what...we'd true out almost exactly at 300.  I know some will ask about engine performance, but this method takes that out of the equation.  Torque is torque, regardless of engine performance values.

    And no, we didn't forget the flaps....

    So....has anyone else noticed the H being too draggy like this?  I'm wondering if the engineers mis-calculated the drag value of LAIRCM or something.

    Nav panel lighting

    in C-130 Technical

    Posted

    Can anyone tell me why our USAF H1's are wired so that you can only see the SCNS mode advisory lights if you turn the nav instrument lighting rheostat up?  It turns out that these lights are wired into the dimmer rheostat.  So if you were flying during daylight, and you wanted to see the SCNS status lights, you'd have to turn the instrument lights on.  This seems wrong to me, especially since the pilot/copilot advisory lights are not wired this way.

    Little Rock Squadrons

    in C-130 General

    Posted

    Bob, I think the 50th closed down last year.  The 714th TRS is an administrative only squadron, there to deal with the AETC students.  The old phase 1 & 2 training is still around, it's just not as prevalent as it used to be. 

    As far as H training...There are so few phase 1 only students now, so the norm is the full training.  The pilots actually get their phase 1 checkride in the sim, without ever flying the airplane.  Since I left the Rock in 2014, the H academics have changed dramatically as well.

    C-130A forward cargo doors

    in C-130 Historical

    Posted

    21 hours ago, edlmann said:

    We had 61-2367  (3712) and 61-2372 (3717) at CCK in '71 to '73.  Both had sealed forward cargo doors, but the hand pumps were still in place.  Come to think of it, i think other early "E" models had the pumps installed, although the door had never been installed.  Aircraft assembled by a committee?

    The forward cargo door hyd pump was also used to hydraulically extend the nose landing gear in case of utility failure, that's why we always checked the fluid level, even though the door had been sealed for decades.  I'm not sure when the alternate NLG extension system was changed (maybe with the '62 series?), but I could see them deleting the door prior to redesigning that system.  I was always told the reservoir didn't hold enough to get the nose gear extended fully, that you had to have a can or two handy.

    MLG EMERGENCY EXTENSION

    in C-130 Technical

    Posted

    On 10/8/2016 at 1:29 PM, frank t said:

    if your landing without a utility hydraulic system it's wise to chain the main gear down. just a little tip from the old antarctic explorer

    If you have time, why not.  However, you have both the friction washer AND the MLG gearbox brakes there to hold those mains down...assuming everything mechanically is still connected.

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