bischoffm

Good luck it should cost a pretty penny. Why not just by one of the H-1's in the bone yard and steal it's parts, it might be cheaper!!

Try changing the snubber just before the pressure transmitter, also get a direct read gauge in front of both.

Because zipper suits cannot figure out how to sit down and pee that is why FS737 is so corroded and sloping longerons get changed, they keep missing that big ass urinal opening!!! Talon II's still have active! urinals at FS245

What is the pressure with just #1 pump on (500psi??)?

They where there because some aircraft had fwd urinals. Talon II still does don't know if others!

This is a model (mod) the US Air Force is not Buying so far (money). You must contact Rolls Royce for info on this engine.

Remember the Guard is now a full member of the Joint Chiefs (their chioce) so now they can't act a independent as they did before.

OOPS, sorry about the number, got the name right though!!

Look at TCTO 1C-130-1833 (replacing the sychro mount and wiring to engines)

Lose or cracked connections in the vent line. Vent box could also be cracked.

We had similar issue, the vent line had a bad wiggins bead and seal. Repaired that and the leak stopped (the tank was serviced to only 6600lbs at the time of venting).

See smoking kills (or could have):)

Here is what the instruction plate looks like!

Here is an image of the drawing of placement and what is said on it. Hope this helps!

That will help I can look better Monday at work

What the heck is this valve for?? I cannot find the valve in any of the c-130 books.

Section 4 of the -1 says.

Under a continuous breathing condition the pressure should read 295 to 315 psi.

MA-1 portable oxygen system duration schedule

(300 PSIG INITIAL, 50 PSIG FINAL, DISCHARGE PRESSURES)

The converters have a history of coming out of rebuild with issues before. I have seen them change 4 convertors to fix the pressure and build up problem before.

I'm sure you will get more info from this site. Make sure you tell them build pressure valves have also been changed and

it's a two bottle system.

the Job guides and GS should be changed to match the dash 1

The

The plane tells you it exceeded the bank angle then puts in in the record for maintenance to find!!

t35, Many moons ago had an identical squawk on my A model. Like you we replaced the drive motor, several times. We were deployed, with the acft. flying almost every day. After the first couple of sorties with inop tabs our aircrews begain to get nervous and jerky, and rightfully so. Sooo my assistant crew chief and I decided it was time to take drastic action. We ordered left and right teleflex cables and tab jackscrews. In essance we replaced everything that moved from the actuator cp out. Once we received the parts, on Saturday morning we removed one elevator and replaced drive cables and jackscrews. We only did one side so as to avoid the requirement for FCF. The acft. flew the next day ok. So the following day we did our thing on the other side. From that day on never had another elev. trim tab writeup. Which part was the culprit? Can't say for sure, but my guess was the teleflex outer covering was broken allowing water intrusion. Why did we overkill and change everything? Because only wanted to remove the elevators once.

I agree with Larry. Change them all when it's apart. While in Alaska our H1's were having consistent elevator trim problems in the late summer. We found a drop or two of water in the drive cable would not allow them to spin. They were a time change for us then, but we had them added to the PDM work spec for them to be changed then (more frequent) and our problems became nonexistent.

t35, Many moons ago had an identical squawk on my A model. Like you we replaced the drive motor, several times. We were deployed, with the acft. flying almost every day. After the first couple of sorties with inop tabs our aircrews begain to get nervous and jerky, and rightfully so. Sooo my assistant crew chief and I decided it was time to take drastic action. We ordered left and right teleflex cables and tab jackscrews. In essance we replaced everything that moved from the actuator cp out. Once we received the parts, on Saturday morning we removed one elevator and replaced drive cables and jackscrews. We only did one side so as to avoid the requirement for FCF. The acft. flew the next day ok. So the following day we did our thing on the other side. From that day on never had another elev. trim tab writeup. Which part was the culprit? Can't say for sure, but my guess was the teleflex outer covering was broken allowing water intrusion. Why did we overkill and change everything? Because only wanted to remove the elevators once.

I agree with Larry. Change them all when it's apart. While in Alaska our H1's were having consistent elevator trim problems in the late summer. We found a drop or two of water in the drive cable would not allow them to spin. They were a time change for us then, but we had them added to the PDM work spec for them to be changed then (more frequent) and our problems became nonexistent.

Well is it fixed?? If so how?

No, DBIDS reads the bar code on the back of your ID be it Dep, disability, or retiree. You just need to register at base pass and ID.

Disconnect the leg between the torquemeter pickup and the engine firewall. The firewall and the wing splice (that does mean taking the leading edge off). Then from wing splice to flight deck. Check the connectors then the wires with the Eclypse Plus tester or Fluke meter. We found the splices at FS245 bad and replaced them. This was for a fluxing gauge.

We used GUST locks on the aircraft if it cannot be hangared during high winds. They are wider than the the locks used to secure the flight controls during maintenance.

The subbing action does not last very many cycles

Where is this information located?

[ATTACH=CONFIG]2475[/ATTACH]

I think this picture is what Ben is talking about!!

If the shoe fits!!:rolleyes: