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Aero Precision provides OEM part support for military aircraft operators across more than 20 aircraft

hehe

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hehe last won the day on November 4

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    C-130 Hydraulics
    LITTLE ROCK AFB 2007-2012 C-130E/H/J
    Moody AFB 2012-current HC-130P/J
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  1. Yea if you just changed the accumulator, I almost guarantee that a huge air bubble went through the system. The landing gear is a huge draw on the system and that is usually when you will see trapped air go through the system like that.
  2. Lots of things are possible. I mainly said to check the suction boost pump because you said the light came on. Usually engine pumps will just cause low pressure overall and maybe a low pressure light for that engine driven pump but the suction boost pump light coming on says the supply to both engine pumps was low. It could have been something as simple as an air bubble making its way through the system when the gear operated. Keep an eye out for having to service air side of accumulators often. If the air charge depletes often, it could be depleting into the hydraulic side and cr
  3. Yea the system isnt designed to prevent a skid at 10 knots. This might be a pilot training issue more than a system issue
  4. Do gear meet timing checks on ground? If so, Suction boost pump would be my first part to R2 If the accumulator is bad you should find hydraulic fluid in the air side
  5. The system should technically skid at 10 knots. The transducers dont have enough current until 15 knots to signal to anti-skid control box. Does it do it above 15 knots? You might be chasing a ghost here
  6. All 4 skidded or just released pressure? I would change the anti-skid control box. The entire left and right sides are separated other than the box
  7. Do your books states that anti-skid in inop below 15 knots? I havent messed with a mark 2 in probably 12 years. Which side is releasing? All brakes? Left or right? If its only one side, i would swap wheel speed transducers left to right and see if it follows.
  8. Verify that your flow regulators are regulated flow away from the motor on both extend and retract side. I would probably lean toward changing the flow regulators or bench checking them (if you have that capability. You could always swap a suspect part from left to right gear to verify. Any time you have timing issues, you would want to eliminate any type of leaks in the system.
  9. hehe

    FSR

    If electricity sequence is A-B-C, I would assume that you would check C phase because it is the last phase of the sequence. If last phase has correct frequency, the other 2 (A-B) should as well. Just my thought on it. You would have to ask the electrical engineers that designed it to be sure.
  10. No. Short Js have high and low boost aileron
  11. Because the rudder system has a high and low boost state activated by flap position. The Elevator is always system pressure (3000). Same reason aileron system does not have gauges, it is always one pressure range and does not change (short J models are the only exeption to this)
  12. It was originally supposed to be a replacement program for MC-130H losses Project Dragon Spear started in 2009 and it went full blown blank check at that point They were releasing weapons as MC-130W. First W kill was as a MC-130W. All MC-130W changed to AC-130W MDS in 2012.
  13. Canadians operate CC-130J which are basically same as USAF C-130J-30 (stretch slicks). They do not operate CSOs that I am aware and use the standard two pilot / one loadmaster crew. They do some special missions things (roll-on/roll-off type kits) but i don't know how that changes their crew or if it even does.
  14. hehe

    NESA

    https://www.google.com/url?sa=t&source=web&rct=j&url=https://www.lockheedmartin.com/content/dam/lockheed-martin/aero/documents/sustainment/csc/service-news/sn-mag-v11-v20/V19N3.pdf&ved=2ahUKEwiXkpqhkYDsAhWPqZ4KHZLBD7kQFjAAegQIEBAC&usg=AOvVaw2phgJef06Y2lZ2x121EmRP This is older and I wouldn't go operating an aircraft off of this but to be honest the windows havent really changed that much and this information should at least give you something "official" from lockheed to start having a conversation with your stan/eval. It talks about cracks in flight. It's what I
  15. hehe

    NESA

    The heat keeps the window flexible. From what I understood, you keep heat on unless it's arcing to keep the window flexible and not shatter I'll read around my pubs and manuals and see if anything addresses a crack and what to do
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