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

hehe

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Everything posted by hehe

  1. Are these for sale? I collect stuff like this, I'll buy em for sure
  2. Yea I get that lol The question is what is the difference in weight of pallet position with or without doors. Or is there a difference
  3. I'm mainly curious about the difference in weight allowed in position 5 with and without paratroop doors Does the door limit the pallet weight or does the dual rail system? I can't wrap my brain around why you would build a rail system that created that limit of 8,500 especially on a brand new J. It seems to me that the paratroop door is the limiting factor hence why they would eliminate them from the L-100 (plus the obvious lack of need on a civilian bird for paratroopers)
  4. Hello, Does anyone have access to the -9 loading manual for an L-100? Looking for weight limitation of pallet position #5 for an L-100 without paratroop doors Is it the same as a C-130 with paratroop doors?
  5. hehe

    RDR 1 F radar

    Sorry. Have you done engine runs on the ground and done multiple configurations of power levels to get the plane to shake on the ground? Or have you done a full shakedown of the wiring while someone watches the system?
  6. hehe

    RDR 1 F radar

    Have you done ground power runs to see if you can duplicate it?
  7. I wish I had a good phone number for a Rolls Royce rep or MRO in your country that could help. If you can't find someone, you can always call the Lockheed Hercules Help Line at 770-494-9131 They should be able to at least get you in contact with someone or maybe even provide guidance on your engine nacelle swap Best of luck to you
  8. Think what you want Shakespeare. The article is from 2005 which is probably around the time you lost your relevancy on the subject. Even Js are already getting replacement wings bud. To the original poster, contact a Rolls Royce facility or MRO. Like I said before, saying something can work verse approving you to do it are not the same thing.
  9. Its bated......but here is an article to keep you entertained in the wait. https://www.google.com/url?sa=t&source=web&rct=j&url=https://www.sikorskyaerospace.com/content/dam/lockheed-martin/aero/documents/sustainment/csc/service-news/sn-mag-v21-v30/V30N02.pdf&ved=2ahUKEwjg-43Lu6DqAhWlJzQIHQZrACs4ChAWMAF6BAgFEAE&usg=AOvVaw185m2aY2D85o0JddOqTh_1 To say you could bolt -15s on a -7 equipped aircraft might have been true in 1970s but not now........
  10. No one called it 14852, I worked on that plane and deployed with it multiple times, it was just 4852, sure technically its 14852 and I'm sure you'll reference Lars book. Dont bother, I took over Lars work and updated it to 2020. I'm well aware of it. But anyway The discussion was -15 verse wing. That's why I referenced 4852. I'll pull engineering drawings and make sense of it when I get the time.
  11. 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-v21-v30/V26N01.pdf&ved=2ahUKEwj73-Kx85_qAhV_Ap0JHcfhBtEQFjAAegQIBRAC&usg=AOvVaw3JtEhE5zCcv8aDtJaLYXBK I disagree with your statement on wings. There are most definitely differences in center wing boxes. The first T-56-15 and H-model was 64-4852. If you look up the wing box part numbers, 4852 starts a new part number compared to the E right before it. There many variants of the wing boxes. A Talon 2 does not have the same wing box as a C-130H. Even the early J-models are already getting new wing boxes installed and replaced with the enhanced service life wing that came from the factory in the HC/MC/AC Js and is also now coming on newer production Js. I dont know the exact differences but I think I have a engine-to-wing configuration excel spreadsheet somewhere on my hard-drive that I'll try to find. I guess my point is that being able to physically bolt up verse the wing being designed to handle it are two different things completely. I'll also try to look up the AC-130E/H wing box thing. I was under the impression that they received wing work during that conversion.
  12. Ok. So you are looking to install your -15 cores into some spare -7 nacelles. Not sure what country you are in but you are gonna want to get some engineers or Rolls Royce repair facilities involved. Saying something will work and giving you approval to do so are two different things.
  13. Weren't they able to bolt the -15s up because they had purchased H-model wings? I need to dig through some files to be sure but I thought you HAD to have a certain wing configuration to have -15s
  14. Or are you asking to take the internal engine and move it from one nacelle to another nacelle? That one would be hard to answer without having all the nacelle drawings and you would be best contacting Rolls Royce or an approved overhaul facility to answer that one.
  15. Pretty sure you have to upgrade the wings to do that conversion. Not something you could just do if you had some -15 engines laying around. Contact the South African Air Force and see what they did. https://www.google.com/amp/s/www.defenceweb.co.za/aerospace/aerospace-aerospace/small-investment-could-see-saaf-c130-fly-to-2030/amp/
  16. Lockheed has called it the Herk, with a K, or Herky since at Least 1976. There might be earlier references to that name but I know for sure they were publicly calling it Herk in 1976.
  17. Well this site used to be called Herkybirds.com.......so it's been called that for a while before J's were the major variant. I'm not a fan of either Herc or Herk personally. If you want to know the real history of it, I will post some very old Lockheed newspapers that show how the C-130 got its name.
  18. I agree. Think it's a "safe for flight" mirror
  19. Looks like a prison mirror that somebody put there. Definitely not standard on all C-130.
  20. To the original poster: I believe you may be backwards here. The system wasn't made in-operative, it was only made operative when needed. Was a provision that could be added for nacelle pre-heat more than a system that was in-op. This Service News agrees with what n1dp stated. 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/V17N4.pdf&ved=2ahUKEwiDzKjB2OPpAhXOs54KHTkmA4AQFjAAegQIARAB&usg=AOvVaw2F3XVTvm4-eAs2-XJEMIhL
  21. Idk why but here is what a new J model manual says: "Position one anchor cable stop at FS 749 and the opposite cable stop at FS 773." Looks like left verse right isn't the issue just that one side is at 749 and other is 773
  22. 42E1-1-1 is the TO for this information. AS21913 and AS21914 are part numbers -4, -6, -8, -10, -12, -16 are sizes you want So complete part numbers would be AS21913-4 or AS21914-12 for example. Dash and number at end is size. Search those numbers in 42E1-1-1 and it even has NSNs for you
  23. Turn off all electrical, turn off and bleed all hydraulics (including brake accumulators) Disconnect cannon plug on flap selector valve and flap emergency brake valve. Operate flap emergency brake valve reset handle/button multiple times. Try to turn stub shaft while pushing in T-handle. If you cannot get it to go in and operate flaps manually with t-handle, you have an issue with gearbox, gearbox brake, t-handle cable or mechanical lockup in your flap drive system.
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