hehe

If you send me a copy of your SMP guidance that you use, I will take a look at it to clarify

I do not use SMP but 6300 hours should be flight/airframe hours.  So you would change/overhaul them at the first 6300 hours and every 6300 hours after.

Awesome, glad to help out.  What models do you have?

2,000 is too low.  

When doing this check, make sure the engines are at NOT in LOW speed ground idle (hydraulic system pressure MUST be checked with engines at normal RPM.)

You should have normal system pressure (above 2,900) with the elevator pulled off the stops (mid travel, elevator surface streamlined)

Once you put the elevator back on the stops, you will see a drop in pressure (usually no lower than 2,600).

If you have 2,000 PSI when your control yoke is full forward (on the stops) and nothing else is moving in the hydraulic system, you have a bad elevator boost pack manifold that will only get worse the more you operate it.  

IF, you have 2,000 PSI with yoke forward (on the stops), AND engines are in HIGH speed.  You most likely have a bad boost pack.  BUT, this condition can also be caused by a weak engine pump, bypassing pressure relief valve or other failed components (most likely the pack or pump).

I am assuming you have an older C-130 (B/E or maybe an H).   So you most likely have the manifold with a 2.0 GPM bypass in the elevator.  

This 2.0 GPM bypass will be amplified when your engines are in LOW speed because your engine pumps are not putting out the rated 8.6 GPM per pump.  

An easy was to isolate the pumps would be to run both #1 and #2 at HIGH speed (not LOW speed).  Leave the elevator on the stops and turn off one engine pump at a time.  See which one makes the system pressure drop the most.  If you have a failing pump, it will be obvious.

The only people allowed on that pad are ABDR personnel.  You need to contact them with these questions.  the fuselage is sitting on the pad with the wings removed and engines sitting near the wings.  

Hello,

Wondering if anyone has seen a training manual set for c-130j.

I have c-130a, c-130e and multiple c-130h training manual sets that have around 9 volumes per set of different systems.

I have never seen one of these sets for c-130j but maybe foreign operators were given some of these from lockheed back in the day.

If you have seen one or know someone with one, please contact me.

How many times was the aux pump turned on during approaches?

Multiple pump starts can and will cause high pressure which is allowable to an extent. 

I know it is caused by emergency brakes because of the 200 psi extra from the aux pump.

What you need to do is make sure that those gauges in your flightdeck are accurate.  what do they read when system pressure is zero?  what do they read when pressurizing system?  they should be close to matching system pressure (utility-normal and aux-emergency). (the more times the pump is turned on and off, the higher brake pressure will go because it is not bled off like the sytem pressure unless brakes are used)

If your gauges are not accurate, that innacuracy will be multiplied when you get to a higher than normal system pressure.  

Read your -1 flight manual, the emergency/normal brake pressure is allowed to be over normal psi during multiple pump starts.  so its possible your pressures are just experiencing the higher range of operation but doing so with innacurate gauges.

If you determine the gauges are fine, check your transmitters.  you can back them down a bit to correct the high readings.  

Hydraullically it could be a low/wrong accumulator pre-charge, bad aux pump, bad power brake control valves, bad accumulator check valve or bad accumulator restrictor.

I believe you have a pressure indication issue matched with higher than normal pressures that are allowed during multiple pump starts.

You should be able to replicate by simulating touch and go's.  run engines, turn on aux pump.  turn off pump.  wait a minute and turn on pump.  continue to this like you were doing touch and go's.  don't touch brake pedals.  you will most likely see the increase in brake pressure caused by pump starts.  

On 9/14/2016 at 1:57 PM, 83Navyblue said:

hehe,  Would you mind helping me out like you did for Diogo?  I truly would appreciate it!!  Thanks!

Send me a pm

How much?  Ill pay blue book on it lol

7 hours ago, agarrett said:

I was on the Design review board for the U model. Rockwell was going to up the hydro pressure to 4000psi which scared the crap out of us. They swore the factory said it would be OK. We finally talked them out of it.

They were going to up the system pressure of utility and booster to 4k?  to assist in running the guns, or what was their reasoning?  

Not sure.  Way before my time. 

The HC-130J to moody is 13-5790

Its all same.  If it meets the spec of 83282 then its same for all purposes of aircraft.  Same as buying motor oil for your car.  Its all 5w-30 and meets the specs for it just small differences.  Ideally you want to use same brand all the time but its not uncommon or harmful to mix brands.

If you have cans that say just MIL-PRF-83282, look for it to say "meets latest revision" or similar statement.  If the hydraulic fluid is still good (age wise) it will be revision D as revision D came around in the 1990's.  Hope that helps!

83282 and 83282d are same thing.  they can be mixed/interchanged.  The D is just the latest revision/formula of 83282 that is more strict with how many particles are allowed.  basically a cleaner version. 

-10 years C-130 Hydraulic troop experience

AMPTestFE,

I'm a hydraulic troop, worked everything from 1961 to 2013.  The odds of him having the old style with knob is slim to none.  The knob style operates the same anyway, just a different style manual reset.

And I agree that manually operating the flap control valve is quickest way to check for a set brake valve (in a proper working system anyways), I have seen brake valves bypass internally and send pressure to both the flap control valve and to the brakes at same time.

Anytime you have utility pressurized, the handle with be pushed to the right and will have resistance to move it to the left.  It will feel like it is spring loaded.

IF, the emergency brake valve is tripped (electrical/asymetry issue), the handle will stay to the right even after you depressurize.  The check valve above the brake valve locks in that pressure so that asymetry brakes will stay fired even if you also lose utility system.  In order to reset the valve, utility must be depleted AND then the valve must be pushed to the left (will feel like initial spring pressure and then it will go loose)

You should not (in proper working system) be able to reset brake valve when pressure is applied.  If you trip the brake valve and deplete utility, the asymetry brakes can stay set for days depending on how good the check valve is.   Its only once you deplete and reset handle that the valve will internally shift.

On ‎5‎/‎22‎/‎2016 at 3:09 PM, moe986 said:

Hi! I have a different problem. My #2 EDP light won't light up when select OFF.   By its own it lights up.  But with #1 EDP it won't.  There's probably back pressure coming from #1. Bleeding done. Check valve replaced. Any suggestions?

What year/model?

Snubbers can create this (if you are working H2-up) and it can be normal operations.

Anyone know the tail #'s that will go to Yokota for C-130J recap?

I keep hearing they are getting J's in 2017 but I do not see anymore slicks in production tail # listings through 2018

This is fairly common to find these damaged.  I would replace switches with new, rig to tolerance and keep an eye on them.  

Might be 5729.....

I just want that original A-model one, I already have every single one on ebay through trading.

33 minutes ago, Robert Podboy said:

The A models at Naha in 68 – 70 had this one.

P/N 356921-1 E

USRC 3501 10-66

 

Man I want one of these, know anyone?

Diogo, I pm'd the password to you

You think this will add active duty slots back to keesler?