hehe

Are you using the correct nuts?

Jeez 35,000 hours is like 4 years of flight time in the seat

MC-130P, MC-130H, AC-130 or EC-130H? I'm going to assume the refuel valve you are saying you checked is the uarssi fuel valve which would be opening if all other tanks are receiving fuel. Have you simulated a tanker? (Refuel through the uarrsi) to see if you can actually put fuel in the tank

Stevoe, I pm'd you the password

I knew it was first h-model. Its in my profile picture. It went to patrick earlier this year from moody.

I didnt know 4852 was involved in first skyhook

Moody got 13-5782 today. Lockheed is calling it 2500th "delivered". Not 2500th built but delivered. We also got 12-5773 today.

What model? Sounds like you are having multiple engine generators failing? In flight, on ground, same engine? Give some details please. Just want to clarify your issue before I throw out ideas

Andrews AFB, Maryland is what I found.

Most are/were above the FE seat or on the nav station wall. Just a data plate with contract number, mds, changes to mds (such as c-130e changing to hc-130p designation).

I believe that picture is from wyoming guard when they were testing the props. They tested them before the LC-130's got them.

Good deal!

I've heard it will be changed all 4 engines at a time. Kind of like a tcto. Just what I have heard.

Any updates?

4852/0986 went to patrick from moody. They were hc-130p's though.

Kirtland? Or maybe they transferred to Moffet?

Also, we always seem to jump the gun to hydro issues but go into the ramp rigging procedures (job guide) and follow the steps that are checking for locking pressure. Search for "800 psi" and you will find it. Do those couple steps and you might just have a rigging issue. Ramp should lock (in a perfectly rigged ramp) at 500-800 PSI. I went back and read your original post and saw that you said 1000 PSI which is within limits of ramp operation but when having issues its always good to check your rigging. Also I'm assuming you meant in position number 5?

What base you at? I might know some of the guys there I'm gonna add something that you can do to check this. Just have a knowledgable hydro guy do this...... Close the ramp and handpump at position # 5. Have someone feeling/listening to the actuator. Continue to build pressure to see if you can feel/hear a bypass. Can do the same thing to manifold, hand pump to a good psi and feel/listen to manifold. You might be able to hear it bypassing (if it is) You can check the other side by lowering the ramp to ads with arms connected and pumping at position #2, build good pressure and feel/listen for bypass. What model are you on? H1/2/3,J?

Check the ramp lock restrictor (it is forward of the ramp lock actuator) (looks like a red check valve). If this is clogged or damaged, it will block return pressure of actuator enough to prevent it from locking. Take it off the hydro lines and inspect it. If this is determined to be good, check the locking pressure of the ramp actuator by installing a pressure gauge and using aux pump as source. If pressure is lower than it should be, manifold needs to be looked at. This is not a cure all here but at least it will get you started, hard to troubleshoot over text (don't get the full experience of the issue)

How are you going to count that. Just c/n numbers starting at first c-130a?

Lockheed service news is a great source for technical things relating to a/b/e/h c-130 Google: lockheed service news archive Also get ahold of the lockheed training center at little rock or a local field training detachment. They have massive amounts of training material

So lockheed is officially claiming 2500?

thanks! That makes sense

Did, what I sent you, work?

Give me some details. (What hydraulic source? In-flight or on the ground? What is pressure dropping to? Have you checked the MLG snubber above the forward strut?) Are you sure the high speed side of the gearbox is engaged? Make sure the flow regulators are installed free flow towards the motor (regulated flow away from motor) (up line regulates down side of gear/down line regulates up side of gear)