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Manual Override Control. The flow control and shutoff valve contains a manual override feature. It allows continued operation of the 30 pounds per minute schedule or shutoff schedule in case the solenoid malfunctions.

The light is OUT when the gear is not down and locked and green when it is down and locked. Landing Gear Position Indicators. A left main gear position indicator, a nose gear position indicator, and a right main gear position indicator are located on the landing gear control panel. These indicators give a visual indication that the landing gear is down and locked regardless of the position of the gear handle.

See attachment

The cargo door actuating systems incorporate an independent hydraulic snubber to prevent the door from being rapidly driven from the uplock during closing. The snubber is located forward of the cargo door actuator. Hydraulic fluid MIL-H-5606 or MIL-H-83282 is used in the snubber. The snubber assembly consists of two main sections; a damping chamber and a reservoir chamber. Snubbing is provided by the damping chamber while the reservoir chamber replenishes the damping chamber. The damping chamber consists of an actuating piston and cylinder. A check valve and an orifice are incorporated in the head of the piston. When the cargo door is opened, hydraulic fluid flows through the check valve and orifice to the rod side of the damping chamber. Closing the cargo door causes the check valve to close so that fluid flow is restricted to the piston head side of the damping chamber through the orfice. This action snubs the closing of the cargo door. The reservoir chamber consist of a spring-loaded type of accumulator which replenishes the damping chamber. A servicing indicator rod is attached to the piston in the reservoir chamber. The rod is color coded; green for normal operation, blue for proper service, and yellow for servicing requirement. A servicing data plate is located on the snubber for proper servicing procedures. A servicing unit with a hand pump or equivalent must be used to service the snubber. The servicing pressure must not exceed 150 PSI. When the yellow marker on the indicator rod is partially hidden by the end cap with the cylinder rod fully extended and the temperature is above 40 degee F, the snubber should be serviced. The snubber is properly serviced when the blue ring on the indicator rod protrudes 1/8 inch maximum beyond the cap with the cylinder rod fully extended. A filler port with an incorporated check valve is provided on the reservoir chamber.

Here is the current Lockheed link. http://www.lockheedmartin.com/ams/ServiceNewsMagazine.html

Check these sites out. http://www.edwards.af.mil/news/story.asp?id=123089573 http://www.snowaviation.com/ http://www.rolls-royce.com/

I was taught that the bread pan is the panel behind the engine exhaust. Its called the aft nacelle fairing in TO 1C-130H-4-54-1

I was the crew chief on 4859 when it was assigned to DM as an EC-130. Those LE were not installed on the aircraft then. My guess is when the converted it back to a C-130 the EC LEs were replaced. The EC-130s had antennas attached to the LE.

You may want to contact Rosemount directly: ROSEMOUNT INC DBA FISHER ROSEMOUNT SERVICE AND SUPPORT 12001 TECHNOLOGY DRIVE Phone: 800-654-7768 EDEN PRAIRIE MN 55344-3620 FAX: UNITED STATES

According to Lars Olausson production list 41901 is Lockheed Ship Serial 5032

There are plans to have the Service News available on the public web site so no log in would be required in the near future. They should be available on the link that was in an earlier e-mail http://www.lockheedmartin.com/ams/

A -20 is a C-130 with a forward fuselage plug installed 100 inches long. A -30 is a C-130 with a forward plug installed 100 inches long and an aft fuselage plug 80 inches long