keepemflying130

Fun one. Induction run for Mod aircraft (KC130T) had a problem on #1. Above lights out, with either 2 or 3 selected as Master #1 would flux (increase) about 4000 in lbs. 500 pph, and about 125 degrees. But get this, RPM stable. De-selecting a master, or putting #1 in mechanical would fix the problem. Pitchlocked it a couple of times, but every time I would follow up with a re-index, same thing. Pitchlocks were normal. STABLE rpm was bugging me, but I asked to borrow a sync box for troubleshooting.

Outgoing runs. borrowed sync box on hand, but not installed. #1 ran without problems. Could not duplicate the incoming discrepancy. Had some other stuff pop up...down for maint. changed #2 prop..ect... A couple of runs later the same problem popped up on number #3, No fluxing this time, just a steady Increase +- 4000 in lbs, 500 pph, 150 degrees. WTF? Turn sync off, problem goes away in about 10 sec. Put in mech., prob goes away in about 5 secs. RPM still stable this whole time. Put in the borrowed sync box and the problem goes away and stays away. Full runs without issue.

Now I would like a Fuel Control for the first and second instances at a glance with the RPM;s being stable. But being able to control it with the sync switch and Normal/Mech switch kind of makes it a no brainer.

I know they are touchy boxes, and I have seen problems move around engines, but how can the sync box get this kind of reaction at the engine without any effect on RPM?

Bad spray pattern also. Fuel flow and spark, but no joy.

must be t6 or such aluminum. I like it. Kids took it to school for show and tell. "This is what holds the propellers on the C 130 Hercules." quote. 1st grade. nice. By the way...they will stay in school, and not be maintainers..not bad, been great, but you always want better, know what I mean.

No way going to use it. Just curious as to its material. Anyone with access to print for P/N able to help?

I have a prop nut that we took out of service due to it not being brass. None of us, even the ones who worked on a's, have seen one like it. I am not sure if it aluminum, titanium or what. It is very light. Also, splines that receive the sweeney stove pipe are only about a quarter inch long, instead of splines on the brass ones that extend the entire ID of the fwd end of the nut. Part number on the nut is: @(circled capital A) ISI 526559.

No biggie, just curious as to its alloy.

Steve

Dont forget. I believe both dual brake cntrl valves HAVE to be of the same MFG.

Override for NLG retractions for maintenance. With only the NLG jacked.

95k min and NA has flaps at full up. AF has 50 percent. I would rather do 50 but when running NA planes, I use my left hand to hold the elev's at "neutral" when at power to make it a little smoother on the guy jotting down the numbers.

Just a fun one that came up at work today. What is everyones guess (Or even better, someone who has access to specific data) as to the total number of fasteners on a bone stock, unmodified new Herk? I'm talking about rivets, hilocks, bolts, screws ect.. The WHOLE lot. I am certain that this actual information is available, as every part, panel, and structural component has a print. I will try to find the real number, but in the mean time who has a guess. Helluva game of "how many jellybeans in the jar".

Pylons for mounting and launching drones.

Simple dial indicator setup, but let me know. Have the fancy \'store bought\' version, can get info for you.

Just for a follow up. Ran the plane today to power. Ops checked good. I guess that home station has been having a problem with this engine for about a year. That is the info that I have. Apparently they had some problem at one time that req\'d some electrical troubleshooting. We found 3 terminals disconnected in the main junction box. The one on top of the engine (with the kill switch). Two I know went to the TD valve. Not broken, disconnected, with the nuts finger tight back on the terminals.

Anyway, whatever the original problem was, it was fixed while throwing parts at it trying to fix the problem caused by the disconnected wiring. Work good, last long time. Time permitting, always check wiring. Thought ya\'ll would like to know.

Has ALL rigging been checked? From the pedals to the pack, and throw checks done with each system isolated. Verify flap rig also, including ops check of assymetry system. I would think that out of sync flaps would induce more roll than yaw, but it is easy enough to check.

How about loose, bent, or otherwise unserviceable external tank components? Could remove them, and fly it slick once.

Down for power. Right in the middle of mod for DECM and NVL.

I will let you know what I find out when we get the paperwork to start working it. Thanks for the input.

I agree, while digging in the books a bit, it seems that coordinator would be the culprit. But I think that I will \'borrow\' another amp just for the \'level of difficulty\' factor for troubleshooting. NOTE I do not have access to another coordinator. for TSing.

Buddy of mine at work tells a story that cracks me up. Keep in mind that he will tend to \"tell a story\" from time to time. Anyway...he was working TA and they had an IFE from an A-10 that was doing low levels. Bird strike. When the thing got in and everyone gathered to survey the bird damage...it ended up being a RABBIT sticking out the the LE. RABBIT strike. Now THAT is some low level training.

Have a -16 with an interesting problem during induction runs. During crossover checks it will go to lights out, but the light will stay out. No noticeable correction, but is 830 peak and corrected. Come back to F.I. and light is still out. Go to G.I. light is out. Reverse, you guessed it, still out. Will only come back on on downshift. Until again you go above crossover. All the rest of the TD checks are ok. The light will come on during overtemp protection check, and overtemp correction is provided...check good. Have not done any troubleshooting, or corrective action yet, as this was the induction run. I suppose it could be an amp problem, but I seem to recall the coordinator coming into play. Rigging..wear..?

Any thoughts?

Try your checks in Mech. Had one a while back that had the Norm/Mech switch wired backwards. Flip flop cured all that ailed.

I know that when we did all of the NAVAIR birds that all of the bleed air ducts were changed over. We also added ODS to most of them.

Don\'t want to give away any \'secrets\' but you might enjoy this site. http://www.uscockpits.com/

4177 is in the last phases of engine runs and ground checks. As to the delay..don\'t want to go into it to deeply, but contractual and customer related roadblocks have been abundant.

True, all props are different, and fluid will tend to \"hide\" somehow. There is always the option of intentionally overservicing by a couple of quarts and then use the de-servicing fitting in place of the toilet seat to pump out whatever the prop wants to pump out. At that point you add 1 and 1/2 quarts and you are good.

Yes it is 4106. It has been totally demodded from EPCS and the wire is currently being installed to return it to normal prop,sync,valve housing config. I noticed that the modified pump housings had a \'main pump low pressure\' switch. Nice.. would be the tell all on prop low oil lights. Wonder why they would not keep that at least. I was under the impression that there were 4 or 5 more EPCS\'s still flying, until demod. Is that true, or is 4106 a \'one off\' test bed?

Never worked on it except for demod, but looked easy enough. Just rig to the sweep on valve housing cover, and let \'er rip. EPCS does the blade angles ect. Correct?

Anyone interested...just found this link, it gives you the jist.

http://www.lockheedmartin.com/data/assets/4241.pdf

Does anyone know the history of the electric valve housings program? We are currently de-modding a bird back to traditional valve housings, and I am interested in the operational history of this program. I understand that there are about 5 birds with this system. I ran this one when it got here, and it ran great. 100% across the board, rock solid. I understand that parts support, troubleshooting/training were factors leading the EPCS\'s demise.

The removed components are being \'green tagged\', but I have heard that they are bound for DRMO. Hard to believe...these babies can\'t be cheap.