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

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Showing content with the highest reputation since 07/01/2021 in all areas

  1. An elderly couple were on a cruise and it was really stormy. They were standing on the back of the boat watching the storm, when a wave came up and washed the old man overboard. They searched for days and couldn't find him, so the captain sent the old woman back to shore with the promise that he would notify her as soon as they found something. Three weeks went by and finally the old woman got a fax from the boat. It read: 'Ma'am, sorry to inform you, we found your husband dead at the bottom of the ocean. We hauled him up to the deck and attached to his rear end was an oyster and in it was a pearl worth $50,000 Please advise.' The old woman faxed back: 'Send me the pearl and re-bait the trap.
    1 point
  2. I flew as nav on ka/ AWADS out of Pope in 1970s. Loved that plane. Deployed CCK/SEA MAY of 72. Air drop over An Loc in June/July. Landed one night 0/0 visability with ARA. Monsoon rain, orbit 2 hrs, at mim fuel declared an emergency, ground could not paint us, no ILS either. Had to tell the pilot when to flare. An exciting time to have ka band radar and do an ARA for real. Landed about 20 feet rt of center at Ton Son Nut. .
    1 point
  3. I well remember my days up in the nose wheel well of C-130s on the frozen, wind blown flight line at Elmendorf replacing APN-59 RTs and antennae alone, freezing to death and breaking my back without any help. That system was at least half our workload there which included ALL avionics systems, as we were severely undermanned and expected to fix it ALL right after we transitioned from AAC to MAC. As they told me right after I got there from Moody AFB in December 1979, “You’re no longer a comm/nav troop. You’re an avionics troop”.
    1 point
  4. First question is what year/model? Yes it matters if its a B-model verse a mid 80s H-model. Ground test valve commonly considered bad for transfers and to be honest it almost never is. Check the rigging to the ground test valve. It should be tighter on one cable verse the other so that the valve wants to pull to the closed position. The incorrect rigging of the cable is much more common than a valve itself. Check the brake shuttle valves. These can transfer aux to utility and utility to aux when brakes are used. They should not allow fluid to flow through them once they shift to other side of shuttle. A strange one that I have seen is one of the brake selector valves not receiving power to close so both valves were open and causing util/aux brake pressure to fight at the shuttle valves. Its easy to check. They are powered close so when energency is selected, you should have 28 vdc on normal selector and opposited when normal is selected. Nose landing gear uplock, NLG actuator and nose gear emergency selector valve can also cause this. Not too common but I have seen it. Do you have UARRSI, refuel pods or weapons systems? If so, all of those can be points of transfer. Emergency brake and normal brake accumulators should be checked for internal leakage as well. Most common of all is a person not fully depleting brake pressure on BOTH normal/emergency before moving the ground test. There is always some avionics or electrics guy that wants to help but doesnt know the details of running hydraulics. I have seen people chase this ghost and come to find out the new guy was improperly trained on tying ground test.
    1 point
  5. I remember an AWADs crew being told to go home by a Army 2 star onboard ABCCC while enroute to Grenada. Seems they couldn't or wouldn't do a visual drop on Point Salinas airfield. The SATCOM discussion between the ABCCC and the AWADs bird was almost funny to listen to. I really felt sorry for that poor army ranger with the SATCOM radio on that AWADs bird. The conversation went something like this. ABCCC to AWADs bird -- Inform your pilots to drop the dozer 1/3 of the way down the runway on the left side and make sure the package doesn't land on the runway -- over. Replay -- the crew request lat/longs for the drop. Answer -- just tell the crew to visually fly down the runway and drop on the left side and visually drop the dozer so it doesn't land on the runway. Answer -- the pilot says he needs lat/longs or he can not drop. Replay -- son do you know who I am? Answer -- Yes Sir, Gen Stenier. Replay -- that's right son now you tell your pilots to visually fly down that runway and drop 1/3 of the way down and make sure they are far enough left so the dozer will not land on the runway -- copy? Answer -- Yes Sir.......... a few seconds later Sir my pilots say they need lat/longs to drop. Replay -- Son you tell you DAMN PILOTS to go home! Answer -- Yes Sir.
    1 point
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