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  1. Being very late in this conversation, I don't know if this has any bearing any longer, but as son of Lars I inherited printings for another forty or so copies of the very last issue (30th). They are now assembled and could be sent for the cost of post and package, just like my father did.
    4 points
  2. Hanging in here, much like everyone else. Beginning to show signs of cabin fever. And bored like other guys here. Have been to the supermarket twice, and over my wife's objection, took my car to the shop. We're following the rules to the letter. Took the worst ass chewing ever from my wife for failing to maintain personal distance. 😡 Think she would have made a great TI.
    3 points
  3. Doing house stuff, building up the 302 for my Ranchero.
    3 points
  4. This is my grandson Charlie in front of a new C-130J He said this is for Papaw!!
    3 points
  5. On this day in 1954, marked the first flight of the C-130 Hercules! Some interesting history from Wikipedia: Background and requirements The Korean War showed that World War II-era piston-engine transports—Fairchild C-119 Flying Boxcars, Douglas C-47 Skytrains and Curtiss C-46 Commandos—were no longer adequate. Thus, on 2 February 1951, the United States Air Force issued a General Operating Requirement (GOR) for a new transport to Boeing, Douglas, Fairchild, Lockheed, Martin, Chase Aircraft, North American, Northrop, and Airlifts Inc. The new transport would have a capacity of 92 passengers, 72 combat troops or 64 paratroopers in a cargo compartment that was approximately 41 feet (12 m) long, 9 feet (2.7 m) high, and 10 feet (3.0 m) wide. Unlike transports derived from passenger airliners, it was to be designed specifically as a combat transport with loading from a hinged loading ramp at the rear of the fuselage. A key feature was the introduction of the Allison T56 turboprop powerplant, which was developed for the C-130. At the time, the turboprop was a new application of gas turbines, which offered greater range at propeller-driven speeds compared to pure turbojets, which were faster but consumed more fuel. They also produced much more power for their weight than piston engines. Design phase The Hercules resembled a larger four-engine brother to the C-123 Provider with a similar wing and cargo ramp layout that evolved from the Chase XCG-20 Avitruc, which in turn, was first designed and flown as a cargo glider in 1947.[5] The Boeing C-97 Stratofreighter also had a rear ramp, which made it possible to drive vehicles onto the plane (also possible with forward ramp on a C-124). The ramp on the Hercules was also used to airdrop cargo, which included low-altitude extraction for Sheridan tanks and even dropping large improvised "daisy cutter" bombs. The new Lockheed cargo plane design possessed a range of 1,100 nmi (1,270 mi; 2,040 km), takeoff capability from short and unprepared strips, and the ability to fly with one engine shut down. Fairchild, North American, Martin, and Northrop declined to participate. The remaining five companies tendered a total of ten designs: Lockheed two, Boeing one, Chase three, Douglas three, and Airlifts Inc. one. The contest was a close affair between the lighter of the two Lockheed (preliminary project designation L-206) proposals and a four-turboprop Douglas design. The Lockheed design team was led by Willis Hawkins, starting with a 130-page proposal for the Lockheed L-206.[6]Hall Hibbard, Lockheed vice president and chief engineer, saw the proposal and directed it to Kelly Johnson, who did not care for the low-speed, unarmed aircraft, and remarked, "If you sign that letter, you will destroy the Lockheed Company."[6] Both Hibbard and Johnson signed the proposal and the company won the contract for the now-designated Model 82 on 2 July 1951.[7] The first flight of the YC-130 prototype was made on 23 August 1954 from the Lockheed plant in Burbank, California. The aircraft, serial number 53-3397, was the second prototype, but the first of the two to fly. The YC-130 was piloted by Stanley Beltz and Roy Wimmer on its 61-minute flight to Edwards Air Force Base; Jack Real and Dick Stanton served as flight engineers. Kelly Johnson flew chase in a Lockheed P2V Neptune.[8] After the two prototypes were completed, production began in Marietta, Georgia, where over 2,300 C-130s have been built through 2009.[9] The initial production model, the C-130A, was powered by Allison T56-A-9 turboprops with three-blade propellers and originally equipped with the blunt nose of the prototypes. Deliveries began in December 1956, continuing until the introduction of the C-130B model in 1959. Some A-models were equipped with skis and re-designated C-130D. As the C-130A became operational with Tactical Air Command (TAC), the C-130's lack of range became apparent and additional fuel capacity was added with wing pylon-mounted tanks outboard of the engines; this added 6,000 lb of fuel capacity for a total capacity of 40,000 lb.
    3 points
  6. 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.
    2 points
  7. Hello fellow Herk lovers. It's been a long time since I last checked in. A few years in fact. Had some health problems to deal with and of course the day to day grind. I'm not real sure if this is the proper place for this "homecoming", but I'm sure it will get moved if need be. I scrolled around a bit before signing in and noticed a few names still left from the old days. I did not see MT Crewchief or gizzard, although over the past few years I have been in personal contact with both of them as well as lee Sills. I made the trip out to Montana several times and Ken and I have become good friends. Same thing with Paul, out East. He and his wife traveled to Wisconsin a couple years ago. Our two families have become close friends. Thanks to this forum !! I plan on spending time here, and getting caught up...
    2 points
  8. A man is dining in a fancy restaurant, and there is a gorgeous redhead sitting at the next table. He had been checking her out since he sat down, but lacked the nerve to talk with her. Suddenly she sneezes and her glass eye comes flying out of its socket towards the man. He reflexively reaches out, grabs it out of the air, and hands it back. "Oh my, I am so sorry," the woman says as she pops her eye back in place. "Let me buy you dessert to make it up to you." They enjoy a wonderful dessert together, and afterwards, the woman invites him to the theater followed by drinks. After paying for everything, she asks him if he would like to come to her place for a nightcap...and stay for breakfast the next morning. The next morning, she cooks a gourmet meal with all the trimmings. The guy is amazed! Everything has been incredible! "You know," he said, "you are the perfect woman. Are you this nice to every guy you meet?" "No," she replies... ... "You just happened to catch my eye
    2 points
  9. Excel file I made some time ago, performance accurate to about 0.2% most of the time. Perf PPC v2.1.xlsx
    2 points
  10. Lost my uncle, Pfc Lewis Radcliffe on June 17, 1944 KIA during this invasion. Was able to visit Normandy in 1995 and find his grave which no family member had ever visited. I was there with my C-130 unit to honor D Day and ten of my maint. troops went with me to his grave. They were all in uniform and in formation and we had a ceremony where we refolded his flag over his grave. Very sober moment. Bill
    2 points
  11. Its so you can check your hair and your shades before stepping out the crew entrance door.
    2 points
  12. Just found this while messing around on computer. Since I was one of the loadmasters I want to say these are four of the most wonderful guys that I'm proud to call them my "Brothers" Ralph Bemis.
    2 points
  13. Back to work yesterday, all is still well in the land of sand. People obeying the curfew, and while the infection rate may be troubling, situation is under control. Government doing a sterling job of getting a handle on the virus, getting free medical treatment for all, online distance learning for schools, partial salaries guarenteed for companies that had to close.
    2 points
  14. Staying in, doing honey -dos, cleaning out stuff. Good time to do spring cleaning. Can't do much else, can't go to the Air Museum to work. Better days ahead😄
    2 points
  15. Hello: That design of the door is because of the space the wheel need to go up and down without get stuck. If you go to the emergency and abnormal procedures section of the flight manual, Main Landing gear Extension After Normal and Emergency System Failure, one note say this: Extend the Aft strut firt. The main landing gear doors are opened by a mechanical connection to the aft strut, and damage to the doors could result if the forward strut is extended firt. If the door don't have that shape the wheel would get stuck.
    2 points
  16. While CBs and fuses essentially "do" the same thing (limit current) the way they do it and the response to overcurrent are different. Generally, Fuses react faster than CBs to overcurrent situations. The component they (CB/Fuse) supply power to determines what type of protection they need. In this case the TQ and TIT Cbs feed 155VAC to power supplies/amplifiers while the fuses provide 26VAC to drive pressure transmitters and gauges without separate internal power supplies.
    2 points
  17. I remember being in awe of you Loadmasters hustling around all over the cargo compartment putting on and tightening straps while I was thinking I was helping you while trying to make one strap work! I got better as time went on, but I learned to stay out of your way when in-country and time was of essence! I have been wanting to say that for a long time! Ken
    2 points
  18. I wish I had a nickle for every strap I ever tightened down. I even got three or four surplus straps to tie equipment down on my trailer. I do put the equipment CG just slightly forward of the tandem axle center, but no, I do not make out a Form F every time I load the trailer.
    2 points
  19. Hope all of you have a nice Thanksgiving Day. And many more! Ken
    2 points
  20. I have to agree with Ken, Hope all you Herc guys a happy Thanksgiving and many more! November 1968 Chow Hall in Monsoon weather Naha Okinawa the first of what my calender was telling me 2 more to goafter this one. Little did I know the next year and a half would be spent in places like Ubon, Soc Trang, Bien How, Pleiku, Phu Cat ! Would do it all over again just to hang with all the magnificent Band Of Brothers I met along the way! Feb 68 -Mar 09!
    2 points
  21. Very Cool. All indications are that the C-130 will be around for many years to come. Maybe he will fly or maintain one in the future.
    2 points
  22. If the orifice cups are clogged, you will never be able to accurately check servicing, as the pressurized sump may always show good, but at the expense of the atmospheric sump. The atmospheric sump is allegedly the most accurate location, so if it's inaccurate, it will always lie to you. You should check your tech data for how to clean the orifice cups. The only other option is to replace the pitchlock regulator, preferably with one that was recently overhauled to guarantee the cups are clean. One indication the orifice cups are clogged is that, when you check the pressurized sump after 2 minutes, the fluid fills up and overflows. This is due to the pitchlock regulator keeping the fluid pressurized in the system instead of draining the fluid into the barrel like it's supposed to. Be careful of those who tell you only the pressurized sump is required for an accurate fluid check. This comes from the idea that the pressurized sump dipstick actually gives you a quantity, and the atmospheric sump is only a go/no-go. The only thing the pressurized sump dipstick tells you is how much fluid is in the pressurized sump, who's job is to force-feed the pumps sending the fluid out to the valvehousing. The atmospheric sump dipstick tells you how much is in the barrel AND atmospheric sump. If there's nothing on the atmospheric dipstick, you have no idea how much is in the barrel, and that can be dangerous.
    2 points
  23. The AC-130J's arrival in Afghanistan marks a historic changing of the guard as older AC-130Us have now finished their last scheduled deployment. By Joseph TrevithickJuly 10, 2019 The U.S. Air Force's new AC-130J Ghostriders have been flying combat missions in Afghanistan since June 2019. The gunships took over from AC-130U Spooky IIs that had been supporting U.S. and coalition special operations forces and their Afghan partners in that country. Those Spooky IIs have now returned to the United States, marking the last scheduled combat deployment ever for that version of the AC-130. Northwest Florida Daily News had been the first to report on June 28, 2019, that the AC-130J had flown its first-ever combat mission in Afghanistan. This detail had emerged during a change of command ceremony at Hurlburt Field in Florida, during which U.S. Air Force Lieutenant General James Slife took charge of Air Force Special Operations Command (AFSOC) from Lieutenant General Brad Webb. The Ghostrider's first combat sortie had taken place "just days before," according to the story. "We are pleased to announce the AC-130J has deployed in support of combat operations overseas," U.S. Air Force Captain Keavy Rake, an AFSOC spokesperson, confirmed to The War Zone in an Email on July 10, 2019. "The first AC-130Js deployed in late June 2019 to relieve the AC-130Us, who arrived home to Hurlburt Field on 8 July 2019." The Air Force declared that the AC-130J had reached initial operational capability in late 2017, with the 73rd Special Operation Squadron at Hurlburt Field becoming the first operational unit to fly the aircraft in 2018. The 73rd is the squadron presently flying the Ghostriders over Afghanistan. AC-130Js had previously taken part in a number of exercises in the United States and abroad. We don't know much about the 73rd's initial deployment with the Ghostrider yet, but AFSOC's AC-130s most often fly at night, supporting special operations forces on the ground, either providing direct close air support or armed overwatch during their operations. U.S. special operators remain heavily engaged in Afghanistan, against the Taliban and a variety of other terrorist and militant groups, including an ISIS-linked faction that first emerged in 2015. In the past, AC-130s have also conducted targeted strikes against specific individuals in support of the secretive Joint Special Operations Command's task forces in the country. An AC-130U from the 4th Special Operations Squadron was also notably involved in the infamous mistaken strike against a Doctors Without Borders hospital in the Afghan city of Kunduz in 2015. A subsequent investigation revealed a number of equipment failures and human errors that led to the tragedy. The 4th SOS is the last squadron to fly the U-model, including the ones that just returned home this week. It will continue to keep some of those aircraft available for unscheduled contingency deployments until its full complement of AC-130Js has arrived, according to Military.com. The squadron received its first Ghostrider in March 2019. The last Ghostrider deliveries are scheduled to occur in 2021 and the Air Force plans to eventually have a fleet of 37 of the aircraft in total, which will replace all of the remaining AC-130Us and AC-130W Stinger II gunships. As of March 2019, AFSOC had already retired seven of the 10 remaining U models and three of the 12 W variants, according to Pentagon budget documents. The service already retired the last of the AC-130H Spectre gunships in 2016. The deployment of the AC-130Js and the end of scheduled combat operations for the AC-130Us very much marks a shift in AFSOC's gunship operations, as well. The Spooky IIs, which entered service in 1995, are the last of the Air Force's old school AC-130 gunships with a five-barrel 25mm GAU-12/U Gatling cannon, a single-barrel 40mm Bofors cannon, and a 105mm howitzer as their only armament. These aircraft were a direct evolution of the original Vietnam War-era AC-130s. By all indications, the AC-130Us are also the last platform of any kind in the U.S. military to use the 40mm Bofors gun, a World War II-era weapon, which proved to be a deadly aerial weapon, but also increasingly hard to operate and maintain. The Air Force had found itself scouring the world for spare parts in the early 2000s and rebuilding 40mm ammunition from the 1940s in recent years to keep the guns operational. Clemens Vasters via Wikimedia A close up of the 40mm Bofors cannon, at left, and its 105mm howitzer, at right on an AC-130H Spectre gunship. The AC-130U has a similar configuration. The AC-130J is a very different beast, though it does have the same 105mm howitzer as the AC-130U, as well as a smaller 30mm GAU-23/A Bushmaster cannon. But the Ghostrider, from the very beginning, was designed to also employ precision-guided munitions, including the AGM-114 Hellfire missile, the GBU-39/B Small Diameter Bomb (SDB), the GBU-44/B Viper Strike glide bomb, and the AGM-176 Griffin, which can function as a powered missile or as an unpowered glide bomb. The AC-130Ws, which are conversions of older C-130H cargo aircraft, have a virtually identical armament package. The Air Force had not even originally planned to install the 105mm howitzer on the AC-130J, or the AC-130W, but eventually changed course. AFSOC took delivery of the first Block 20 AC-130J with the howitzer in 2016. There had also been concerns about the functionality of the Ghostrider's 30mm GAU-23/A, but these issues have all since been resolved, according to the Pentagon's Office of the Director of Operational Test and Evaluation. The precision-guided munitions capability has really added a new dimension to the gunship's capabilities, giving it more stand-off reach and the ability to engage targets in multiple distinct areas simultaneously, something you can read about in more detail here. The addition of new weapons in the future, including the GBU-53/B Stormbreaker, previously known as the Small Diameter Bomb II, and the GBU-69/B Small Glide Munition, both of which have multi-mode guidance systems, will only increase the AC-130J's flexibility. With its 30mm and 105mm weapons, the Ghostriders can also still provide the same kind of extremely precise direct fire support as their predecessors. The AC-130Js are also packed with a variety of updated sensors, data links, communications systems, and more, and the Air Force is already in the process of further updating those systems. The latest Block 30 Ghostriders, which the 4th Special Operations Squadron began receiving in March, feature a number of improvements over the Block 20 aircraft that the 73rd Special Operations Squadron is flying in Afghanistan now. This includes upgraded sensor turrets with higher fidelity electro-optical and infrared full-motion video cameras and a new, large broadband satellite communications "hump" on top of the forward fuselage. The Air Force is looking to improve the survivability of all of its remaining gunships against newly emerging threats, such as GPS jamming, too. In 2018, U.S. Army General Raymond Thomas, then head of U.S. Special Operations Command, said that unspecified opponents – most likely Russian or Russian-backed forces – were using electronic warfare attacks against gunships operating over Syria. Entirely new capabilities might find their way onto the Ghostriders as time goes on, too. AFSOC is planning to demonstrate a high-energy laser weapon on one of its AC-130Js in 2022. But with no more AC-130U deployments on the schedule and AC-130Js now flying combat missions, the Air Force has already entered a new era of gunship operations.
    2 points
  24. Is this guy reminiscing about engine runs?
    2 points
  25. Hercinherit, I have a hand written letter signed by your dad that he sent along with an unbound 30th edition, which I had bound. If you would like the letter just PM me your address to this website. I thought a lot of Lars and how much he meant to the C-130 community. RIP Lars. Bill
    2 points
  26. What is everyone doing this memorial day I will be doing a honor guard at Macon Memorial Park. Macon Ga.!! We have to honor are fallen who gave their all!!
    2 points
  27. This is correction of TIT 15 to 60 °c not a cut back its miss consecpt.as per 1c-130B-2-4CL-1. But new JG 1c-130H-2-71JG-00-1 having no 15 to 60°c limit its only 800 to 840 limit of cross over TIT no correction mentioned here.
    2 points
  28. You're welcome. I retire 1 Oct. I certainly miss Bob he was a good friend and a member of the C-130 community. --Casey
    2 points
  29. The forum will not allow me to post the news clipping pages. You can find the news clippings from the Doc Jensen Story at : http://www.tanwater.com/834/det1-pg4.html And http://www.tanwater.com/834/det1-pg5.html I can testify to the fact that every plane over An Loc came back with bullet holes. I was there. Saved these news clippings from the Det 1 Report. These 2 pages were on Doc Jensen story. Other news clippings I saved are at - http://www.tanwater.com/834/dex2.html#line3
    2 points
  30. I flew with an old A-model captain when I was an FE with Transafrik in Angola. He enjoyed telling the story of departing somewhere in the very cold icy north. The funny thing is that he departed with the parking brake set and when he landed at Pope AFB (I think), he blew all 4 mains! Before you ask about the anti-skid light, I also asked that question. He said the early A-models had no anti-skid inoperative light. Some of you old heads may remember Bonzo Von Haven -- a legend in the Herc world. Don R.
    2 points
  31. A frustrated housewife bought a new pair of crotchless panties in an attempt to arouse her husband... and spice up their dead sex life. After cooking his favorite meal for dinner one evening... she had put them on under a revealing short skirt... and relaxed with a glass of wine on the sofa directly across from where her husband was sitting in his chair. After several more glasses of wine... and at what she thought was the appropriate moment... she uncrossed her legs just wide enough so that her husband could catch a revealing view. It wasn’t long before his eyes focused on the prize... and he asked... “Are you wearing crotchless panties?” “Y -e-s”... she answered coyly with a seductive smile.” “Thank God!” ... he said... “I thought you were sitting on the cat.”
    1 point
  32. 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.
    1 point
  33. I was in the six item express lane at the store quietly fuming. Completely ignoring the sign, the woman ahead of me had slipped into the check-out line pushing a cart piled high with groceries. Imagine my delight when the cashier beckoned the woman to come forward looked into the cart and asked sweetly, "So which six items would you like to buy?"
    1 point
  34. Hey Chris, it's good to see you back on the forum. I kind of slowed down, but I am starting to miss you guys so am on here more often. I realize I am way behind on our "picture war", and I will be getting back in touch soon via e-mail or phone call. So, be expecting an e-mail soon loaded with pictures! By the way, I wished everybody a happy new year on the 31st of Dec. Anyway, old buddy good to see you here, Ken PS Up by Woodbine
    1 point
  35. One Sunday, in counting the money in the weekly offering, the Pastor of a small church found a pink envelope containing $1,000. It happened again the next week! The following Sunday, he watched as the offering was collected and saw an elderly woman put the distinctive pink envelope on the plate. This went on for weeks until the pastor, overcome by curiosity, approached her. "Ma'am, I couldn't help but notice that you put $1,000 a week in the collection plate," he stated. "Why yes," she replied, "every week my son sends me money and I give some of it to the church." The pastor replied, "That's wonderful. But $1000 is a lot, are you sure you can afford this? How much does he send you?" The elderly woman answered, "$10,000 a week." The pastor was amazed. "Your son is very successful; what does he do for a living?" "He is a veterinarian," she answered. "That's an honorable profession, but I had no idea they made that much money," the pastor said. "Where does he practice?" The woman answered proudly, "In Nevada .. He has two cat houses, one in Las Vegas, and one in Reno"
    1 point
  36. Great Veteran Day Service at Macon Memorial Park, Macon Ga.
    1 point
  37. Hi Larry, good to hear you are doing pretty well. Lots of guys our age aren't. Keep posting and good health on ya , friend.✈️
    1 point
  38. Hi there, I guess you dont have any hydraulics on your dipstick coz the level is probably lower than the dipstick or its not fully inserted. The presence of hydraulic within the pressurized sump may not mean that there is adequate hydraulics required. There is another dipstick to measure the levels within the atmospheric sump and you can probably use that to gauge whether the amounts are right. Correctly, you should service the sump till you have just a bit of oil on the dipstick from the atmospheric sump.
    1 point
  39. Thanks Metalbasher☺️
    1 point
  40. Milk Bath A blonde heard that milk baths would make her beautiful. So she left a note for her milkman to leave 15 gallons of milk. When the milkman read the note, he felt there must be a mistake. He thought she probably meant 1.5 gallons so he knocked on her door to clarify the point. The blonde came to the door and the milkman said, "I found your note to leave 15 gallons of milk. Did you mean 1.5 gallons?" The blonde said, "I want 15 gallons. I'm going to fill my bathtub up with milk and take a milk bath." The milkman asked, "Do you want it Pasteurized?" The blonde said, "No, just up to my boobs, I can splash it in my eyes."
    1 point
  41. King Arthur was in Merlin's laboratory where the great wizard was showing him his latest creation. It was a chastity belt, except it had a rather large hole in the most obvious place, which made it basically useless. "This is no good, Merlin!" the King exclaimed, "Look at this opening. How is this supposed to protect my lady, the Queen, when I'm on a long quest?" "Ah, sire, just observe, " said Merlin. He then selected his most worn out wand, one that he was going to discard anyway. He inserted it in the gaping aperture of the chastity belt whereupon a small guillotine blade came down and cut it neatly in two. "Merlin, you are a genius!" said the grateful monarch. "Now I can leave, knowing that my Queen is fully protected." After putting Guinevere in the device, King Arthur then set out upon a lengthy Quest. Several years passed until he returned to Camelot. Immediately he assembled all of his knights in the courtyard and had them drop their trousers for an informal 'short arm' inspection. Sure enough, each and every one of them was either amputated or damaged in some way, everyone of them except, Sir Galahad. "Sir Galahad, " exclaimed King Arthur. "You are my one and only true knight! Only you among all the nobles have been true to me. Whatever it is in my power to grant you? Name it and it is yours." But, alas, Sir Galahad was speechless
    1 point
  42. A Congressman in the USA was once asked about his attitude toward whiskey. 'If you mean the demon drink that poisons the mind, pollutes the body, desecrates family life, and inflames sinners, then I'm against it. But if you mean the elixir of Christmas cheer, the shield against winter chill, the taxable potion that puts needed funds into public coffers to comfort little crippled children, then I'm for it. This is my position, and I will not compromise.'
    1 point
  43. Assuming you performed fault isolation and normal operational checks, Check back pressure of brake system (should be under 70 PSI at each wheel, if one brake reads 10 psi or more higher, look farther) , check minimum brake pressure (should be over 1700 psi and max around 2030 and should be equal between left and right under same pedal pressure), check electrical grounds for anti-skid control valves (ensure they are tight and not corroded), check anti-skid control valve filters (if dirty, replace), check brakes for ability to return (watch pressure plate return after pressure release, should return equally), check tranducers for smooth operation and check voltage output with drill. If you find nothing, replace parts in this order. 1. anti-skid control box. 2. anti-skid control valve. 3. transducer Without being there and being able to look at it, this is about best I can offer. Tons of things that could cause this but most involve electrical signal between transducer/box/valve.
    1 point
  44. Hi folks, Sherm here. Anyone out there have copy of the photo of the C-130 which went off the runway at Cape Romanzof back in the '80s? Story goes the 17th guys couldn't fly that day (winds out of limits at the site) and another unit - TDY to Elmendorf - took the trip and were blown off the strip into the gully on the left side. Damage to outboard fuel tank caused a leak and fire. A man with a front-end loader scooped up a load of snow and extinguished the fire. A crane was frozen into place in a makeshift pond created by damming the ditch draining the right side of the runway. Aircraft was pulled out of the creek, back onto the runway and somehow they got it up to the top where it was repaired and flown out, months later, by a 17th crew which included my buddy, Chief Doug Grant. The photo shows the airplane burning before the fire was put out, this photo was hanging in our squadron's Hardstand 13 lounge while I was a member of the 17th TAS (later renamed 517th AS) from 1991-97. Were you on that aircraft when it had the mishap? Where's that photo with the caption "UHAE" The Unique Hazardous Arctic Enviornment, respect it!" or something like that?
    1 point
  45. I'm assuming a BARV is a Bleed Air Regulator Valve, and when you say "accompanied of TIT", you mean TIT dropped with torque, and not increased. The TD Amp's job is not to maintain power, but to maintain temperature based on the throttle setting. If the TIT is low while the TD Amp is in AUTO, then there is an error with a signal being supplied to the TD Amp, or there is an error with the Amp itself, a setting or malfunction, When you lose air, you lose power for two reasons. Jet engines love more air, both to increase power through expansion, and also to keep the combustion chamber cool. If you lose air, you lose power immediately since there is less air to expand, but also the loss of cooling air causes an increase in TIT, and results in the TD Amp to pull fuel back. This all produces a loss of torque and fuel flow while maintaining TIT. I cannot emphasize this enough, before doing anything, ensure your indications are accurate! TIT to within 6 degrees of actual as measured with a test set and all thermocouples verified good and connected properly. Torque indicator recalibrated and set to within 50 in-lbs of actual. Swap the Fuel Flow gauge with a known good one for good measure, then reverify the problem. Why the engine goes to normal when the Regulator Valve gets turned off is interesting. If the TIT was to remain normal, I would say the Regulator Valve was mis-tuned and the TD Amp was doing its job. Since the TIT is also low, we know the TD Amp is not doing its job (above crossover only). Even if the Regulator was malfunctioning, the TD Amp is definitely having an issue. The fact that the valve affects the TD System operation means they may be connected electrically in some way, like the power/signal wires may be chafing together. If the fuel control was perfectly tuned and we suspected the TD Amp was just inop, we would see high TIT with bleed air open, not low TIT. To check if it is an electrical problem, check power going to the TD Amp using a TD Amp Test Set, then cycle the bleed air valve and see if the power at the Amp changes. There are two types of power going to the Amp, so check them both. If I misunderstood you, and the TIT is high during the malfunction, and not low, then you have a TD Amp malfunction AND a bleed air regulating valve balance issue causing you to lose 2500 in-lbs.
    1 point
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