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Metalbasher

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Posts posted by Metalbasher

  1. Does anyone know the MIL# for the grease on the surplus gears?

    The protective thick grease.

    also any MIL# to remove it?

    Should be able to use MIL-PRF-680 or A-A-59601...they are both the same...old PD-680 renamed, although A-A-59601 is a purer version whereas the MIL-PRF-680 is somewhat watered down if you will. Typically, where you see MIL-PRF-680 referenced in TOs, you will see the A-A-59601. Both are authorized, on the QPL/QPD and supported with NSNs and various packaging.

  2. 11-5729 is still not delivered. It made some testflights in July but never arrived at RAF Mildenhall. It should still be somewhere at Marietta.

    The USAF SPO records indicate it was delivered to Mildenhall in Sep 2013.

  3. I have seen these holes but none filled with sealant. I will look tomorrow, after half day off due to ice here at Cannon. believe it or not the day before it was almost 70 and will get there by weeks end

    I pulled TCTO 1146, that wasn't what I'm looking for. This TCTO (1146) showed/talked about the upper QEC longeron but dealt with inspection and repair of cracks in the aft mount area on the longeron.

    bishcoffm

    The TCTO didn't fill the holes, it added sealant to the radius of the pocket area to force water/fluids back toward the drain hole and prevent puddling/fluid collection in the radius. Here are a few pix...note the sealant job is a little sloppy but meets the intent.

  4. TCTO 1C-130-1146, 31 OCT 83 details inspection of QEC longerons and mount beam. In the -23 para. 5-2.1 talks about sealant dams around drain holes to displace water

    Thanks guys...I'm aware the 1C-130A-23 talks about it but the TCTO is what prompted the change that added that particular verbiage to the -23. Not sure if TCTO 1146 is what I'm looking for or not (doesn't seem like it's old enough) but I'm having it pulled so I can look at it now to make sure.

    Really appreciate the help.

    Scott

  5. Well, I’ve exhausted my resources so I figured I would ask this group. I’m trying to track down an old TCTO number. I believe it was issued in the early to mid 70s but I’ve looked and talked to people in the SPO and can’t find anything. The TCTO deals with the engine QEC kit upper longerons. There are pockets in the longeron and the pockets had drain holes installed on the forward ends, the problem was the drain holes were drilled in the wrong position and still allowed the pocket to collect water, thus causing corrosion. The TCTO instructed technicians to go in an apply sealant into the radius of each pocket to act as a damn and force the water back to the drain hole to drain. I know the TCTO happened…I remember applying the sealant to longerons in the mid 80s when I arrived at Pope (a queen bee location for engines). Not only did we apply the sealant, we changed out many upper longerons because of the corrosion. The 1C-130A-23 talks about the problem but that’s about it, then again, the problem was corrected with the TCTO so not a big requirement to go into detail. The problem now is the C-130J has the same problem and I would rather work smarter and plagiarize an existing TCTO than write it from scratch. Any assistance is greatly appreciated.

    Here is a pix of an existing longeron that has not had sealant applied. You can see where water/fluids have collected and pose a problem.

  6. Sadly, this month the Philippine AF has broken up 3946, the first L-100 produced. It had immense historical value for us in the Herc community. Its first fligh on 4/20/64 lasted more than 24 hours! It's too bad Lockheed didn't take any steps to preserve it. It would've looked nice sitting in front of the hangar where it was built, painted in the red and white Lockheed demonstrator colors. You can check it out in the C-130 Database section.

    Below are some photos from my friend, Joseph Simon. Some of you ex-Transafrik people may remember his as a Filipino mechanic in Luanda.

    Don R.

    Any idea how many hours it had when was dismantled?

  7. Robertus,

    AIR FORCE INSTRUCTION 10-2909

    23 JULY 2013

    AEROMEDICAL EVACUATION EQUIPMENT STANDARDS

    http://www.dmrti.army.mil/documents/AFI10-2909.pdf

    Page 73 talks about litters used on C130’s

    One choice is the Army Decon Litter.

    NSN 6530-01-504-9051

    http://www.usamma.amedd.army.mil/assets/docs/startup/6530-01-504-9051_LITTER%20DECONTAMINATION%20BLACK_HANDBOOK_INSERT_STARTUP.pdf

    WebFlis lists this NSN for $718...with what looks like five different sources (cage codes).

  8. We have two job openings at Cannon you can find them in USAJOBS.com Look for AFETS. one of the Jobs in Avionics position working on AC-130H and W aircraft. APG job is on the MC-130J aircraft, J knowledge is preferable but not required. Both jobs close on the 14th Jan 2014. Need help finding them or need more info let me know. Mike

    If you have the job #s that would help. I'm looking now against NM, Cannon, AFETS and nothing coming up at all

  9. Hi guys! Сan anyone tell what is written on top of the wing? Maybe someone has pictures of these spots? I will be grateful for any information!

    Thanks[ATTACH=CONFIG]3684[/ATTACH]

    The same holds true for all those markings. Those are all installed by LMCO prior to delivery. LMCO has a requirement to apply many extraneous markings (I think primarily as CYA for them). I can tell you that the USAF does not apply all those markings on acft, even J models that we strip and paint these days. LMCO will put all the markings on you referred to for delivery, but when it comes for it's first paint job, the USAF depot does not. USAF has their own USAF paint scheme drawings they follow.

    The major stencils on top of the wings, USAF, Stars and Bars, Fuel Cap stencil, Life Raft and Life Raft Release, Escape Hatch opening instructions and that's about it.

  10. Back in the C-141 days, prior to Halon, everyone used a ext agent called Purple K. It was effective for fire but VERY corrosive for the acft, hence the movement away from it to Halon. Well, Halon fell out of graces due to environmental concerns etc but we managed to keep it around for strictly flightline/on acft use (150# fire bottles/T handles etc). Even that is changing now...was told this week that the USAF Fire Chief has made a decision that we (USAF) will transition from Halon fire bottles on the flightline back to Purple K. Another example of one agency not talking to others to gleam potential detrimental effects of one's actions. Same thing happened in CE with hangar fire suppression systems. There was an established mil spec for the materials...CE didn't like it and migrated to a commercial product without telling anyone. It only came to light after a few accidental suppression discharge incidents when it came time for acft clean up.

  11. The problem with them is the tolerances when in the roller up config. The anti-skid on the walking surface actually chafes on the structure causing some corrosion...add in a little sand,dirt, debris is chafes quite a bit. The more weight rolling over the roller only exasperates the damage (small pitting and scratching) which isn't addressed in the TO. Not a whole lot in the TO to start with in regard to cleaning the ECHS and storage areas.

  12. The screens are hit and miss, some engines have screens on both the upper cooling air outlets, some just one of the two, and some none at all. At least on the Es and Hs I've seen. I don't know if that's just how we get the motors from depot or what.

    Its one of those things. The USAF made quite a few changes over the years with regard to mx operations on the C-130 but then again they were operating it and could do as they needed to since they owned them and had engineering control. LMCO on the other hand didn't really know about a lot of those changes. They just made the acft and sold them, not necessarily operated them and since they didn't operate/maintain them on a regular basis, they were not aware of the changes and therefore could not/did not roll them over to production on the J.

    I've come across several things the USAF changed (for the good) over the years that LMCO never changed/adopted when they produced the J. Then again, LMCO is in the business of selling acft...if something makes it better or last longer, customers are less likely to come back to the company for parts/more acft.

  13. I am looking for any feed back from anyone about bird nests in engine nacelles, Specifically but not limited to J-Models. I know that the Canadian H-Models have screens installed on the upper aft nacelle and very rarely do they have nesting issues. We have had many instances of nests being built in lower trays, beside the oil tank and even once found robin eggs in the established nest.

    Any and all feedback is great.

    Here is a nest, found in the # 1 outboard upper cowling on a J model. Unit was a ANG unit.

  14. The US Forest Service actually owns the MAFFS units, they only bought 8 of the MAFFS II platforms.

    The company that built them is now out of business.

    The Air Force lends them the airframes.

    The Units flying the MAFFS missions are Air Force Reserve (1 unit, 302 AW) and Air National Guard (3 units)

    one from Wyoming 153 AW, one from North Carolina 145 AW, one from Channel Islands, California 146 AW.

    73, Rex

    Only 7 MAFFS II units now with the loss of the acft, crew and MAFFS unit. Channel Islands flies Js while everyone else is still flying Hs.

  15. Published: May 3, 2013

    The Associated Press

    BISHKEK, Kyrgyzstan — The emergencies ministry in Kyrgyzstan says a U.S. military plane has crashed in the country.

    Kyrgyzstan hosts a U.S. base that is used for troops transiting into and out of Afghanistan and for C-135 tanker planes that refuel warplanes in flight.

    A ministry official who did not give his name said the plane crashed Friday afternoon near the village of Chaldovar, about 100 miles (160 kms) west of the base.

    The head of the region that includes Chaldovar, Kuralbek Khamaliyev, told The Associated Press by telephone that the plane broke into three pieces when it crashed into an uninhabited area.

    The U.S. base, called the Manas Transit Center, said it had no immediate information.

    Additional details indicate it was a McConnell AFB acft and possibly a MacDill crew. No word on survivors but pix do not look promising.

    http://www.militaryphotos.net/forums/showthread.php?226112-Reports-of-USAF-KC-135-crashing-near-Bishkek-Kyrgyzstan

  16. It is strange to see an expensive operational acft (flown into Robins by JT himself) going on display at the museum yet we have no room or expertise to maintain the acft already in the museum. Wonder if they could sell JT's acft and then take the cash to build more facilities or be used to take care of other USAF acft?

  17. I don't see any side rails on the floor, either, and what is tha spider web lookin' thing up front??

    KC-10s have a similar barrier net to separate cargo and pax/flight crew to effectively "catch" the load to prevent it from crushing pax/flight crew.

  18. Gizzard, Charley West (130th) has the 8 H3s Martinsburg had when they went to C-5s. The 8 H2s Charley West had when I retired (88-1301 - 88-1308) are now MC-130Ws or whatever they call them now. I didn't know Baltimore lost their J models. The C-27 sure is a boondoggle. The AD is trying to get Herks from anywhere they can get them. Congress sure screwed the C-130 program over.

    88-1301-88-1308 were all converted to MC-130Ws a few years ago under the CLR program at Robins. The MC-130Ws were renamed AC-130Ws and all 12 are out at Cannon.

  19. Ok :)

    I would like to know how landing gear work. I don't want to guess how.

    Also I can't find photos of the engine with all readble text on hoods, inlets etc. (exterior)

    I will be grateful for any information.

    The only stencils on the engines are: the engine oil filler door, the fire ext doors and circles around the drain tubes.

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