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


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Everything posted by Metalbasher

  1. The USAF SPO records indicate it was delivered to Mildenhall in Sep 2013.
  2. Bob Do you know where 65-0977 is now? Thanks
  3. 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. 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. Any idea how many hours it had when was dismantled?
  7. WebFlis lists this NSN for $718...with what looks like five different sources (cage codes).
  8. If you have the job #s that would help. I'm looking now against NM, Cannon, AFETS and nothing coming up at all
  9. 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. 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. Here is a nest, found in the # 1 outboard upper cowling on a J model. Unit was a ANG unit.
  14. 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. A sad day indeed. We are all better off from knowing and working with you. Rest in peace knowing that you truly made a difference in this world we live in.
  16. 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
  17. 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?
  18. 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.
  19. 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.
  20. Those were way back in the day...current markings have not been to that fashion for 15-18 years plus. Just what I provided.
  21. The only stencils on the engines are: the engine oil filler door, the fire ext doors and circles around the drain tubes.
  22. Ron It might be something tied to it. I remember as an airman both replacing the upper longerons because of corrosion as well as applying sealant/damming compound. If nothing else, the TCTO in which you are referring to might refer to the earlier TCTO. I appreciate the help. Scott
  23. Guys I'm trying to find out a TCTO number for an old TCTO. I'm pretty sure the TCTO came out in the mid to late 70s and pertained to the T-56 QEC kit. The problem was the upper QEC kit longerons were corroding due to improperly placed drains holes located in the multiple longeron cavities. The drain holes were actually too far from the radius in the corners, thus allowing water to puddle in the radius vs. drain. The TCTO stated to apply sealant or damning compound to the corners and smooth out thus forcing the water to migrate back toward the drain holes for draining. Any help in identifying the TCTO number is greatly appreciated. Thanks Scott
  24. I believe this is the guide book you are referring to. 2012_Federal_benefits_ebook_final.pdf
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