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

n1dp

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core_pfieldgroups_2

  • First Name
    David
  • Last Name
    Perham

core_pfieldgroups_3

  • core_pfield_11
    Retired from USCG, C-130 FE HC-130B and HC-130H 26 years

    Aviation Electrician (AE), then Aviation Maintenance Technician (AMT)
  • core_pfield_12
    Maine
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    Homemaker

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  1. All the aircraft in B,E,H series had the electrical control provisions installed from the overhead panel to the nacelle, but few ever had the valves or diffusers installed in the nacelles to make this work. I suspect only the aircraft for arctic service had the complete kit installed. A note: many mods later on used the nacelle pre-heat wiring to run new items such as the chip detector TCTO on US Coast Guard Aircraft. I also think the wiring may have been repurposed for augmented oil cooling system for ground use. Disclaimer: It's been a while.
  2. My gut feeling is the devices under load are considered more long lasting and stable and less likely to need a circuit breaker. Rare that a transformer fails, certainly at those loads. This is instrument power, 26 VAC single phase if I recall right. Never saw one fail in 26 years of fixing and flying.
  3. It took a while for the old brain to kick in. I remember many a Functional Check Flight checking this: Low Cabin Air Pressure Warning Light 28V ESS DC CP Side CABIN LOW PRESSURE WARNING A low cabin air pressure warning light on the copilot’s instrument panel will illuminate if the cabin altitude exceeds 10,000 feet
  4. Is this guy reminiscing about engine runs?
  5. https://www.google.com/url?sa=i&rct=j&q=&esrc=s&source=images&cd=&cad=rja&uact=8&ved=2ahUKEwi23IKRjrrgAhWDNd8KHVvlAMEQjRx6BAgBEAQ&url=http%3A%2F%2Fwww.flight-mechanic.com%2Fremote-sensing-and-indication%2F&psig=AOvVaw3i8Doffa4eA2ef_NGe1i3I&ust=1550195346892974 It is a DC Selsyn System
  6. After so many years and flight hours, the anti skid wiring from a terminal board above the wheel well to the transducers would wear. Intermittent anti skid tests was the usual symptom. Bad test in the air good test on the ground. After you have done all listed above and you still have problems with the system, change the wire.
  7. Sitting the FE seat, I frequently experienced over-pressure problems on the C-130. The Navigator seemed to suffer most from this. Thank gawd for the sextant port.
  8. There are a few get home tricks, such as jumpering ISO DC power to the battery relay to get it to close and flow current to the BATT Bus and battery, but it still leaves you with a possible bad battery. Is it lead acid or NiCad? Lead acid you can mess with, Nicad are less forgiving. Are there other batteries available at the location with the same connector, even if a smaller amp hour rating? How far away from a replacement battery are you? Are you allowed a daylight VFR ferry flight with a suspect, but recharged battery? Without a strong external DC power unit, you will no
  9. Ah, the nightmare of autopilot hold problems. If you had the trim light, then I head to the elevator trim relays and the wires feeding them. Make sure you get power out of AP for this.
  10. The torque not being higher with FF and TIT makes me think you should recalibrate that torque meter first.
  11. Simply, the flight manuals have the best approach to this. On a rejected takeoff, shut it down before coming over the gate. On a continued takeoff, let it run until you have a positive rate of climb and three engine minimums are reached. Depends upon what it is doing and where you will land when to shut it down. Disclaimer: Haven't flown in ten years and do not have the manual in my lap.
  12. The late Dan Wilson used his vast experience to clarify this a few years back. Got me corrected too, as this old Aviation Electrician goofed it up as well. Never had to repair the external power circuit; pretty bullet proof. http://c130herculesheadquarters.yuku.com/topic/520/Epin-question#.WAqYzslHQoA
  13. That is quite a find. I think I remember one of the long retired "B" Model air frames was used for possibly "J" Model Avionics and electrical prototyping? Time to start digging. Nice view of the river from the cockpit.
  14. The "rate switching" for the C-12 system is in the gyro. There is a bank angle that the C-12 system senses and switches the reference from the flux valve (magnetic azimuth detector) to the gyro. That appears to be what is not working. There is a drift test in the manual performed by placing the switch in DG and recording compass card drift over a set time. That does not check the rate switching. In your last post it sounds like it is switching properly between MAG and DG modes.in a turn again. If it is at all intermittent, replace the gyro. MAG = Magnetic DG = Directional Gyr
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