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Posts posted by n1dp

  1. Had to do some reading. TCAS gets it's altitude input from the transponder (IFF) which in turn gets it from the pilot's encoding altimeter. At least on older models. Because it is happening at 10K, I'm going to assume it may be a bad altitude input (or lack of one) instead of the TCAS system.

    Disclaimer: It's been a few years!

  2. On the formation light picture, you cane see the formation lights are installed over the flap well, not the main part of the wing where the fuel tanks and dry bays are. In early manuals, there was an over the wing refueling port for the Aux tanks, located between the inboard engines and the wing root. Pretty sure they were eliminated when the center wing boxes were replaced due to cracking. Also, those rectangular looking dry bay  access doors were replaced by an oval hatch with a round cover in the middle.

    Disclaimer: It's been a while.

    • Like 1
  3. HC-130B had formation lights. (former USCG FE here) Same as all other "B" models. The double dark spots behind #4; inboard is the drybay access cover, about 6 inches in diameter, the outboard dark spot is most likely the #4 fuel tank Over the Wing (OTW) filler port cover. They were always red. Drybay covers were white.

    Also. when this photo was taken, we had not replaced the outer wings.

    • Like 1
  4. The stainless steel can showed up with some of the H2s in the 80s. Atomic toilet in the back by the RH paratroop door and these in the front of the cargo compartment on the 245. Promptly removed. There was an old story "floating" around about the old urinals that were mouted up there with tubes to the back; 1960s. The story goes a crew member hurried back and used it forgetting that the Commandant and his wife were on a seat pallet in the back. Me thinks corrosion was the bigger factor in removal.

  5. Had to think about this for a while. I remember sitting in the Engineer's seat for many hours pondering the design of electrical systems. The simplicity of the three phase overhead fuel panel switch allows for control even if DC busses are lost. Something you would loose if you used DC power to control a power relay.

  6. 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.

  7. 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.

    • Like 1
  8. 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
    A low cabin air pressure warning light on the copilot’s instrument
    panel will illuminate if the cabin altitude exceeds
    10,000 feet

    • Like 1
  9. 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.

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