GACFaja

For Money, Kingchief.

It isn't APN59 stuff, if it was, I would know. There's usually a test equip receptacle right next to the -59 R/T unit.

The connector has two large pins and 5 smaller ones, almost like it provides power to something. That's just a guess.

Sounds like test equipment power. But like you said, that was usually lower down. If we still had 1832 or 1836, we could compare/contrast--but they're in the boneyard. Maybe someone could go look at 1857?

Yep. AFI 21-101, Section 8. Guess that means QA is crazy. :)

My condolences, Tiny.

I don't know if there are any full cable sets for order out there. We've always made ours IAW the 00GE or the 2-5.

I know they are getting ready to hire a few, maybe in October, for the J models that D-M is getting, though that isn't cut in stone.

We will be having our ACC lead conference next month, so I will try to pinpoint what is going to be going on for hiring. Do keep in mind that there aren't that many of us ACC AFETS around the USAF. AFSOC has their own program.

Awesome! I'm looking to spend my TA money wisely, on Avionics courses and Electronics refreshers.

Cool! Thanks for the advice--I'll go check it out. We've got the HC-130J's coming here soon; hopefully they've got a slot.

I'm going to be retiring in a little over a year after 20-odd years in maintenance. I'm interested in AFETS--does anyone know how to go about becoming an AFETS guy?

BOO is149800 USMC, silver herk is 94-6703 IL ANG going through PDM at AMARG

I think 62-1832 at DM has the shark's mouth too?

Bob

Yep, that's 1832. She's slated for the boneyard later this year.

Those are niiice. Where'd you order them from?

Does this thing have the new VOR antennas on it?

Not that I know of. I'll ask Comm/Nav. Does it affect airflow?

Yep, I thought they all went to DRMO for scrap years ago!!

They were always sweet to have on long drones or dragging overseas

Dan

Nah, we still have 'em here at DM. The 79th doesn't want to get rid of 'em, dammit. :cool:

Yea, they pretty much went thru the stuff in your 107 reply.

It flies tomorrow, hopefully with a maintainer on board. The last flight it didn't start until 2 hours after takeoff. I was wondering if they had done anything at all when it began, like using the HF, running the Aux pump, etc. Any slight movements in hydraulic pressure gauges?

I think the TTU-205 idea is OK if the problem is just in ALT HLD, but since it's doing it all the time??

I want them to try it in Speed on Pitch mode too. I doubt that they use that mode very much.

Ours is doing it all the time--I think the -205 check was looking for proper trim tab response at higher airspeed. Reminds me of the Elevator Feel from C-141s.

Weirdly, ours seems to be influenced by fuel load. The lighter the aircraft, the more likely it is to porpoise.

We've got our own aircraft that has the same problem now. Ours is doing it without ALT HLD selected as well. Haven't changed out the pack yet though.

If it helps, here's a list of the stuff they asked us to do in the -107 dispositions:

1. Check elevator drum and bracket assembly for worn teeth and worn/splayed cable. Compare wear to the rudder and

aileron drum and bracket assembly. Replace if worn.

2. Run the following MBITs on the TOP per TO 1C-130H-2-22FI-10-3-5:

MBIT 01 - AC REFERENCE

MBIT 02 - ADS #1

MBIT 03 - ADS #2

MBIT 04 - Pilot ADI

MBIT 05 - Copilot ADI

MBIT 19 - Elevator Servo Hydraulics

MBIT 20 - Flight Control Panel

MBIT 28 - AFCP IBIT

3. Check the configuration pins on the back of the AP processor tray for broken or crossed wires.

4. Ensure the autopilot processor is seated in the mount correctly. The devices for holding the processor in place have a

clutch that is set to slip when the proper torque is reached.

5. Check all autopilot servo motors for like part numbers and manufacturer. It has been known to cause similar issues if they

were different.

6. Check all bonds/grounds on the autopilot processor and servos.

7. Replace Air Data Sensor. This was last done in Dec. 2007.

8. Check the elev. trim motor wiring and relays for possible issues. If it is a trim cycle problem the cuttler hammer relay should

be able to be heard cycling in the aft of the A/C over the cargo door. Only clicking you should hear under operation is when

the relay is being manually driven by the switches on the control wheel.

9. Check the elevator boost pack for physical mounting tightness. (It is believed that it would be noticed during all stages of

flight if the pack was loose but it may be being compensated for by pilots without knowledge.)

10. Replace elevator boost pack.

And the second one:

1. Have the flight crews reported instability of the ADI attitude indications while on the ground or during smooth level flight?

2. Check elevator rigging per procedures in 1C-130H-2-27JG-30-1.

3. Check elevator trim tab actuators (jackscrews). There have been reports of bolts seizing in the rod end that rotates.

4. Recheck all elevator servo to processor wiring. Check resistance of wiring, inspect TB105A for corrosion and loose wires, and CAREFULLY check all wiring for chaffing. Ensure there are no splices in these wires. Notes: there have been other aircraft that experienced similar autopilot problems traced to chaffing of this wiring. Splices were found a few years back in these wires above the right troop door on a Davis Monthan aircraft.

5. Swap suspect elevator servo on 64-14860 with the aileron or rudder servo on 64-14860. See if problem follows the suspect elevator servo.

6. If all items above check good then an alternate suggestion is to put the aircraft in flight mode using the TTU-205 Air Data Test. Override the weight-on-wheels, and set the TTU-205 to put the aircraft above 10,000 feet and 250 knots indicated airspeed.

a. Set the elevator trim tab to 0 degrees

b. Pull the yoke midway through the travel range

c. Engage the autopilot

d. Let the yoke go until it stops moving

e. Watch the trim tab indicator for either continuous movement or pulsed movement. What we are attempting to see is if the trim tab command is pulsing above 220 knots as designed.

f. Set the TTU-205 to different airspeeds and altitudes and attempt to duplicate the autopilot porpoising problem

At 250 knots the trim tabs should show a pulsed movement, if it's running continuously it more than likely indicates a problem in what the Air Data Sensor is reporting to the Autopilot. That could indicate a bad ADS or possible problem in the pitot system.

7. Using the TTU-205 as described in step 6 above, set the TTU-205 to different airspeeds and altitudes and attempt to duplicate the autopilot porpoising problem

8. Replace elevator boost pack. Realize this was performed during the first week of March 2010, but there have been incidences of 2 or more boost pack replacements required to correct autopilot porpoising.

Sorry about the formatting issues--I was copy/pasting from the -107s.

Over the years, we've done *everything* to it, short of sacrificing a goat to the Maintenance Gods. Changing the elevator pack seems to be the only reliable way to get the problem to go away...and that only lasts about 6 months.

The aircraft just returned to station and the autopilot in-flight checked good. One day down, 179 to go.

Aaand, that didn't last long. It porpoised again. Once the current exercise is done, we're putting in another -107 request. I hope they don't tell us to change another pack. :rolleyes:

Just joined on FaceBook. Seamus MacRiain.

Anyone know if the three CT-I's went to AMARG and the other to Hurlburt yet, or are they still at Boise?

Thanks

Bob

I haven't seen 'em come through yet and I've been looking.

Over the years, we've done *everything* to it, short of sacrificing a goat to the Maintenance Gods. Changing the elevator pack seems to be the only reliable way to get the problem to go away...and that only lasts about 6 months.

The aircraft just returned to station and the autopilot in-flight checked good. One day down, 179 to go. :)

Thanks, guys! We'll look into the suggestions--tho I don't think the AMXS is going to spring for Tampa.

Did this problem get fixed? If so, what did it?

We put in for a 107 about a month ago--they had us check attitude indications, rigging, trim tabs jackscrews, and sim in flight with a 205 and jumpering the touchdown relay, then change out an elevator pack. The plane porpoised on the next flight and they had us change another pack. The aircraft flew up to Nellis last night--haven't heard about whether it porpoised.

More later, I'm sure--we didn't find anything wrong on all the other checks and I don't think the pack is going to fix it either.

Good morning!

We're trying to line up some simulator time for our engine troops here at DM. Little Rock's always full--does anyone know of any other sims we might be able to run folks through?

Thanks!

As Bob said, the only HC-130P that has UARRSI is an old ABCCC airframe, 62-1863. This aircraft is in a 64 model configuration now.

A total of 6 were supposed to be converted, but that didn't happen due to funding. It's a good thing too, that aircraft was AFU as far as system wiring was concerned.

With all the problems they had getting her converted, I'm surprised that Frankenherk is flying at all. Poor thing.

62-1832 was the first ACC asset on the ground, dropping off an STS team, supplies and equipment. I hope someone got pictures of her.

We maintain the analog systems on a 62-model E and 64-66 model HC-130Ps, and fuel quantity is our #1 issue.

I'm putting together a fuel quantity training box that we can hook into an aircraft and simulate open signal lines, open compensators, etc. One of the guys came up with an idea to put a variable resistor in-line from shield to ground to simulate bad solder joints, corrosion and whatnot. Does anyone have an idea about how much resistance to ground it would take to start interfering with indication? While I'm at it, does anyone have any good sources of info on the F/Q system as a whole? The tech data is...well, it's tech data.

Thanks!

Go to this web site and type the mil spec NUMBER (only) in the document number block and you will get all kinds of info on your gauges. Mil-I-27552 for TIT and Mil-I-25324 Fuel Flow

http://assist.daps.dla.mil/quicksearch/

good luck

That's awesome! Thanks!

3.6.3 Voltage output. The output voltages shall be 21 ± 0.5 when operated at a drive shaft speed of 4,200 rpm and connected to a load consisting of three 40-ohm, Y-connected resistances. None of the output voltages shall be less than 3.5 when operated at a drive shaft speed of 1,000 rpm and connected to a load consisting of three 20-ohm, Y connected

resistances.

Frequency is directly proportional to turning speed.

That's some handy info--and info that we can't get hold of any more on the line. Do you have something like this for TIT or Fuel Flow? I remember on C-141's, we had a synchro tester that we could use to check out fuel flow and another tester that we could use for EGT. Just a matter of putting in the right settings.

On the 130, we have to do an engine run to op check them.