rdenn_58

If you have a GTF-6 or silver suitcase available, connect it to one of the flight deck indicators. Follow the tech data to input the capacitance amount for zero and full and adjust the indicator accordingly. Now set in a capacitance amount equal to half full. Check the indicator. Keep changing capacitance values and checking the indicator. If the indicator doesn't follow, you know your indicator is bad. If it does, start looking for bad splices usually in the flap well area. Ensure the splices are environmental. I have changed many splices in the flap well area because the splices were non-environmental and became corroded. Of course, changing out the cable from one coax pass through connector to another is the best choice. Also look at the coax pass through connectors in the flap well area. Make sure the connectors and connections are good and especially checking that the connectors have the insulation washer inside. If they don't, that's an easy way for fluid to enter and create corrosion issues as well. Hope you get if figured out.

Our crews were always told to pull the breaker. Once pulled, the breaker could not be reset until maintenance ran the GTF-6 or "silver suitcase" to check the tank readings for the wiring and probes. FE's were to dip the tank in question in order to fly. Most older Hercs had numerous splices in the wiring especially in the flap well area. Some of these splices were non-environmental. Over time and subjected to water, the wire and metal portion of the splice would corrode and readings would become erratic. During ISO's, I replaced the entire wire between connectors when time permitted. If not, I replaced the splices with environmental splices. It took a few years to get all the planes right, but when that was completed the only problems we had with erratic readings were due to the indicators themselves. As to power, the wiring going from the tank to the indicator is not to be routed in the same bundle as other systems wiring that would have power running on it.

Rich

Are you talking about a heading error, bearing error, what? What is FMS?

Do either of these systems have selections for mag, true or grid? If so, are they both set to indicate the same selection? What is the declination for your area?

Rich

Have you been able to duplicate this with a -205 tester?

pjvr99 is right. We had a oil cooler flap that was fluxuating in flight but could never duplicate on the ground. Finally took a rubber mallet and gently tapped the actuator transmitter while having an ohmmeter connected. The resistance readings were all over the place. When we stopped tapping the transmitter, the readings went back to normal. Replaced the transmitter and worked well after that.

Now I can't find my keys either!!

KingChief,

I got a reply back from a friend of a friend about some extra armor out there if you are still interested. My friend for some reason sat on the e mail I sent and just got around to replying. PM me if you still need some armor.

Rich

We currently have Acft 62-1863 sitting on our line and we are currently trying to install armor on her. does anyone know what the closest aircraft the flightdeck is configured for, or have any pictures of this armor installed? I know this is one of the frankenherks that AFSOC rejected we could really use your help. we also have strange hydro lines and drains in the nose.

I have e mailed a few of the guys from my old unit to ask them about the armor. I will let you know if I hear anything back on it.

I still can't remember doing anything with the test plug or if we ever connected anything to it. We always used the test equipment connector near the APN-59 R/T. I have asked some of the other avionics guys the question in the same e mail. Again, I will post here if I get a response back from them on these things or anything else.

Rich

We had an E model that had the same issue with the armor. The crew chiefs and chute shop had to manufacture the fit. This was at the Idaho ANG. I thought for a moment everyone was talking about our E, 62-1863. The IDANG no longer has the Hercs. I don't know if this tail was sent to Cheyenne or not, but the armor should have gone with it. You may give the Wyoming guys a call if they have that tail. If you would like, I can call back to my old unit and find out where that tail number was sent after the BRAC.

As far as the plug, I sure thought it looked like a test equipment plug too, but if Tiny says that's not it then I don't have a clue what it is.

Rich

We had it in our local "pointy head" ISO workcards to check all the screws in the area of the flux valve to make sure they were non ferrous. Never knew when a CC or electrician would use the wrong screw when changing out light assembly.

Rich

I used a combo of a Compass Rose and INU. I relied on the INU heading while using the Compass Rose as a cross reference.

Had to do a compass cal during a deployment and used the INU. First, had to be sure where we were swinging the aircraft to make sure weren't any metal under or near the location. Worked out fine.

Not Herk Humor per se but do the oldtimers (myself included) remember when they first put super glue on bench stock?

At Pope we had a Radar shop chief that was very predictable: each morning he'd walk in the shop, pick his coffee mug (bucket) off his desk and proceed to the 55 gallon percolator then in use. He had a nice sheet of plexi on his desk with everything in the world under it. One morning he grabbed his cup and took the whole top of the desk with him. He was only steamed for a bit and really took it pretty well, though after that the shop bench stock monitor had to keep the glue under lock and key so grave shift couldn't get to it. (Couldn't have been us swing shifters, we never did anything wrong....or if you asked the other shifts we never did anything, period).

Did the same thing.....the shop chief was gone for the day.......opened up his desk drawer and super glued all his coins together....he came in the next day and went to get the change from his drawer and pulled up the mess. If looks could kill.

Got chewed out by a Command Chief in 2004 at Ali Al Salem for calling it the Chow hall. He told me that it was now to be refered to as the DFAC. He told me that the aircrew were not the only ones working hard and the term chow hall was derogatory(sp) and offensive. I told him I meant no disrespect and turned to my crew and said "I'm going to th chow hall. I will see you back at the hooch!" Needless to say he was pissed! My A/C, an old school Lt Col, jumped in and gave the E-9 a little "What for and how it is!" That was the point I knew the real war/operations were over and had been replaced by the Big Blue Bafoonery!

We must have been there at the same time (Nov 04 - Feb 05). Can't remember how many times I was "corrected" to use DFAC. I was in charge of the Herc maintenance specialists and was told to relay to them what proper terminology to use when it came to the dining facility. I replied that it was sad that we were more worried about hurting someone in Services feelings and not concentrating on what we were there to do. Just one of the many reasons morale was so low.

I was at the Guard in Idaho when those were mod'd for Senior Scout. We went on quite a few missions with them all over the world. For a maintenance guy, not much room to work in the cargo area when the "box" was installed. We had to have the thinnest guy on the TDY to do any work in the hog trough. It was funny to have a sheet metal guy changing out a GPS receiver since he was the only one who could fit up there.

We had a problem caused by the oil cooler flap actuator servo. When you tapped on it, intermittently the resistance would shoot through the roof.

Is the 241 data proprietary? Know someone at the depot? Maybe they have some data that they could give to you.

Ahh yes, the hell hole. Gone to supply for many a new uniform after going in and out of there. My knees and back are what they are today because of the hell hole.

How's about the "headache"......the nav's table drawer. Everyone seemed to get one after working the radar junction box, replacing a temp bulb, or fixing pitot/static leaks. Anybody got any Tylenol? :)

Sounds to me like a corroded and/or loose wire or pin. The vibration from flying may be causing it to act up. Also, with the old instruments at least, there were times when one of the indicators was causing an excessive amperage draw and loading the other indicators. If that is the case, try disconnecting one of the indicators during the fail to see if the problem goes away.

I don't know if there is a Sim still in Minnesota. I don't remember if it assigned to the Guard or Reserves there.

Amazing how much info is lost in 4 years being away from it. Does the Radar Altimeter interface with the autopilot or is it all with pressure altimeters? Can you do a 205 leak check for the hoses at the air data hoses? Does this problem happen at all altitudes or is there a specific range that this occurs?

This happened a few years ago. I think I was told it was at Pope.

Rich

Here's a pic of one of the gunships that was parked among our E's and H's in the desert about 5 years ago. I was fortunate to get a tour of one. I don't think my lower jaw got off the floor for hours after they showed me all the bells and whistles. What a great plane!!! One of the guys that worked for me got a hold of an expended 40mm casing, cut it down, shined it up, and gave it to me right before I left. Still have that on display at my job!

Rich

Mikey,

You will feel a little different in the years to come. The memories won't be so bad down the road.

I have taken it a step farther and want to share some of these feelings and memories with my kids and grandkids. I started writing down little stories and then current events of my 30 years in the military. One day when I am gone they will be able to have a personal view of the events of yesteryear instead of reading a paragraph or two in a history book.

What we all did was important. Too bad we sometimes don't realize it while it's happening. In some small ways, we made a difference.

Rich

As an avionics type, I always tried to make the control boxes look a little nicer for those crew chiefs that made my life easier.......you scratch my back, I scratch yours theory. Believe me, it was nice to go out first thing on a very cold morning and have the aircraft opened and pre-heated.

Rich

Don't know which bites were worse....the Herc or the Phantom. One thing about the Herc..at least most of the bites healed. The Phantom on the other hand has caused perpetual back problems and knee surgery. Kneeling in the cockpit without the seat out for hours on end makes the body feel old now. But even with all the body aches and pains when I was with the Idaho ANG and was given the choice between working on the A-10's or Hercs, it was a no brainer. Go back to the Hercs!!!!!

Rich