bischoffm

Try 8D1-9-49-4. I cannot validate it today my computer is acting stupid. This is for the oil cooler actuator right?

It's there because of those 6 bladed funny shaped spining things:D in front of the engine causes ice build up more than in the past with the four bladed spining things:D!!!

AFSOC is buying short J's:)

Pretty intense!! You have to worry about wing alignment, takes a few weeks!!

Rescinded means you can no longer use it! What T.O. are you talking about? Mike

Little Rock can rebuild them (engine), but I cannot say whether the WR blessing on the process yet.:rolleyes:

Is it powering the the Essential bus?? Are you just getting the light?

Bet you'd perfer to have one of these!!:)

this T.O. 6J15-3-87-3 has the repair of the valve solenoid. The -4 has the numbers see pictures. Is this what you are looking for?

Sorry it didn't work:confused: do let us know what ends up fixing it (besides beating the crap out of it with a hammer (sorry thats the crew chief coming out in me).

MISSION ACCOMPLISHED, May 1, 2003 :rolleyes:

That tail left before I got here!! I does sound familiar with what we dealt with for cargo air. The anticipator stats were the ones that were coming in bad (forgot to mention with stat). We would turn cargo ac on an then you could watch the valve got to full hot every time. This drove a rewire and CP change. (we used a known good stat to confirm that was not the problem):cool:

I worked an aircraft a while back with cargo air going full hot in auto and manual. We did the same changed everything we even went so far as to re-wire from the temp control valve to the control box (spliced in the wires didn't have CP) still the same problem when the NEW cannon plug was installed it fixed the problem. The wire all checked good prior to replacing them. Another thing is make sure the thermostats (we used a jetcal tester) are working properly. We had a rash of 100 or so bad a few years back.

Tiny, many bleesing to you and your family in this time of sorrow! Mike

Possibly the leakage test plug:confused:

The power section scavenge pump relief valve opens at a scavenge oil pressure of 240 +-14 psi. The scavenge oil pressure normally does not exceed 30 - 35 psi. Here is what the book says on the gearbox!

Here are a couple of Talon I Pictures

Are these them??:confused:

Here is what the two kinds of adjustables look like. Tiny's right an area to look at is always nice and makes finding things just a little faster!! By the way the part numbers are LS6962XX and LS6963XX bulkhead adjustable(bottom picture)

Contact Tinker Air Force base office in the front of the manual to get permission for you to download or have them send it to your company. Thats the only thing I can think of. I can send excerpts only from the book or look up part numbers if you like.

Didn't the paratroop doors on older HC's have the small round windows? Wouldn't this be the reason for an additional large window somewhere else. With the J's having the "square" windows in the paratroop doors does this not mitigate the need for the forward windows. I agree they are very nice to have!!! As for the doublers, I changed a few "rectangular" windows and don't recall any special doubler installed. The drawing may show it, however. The corners are not truly square like the British Comet. NEW as you can see from the pictures only a small doubler was required because the window was placed between ring segments.

That was 64-0533!!

I can spell doppler, but I R a crew chief and cannot answer that question!! Maybe Tiny can answer since he is WAY older (soon to retire!) than me and a pointy head at that!! Mike

Here are some pictures out of the T.O. I see the Lone Wolf (last US Air Force flying A-model) 5500022 in the background of one of the picture

Here is some helpful trivia on cargo doors acutators and snubbers