tinyclark

There was never a warning in the install book that I am aware of. Is this on an ISO inspection card?

Nope, I can't find anything.

We had to work C-141s at Rhein Main when Enroute didn't have the personnel (??????). The crew chiefs usually had the APU running and the heat on when it was cold. That didn't suck.

With a flare shootdown? I'd like to hear that story.

The lighting unit had a warm air outflow that saved my ass several times.

Thanks, Bob, we will.

Tiny, Chris, and Tripawd the wonder dog.

Yep, going down to Southern Utah, Nevada, California and Arizona for a bit.

I have one that I can send you, but I am leaving tomorrow for a 3-4 week road journey.

Can't wait to see it. Don't know about the A-model.

Actually, the 398648-1-2 is the preferred spare for the -1-1.

According to the USAF -4 that I have, it is an alternate.

Merry Christmas, Happy Hanukkah, or whatever it is that you celebrate if you do.

Peace, Tiny

Merry Christmas, Stevoe! I don't even know what the HOC is, so I can't help you. We sure do miss Germany.

I don't even know what the hell this is, so I'm clueless. Don't you have a NAESU rep, or whatever they are called now?

I've got the wiring diagram setup for the XMIT section of HF1 & HF2. I've also got 3 slides I made that explain the whole eff'd up scenario that the engineers came up with. I will load them up. If you can't click on and save them, I can e-mail them to you. This is for the longwire antennas. The slides are for #1, but the #2 system works the same way. Puzzles me with a coupler fault though.

#1 HF interlock.pdf

#2 HF interlock.pdf

Think they could have glossed that up a bit more?

I though it was labeled 2 or 3.

The wings were off before I left last December.

0988 is still sitting on the flightline. They need to find the $10 grand they say it will cost to do it.

Does this happen on both the #1 and #2 systems? Are you using longwire antennas or the shunt antenna in the rudder?

I hope everyone had a great Thankgiving, hopefully being able to be with some family.

Well, it looks like the problem is between the INU and the Nav switching panel, since gyro mode works.

I know how complicated it can be, especially if it is a signal wire intermittently shorting to the shield. Maybe one of the 26VAC excitation voltages is bad. There are quite of few splices that are tied together.

Maybe you could try to duplicate the problem by removing a 26VAC excitation signal from the INU connector, or removing an X,Y or Z signal wire from the Heading, Pitch & Roll outputs of the INU. I know this would be a lot of work, but I think you have to see what may cause the fault to be able to find it.

My diagram probably doesn't match yours, but it is all I have.

By the way, where are you located?

.

I don't know Munir, I am not an engineer. It could be due to aerodynamic reaction from the nose of the aircraft that would make the inboard engines ice up faster, so there is no need for outboard detectors. Maybe they decided that there is no difference, and it would not be worth running the wiring for two more engines.

And yes, if you ran the #3 wiring to engine #4 and installed the detector, it would probably work. But, if the inboard engines do ice up faster, then it may cause serious problems. Also, you would have to find room in the wing disconnect connectors for the wiring.

Wow. I wish I could help you more. There is probably a broken wire somewhere. But, I would suggest looking at all of the connectors on the Nav relay panel and flight director computer to make sure no pins are bent.

I would almost suggest swapping the relay panel out with another aircraft, but there is no guarantee the panels would be identical.

Thanks PerfmanJ, anyone else?

Does the INU ATT mode lamp come on? Have you tried the Pilot's ATT relay on the Nav switching relay panel? What was done to the aircraft before it started doing this? Was any ISO work done, or a component replaced before this started?

Are there any ACTION codes and FAULT codes displayed on the INU control?