tinyclark

Let me ask in a different way. If you lose an engine during flight, does the aileron have to be trimmed at all to compensate for the loss of the engine? Someone must know this.

Four, except on special mission birds. where there are 5, 6 or 7, depending on model. The four are at FS245 LH, FS617 RH and FS803, and one in cockpit.

5 pounds

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As pilots, were any of you taught how the prop slipstream affected wing lift? If so, is there so little effect that it is negligible? Does it affect the horizontal stabs more than the wings?

Yea, I show no wiring for #1 or #4 in the oldest diagrams I have.

The year and model/serial number might help, if I have any info on it.

The outer engine ice detectors were removed by TCTO 1C-130-1125, dated Nov 1, 1983. This TCTO also removed all of the detectors from spare engines. I do not have a copy of the TCTO stating the purpose, but they are not needed.

I was fortunate to know an old shop guy at Rhein Main that got a job with the Marines (Navy) as an equipment specialist, pretty much the same as an AFETS, but in Navy speak. The unit was VMGR-352 at El Toro MCAS. Designated the RAIDERS, they were supported by the LA Raiders football program and had Raiderette cheerleaders at annual airshows.

http://en.wikipedia.org/wiki/VMGR-352

We had a few at Rhein Main. I never understood it either. Coincidentally, when I was at Norton, we would be on the launch truck all morning, and it was a blue bread truck in the San Berdoo heat of the summer. No shade anywhere. I submitted an AF1000(?) Suggestion form, to paint the top white to reflect the heat. Everyone thought it was a good idea, except the USAF Suggestion Office. "White would not work in combat areas." I asked them where would you park a blue vehicle, underneath a blue tree? It got shot down. Guess what color the top of bread trucks are now.... WHITE.

Effing USAF.

I don't have any info.

http://www.lockheedmartin.com/us/aeronautics/materialmanagement/scm-engineering/material_process_specs.html

Don;t know what it costs, but may be worth it to you.

Wow, reminds me of the F-16 & C-130 incident at Pope.

http://www.ebay.com/itm/141397568303

4 more left

Fortunate for me, I worked the TF RADAR on the Blackbirds (Talon Ones), and they always took a crew chief, ECM, and RADAR troop on just about every TDY.

OK, found it in Lar's book. 61 model with the C-12? Hmmm. We had the N-1 system on our older Herks.

OK, now I'll act like a real idiot. Keep in mind I haven't been on an aircraft in 3 years. I see no mention of an OFF flag on the HSI in either the Flight Director or C-12 compass checkouts. Where exactly is this OFF flag on the HSI?

This is the HSI that I am familiar with.

I'm not even sure what an F model is. I assume it is similar to our E and Hs with the Standard Flight Director system and the C-12 gyro.

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I don't know if this changed or not but years ago we used to have problems now and then with the C-12 compasses. The issue then was the access panel for the flux valve. Then the panel required brass screws screws instead of steel. Sometimes they would get a brass screw get stripped and mistakenly replaced with steel. But, then again that was a long time ago.

Yea, just because the screw fits, doesn't mean the aircraft can wear it.

Ramstein had a bird that had a whiskey compass problem. It took them few days to find a couple incorrect screws installed in the pilot's window next to the compass. But, something like that shouldn't have any affect on your flag. Are you just using the controller to spin the compass around to see this, or are you using a MAD simulator? Give me an idea of year group so can check some diagrams.

Using gripe points to a Navy or Marine bird. You didn't give any info on the aircraft year or model. USAF aircraft have the SCNS systems on them. Is this in all heading modes? Not sure what your control panel looks like. I have seen bent pins on the HSI connector cause strange problems.

I would also find the terminals for the compass card inputs in the junction box and loosen/tighten them.

Sooooo, how can we get some?

Pull the wire out of pin U on J2 at the R/T. If it still comes on, I would be very puzzled. There is only one wire between the C/P's IDCU and the R/T.

VHF #2 wiring.pdf

I should do the same. My wife says I can't hear, and her whining voice is at the same frequency as all those cooling fans I had to listen to in the shop.

There have been so many paint schemes over the years. If you look up at the top of the page, in Gallery, there are tens of thousands of pictures. The removal of the HF longwires pretty much occurred with the 84 year group and on. The shunt antenna is installed behind a fiberglass panel at the forward base of the tail. The J-model has a rubber anti-ice boot installed on it. This was around Lockheed production number 5030 something.

Sorry, I don't have access anymore.

There isn't a value listed on the cards. It would be in those 33D2 T.O.s.

That's all Greek to me. The dual rails are checked during ISO inspections per the workcard.

CHECK RH DETENT LATCH AFT RESTRAINT BY USING LATCH TESTER PART NO. 11768-

700 AND T.O. 33D2-37-9-1 OR ELECTRONIC LATCH TESTER PART NO. 51500-100 IAW

T.O. 33D2-37-11-1.

Can't help much more than that.

The Es and Early Hs both had problems with ADIs that were mechanically freezing in the roll function. I can't find any of my info on it, since most of it was in my e-mail, and that is long gone. I seem to remember that the NSN last 4 -3464 was a problem. Our wing wouldn't allow both ADIs having that number be installed on the same aircraft. Quite a few aircraft experienced DUAL ADI failure. This was a major PIWG and SSG item.

There was even a TCTO, 1C-130-1964

The purpose of this TCTO is to inspect/ensure only one each P/N 139602-01-01 ADI is installed per aircraft. Limiting one P/N 139602-01-01 ADI per cockpit will increase the reliability and reduce the risk of Dual ADI failures.

6610-00-068-3464

139602-01-01