tinyclark

If you are talking about the outer wing break panel, we had quite a few problems with those over the years, but many times it was the lower connectors. However, I think you get monsoon rains over there that we rarely see. Attached is guide to system wiring I did many years ago.

There are procedures in T.O. 1-1A-14 that deal with sealing, in chapter 025 00. Most of it deals with silicone or urethane tapes wrapped around the connectors. You could use Silicone or any other approved sealant on the top of and around the sides the connectors. Since these large connectors usually don't get disconnected, you could be very liberal with the sealant, but leave the bottom part unsealed to allow any moisture that might get in to drain out.

The USAF has begun replacing all of those connectors during depot maintenance.

It's maybe just a tad under 36", outside tire to outside tire is right about at B.L.18.

This is in the MSDS

===================== Fire Fighting Measures =====================

Flash Point:NOT KNOWN

Autoignition Temp:Autoignition Temp Text:>400F

Lower Limits:NOT KNOWN

Upper Limits:NOT KNOWN

Extinguishing Media:WATER MAY BE USED.DO NOT APPROACH CLOSER THAN 2500

FT.

Fire Fighting Procedures:WEAR SELF-CONTAINED BREATHING APPARATUS (SCBA)

AND FULL TURNOUT GEAR .

Unusual Fire/Explosion Hazard:NOT KNOWN

I'm an avionics guy, but I used to go to the morning maintenance meetings every day, and I don't remember having any GTC issues like yours. I probably would have been a little involved in them. It's clearly a fuel delivery problem, so maybe there has been damage to the line somewhere, or as suggested, an obstruction in it.

I'm an avionics guy, but I used to go to the morning maintenance meetings every day, and I don't remember having any GTC issues like yours. I probably would have been a little involved in them. It's clearly a fuel delivery problem, so maybe there has been damage to the line somewhere, or as suggested, an obstruction in it.

One of the last things that is in the fault isolation chart before R2ing the GTC is to replace the atomizer, given everything else is OK.

Funny stuff, Herk. I wish I would have made that up.

Of course, if someone did shoot the + sign, it would insure the panel lights would be inop, since the pin connector is right underneath it. The + is what you pushed on during the panel installation.

Sounds like a bad ECA to me.

I wish I still had my contacts. Myself and one other guy in the shop could pull those open by hand at Rhein Main.

Give Tim Martin, Moody AFETS, a call at 229-257-2106. Tell him Tiny says he isn't doing anything else, maybe he could help you out with some good numbers.

I got the part number from my fellow AFETS at Moody, Tim Martin. There should be an AFTO22 submitted to add that number to the book.

I do miss the job a bit, I will agree, mostly working with the young troops.

Kein problemmo.

This is the listing of all part numbers for the life raft. You can check each cage code with this website:

https://www.logisticsinformationservice.dla.mil/bincs/begin_search.aspx

Enlightenment going on for me too. They don't pay me enough now to spend two hours (or so) on this. I do enjoy a challenge, though.

Agreed gmac, it's quite beefy. The part was changed to A356 T-6 aluminum later on.

Larry, the part drawing is from 1957. Like I said, I don't ever remember seeing it, but I guess they are there.

Scott, can't you just park a pet rock on the forward floor? I wonder if there are any available.

Before removing engine, check wing weight (fuel) distributed and assure sufficient clearance is maintained under wing section in case aircraft settles when engine is removed. If more than one engine is removed from an airplane, install the aft fuselage blocking support (figure 9-5) before removing the second engine.

The support is installed on a mounting pad beneath the fuselage at F.S. 737.0. If this is not compiled with the airplane will tip on its tail.

This is from the 130-B-2-4. I'm done. As the Germans say, "Viel Spass", much fun.

Maybe this? I think the current method is putting weight behind FS245, but I could be wrong.

From 1C-130A-2-2

Why the heck do you want it? Just more equipment inspections to do.

After finding it, it is listed in the books as a Ramp Closure Pad. I cannot find anything in the books about using it.

338677 98897 . . PAD, RAMP CLOSURE

It is even called that name in the part drawing.

I honestly can't remember ever seeing one, but I am a pointy head.

Kind of odd that there's only one on the left side.

I'm limited to what info that I have on hand. I'd suggest calling Honeywell, since they make both kits. Maybe they can give you some info.

The book shows both kits required,

593249-1 70210 . . . KIT, REPAIR PARTS, TURBINE, MAJOR OVERHAUL

593250-1 70210 . . . KIT, REPAIR PARTS, TURBINE, CURE DATED

I know this wasn't much help.

Just make sure you check every wire to ground, and compare to another aircraft.

We had some problems at Moody with the 241, but I can't remember the problems. I retired 3 years ago, and I've slept since then.

But on two birds, water had run down the cables and corroded the pins in one of the Canon plugs. I never thought it was good idea to have receptacles mounted on top of any box that may be susceptible to water intrusion.

We had a problem with the Color Radar on the C-141. Bad radome gaskets allowed rain water to flow down the waveguide and into the roll assembly. At cruise altitude, it would freeze and cause STAB problems.

I wish I would have been more help.