tinyclark

I'm in Bountiful, UT at my mom's right now. The trip was pretty damn good so far. Another 350 miles to go on Saturday. I enlisted in the USAF to get out of Mt Home. We will be on the west side of Boise, though.

Sold the house in Valdosta, GA (Moody AFB), moving out to Idaho, near Nampa. On the road with the 5th wheel.

I looked at all my info and couldn't find it. Where are you located? The T.O. for the HD186 is 9P3-2-4-23. We had gallon sized cans of it on bench stock. My contact here at the base is out for a week as the hunting season is here.

I worked avionics for over 35 years, some of that time helping out spark chasers with electrical issues. I'm not sure what you want to know. You'll probably be busy. Anything from changing out light socket to replacing an A/C pack.

I was at Rhein Main for 4 years, and Ramstein for 6. Prosit! There is no Mosel or Rhine River Valley in New Mexico.

I have seen many problems caused by corrosion in the outer wing disconnect panel. there was a depot level TCTO to replace all connectors at that junction. I came up with a diagram showing all wiring functions at the connectors. This was all good several years ago, but things change. You might check all connectors for corrosion.

Thanks for sharing, this may come in handy one day for some other people.

None that I know of, Rifle. I've never been on an AC-130U, but did work on H models. Given Special Ops has more money for mods, it is hard to say what the U model has in the cockpit. I'd like to see one.

T1 Blue

T2 Red

T3 Brown

E2 White

This is what is shown in the wiring diagram.

Blue & Brown are the engine overheat lights/bottom of T handle.

Red & White are turbine overheat lights, top of handle.

Replacement of the diverter strips on the new radomes is outlined in the 1C-130A-3, section 53-20-00, paragraph R.

Blueprints like you are thinking of don't exist. C-130 parts drawings do not show contour, for the most part. There are simple dimesional drawing in the maintenance books, but I doubt they would help you much. All C-130 models are the same as far as shape and dimensions, except for the stretch versions, and of course add-on like sensors

Yup, I concur with jbob, #2 is removed.

They just don't understand that you can't fix stupid, no matter what you do.

Image getting up the next day, knowing that's the best you are going to feel.

Thoughts and prayers coming your way. I wish the best outcome for you all.

I don't think you can put a tool in any kind of carrier. A belt would be nice. A flashlight, #2 phillips, crescent wrench, needle nose vice grips and a hammer. One could fix 95% of the problems.

Sometimes these problems are really hard to pinpoint. Is it a continuous movement like a constant porpoising problem? Is it in a Nav mode when it does it, or does it do it in heading mode as well? The mode it does it in needs to be checked. I have seen the clutch assembly cause problems before.

Also, make sure the crew is carefully looking at the instruments and make sure they are not moving (oscillating).

A rudder servo could be inserted into the system to see if it is causing problems, without actually mounting it. A missing roll signal could also cause the computer to probably malfunction.

You will need to verify that the voltage is coming out of the yaw damper computer, pin 14. I don't know what year you are working on, but just glancing at the 78 and up models, that wire from pin 14 goes to a terminal board, then through the AUTOPILOT DISENG MANUAL TRIM NOSE DOWN RELAY, AUTOPILOT DISENG MANUAL TRIM NOSE UP RELAY, the GO AROUND switches and the DISENGAGE switches, on the way to pin 34 of the controller. On 78-82 models, it also went through contacts on the Co-pilot's AC inverter switch.

Follow the wire from pin 14 in your diagram, and go to the first terminal to see if you have voltage. If not, you could have a broken wire at the Overhead Disconnect connector.

Good luck.

You guys will love this. USAF personnel can no longer climb the ladder with anything in their hands. So, if you need to do intake/exhaust inspections, tighten a fastener, whatever, someone has to hand you the appropriate tool. You certainly can't put anything in your pocket.

Oh yea, the rear crew door is not allowed to be open if the aircraft hand aux pump is being used, such as during towing ops.

I have seen way too many issues with audio lines after TCTOs and Mods. Like kersey said, check all common audio lines. I always remove them and do ohm checks to ground. Put one back on and see how the audio sounds, then keep adding them. Usually, the culprit is an over aggressive shield splice/termination.

Sorry, couldn't find anything on it, but my resources are limited. At $200, it seems like a waste of time to try and clean them. I would think it would require an ultrasonic cleaner.

No. The RFTLTS sweeps through a certain frequency range that the system uses to insure the cable and connectors are working. This is extremely important for cables in the EW systems, IFF and ETCAS, not so much for regular radio and NavAids.

A part number would help

Sounds good, but I would think PMEL would have to need a whole setup for calibration.

Yep, that was the tracking system for UHF and SUHF signals. It had a printer integrated with it to record all tracking info. This was removed back in the late 90's, I believe. The radome was also replaced with the standard type.