tinyclark

Those are the only instructions that I know of. I believe the -3 procedures were taken from the old B-2-12, which cannot be used. The ISO guys at Moody have removed many of them IAW the -3. What problems are you having?

Dude, it is in Fig 171 of the (H)H-4. Get with Tim when he gets back from the PIWG. He doesn't have anything else to do.

I have an interactive training thing I can send you, if I can get it to work on a DVD. Interested? Private message me your snail mail address. If I get it work, I'll send it.

2105, damn, you're optimistic.

Just tryng to help a kid out who just joined the USAF and will be an aerial refueler. He has a lot of questions I can't answer.

I know this is off topic, But does anyone know of a KC-135/KC-10 tanker forum?

Why not swap the ADSs? The newer ADS units use ARINC429 data. There could be something wrong with it. I have no wiring data for you birds. You don't have any NATEC guys that can help you?

Webflis shows as a special feature of this part, TO 5L6-3-31-4, which is an IPB for it. The maintenance book is either a -2 or -3. I have no access to look up books anymore, so I don't know what depot controls that pub.

That part number is the complete installation kit for TCTO 1731, SYNCHROPHASER REWIRE AND PROPELLER BALANCE / PROPULSION MONITORING SYSTEM INSTALLATION ON C-130 AIRCRAFT 1560K0188668ALG 3341520-1 Top Kit – Synchrophaser Wiring 1560K0188668BLG 3341520-3 Top Kit – Synchrophaser Wiring Dash number was dependant on which model was modified.

Does the J have the Ctrl Alt Del keys?

I've never heard of a MATT receiver or AFTRS-R. Sorry.

How's this?

The Missile power plug is different. It has 115VAC 3 phase, and is a 4 pin connector. The iron lung connectors have the wierd two arched contacts, and I think they used the iron lungs for medivacs out of Nam.

C-130 convention?

Larry, the VOR antenna was relaced by a new design using two rectangular antenna mounted on a panel. The panels were never manufactured, but were local manufacture. An unbelievably stupid way to handle it. When they came out, they just called it "an alternate method". So, the ARN127 or 147 mods did not include the antenna change. The major problem with the original antennas, besides removing and reinstalling, was that they had a copper strap on the outer edge that butted up against the aluminum skin. For some reason, aluminum, copper and moisture just don't play well together. In some aircraft pictures, you can see black under the bottom of the antenna on the left side of the tail. The antenna had to be removed during a #4 iso to check and repair the corrosion. Whether they pulled these out at AMARG because of this, or as supply requests, I don't know.

He mentioned the NIRP panel, so it had the ARN-14. Those really took a beating on the MCs. They were mounted a bit further back than the regular E models, so with the doors opened up a lot, the wind would shake them real good. We'd open the covers on the aircraft to check them for tubes that had fallen out before we took them to the shop. I think it was a good 20% fix rate. Some of the MCs got the ARN127, 64-0523 64-0561 64-0566 and 64-0555 were on the original TCTO, more may have been added later. Hard to say. They modified all the aircraft that didn't have the 127 first, then went on later and replaced the 127s as well. Too bad CND doesn't have a profile, or we'd know hwere he was at and what year aircraft it could be.

I thought that was the idea, to cycle the cooler flap to keep the oil temp in limits.

Pin j is tied to chassis ground in the receiver. It was probably picking up a good enough ground through the other circuitry of the indicator to pull the flag. I don't have a copy of my internal diagrams for the indicators any more, or I'd look. Good job finding it. I don't know if those MCs had the ARN127 installed before the 147 or not. It has probably been that way for quite some time. We had a C141B VOR that was intermittently written up as weak, but it always checked fine on the ground with the test set. The localizer had it's own antenna in the nose, so it wasn't affected. I took the test set up the t-tail and connected it to the antenna cable, presto, didn't work. I found weird readings with the TDR as well. When the aircraft was stretched, the mod crew apparently connected the VOR line inside the wing box to the Marker Beacon antenna and vice versa. Thank God we had a real skinny guy in the shop who was able to squirm in there and change the connectors around.

Never seen anything like that on any Hercs I have worked.

I'm out of town and don't have my reference materials with me, and I have never seen a real dead spot as you call call it. It is strange that the Nav flag is popping into view. Of "course", the course set knob sends the information to the VOR receiver so it knows how to send out the display signals to the FDC, ADI and everywhere else they go. The signals are all referred to as the OBS data. Depending on which signal is lost, it can cause the CDI bar to line up incorrectly on the az pointer, but it will still USUALLY give the two dot deflection for 10 degrees. I would ring out all the OBS lines from the Receivers to the ADIs. Did this thing have any major work done on it right before this started? Something like an ISO, window change, work underdeck or behind the intrument panel? We had a very strange TACAN problem one time, realized that one of the terminal boards was changed. The jumper bars were not reinstalled. AT least they got all the terminals on the right lugs. I may have some drawn up info on those OBS lines to make it easierr to follow, butwon't be back home until Monday. You all are very brave swapping the NIRP panel.

Someone posted a picture of her father in fornt of an F-105. She says her mom told her that all the pilots carried a cyanide tablet. Just wondering if that would be feasible. I kind of doubt the story.

Old Analog ADI. The pitch bar could be seen barely oscillating on that L.R. bird.

They were to dampen the signal to the autopilot to prevent excessive movement when the A/P was coupled to the Nav Aids. This is from the A/P troubelshooting section of the 1C-130B-2-8. If you remove them and have poirposing or yawing problems on approach, you'll know you still need them. I know a Little Rock bird had a poirposing problem a few years ago that was troubleshot to a bad Cap. This bird had the ARN147 VOR/ILS and the digital A/P installed. (C-130E and C-130H Airplanes Only.) If ripple is excessive, replace the glidepath radio output filter capacitor after checking airplane wiring. The No. 1 and No. 2 AN/ ARN-67 system output capacitors are designated, respectively, as C30RA and C30RB. These capacitors are located on airplanes AF61-2358 through AF61-2373 at radio junction box terminals 44 to 45 and 124 to 125, and on airplanes AF62-1784 and up in the navigation instruments switching panel.

Whoo, that doesn't help their cause, I have no diagrams for them, or know what systems they have. Gotta be an open somewhere. Where is your NATEC guy?

Big congrats to you, Mark! Thanks for your service.