tinyclark

Does any one know what C-130s are at Andrews? Kind of hard to help someone if we don't know the year model and specific wiring diagram to use.

62-1863 is an HC-130P now, with UARRSI on it.

I'm kind of confused on your issue. Is the NAV flag inop or the to-from flag inop? What does that have to do with your DME? Is the DME flag incorrect? Aircraft tail number??

I know Pope has some that haven't been modified. Not sure what year they are, but I think they are H2s.

There are so many models of the C-130J floating around. If you could be a bit more specific, it would help.

I kind of doubt it, and if I still worked, I might could help you out.

I have never heard of the APN-161. There aren't very many aircraft with the APN-59 left, according to the tail number listings in the TCTO. However, with the AMP thing going, it a toss-up of how the aircraft will eventually be modified, but they will get the APN-241. http://articles.janes.com/articles/Janes-Electronic-Mission-Aircraft/AN-APN-241-United-States.html

Yep, when I got to Rhein Main in August 77, they were MCs, and we had MC books on the shelves. We just called them blackbirds tho, not Combat Talons.

Amen

A 3 level is a jeep, fresh out of tech school. Doesn't know squat. He or she will carry the tool box and books, while they try to figure out the mess they got themselves in to. They will train quite a while, study their books, and finally get their 5 level, once the supervisor thinks they are ready. A 5 level thinks that they know everything, and some do. They can sign off diagonals in the forms. Years ago, it was possible to be a 5 level and still be on the red X list. That would be a shit hot troop that knew their $hit, like me. A 7 level can sign off red Xs, stilll think they know everything, but start to forget it when they get shoved into major supervisor roles, since they rarely see an airplane. There is a 7 level school now, I guess. When all else fails, the go see their AFETS, like your NATEC reps.

Sounds like a good PIWG item.

I checked through all of the old B-2 series of books and there was nothing in there regarding missing fasteners either.

You don't have to play by American League rules there, Ben. It isn't written anywhere because there aren't any "limits" for missing hardware on external panels. If one or more are missing, it gets annotated in the forms under a red diagonal. It would be up to the aircrew to decide if it were a safety of flight issue.

Wow, Ben, how did you know that 105 was there?

Just about everyone uses the INU method, since that is what the flight crew uses as a reference to write up the compasses being off.

Go see your QA APG guy.

I wouldn't hate the money being spent so much if they could get the $h!t installed in the original timeline at least one 'effing time!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! Did I mention !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! ?

Mike Bischoff & I lost two days of our lives that we'll never get back troubleshooting an ATM generator, after I asked about 5 people if they were sure everything was hooked up right, after an ISO cann. "Oh yea, everything is on right." Turns out the T5 and T6 leads were swapped on the ATM generator. Worse thing was, they were marked with tape. Even worse thing was T6 had an old piece of tape on it that showed it as T5. I only blame myself though, should have started from ground zero. If I've told this story before, I apologize.

Since they are being used on other aircraft, I think the test is a huge waste of money, but hey, what do I know?

The books were always screwed up in their numbering. The E model had it's own IPB, but used the B model maintenance manuals. The E model maintenance manuals that were printed were for the AWADS birds, ie 1C-130E-2-8-1. Then the AWADS IPB was the E-4-3. They liked to keep us guessing. When I was at Pope, they decided to remove all the secure voice info and wiring from one of the books, the number evades me, and put the wiring in a new book called the B-2-13-1. Unfortunately, when they rescinded the book, they never came out and told people to order the new one. Thank God for the T.O. guy in ISO, who hadn't shredded & thrown the old one out. Damn, I almost miss it.

They actually did find the problem. There was an external skin leak byf FS245 toward the top of the aircraft. Like an open zipper. Many aircraft have the same repair on that upper longeron/skin connection.

I've been using Firefox for years now.

Better get some steel I-beams. And call in Holmes on Homes. You are close to Canada.

I don't know how I would handle this situation, given the idiotic prop oil level indication system. But, when the HC-130 was originally introduced, it was thought that the aircraft would fly to the search area, then run on two engines to allow loitering time. Does this sound like a good idea????

I must have missed the step and CAUTION. I finally found it.