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Aero Precision provides OEM part support for military aircraft operators across more than 20 aircraft


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Everything posted by tinyclark

  1. I'm curious as to hpw you check the SCNS on the ground and get a capture on the pilot's side. I could fool the C-130E AWADS airplanes, but they had a CADC that had a minimum 100Kt output. How do you run a SCNS route on the ground?
  2. So let me ask this Milly, are you guys just changing parts then letting it fly again? Are there any stored faults in the system? The processor does monitor Track Angle Error and Cross Track from SCNS. I would think it would flag it if it lacks one of those signals. You could try swapping out K300E, C/P TKE Course Datum Relay shown on sheet 6 of F0-5 in the 22GS-00-3 and K261MLS, C/P AZ Relay as shown on sheet 8. At least those could be ruled out. What base are you all at, anyway? You guys were lucky with swapping out the whole NIRP panel. I've seen back things happen doing that
  3. Well, to start with, I can't find anything in any books that give an indication of how the Capture lamp is enabled. The N/L ARM light comes on just to show it has been selected. I am not sure if the deviation signals have to be sensed by the A/P processor or not. At this point, I think the Nav valid signals enable it. If you look at the lower right hand corner of Fig 3-6, sheet 4, you will see the Copilots's Nav/ILS Flag Driver. AYW1-107A22 goes from pin 6 up to the AP Processor Nav Valid #2. Looking at the diagram, I don't see a SCNS input. In the 22GS, FO-5, sheet 9 doesn't show it eith
  4. I am not sure what you mean by burning. Are they actually overheating and smell burnt when the aircraft lands? Or do they just shut down and not come back on when the aircraft is sitting on the ground? Have you tried changing the antenna anyway, or swapping it with another antenna from a different aircraft?
  5. 5P3-3-26-4 is the tech order the IPB calls out, which is a parts breakdown. There is probably a 5P3-3-26-3, depot level book.
  6. They have been there since day 1. They do work with DC. They are a 3 wire input directly from the transmitter.
  7. That looks very similar to a pic I usually post. Happy New Year!!!
  8. We used to do this on the MC-130E blackbirds.
  9. I had to draw pictures and show the colonels how the friction knob worked so they could spend the money. One or two of our handles was creeping and wouldn't lock down.
  10. We had a bad one when I was in Alaska, and a team from depot had to come up and change it. I am not sure if it is addressed in the 1C-130A-3 or not. No repair is authorized by maintenance folks.
  11. The lack of signal wouldn't have affected the VOR, I don't think. It is possible the system was picking up noise or the lack of load on the receiver antenna connector caused a fault. One side being off certainly should have screwed up the localizer. Good find, guys.
  12. I don't have enough info at my fingertips to give a firm yes, I wish I did. It looks good, but have you contacted FMS at WRALC?
  13. There is a plate installed on the rear beam of the wingbox at Wing Sta 10R, W.L. 262. Not sure if that is it, or that you can get to it.
  14. LMAO, Larry. What system is this? What year and model?
  15. None of the T.O.s I have start with Oxford.
  16. I hope you don't think you could install it yourselves. This mod takes serious tooling and leveling equipment.
  17. I apologize if my question offended you. I grew up as a military USAF brat and have lived all over the world. I have never heard that term used in maintenance terms, so just wanted to know what part of the world "snag"comes from. Also, I am an Avionics dude, not engines. And, I have to add, grow some thicker skin. Aircraft maintainers don't get offended by anything really. Good luck solving your problem.
  18. You would have to contact Warner Robins for any documents involving wingbox EBH.
  19. Good on him. He spent a lot of time handling a buttload of C-130 issues.
  20. It is not real simple, and it has been 7 years since I retired. WR-ALC recorded the information on aircraft flights for the USAF. Aircraft flight data was tracked as far as profile, number of landings during a sortie, air drops and flight patterns among other things. There was a multiplication factor used depending on all of the parameters. This was multiplied by actual flight hours to get the EBH. Aircraft that just flew around in circles or straight easy flights had a low multiplication factor. Other missions required harder movement of the aircraft, so those had a higher factor. The engine
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