tinyclark

Kein Problem.

Congrats!! Have fun and many good travels in your career.

Yes, they are, and the H actually stands for humanitarian.

There's an old sea story about a ship's Captain who inspected his sailors, and afterward told the first mate that his men smelled bad. The Captain suggested perhaps it would help if the sailors would change underwear occasionally. The first mate responded, "Aye, aye sir, I'll see to it immediately!" The first mate went straight to the sailors berth deck and announced, "The Captain thinks you guys smell bad and wants you to change your underwear." He continued, " Leo you change with Jerry. Tony you change with Bert and Bob you change with Ed." THE MORAL OF THE STORY: Someone may come along and promise "Change", but don't count on things smelling any better.

Seriously, we don't even know what H model that was. The front cover of the -1 shows the same serial numbers that the H-2-14 covers for the wiring diagrams. The only H3 models that have refueling pods are the HC-130(H)Ns, 93-2104 & 2106, at Kulis, which are also covered in the H-2-14. I doubt they wrote the book for two airplanes. There is already a 1C-130(H)H-1. The Air Force doesn't own any KCs, that's the Marines and Navy. God help us if there are mistakes in the T.O.s, that would never happen. First pub date for the (K)H-1 is 19981001.

Maybe a Schwanenbräu? Prost. Max Cont is what you are looking for. MAX REV Sets blade angle for maximum reverse. GND IDLE Sets blade angle for the minimum thrust that will allow adequate oil cooling during normal ground operations. There is a detent for this position. FLT IDLE The transition point between ground and flight ranges. A step in the quadrant limits aft travel of the power lever at this position until the power lever is lifted and pulled into the ground range. MAX CONT A springball detent is located at the maximum continuous power position. TAKE OFF Maximum power position. Herr Kleine

There are only a couple H3s that are set up to give fuel that I know of, the (H)Ns at Kulis. They may have their own manual, I don't know. That may be the reason for it Jim.

These are throw away parts, there is no T.O. This is the 350031 schematic.

They are lighted when pushed, and they are the LSGI buttons. Auf Wiederbyebye. Drink a Ayinger Bräu-Weisse for me, would you? Bitte. Oder Bitte ein Bit.

All of mine are in my profile, but we share the F-4 and T-39.

Anyone know why the K letter was chosen to designate the H-3 tails for the -1 book, 1C-130(K)H-1?

The transparent insulation looks good too! Do you have to go with plaster, or can you drywall? Are you too far north to get some day laborers at the Home Depot parking lot?

Bob, I sent you a pvt message, but it's the same as the Ramstein address, except with moody.af.mil.

If it does it on all of your aircraft like this, there may be a video driver problem. Maybe the VOR receiver signal isn't strong enough to drive it correctly. Are the NAV station indicators working correctly? Are they switched to VOR when the MFDs are having the problem? If they are, maybe they are creating too much of a load. I wish I could help you more, but I am still used to this old analog stuff. By the way, what country are you in? Just curious.

That part number isn't even in out T.O.s or FEDLOG. 4S-1-182 is a general landing gear repair manual. We aren't authorized to repair any of it. Hill AFB/Ogden ALC is the AF landing gear repair facility, and they don't let people get the T.O.s for the struts. 4S2-23-3 overhaul, and 4S2-23-4 IPB are the books for the newer struts, but again, that's Hill AFB. If I may ask, where are you at?

That thing has a new center wing box on it, along with dual INU, APN241 LPCR, and many many more high dollar mods. I used to have a power point that showed all the mods, but I can't find it.

I wish you guys would post tail numbers when you have a problem. There are so many different configurations, it makes it hard without knowing.

Quite honestly, I am not sure how that resistor network works. Do you have SCNS on your aircraft? AND, by PFD/MFD, do you mean the electronic ADI and HSI, or do you have large panels?

According to the H-2-13, that's an AIC-18, and I know the books are never wrong. Check the AC voltage on pin W (28VDC input) of one of those ICS boxes. It shouldn't be more than a volt. If it is, either those filters are not grounded, are bad, or there are 115AC bus power cables running next to the interphone wiring. Any recent mod work done on that bird?

I would order all three F11 filters for the 28VDC inputs. There are plenty in DLA. 5915-00-828-8336 Have you tried checking the grounding points on those filters? Also, insure the wire from terminal 23 has a good clean ground. You could also check the ground between the J-box and aircraft frame. I don't believe there was ever a strap installed between the J-box and aircraft, and i see nothing on the drawing. I think they just depended on the mounting hardware. Nothing wrong with hooking up a 16 guage wire between them.

It may help to know what year and model of C130 you have. If I am going to guess, I'd like it to be an educated one. :-)

Main landing gear wheel tie bolts. The correct bolts are steel, and can be detected using a magnet. Correct Bolt Information: 5306-00-316-7426 GY1810-60 MLG Wheel Bolt 56878 P/N stamp on bolt head, cadmium with dull finish, magnetic Defective Bolt Information: 5306-00-316-7426 GY1810-60 MLG Wheel Bolt 52A70 No P/N stamp on head, Shiny finish, non magnetic (titanium) Inspect each of the eleven MLG wheel tie bolts on all four MLG wheels using a magnet (44 total bolts per aircraft). Place magnet directly to the end of each threaded bolt protruding from the nut.

200 x $78 Mil= $15.6 Bil. Very lucrative, but not even a small stimulus package for the annointed one.

I've been here in Georgia for 3 years now, but I'm not getting this. WTF?

The distance from the last lock to the end of the ramp is 8", giving you a total length of very close to 128". See the pictures.