tinyclark

I went to a Buger King in Alaska, asked for a medium drink. She says "For here or to go?" I say, "Just pick one, what difference does it make?" She says, "Because I have to know. Here or to go?" Funny thing here in Georgia if they don't have a digital register. If the total of a sale is $10.51, and you give them a $20 bill and 51 cents, you may as well have given them a Rubik's Cube. Invariably, they give you more money back than they should.

We've got our own aircraft that has the same problem now. Ours is doing it without ALT HLD selected as well. Haven't changed out the pack yet though.

G-Man (Mr. Gemarino) is the AFETS there at Dyess. If there was a problem like that, he would know about it. 461-4692

The brakes were changed out via TCTO 1C-130-778. It involves new wheels, tires, brakes, hoses and tubes. No changes to the strut.

A 1,000 mile range aircraft with an 600 or so mile trip... Sorry, but I always check my gas gauge before I leave on a long drive. There are always those extenuating circumstances though. Still very tough to see anyone lost.

Trying to go through our wiring digrams is useless, since USAF aircraft have the ARN147 VOR, Self Contained Navigation System, MLS, GCAS, etc. With the 51V() receiver installed, you must have a commercial model aircraft, at least I am guessing. ?? The only diagrams I can find for this year group in JEDMICS are totally screwed up, Is there anything else that taps off of the GS signals, like a GPWS system? The FDC could be loading it down, but it's hard to believe both went bad at the same time. Of course, if something fried that circuit in one of them, and they were swapped, it could have fried the other one. Have you tried installing both flight directors on another aircraft to see if they work? That's one way you could rule them out. I wouldn't put any new ones into that aircraft if it is damaging them. Like I said, it's hard for me to get a grip on how the system is laid out if I don't have a good diagram. I think you can discount the antenna system. BTW, if the antenna cable is hooked up directly to test set, you should be able to dial in at least 60db of attenuation before the GS warning flag starts coming into view. I thought maybe there were dampening capacitors for the GS up/down signals in your NIS like we have in our pre '74 NIRP panels, but I guess you don't.

Since I have no idea what model this aircraft is, it's hard for me to help. You have no information in your profile. So far, I only know that this is a 1978 or newer aircraft because you mention FCS-105. Does it have analog instruments? What is the specific tail number or Lockheed serial number? The input to the FDC could be causing a problem if the inputs to the indicator are tapped off form those lines. 1. Does this aircraft have SCNS? 2. Is the G/S bug on the HSI or the ADI? I may be able to help you out, but all the C130s are different. Please supply more information.

http://www.lmgtfy.com/?q=AFI+11-201

Yes, and thank dog we are on the cutting edge of technology and got a 8"x8"x24" 5 channel GPS receiver that uses a ridiclulous antenna and preamp setup. Well, if it was good enough for the Navy to get rid of it, it's good enough for us.

The USAF bought a buttload of Bendix-King handheld GPS/VHF hand helds back in the early 90's. I think it was the KLX100. There was a donkey dick antenna made for it to go in the sextant port. I had one myself that they gave me to verify bad antennas, but I liked to use it more for VHF radio troubleshooting. Someone felt that they needed it more than me.

That would make the morning...

I actually fixed a microwave from an unnamed section at an unnamed base. They had put a juicy fruit gum wrapper around the fuse and it had burned through. Installed a mil spec circuit breaker, Op Ck OK. I told those guys that they needed to pay attention to the current ratings of the gum wrappers that they use.

Augusta National was FRIKKIN' awesome!!

All I know is, we were all helping to do everything we could to load up our Khorat aircraft so their bite was worse than their bark.

The AYW-1A (E4 replacement) uses its own digital altimeter encoder for ALT Hold.

For those who haven't seen this... DRILL PRESS: A tall upright machine useful for suddenly snatching flat metal bar stock out of your hands so that it smacks you in the chest and flings your beer across the room, denting the freshly-painted project which you had carefully set in the corner where nothing could get to it. WIRE WHEEL: Cleans paint off bolts and then throws them somewhere under the workbench with the speed of light. Also removes fingerprints and hard-earned calluses from fingers in about the time it takes you to say, "Oh, shit!"... See More SKILL SAW: A portable cutting tool used to make studs too short. PLIERS: Used to round off bolt heads. Sometimes used in the creation of blood-blisters. BELT SANDER: An electric sanding tool commonly used to convert minor touch-up jobs into major refinishing jobs. HACKSAW: One of a family of cutting tools built on the Ouija board principle... It transforms human energy into a crooked, unpredictable motion, and the more you attempt to influence its course, the more dismal your future becomes. VISE-GRIPS: Generally used after pliers to completely round off bolt heads. If nothing else is available, they can also be used to transfer intense welding heat to the palm of your hand. OXYACETYLENE TORCH: Used almost entirely for lighting various flammable objects in your shop on fire. Also handy for igniting the grease inside the wheel hub out of which you want to remove a bearing race.. TABLE SAW: A large stationary power tool commonly used to launch wood projectiles for testing wall integrity. HYDRAULIC FLOOR JACK: Used for lowering an automobile to the ground after you have installed your new brake shoes, trapping the jack handle firmly under the bumper. BAND SAW: A large stationary power saw primarily used by most shops to cut good aluminum sheet into smaller pieces that more easily fit into the trash can after you cut on the inside of the line instead of the outside edge. TWO-TON ENGINE HOIST: A tool for testing the maximum tensile strength of everything you forgot to disconnect. PHILLIPS SCREWDRIVER: Normally used to stab the vacuum seals under lids or for opening old-style paper-and-tin oil cans and splashing oil on your shirt; but can also be used, as the name implies, to strip out Phillips screw heads. STRAIGHT SCREWDRIVER: A tool for opening paint cans. Sometimes used to convert common slotted screws into non-removable screws and butchering your palms. PRY BAR: A tool used to crumple the metal surrounding that clip or bracket you needed to remove in order to replace a 50 cent part. HOSE CUTTER: A tool used to make hoses too short. HAMMER: Originally employed as a weapon of war, the hammer nowadays is used as a kind of divining rod to locate the most expensive parts adjacent the object we are trying to hit. UTILITY KNIFE: Used to open and slice through the contents of cardboard cartons delivered to your front door; works particularly well on contents such as seats, vinyl records, liquids in plastic bottles, collector magazines, refund checks, and rubber or plastic parts. Especially useful for slicing work clothes, but only while in use.. Son of a bitch TOOL: Any handy tool that you grab and throw across the garage while yelling "Son of a bitch" at the top of your lungs. It is also, most often, the next tool that you will need.

Did this problem get fixed? If so, what did it?

1 cu in = .00433 gallons. measure it out, subtract a little for the rounded corners, and that will give you a rough guess.

Here you go.

You better make that the only day.

OK, I am standing next to myself with faces on my eggs. Seems like it would be best to see what the depots actually do for shoring during this procedure.

I know there is one, and I had a copy of it at one time that I got from Mike Bischoff. It wasn't really that great either. Maybe he will chime in.

1299 was pretty high in EBH time. That last flight probably had a profile multiplication factor of >500. It's certainly in restricted status now. I'm not sure if I'd stand under he wings during a jack. I'm sure it will end up being their air park aircraft, or a cann bird. My vote is on the latter.

I'm no structures engineer, I'm just a pointy-head old RADAR tech. But, given the sloping longerons are the primary structure on the aft fuselage, and there aren't any beefy pieces up on the top section of the fuselage that come close to the longeron, I would have to utilize very few Risk Assessment principles and say not only no, but... There is nothing in the 130A-3 as a caution, but I seriously doubt an engineer would suggest that both can be done at the same time.

I have a few suggestions for the ACC patch, but I'll keep 'em to myself.