tinyclark

Basically, you don't want rain soaking everything in the RADOME, and there is a max wind allowance. Do not raise radome if winds exceed 20 knots from any direction. Failure to comply could injure personnel and cause damage to equipment.

We can't get enough help from the crew to troubleshoot. "I never looked at the panel", and, they don't want to taxi it for troubleshooting. They are rewiring the tranducers and replacing them all just because, against my thoughts. It doesn't seem like an antiskid problem to me either, especially when they say they are below 15 knots when it happens. It just doesn't make sense to me. If it was antiskid, you should be able to feel and hear the valves operating. Well, when they get done and it comes back, both of us will be on board during a taxi check. Anyone ever see a set of brakes do this if warped?

OK, we have an aircraft with a recurring anti-skid issue. If the aircaft is taxiing, going pretty slow, when they step on the brakes, they can feel the brakes pulsating. All the tranducer wiring checks out. The control box gets swapped out, and it works for a few flights, maybe... This last time it was written up by the same crew that had written it up two flights previous. But forget about that, we are assuming it is a real problem. Anybody seen this before?

Therein liees the problem Skip, it made too much damn sense. I always liked the priority of AFSOC parts. The AWADS V1 and Talon V8 RADAR systems shared many of the same parts. If we needed one for an AWADS bird unit, we'd take it from the AFSOC stock and it would get refilled pronto. If we didn't do that, we'd wait for parts for weeks. Supply abuse? Yes. Keep 'em Flying? Yes as well.

Lead gets old? I can look when I get back into work on Monday, but I have never seen any lead weights. I'm surprised the FDA isn't all over it, saying that would cause drain bamage to kids down in Layton from the runoff. We had an old E model at the 'Dorf, and it had concrete "dice" attached to the pads.

We've come a long way from the TS1843. The self test circuits are so good on the APX119 that water or snow on the top dish antenna will cause a VSWR fail.

328X1, I've seen that number before. Oh yea, that was my Spec code when we were just Nav/RADAR techs.

Yea Mike, but being AFSOC, they had the majority of the USAF's tin cans and string on THEIR bench stocks.

48 ARRS- Homestead 305 ARRS- Selfridge ANG 301 ARRS- Homestead 71st- Patrick, then Moody

We've had some "issues" with the C130 ADIs sticking at 20 and 30 degree roll indications. It been a subject during the PIWG and the SSG. There have been dual failures in the past too. This is purely mechanical in the ADI, so any source feeding the A/P would be OK, and as stated, the A/P would have tripped off with any flags coming into view.

We've had some "issues" with the C130 ADIs sticking at 20 and 30 degree roll indications. It been a subject during the PIWG and the SSG.

This was talked about in the early '90s at Pope. I see we've progressed nicely. The major problem would be tying into the existing interphone audio. It doesn't seem like rocket science to me. Maybe AMP was supposed to take care of it...

Reminds me of sitting on the ramp during intercepts on the old Blackbirds at Rhein Main with the 7th.

Just like in Wyoming along I-80.

Well, with all the precautions in the way, some people are still able to F()!< up a steel football. After looking at the whole setup though, I think it is the snubber on the H models that allows the lock just to be popped open. It's my thinking, and of course this is not good, that you don't go to Up on the door to take the weight off the lock, you do it to make sure that the actuator is pressurized so the door comes down slow.

Ext tank front tip is .055" thick after being worked, the rest of the front nose part is .066". Isn't the foam supposed to prevent hard fuel shifts?

Anyone ever hear that "squawk code xxxx" came from the origins of the (IFF) Ident, Friend or Foe system, which was code named parrot?

Well, what Dan said, "On the ground - to close the door you take the switch to "open" and then you pull what is supposed to be the "emergency" release lever/handle. It just takes about 500 mSecs or so, you just want to take the weight off the lock. My point is DON"T hold the open switch in the up position, it may rip the structure apart. You can actually see the bottom skin of the door move a bit if you look where the actuator is attached. BUT, I'm just a pointy head, so take it with a grain of NaCl. Now, if ya wanna talk IFF or TACAN... This is out of our job guide.

Please make sure you just bump the switch. We had the actuator fittings torn off a door, and another off the aircraft side by someone who didn't understand that hydraulics is a powerful thing.

Accoding to the -33GS, it should go dim red.

http://herkybirds.com/gallery/browseimages.php?do=browseimages&c=64&page=2 Look at serial number 3843.

Why are the prop tips flat, or squared off. Anything is writing that 'splains it?

See how cloudy stuff gets after 30 years.

Speaking of run over, there was a photographer run over by the MLG of a Flying Tiger 747 at Rhein Main, whilst they were towing it off the runway due to a collapsed NLG. I don't know what the bill was from Frankfurt Airport, but the 747 had one of the two runways closed for over 18 hours. Funny how little things bring back memories.

I guess they would have to be broken to be bad, but given the fact that it is fiber reinforced, that probably won't happen. How will they order it if it is bad? There is nothing in the new -4 series on the board installation. There is in the old E-4, but the boards aren't available to order, no NSNs. The board drawing just says the material is FRP Polyester Glass Fabric, material spec LACI-939, .040" thick. Hell, that should be easy to find.