tinyclark

Rog on the proper indications. I had to resspond to many redballs in my maintenance days, only to find the ADI switch in SKE.

398 is good enough for government work.

3.6.3 Voltage output. The output voltages shall be 21 ± 0.5 when operated at a drive shaft speed of 4,200 rpm and connected to a load consisting of three 40-ohm, Y-connected resistances. None of the output voltages shall be less than 3.5 when operated at a drive shaft speed of 1,000 rpm and connected to a load consisting of three 20-ohm, Y connected

resistances.

Frequency is directly proportional to turning speed.

I may not know what the hell I am talking about, but that wouldn't have worked IMHO.

All nav aids have to use AC for the synchro outputs to indicators. There always has to be a reference waveform. This would involve having to use many small inverters, or dynamotors, which was what was used on the old ARN14 VOR system.

Any electronic system, such as HF, Doppler and RADAR, needing high voltage would need AC to work with step up transformers.

DC fuel pumps wouldn't bode well, what with all the sparking from the brushes going on.

The DC generators would have to be HUGE. I remember some older cars with generators, and they were big and damn heavy. They use 400Hz instead of 60Hz to keep the generator size down.

The aircraft batteries would probably take up a pallet position due to the current draw of all systems if they were DC. Wiring would have had to be a larger gauge, and on and on and on.

So, I'm picking up a slight to heavy scent of bovine excrement from this story that instructor gave you.

The only thing that the Inverter would pose a problem with is with the Vert Ref switch, not an "ADI" switch.

All the Cobra would have had to have on is the IFF Mode C, then it would have been seen. The TCAS would have given some traffic warnings.

OK, Now I'm confused on if you are talking about the Vert Ref switch (VG/INS) or the ADI Sel switch (NORM/SKE). They are two totally different things.

I don't see any reason for the ADI NORM/SKE switch to be in the NORM position for that Inverter check, since only the Vertical and Horizontal steering signals are affected by thet ADI switch.

Since I have never had the opportunity to work a new airplane like the H3, H2 or H2 1/2, so I don't know what all of them have for equipment, and believe it or not, the C130 T.O.s suck. I thought all H3 aircraft had dual INUs.

Another sad loss for apparently no real reason.

I wonder if the C130 had TCAS? At least they would have seen the helo heading their way. There were probably mistakes made at multiple points along the way.

My prayers to the families.

I guess they did. I've only ever seen it as a hangar.

We do indeed have the UARRSI on our HC130P, 62-1863, but they do not use it. No one is qual'd for it, and it hasn't flown but maybe 25-30 hours since we got it two years ago.

During all of the pre, post & thru flight inspections, the inlet and exhaust ducts are checked. During post flight, ISO and HSC: CLEAN AND LUBRICATE THE OIL COOLER ACTUATOR ROD IN ACCORDANCE WITH T.O. 1C-130H-2-12JG-20-1. (AIRCRAFT WITH OIL COOLER AUGMENTATION INSTALLED.

There is a 30 day requirement to wash the cooler in desert ops.

I'm glad I was never involved in flights like that. Rhein Main to Glyfada, then on to Saudi was enough.

My wine glass up to all of you!!!

Thanks guys, that's close enough for my information. I was just curious. I've been on some long flights, but nothing that came close to using up a full fuel load. 8-9 hours was plenty.

I too will be getting a 5th wheel next year before/after retirement. I guess I'll have to find an old empty parking lot and practice.

Gonna go with a Dodge Cummins though.

That freaking ladder was a joke almost killed myself on it!!! Its amazing some of the stupid SH$#%^&*(*t we used to do!!!

This would be the same ladder that is supposed to be used to remove and replace the old VOR Antenna. It may not look like it from the ground, but the antenna is about 3'x4'x2'. I don't think it's humanly possible.

Since I'm a dumbassed Pointy-head, what's the normal fuel flow rate at cruising speed? I know it may differ per model, but it should be close to the same for four bladed, -15 engines.

IMDS? Please enlighten me.

A few old slogans running around for HC's, anyone have any others besides these?

- We pass gas to save your ass

- If you scream, we will come

- The louder you scream, the faster we will come

I don't ever recall seeing a SATCOM antenna installed backwards either. Maybe it's a special type, or someone eff'd up.

They never listen to maintenance. Then, when the aircraft breaks, guess where the $hit rolls downhill to?

Gee, I didn't mean for my post on the casket to bring the site to a sudden stop.

Hopefully, everybody is just busy.

Derco used to supply us with some parts on occasion.

http://www.dercoaerospace.com/RFQ/PartsAvail.aspx

Not that I didn't love JFK, but that brass casket would make a hell of a beer cooler at a tailgater.

I can get you the drawings for them. Any decent machine shop could make them. Hell, I could probably do it in my garage.

Just give me the all the part numbers you need. It looks like:

3402045

3402046

403187

403188

403190

403192

The dashes don't make a diff for the drawing.

The stick is marked for JP-4, it states that right on the drawing.