tinyclark

The filter they are referring is the one under this retainer. This view is looking straight up just inside fuselage station 245. This should have a retaining ring installed. The NSN for the filter is 5325-00-529-3720. The retaining clip is 5325-00-807-5335.

Many a times, even with F4 tape on the other end of the scribe. That deflection voltage was a sumbitch. I've been nailed with worse tho. I'm surprised I'm still alive.

Just wondering why they left the radome nipples on if they took out the whole glycol system.

I sent you an e-mail. I did send some his home e-mail account.

That said, the APN59 scope and power supply blows too. We're still using a frikkin' mechanical rotating yoke display in the 21st century???? That would have been money well spent, putting a converter and CRT video screens on the APN59. I think they did it on the KC135. The original H models were modified from APN59 to APQ122V(5), just X-band, and they paid to put the APN59 back on those.

Only Pope and Rhein-Main/Ramstein had them. I worked the system when it was just a few years old, and it was a piece of $hit already. This was especially true with the antenna and the pilot scope-sweep generator. Actually, the nav scope sucked too. Maybe I'm being too kind...

That's a dumbass name, but I do remember that from somewhere. To me, a "snowstorm" would be RF jamming, but not for IR.

WOW, I saw that some of the old AWADS birds were going to Poland. Did they install a different RADAR system into it? If not, I wonder who is supporting the system. I see they took the SKE system off as well.

Wow, 6 months time in grade as Senior to make Chief...

Indicator accuracy is +/- 2 between 40 and 70.

That nipple and the T.A.S probe on an E model.

When I was at Pope, there was talk of putting them on back there, but it never happened. It was some sort of DIRCM, I believe, the same as some of the helichoppers use.

Here is the list of aircraft that were modified from the APQ122V(1) to the APQ-175. 63-7885, 64-0495, 64-0496, 64-0498, 64-0499, 64-0501, 64-0502, 64-0517, 64-0525, 64-0527, 64-0529, 64-0531, 64-0537, 64-0539, 64-0540, 64-0550, 64-7681, 64-8240, 68-0934, 68-0935, 68-0937, 68-0938, 68-0939, 68-0940, 68-0941, 68-0942, 68-0943, 68-0947, 69-6566, 69-6582, 69-6583, 70-1259, 70-1260, 70-1261, 70-1262, 70-1263, 70-1264, 70-1265, 70-1266, 70-1267, 70-1268, 70-1269, 70-1270, 70-1271, 70-1272, 70-1273, 70-1274, 70-1275, 70-1276. There were 50 kits built 0501 crashed in a lake, 1992 There was another crash at Bragg during a drop, I don't recall tail #, not on this list. 1269 was a designated SOLL II bird, would have cost too much to bring back as AWADS Since there were 3 kits left, A/C 64-0504, 64-0570, 69-6580 were converted to AWADS birds, at quite a pretty penny. These aircraft were the original Adverse Weather Aerial Delivery System platforms. There were some newer APN241 LPCR birds designated as AWADS capable. I never saw the LPCR Map function, but I know the APQ122 Ka was pretty good, and the APQ175 Ka was even better.

I have a question, and what I got for a response from two F.E.s here at Moody, I'm not sure they understood. Or maybe I don't understand. When the external tank dump switches are placed to DUMP, the voltage which operates the TANK EMPTY lights is removed from the circuit. How do you know when to shut the pumps(s) off? Do you just use the pressure reading? Seems kind of dumb to me, but I'm just a pointy head.

Yes, the bolts are installed up in that union, with the safety wire running thru all 4 of them. The new style is a quick disconnect, poorly designed in my opinion. It's a pain to safety wire, and it's safetied on the bottom on the union, just to make it harder. Harder to install, and harder to cut off. Unfortunately, I was off the day they came up with the design...

We got passed the V8 RADAR system in 1979 from Doppler shop. Worked on it off and on until I left in '81.

As an old TF RADAR tech on the Blackbirds, I will attest that I was definitely glad the crews were seasoned when we were skimming above the tree tops and through the mountain valleys in and around Greece.

The Russian under the arrow on the left side of the picture caught my eye, along with that Southern Butt Roast.

C'mon down here to Moody, Sonny, I'll buy you a beer or three.

Actually, the bottoms are .875", not .750".

Muff, I was referring to real C130 drawings. There is nothing like a silhouette drawing, with good measurements, of a real C130 that I know of. They are all small sections and really can't be used to model anything after. Glad you still had those plans and maybe you can get your money back on them.

Maybe the guy that wrote that part was watching Cheers at the time.

I'm just a dumb-ass pointy head, but as I learned it from giving limited help to my APG brethren, the bottom bolts and nuts are a different thread size. The top are .750", the same as the bottom engine bolts and the rear eye bolt of the refueling pod. The bad .750" nuts in question were machined with squared surfaces in the locking part of the nut. I believe the bottom bolts in the rainbow fittings are a different size, I'm guessing .625", but I don't have the book in front of me. I would think the top engine mount bolts are probably larger. But again, there aren't any wires running to them, so that limits my ability to comprehend.

I'll have to check Monday, but I doubt there's anything you can use to make a model.

Yer speakin' Greek to me. You mean the wing?