tinyclark

I couldn't find the cap in the installation drawing. You would probably have to order the thermostat.

Not familiar with the cap or thermostat at all. What does the cap cover, the connector? Is it not part of the stat?

Glad I could help.

The T.O. for the control assembly is 16C1-9-5-3. This pic is from the E-4. It looks like KZ452 is a matched set, QX445/QX445-1 and QX452/QX452-1 and are the individual pieces. Not sure what is available out there.

Amen

It was an engineering decision by WR-ALC, and the guy that made it is probably retired. We had problems with the SCNS dimmer on the H's. It had a 5 Amp C/B installed and it kept popping. We did some checks and found out it had near a 7 Amp draw on it when all the way up. An engineer added the ECM panels to the circuit. The C-130 has to be the most undercontrolled aircraft in the USAF. I have tons of stories of one mod team coming to the base and saying they were going to put equipment or C/Bs in certain locations, then me having to tell them another mod already had those locales.

Damn good of him. I was in the RADAR shop and flew with the 7th SOS many times in the early 80's. They usually took a RADAR and ECM troop any time they went TDY. The aircrew were always great, treated us like crew made sure we stayed in the same hotel if at all possible. Fun times.

I know what you mean, been there a couple thousand times. Well, seems like it anyway.

I was going to suggest some extreme troubleshooting. Doing an Op Ck on that aircraft and another, using the TTU-205 and quickly bumping the altitude up or down 500' to measure the pressure exerted by the trim motor or servo using some sort of tension gauge. Hopefully it won't come back to haunt you.

Thanks, Bob.

Oh, what base are you at? Just Curious.

Three questions right now. It is strange that the servo is not driving if the trim tabs aren't keeping up. Does the Trim Monitor Test work? Does the normal elevator trim system work as advertised? What parts have been replaced or swapped?

You have a tail number, C130Chick? If I need to chase wires, wanna know what diagram to use.

Thanks for the history lesson, guys.

We used a thermal camera while I was at Elmendorf and Ramstein. Very easy to see leaks in the leading edge.

It may be wrong, and I have no idea who made the decision. They had to be on some sort of dimmer for night ops. All aircraft are that way except for 92-0547 and up.

I was avionics, never messed with them. Maintenance on them was done at the depot. IF you are trying to repair the tube type, you will need a tube tester like a TV-7A. Without it, you would turn out marginal units. I was at Norton AFB when Comm and Nav shops combined. The HF radios were repaired by a couple older civilians. When our guys started working on them, they asked where the tube tester was and were told, "We don't use them." Needless to say, the reliability went up on the HF radios. I guess they didn't want to work themselves out of a job. To repair either one, you'd need a lot of test equipment. Attached is a minimum listing. Do you have all of this? Private message me if you have more questions, or e-mail me at bit73burger@yahoo. com.

Doesn't a Cessna 172 have dual brake pedals? I thought all aircraft were like that.

If you know where the strike hit, I would inspect all the areas around the entrance/exit points for arcing, otherwise the standard inspection should be good.

Very cool.

Are you saying they put that into the GE manual? Very strange. You'd have to contact WR-ALC for the T.O.

Thanks, Luca, makes complete sense.

How about a gallon of prop wash and 50' of flight line. All tasks are listed in the 1C-130H-2-00JG-00-1.

That was quick. I believe we were ordering covers in ISO before I left the job.