tinyclark

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...

Tiny,

I remember a few of the words in one of Joe Shelton's songs, something about "TFR and a good pitch bar...."

Were you there about the same time?

John

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".

Tiny I love your replies and note that they are very valid and sound....but

you are wrong about plans for a RC C-130 model do not exist.

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.

That may be, but there's only one repeat switch & step 8 calls for ADI SEL switches. This may just be symantics, but the switch position it calls for (NORM), doesn't exsist. All the switches have NORMAL, not NORM. So who knows??

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?

GKN aerospace is listed as a supplier in FEDLOG

part numbers are 388032-1, inner; 388033-1, outer.

GKN aerospace transparency systems, Garden Grove, CA

714-653-7804

I would say it isn't for the ADI repeat, although that should probably be in Norm, but there is a caution light for that if it isn't.

That only leaves the ADI SKE/NORM switch, and I have had the pleasure of going out on many red balls to switch it to back to Normal.

There is the Flt Dir Normal-Manual switch on the FDMS panel as well, but maybe that's addressed in your checklist.

Actually, my favorite fix on the AWADS birds was for "No RADAR display on the NAV scope". I would lean against the upper Nav Panel with my left hand, take my line badge out with my right, wave it at the scope and say my prayer, "Omni, Omni, ILS, get this problem off my chest." At the same time, I'd flip the RADAR/SKE toggle switch to RADAR. TADA!!!!

We called the regular Es without AWADS dumb birds.

I'm thinking Bill's referring to the desert tan paint jobs as the big bird paint, maybe.

Yea, we worked 'em all avionics wise as well, even IFF & TACAN the C9. Every now and then we'd have to work C141s for the enroute section when they had too many people on leave and couldn't break away from their 2 on - 3 off, 3 on - 2 off, 3 on - 3 off schedule. We also did in shop stuff for C141 avionics for the European theater. Way too many 6 and 1, 12 hours shifts.

77-81, Radar shop, 435th FMS. Worked in the White House (old control tower building).

This is the only filter I could find any where on or around the flow control and shutoff valve. The filter is all metal, which would warrant ultrasonic, supersonic, or Sonic Drive-in cleaning.

I'm not sure what if this is the filter being referenced.

It is not located in the lower forward fuselage as this card eludes to, and I can understand the confusion. It is usually behind the aft panel under nav table (just forward of FS245).

Also confusing is the prior to 74,1658 statement. From what I know, this filter is on every damn one of 'em.

BUT!!! Card 2-116, task 6, states, OUTFLOW VALVE FILTER FOR CLEANLINESS. REPLACE IF NECESSARY. WTF is the deal????????????????

There is a fliter in the flow control and shutoff valve under deck, but that would require a backshop T.O. to disassemble, and we can't have that going on.

Mabe Sonny can help figure this out. I'm just a dumb pointy head.

I can tell you that the filter is for the emergency depressurization flow contol valve. It is shown in the -4-21-1, section 21-30-00, Figure 1c, item 145. The element cartridge is cheaper, about $25, and is item -75.

However, the step it does specifically state to clean it, and that makes me wonder why there are so many spares in supply...

Of course, we could purhcase a mil spec hydrosonic cleaner for $2500, and reuse them. We would see payback after 100 ISO inspections. BUT, it could be used to clean everyone's jewelry, carbs, and anything else we needed it for, so there's a plus.

The windows are Mil-P-25690

You can go to the Assist web site, http://assist.daps.dla.mil/online/start/

On the left, there is a quick search button. Hit that and put the 25690 in the document number block and submit.

The note on the drawing for the inner window says 65-75% multiaxially stretched PLEX55 or Biaxially stretched Poly76.

Outer window is 65-75% multiaxially stretched PLEX55.

Don't know if this helps.