tinyclark

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.

Blueprints like you are looking for don't really exist. The drawings that comprise the building of the C130 are fundamentally in complete disarray, as far as I am concerned. There are no overall dimensional drawings except for what is in the front of most of our books. Any drawings that show outside structure may have a contour drawing cited. These contour drawings are the work of the devil. Maybe they did it this way to keep the Russians from building their own C130s.

The only '73 the newer system is installed on is 73-3300.

I have a 2AS patch from Pope, that's it.

I used to give to the PVA all the time, but no more. Speaking of charities, there were guys out in front of walmart here a few weeks ago in unmatched fatigues with nothing on them, collecting money for veterans. They didn't look like veterans to me. They had photo IDs that said VETERAN on them. The manager said they were legit, but I should have called them out, I think it was a scam.

They are on the way to you.

The H-2-13 wiring diagrams show the 697638-3 part number in the 74 and ups. This part number converts to the 3213722-2-1, which is replaced by the -5-1. The H-2-21GS-1 explains the difference between the E-models and 74-1658 & Up.

27241301, or 695813-1, 4820-00-006-5087

I wish I could get someone to listen to me about the 60 day IFF check. I have been told that it needs to be checked per FAA requirements, due to Mode C altitude and TCAS operation. I have looked in the FAA regs and haven't seen such a requirement. My argument is that the Mode C is checked on every flight, because it is always on, and incorrect altitude info will be reported to the crew. When that happens, we use the TTU205 to run up the altitude and check the alticoder info. Mode C problems don't occur very often at all. That 60 day check is totally unnecessary and it borders the idiotic fence line. I brought this up at the -6 conference last year, but it fell on deaf ears. Now, since they wrote the test procedure for the new TS4530 Transponder, the TTU205 must be hooked up when performing an IFF check. We can get around that by doing an IFF self test, but that never should have been put in the book that way. They rarely talk to any knowledgeable maintenance people before making changes like that.

I can send you the drawing if i can find it. We had one at Ramstein that had it and it was going to the Rodeo, so they removed it.

It was part of the old stall warning system. I've seen several that we pulled off. The wire numbers that go to it should be labeled MONA XXX-XX. many aircraft still have stall warning horns installed, right below the bottom of the pilot's instrument panel. There was never a TCTO issued that completely removed everything. Kind of like the Life history recorder TCTO that left the flight surface position indicators in. Not indicators, transmitters. Geeze...

If you are at Moody, come over to my office in the ISO hanger and I'll give you what is in Lars' book. Tiny

That's always been my problem, never asking for enough...

Sure, just start here, and work through about 5 or so thousand drawings, and you'll get your total number. That sounds like something they could have me do until I retire on 1/1/2011. Of course, I'd need an extra government grant to get the job done, say $1.5 mil.

I sent you a private message for an e-mail address.

Part number is 344444-4R & -4L, which is what that drawing number is that I posted. We lived in Travis housing when I was in the eigth grade, circa '68. There was an elementry school right outside the housing area that I ran my go kart up to. I remember the processing plant, because if the wind blew just right, the smell was gawdawful.