avio@superherc

From the look of it I am sure it is going to be another white elephant for the following reasons.

•  when the propulsion and hydraulic systems are added to this it is going to be another bulky and ugly piece of equipment which everyone hate to use.
• a simple fork lifter eg. Hyster, can do all this job with less complication.
• this vehicle cannot be accomodated on the C 130 ramp and going to occupy a signifacan amount of cargo space.
• if everything else fails the c 130 and c 17 crew can always combat off load its cargo for sure.

Thanks for responding.

I am talking about c130J-30. Take the reference and mode selector panel, push the corner of the button and it snap open. We can easily replace the bulbs. Thought it would be the same for the HCP also. 

thanks

Is it possible to replace the tiny corner lights on a HUD Control panel? or replacing the whole panel is the only option? Refer the Figure.

this is a hypothetical question.

If I the software PCMCIA card is accidentally formatted as a a flight RMM, what is the possibility of  recovery? Do I have to order a new one from the Factory? Is it possible to back up the card in to a PC?

Some times three digit fault codes appear on the GHCP display. The meaning is not mentioned in the FI manual. Is there some place to look up for these failure codes?

Lockheed introduced a shoulder patch to commemorate the one million flight hours done by J model. Is there any way to get one online?

How to find out the date of manufacture of hercules?The label placed at the crew bunk mention a date of acceptance, is it the same as date of manufacture?

structure repair manual of J model talks about two different adhesive material for Radome repair, EA 9395 and EA 9396. I want to know whether they are interchangeable.

The TO, does n't allow use of Halon and CO2 fire extinguishers in case of an accidental fire caused by MTV (Magnesium Teflon Viton) Flares. Pl suggest a rightfire fighting equipment to be used when MTV (Magnesium Teflon Viton) Flares are loaded on to aircraft

We get an "Ice detection level 2 " ACAWS under no icing conditions and the plane goes to Ice protection mode. We isolated the fault to a bad Ice Detector, but unable to determine which one out of the two due to the following reasons-

(a) ACAWS appears in flight.

( The ACAWS doesn't say no.1 or no.2 Ice detector.

Is there a quick and easy way to isolate the faulty Ice detector? We replaced one of them hoping the problem won't reappear......

The manuals give two different information regarding the CVR recording time, 30 minutes of high quality recording and 2 hours of high quality recording. Which one of these is correct? The L-3 website is not very helpful they provide information to under contract costumers only!!

Which is the highest airfield a c 130 ever landed?

How does a lightning diverter strip work? Is it possible to replace the strip? What are the checks that are to followed after replacement?

1) Pull pin

2) Discharge Agent

3) Thorw bottle into fire

4) All the above while running away from aircraft....

The line Bottles are hard to throw...

You should insert nozzle into the panels on the side of the engine but you cannot reach them....

What I was talking about the large halon extinguishers kept on tarmac during engine start. Is it possible to reach the engine fire access panels with that flexible hose?

I have never seen an engine fire and wouldn't like to see one. The question is, what is the correct procedure to use the halon fire extinguisher in case of an emergency?

I am looking for any feed back from anyone about bird nests in engine nacelles, Specifically but not limited to J-Models. I know that the Canadian H-Models have screens installed on the upper aft nacelle and very rarely do they have nesting issues. We have had many instances of nests being built in lower trays, beside the oil tank and even once found robin eggs in the established nest.

Any and all feedback is great.

it smell gas and hot. still birds like to nest there ..... what's the attraction?

I've heard about the AN/USM 638 RFTLTS but never seen one. Is it possible to use a conventional TDR or a new version Bird Site Anlyser as a substitute for the RFTLTS?

Recently we had a Mission Computer failure. The data bus channels checked good, finally after much struggle we were able to locate the problem. On the J6 (p1569A) connector pins 39 and 40 were open. Those pins are to be spliced to a common ref. ground. We solved the problem but have no clue why the short circuiting of those pins so important. I'd appreciate it if anybody could explain it.

I have no damn idea, never worked on a J-model. I am assuming you'd have to switch to that display.

J model has 4 HDDs for the pilots, and the system status page you mentioned is a default page normally there on the No 2. It is my mistake that I didn't notice it until you mentioned it.

The "J" got everything digital, but no Fly By wire. Why is it still depending on pulleys and cables?

thank you for the detailed reply sir

what is the simplest way to find out the APU generator is working? The J model doesn't have gauge for that.

The battery switch and the four propeller control switches are fitted with rubber insulation on their knobs. I am talking about the overhead panel of J Model. Pl tell me what is special about these switches?

I am in search of a suitable adapter kit to connect my SA 6000 EX site analyzer to the various co-ax cables. Any suggestions?

thank you