Jake

Pro's - other than what you already mentioned - none Con's - Solid State Inverter wears out by 2055 instead of 2080

As I recall...... Any aircrew that was authorized the combat readiness medal was also authorized the Combat Aircrew Badge, which was worn on top of the name tag on the right pocket. the department of redundancy department did away with it for that very reason. It was worn on blues or fatigues (BDU's) so line crewdogs didn't see it often

Dan, can you explain the difference between the VA disability rating and a social security disability rating?

I got the same "Invalid...."

Don, I remember one of the engineers at SAT telling me he was checking out a leaking rudder pack when he heard the pump come on. He threw himself in the loading ramp storage (fortunately no loading ramps) and started banging as the door came up. We had a procedure to pull the ADS CB if you went up on the door becase of the external panel, but people get in a hurry....did it myself more than once. the engineers first name was Emory, he was also one of the engineers on the credible sport. I dont remember his last name.

The FE from Dyess was George Rogers, He got out of Active duty shortly after he got back from that tour. While George went to VXE-6 on the ice I went to VRC-50 at Cubi Point. guess its a toss up on who got the better 6 month TDY

One of the FE\'s flew later for Southern Air Transport. Earl was his first name, I have since forgotten his last name (I looked on the SAT crew page but he isn\'t listed) I thought he was in the military but could be mistaken

Just in case some young crewmember is using this site as a research project, I want to clarify that two seperate problems are being discussed in this post but the same procedure is used to correct either/both of them. That procedure is the \"multiple engine powerloss/RPM rollback\" The first problem has to do with fuel starvation ala king 56. In this scenario each of your engines will lose power but it will not happen simultaneously. In King 56 the first engine started to go and it took minutes before they lost the final engine. each engine lost power as pressurized air replaced the gravity flow function of the main tanks. (I will not expand on this further) If this happens the first two steps of the procedure should fix the problem - that is Crossfeeds closed, Main tank boost pumps on. The second problem (it sounds like what the little rock crew had) is when power is dramatically reduced simutaneously on all four engines. Several items have been accused of causing this (Bus, Generator, synchrophaser, TD) the rest of the steps of the procedure are intended to correct it or keep it from happening again (gen supplying ess ac, td switches, synch) It is amazing to me that a crewdog wouldsay this procedure does not exist - All of the U.S. Air Force versions and the Navy NATOPS (as previously mentioned) carry this procedure, and from the late 90\'s to mid 00\'s it was boldface for the Air Force

522 short 901-910 912 916 918-919 920-921 923 Had both switches Don\'t knoow about Saturn Tiny - Lost the Ess AC on an F model on the ground. circuit breakers popped on both panels. The Aux pump caused it

Rainbow fitting or Banjo for the wing splices

There are two thermostats that operate the underfloor heat valve. One (the overheat, set to 180 degrees if memory serves) will close the valve and subsequently open it when the temp has reduced (do not remember what temp). This will cause the cabin pressure to cycle. I suspect you have changed this as your post says you have changed most of the components.

I got mine from Colin in Australia. I think he moved to Tazmania and have not seen a post from him in a while. Does anyone have his email? Jake