SonnyJ

These are gust locks. Trying to clear up some confusion with contour clamps and gust locks between the A/E/H and J books.

Thank you! That is exactly what I need. HerkyBirds comes thru for the win again!

Too bad the US doesn't treat their "National Treasures" like they do in Japan. That was sharp of you to see what was happening and take action before it was too late.

I am looking for a picture of this part number 337008-26H-64 contour clamp for the C-130J. Anyone have one?

Congrats on the successful flight!!!

JOINT BASE BALAD, Iraq -- After 47 years of service, a C-130E completed its last combat mission while in Iraq. Upon reaching its total aircraft hours of more than 33,220, the Little Rock Air Force Base, Ark. aircraft was retired.

"It's a very sad day when an aircraft retires," said Capt. Bradley Allen, 777th Expeditionary Aircraft Maintenance Unit officer in charge. "A lot of people over many years have put in hard work and countless hours to maintain the aircraft - to see this one go, especially since it is a good flyer, it is a sad day."

Although days away from retirement, tail 9813 remained vital to the mission as its last few hours of flight were spent over Iraq on an air drop mission. As the C-130 soared of Iraq cargo pallets of supplies were pushed out the aircraft to aid servicemembers across the AOR.

Previously, the aircraft served in many different roles such as humanitarian missions, airlift transport of troops and equipment, and operations during Desert Storm.

Even though Tail 9813 was a noted "good flyer" it flew the amount of hours its airframe was intended for and reached its service life.

"Some aircraft are old, and they have done their job and have done it well," said Capt. Bradley Buinicky, 777th Expeditionary Aircraft Squadron C-130 co-pilot. "Most of them are from 1962 to 1972 and flew in the Vietnam War. So there is a lot of heritage involved in each airframe and each tail specifically."

Despite the aircraft's age and even though it was heavily flown, tail 9813 was able to achieve a milestone in the maintenance arena by earning a "black letter initial" in 2007. The aircraft went with no open maintenance issues that entire year and was rated a perfect aircraft; ready for flight.

Such an honor is a reflection on every crew member that turned a wrench or inspected tail 9813, said Captain Allen.

Tail 9813 will now join more than 4,000 other aircraft at the aerospace maintenance and regeneration center, otherwise known as "the boneyard," at Davis Monthan Air Force Base, Ariz.

What is the tail number?

You need a crane with a capacity of 8,000 pounds. We have seen wing weights as high as 5500 pounds. What usually drove the weight up was foam, flap and aileron still being installed. Make sure you hit the condensate drains right before you take it down. Just a few gallons of fuel moving around will ruin your day.

I was looking at google earth where the air base they landed at and the only trees I saw were in the valleys. Most mountians around there don't look to hospitable for trees...

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Thanks Tiny, that is pretty much what we found too. Appreciate ya looking it up!

From J-23: Stretched airplanes have an inboard elevator counterweight of depleted uranium. While depleted uranium emits low-level radiation, radioactivity of the counterweight has been reduced to a level where most servicing tasks are not hazardous. This counterweight is located on the elevator torque tube inside the lower portion of the empennage.

Casey can remember this. Slash Dermott on night shift signed off/took time in CAMS by going on a expletive filled rant in the corrective actions box over several writeups. Needless to say poor Slash had to toe the carpet the next day...

**IPI** Inspect all backing boards and lacing cord for serviceable condition and proper

installation.

What we are trying to find out is a reference to go by for inspecting the backing boards for serviceable condition. Anyone know the reference and/or criteria?

Thanks,

Sonny

Skip,

Any chance for pictures from this "event"?

Sonny

Check the pulleys for splitting, especially the ones that are at FS245 above the T/Rs. There are 2 types of pulleys in the system; 1 is a plastic looking one and 1 is a reinforced phoenolic type. The plastic type are prone to splitting and the only way to tell is to relieve the tension and look for cracks in the groove with a flashlight and magnifying glass (if needed). You have to look close because it is easy to miss and the crack won't open up until there is a load on it. The pulleys can be at the bottom of FS 245 (16 each) and behind the life raft T-handles on the flight deck (16 each). It is critical that the tension is equal on the cables under the quadrant. This is a PITA to do. The thing to look at is what was done to the aircraft just prior to the throttle creep showing up?

They are also for vertical tail stands...PITA to install and a little unnerving when hooking the latch bolts to the vert and disconnecting the hoist cable...

A technical assistance request (TAR) should have been submitted to WR-ALC. The specific flight restrictions will be provided in the TAR. That is if the crack exceeds T.O. limitations. If the crack is within T.O. limits then the flight restriction, if any, will be provided there.

The -00GE has a couple drawings.

Is there anything preventing a herk from flying normal missions if one aux tank is out and the other is full and they are abiding by fuel unbalance limits listed in the FM?

This has probably made the board before since this came out in 2008. I heard if you have a plastic certificate you are good to go but be on the safe side and check.

FAA Issues Final Rule On Airmen Certificate Replacements

February 29, 2008 — The FAA this week issued a final rule that will require all pilots to replace their paper airmen certificate with a counterfeit-resistant plastic certificate by March 31, 2010. After that date paper pilot certificates may no longer be used to exercise piloting privileges. Three years after this date, certain other paper airmen certificates, such as those for flight engineers and mechanics, may no longer be used to exercise the privileges authorized by those certificates. Student pilot certificates, temporary certificates, and authorizations are not affected under this rule.

These changes are in response to concerns raised in the FAA Drug Enforcement Assistance Act. The purpose of this rule is to upgrade the quality of data and documents to assist federal, state, and local agencies to enforce the nation's drug laws.

Plastic certificates

On February 28 2008, the FAA released its final rule <http://a257.g.akamaitech.net/7/257/2422/01jan20081800/edocket.access.gpo.gov/2008/pdf/E8-3827.pdf> requiring pilots and airmen to switch from their paper pilot certificates to the new counterfeit resistant plastic certificate. Pilots have until March 31, 2010, and all other airmen have until March 31, 2013, to convert their certificates in order to continue to exercise their privileges. After the 2010 and 2013 deadlines, pilots and airman who have not converted will have to request and receive a new plastic certificates before exercising their privileges.

Also…

AMTs need to get "plastic" certificate

________________________________

Certified airframe and powerplant mechanics are required to upgrade to a new plastic certificate or lose their A&P privileges. The regulation went into effect on March 31 last year with little fanfare, leaving most mechanics in the dark. An FAA spokesman said, “Except for temporary certificates issued under §65.13, the holder of a paper certificate may not exercise the privileges of that certificate after March 31, 2013.†Application can be made at the FAA’s registry Web site for a $2.00 fee.

https://amsrvs.registry.faa.gov/amsrvs/logon.asp <https://amsrvs.registry.faa.gov/amsrvs/logon.asp>

Welcome Greg!

Jetcal1; as for testing the T/Cs and they check good in ISO is no guarantee there will be a reduction in MX costs. What is the likelyhood those T/Cs that checked good are going to survive until the next inspection interval? Having them pass during ISO and then fail sometime between inspections can easily eat up the "savings or ROI" garnered in ISO. With today's technology there should be a way to more accurately predict the life of thermocouples so a proper inspection interval (whether it be a condition or time change task) can be established. To me one of the things that is overlooked is what are the ramifications of changing, removing or extending inspection intervals. How much more unscheduled MX is being introduced from these actions? Like the T/C; they are a high cost consumable item and replacing them when they fail seems cost effective. However, you can find yourself spending more money in increased unscheduled MX and lost operational time versus replacing them during the scheduled MX interval. I am not saying this is the case with T/Cs but it can be if there isn't some follow through with recommendations like this.

Greg,

If you can either provide an accurate analysis to determine the failure rate, characteristics and distribution or build a thermocouple that has predictible wearout characteristics will be where to look to improve thermocouples. Unfortunately, thermocouples exhibit hiddien failure characteristics and usually are not evident until several have failed. Currently, pulling them for inspection is the the most likely choice to determine the condition of T/C's. As for arbitrarily replacing them the most advantageous and cost effective way or conditionally replacing them, I am not sure. Good luck with this.

IMHO,

Sonny

12116 ARMOR PANEL, NOSE WHEEL WELL or

12111 ARMOR, LOX BOTTLE

Nothing I saw taking a quick look for a WUC that was just for ceramic nose wheel well armor.

Check out the video:

I was trying to get some feedback for anyone out there who has firsthand knowledge of how things are going, including the WyANG. I wonder what the Navy concluded with the EPCS?

Sonny