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Old A/R Guy

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  1. I learned to love the Belgies when I worked A/R shop at Rhein-Main AB in the 80's...got a call from Job Control (remember them?) on grave shift one lovely sleeting winter's night that a tramp steamer -130 from the Belgian Air Force had stopped by for some gas before continuing on home to Melsbroek, and almost went left off the runway when they hit the binders on roll-out. Two of my guys and I went out to see what we could do for them. Climbing up the crew door steps, we noticed that the cargo compartment was almost full of cases of Stella Artois and Chimay beer! We new instantly that this bird had been sent to us by a Higher Power. We fairly quickly figured out that the co-pilots side brake valve had given up the ghost (leaking) and was not doing much to apply the right MLG brakes. By some miracle, we actually had one in stock at supply, so we R&R'd the valve in short order, and everyone was happy. The crew was evidently very happy that they weren't going to be stuck in Germany overnight, and as a sign of their gratitude, they gave each of us a case of Stella and a case of Chimay by way of a token of appreciation! The only problem was hiding six cases of beer from day shift and getting them out of the shop after turn-over...
  2. Just noticed this topic today...the Saudi rote out of Rhein-Main in the 80's was a nice break from the nasty-assed German weather. My first trip was loaded front-to-back with pallets of Charmin toilet paper cases. At first I thought there was an outbreak of dysentery or something among the Americans all over Saudi, which could only be cured by a huge input of American toilet paper..?? Got to sandland; started helping AP push the pallets out onto the loader, when I distinctly heard every pallet load of "toilet paper" making lots of little "clinking" noises, very much like glass bottles being jostled around inside the boxes. Turns out, that's how we used to "import" the illegal booze for all the American government outposts all over the kingdom. Mostly Heinie Red Star and JD...
  3. This is a collection of experience-obtained information about C-130 troubleshooting for systems assigned to what the USAF used to call "A/R Shop"...flight controls, landing gear, doors, and ramp. This was written for various versions of the E-model fleet back when, but probably applies in most instances to the newer models as well, since the "A/R Shop" systems haven't changed much, if at all. Use your judgement and technical requirements if you choose to refer to this publication...regard this information as helpful hints, nothing official. Hope it helps! AR_Shop_Troubleshooting_Guide.pdf~
  4. Metalbasher...I noticed that too...where did the forward fuselage go? The entire nose/crew compartment of a 130 can be removed from the fuselage at the 245 bulkhead ring of bolts. Would love to get a look at that. Reports of bodies and debris quite some distance from the main crash site would lead to the conclusion that the forward fuselage separated from the rest of the acft in flight...?
  5. Not sure how you achieve this, but from the aerial photos that are starting to come out, it looks like it did an inverted flat splash. The acft appears to be belly-up. May they rest in peace. Pray for their families. The acft seems to be missing most of the right horizontal stab. Rudder/elevator/flap (?) surface seems to be laying in the soybeans aft of the beaver tail. Both elevator surfaces seem to be missing?
  6. I've had this happen a few times in the past (USAF Ret.) and the only repair is to replace the torque tube.
  7. I worked on 0567 at Rhein-Main back when...it was a good bird as I remember, especially compared to its nest-mate there, 0555 "Triple Nickel", better known at R-M as "Cripple Nickel". I'm becoming alarmed at the number of museum aircraft that I was familiar with first-hand!
  8. My first question would be: Are you trying to check the rigging on the flaps, or just wondering what each handle setting measures in flap angle? The only rigging measurements are at full up and full down flap positions. Full down is straightforward; number of turns of manual extension crank handle until system bottoms out. Full up has two elements to measure; number of turns of manual handle to bottom out "up", and the gap measurement between the upper flap surface and the wing trailing edge when the flaps are fully retracted using the hydraulic system, after you have properly rigged the flap motor switches to stop at the full up position (and, good luck getting an accurate measurement on most wings' trailing edges...think Ruffles potato chips profile...) The intermediate positions are not actually measured. The actual position/angle of the flaps when being used in flight, compared to the flap handle percentage markings, could best be described as "squishy", and changes slightly depending on whether the flaps were being extended or retracted to a particular setting. Most crews put the flaps at a particular setting they need, and then tweak it to get the desired response from the aircraft anyway.
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