herkfixer

Was in Colorado Springs (Peterson AFB) a few weeks ago and stopped in at my old unit (302nd Airlift Wing -AFRES) to see old friends. I was lucky as they were having Family Day weekend and had set up a display of the the New MAFFS II units in the hanger. The new units are all stainlees steel, have one individual tank for the retardant ( the old MAFFS I had 5 individual tanks, connected together with rubber couplings) and 2 smaller tanks on the side for storage of the high pressure air, 2 high pressure reciprocating compressors for air, discharges out through the left paratroop door. This is alot better set-up as there are fewer places inside the cargo compartment to have leaks. It seemed like every year the rubber couplings would leak, or tear and retardant would leak all over in the cargo compartment. The new units have NO couplings and have only 1 connection and that is from the tank assembly to the discharge nozzle right near the left paratroop door. In the photos the large tank is for the retardant, can hold up to 4,000 gallons, typically goes out with 3,000. the smaller longer tanks on the side are for air, 2 compressors up front for high pressure air, high pressure air can also be serviced from ground compressors when they are servicing with retardant. 2 positions at the aft of the unit for the loadmasters, with a new control panel. These units can now make multiple drops with different coverage rates! Hopefully these pictures come out alright. 73, Rex

Yes! I plan in being at the Re-Dedication on 4 August "hell or highwater"! Went to Cheyenne today for the AF Thunderbirds a good show as always! 73, Rex

The C-130B model that got modified for SCNS was 59-1531 that was my bird when I was an ART at Peterson AFB, CO. with the 302nd Airlift Wing. I went out to Rickenbacker AFB, OH (Columbus) to put it back together and get it ready to return to Peterson. Since the "B" model was so different from the the E's & H's alot of the flight instruments did not work with SCNS. I had 2 factory technicians from LSI out for weeks going over prints and drawings figuring out the problems. Eventually they got all the bugs worked out of it and the system worked really well. Whenever our unit had a mission up near the "poles" or dewline they always requested my bird for the mission. Something about "grid" navigation was much easier, plus the dual inu's and gps. 73, Rex

0523 was stationed at Rhein-Main (7 SOS) while I was there. Worked on her and went TDY on her several times. Spent a week in Athens doing low levels and fighter intercepts. Was a good flier except couldn't ever pass an FCF for the terrain following radar (TFR). I got pretty good at opening and closing the elephant ears and nose radome by myself. Although this wasn't hard the radome alignment tools never worked properly and it was just as easy to lay on ones back and use your feet to align the bottom radome bolt holes. If she is now retired that only means one thing I am getting that much closer to retirement! Have a good retirement, it is well deserved! 73, Rex

jsiap, sorry to send this thread in different direction, hopefully others will add to the history of 854. Here are the list of Test Group 130's as I remember them when I was stationed there. JC-130B's 57-0526 57-0527 57-0528 57-0529 58-0713 58-0716 58-0717 58-0750 61-0962 HC/JC-130H 64-14854 64-14857 64-14858 HC-130P 65-0992 66-0223 66-0225 All of the B models in the gallery except as mentioned by Bob (58-0716) are shown with the "Falling Star" paint scheme. I know that 58-0716 was part of the TG as I was Crew Chief on it. I'll look for some pictures. 73, Rex

Can't help you with the question on the JHC-130H's before their time with the Test Group. The second question the 3 "P" models were as you have listed 65-0992, 66-0223 & 66-0225. 69-5832 was borrowed when one of the "P" models was away for depot/corrosion control, so it never really belonged to the Test Group, therefore was never painted up with the "Falling Star". 58-0716 was a Test Group B model, but 58-0756 does not ring a bell, I never saw it or even heard that tail number mentioned among us mx troops. Maybe George can help out. Hope this makes the picture a little more clearer. 73, Rex

854 was stationed at Hickam AFB, HI with Air Force Systems Command with the 6594th Test Group. It was there with JC-130B's, HC-130H's, and HC-130P's. 854 was designiated as an HC-130H, basically an E model with -15 engines, and with the recovery system installed in the cargo compartment. The mission of the 6594th Test Group was to recover satellite capsules that were ejected and returned to earth. the B & H models had an aerial recovery system that would catch the parachute in-flight then winch it into the cargo compartment. Can't remember if the HC-130H's had an additional lox converter installed on them or not, if so the servicing port was located in forward fairing of the Rt MLG. And the lox convertor was up in the Rt MLG. Also above that in the Rt MLG was an ARS (aerial recovery system) ATM that ran a large hydraulic pump that supplied pressure to the aerial recovery system. The P models and HH-53 helicopters were part of the surface recovery force, just in case a parachute failed to open/malfunction. I was stationed at Hickam from 1981 to 1983 and worked on 854 on occasion, was assigned to a P model then got my own B model. Here is a link to see what the recovery system looked like in-flight, this is on one of the B models, but 854 had one similiar to this. 73, Rex

Sumit 38 was 62-1838, c/n [cn]3801[/cn], C-130E, Peterson (302nd AW, AFRES) got it from Selfridge (AFRES). The crash site is North of Bliss, Idaho, #2 engine turbine departed and went up through the dry bay, creating a left wing seperation. Rex

17 years ago today "Sumit 38" crashed in Idaho. It is hard to believe its been that long ago. Always Remembered, Never Forgotten are: LTC Bob Buckhout A/C 2nd Lt Lance Dougherty Co-Pilot Capt. Geoffrey Boyd Nav CMSgt Jimmie Vail FE MSgt Jay Kemp LM SSgt Mike Scheidman LM Rex

I can remember doing them on HSC's at that time they were every 35 days, during ISO Inspection, prior to any major deployment and upon request from the lab if they were tracking a particular engine, then it was by flight hours usually 10 hours. 73, Rex

I would agree with Bonzo on the areas to check those are usually where the larger leaks occur. Also make sure and check in the tail, specifically where the elevator and rudder "push-pull" rods are. The boots often are torn and leaking! Access it from under the tail, have someone on a B-5 stand to check them. Let us know what you find. 73, Rex

The HC-130P's with the 6594th were 65-0992, 66-0223 and 66-0225, I was assistant on 0992, until I got my "B" model in '82. 73, Rex

901st TAG/302nd AW Reunion at United States Air Force Academy Sept 9,10,11. Friday 9 Sep Social, hors d' oeuvres, cash bar. 1730 Sat 10 Sep Golf Tournament Peterson AFB 0730 Sat 10 Sep Buffet/War Stories/ There I was 1730 Sun 11 Sep After Party Breakfast 1000 If anybody needs more information let me know (PM me) and I get you in contact with the right person. This will be my 3rd one in 5 years, always a good time and always great to see old friends and acquaintances! Rex

Jansen you hit the nail right on the head, I don't think it can be explained any better! A few times while in California fighting fires with our MAFFS birds I did sometimes wonder who was running the "show". CDF seemed to call most of the shots until things got very active and out of control, then the USFS would step in. Based out of Redding we were watching the area around Redding go up on smoke with fires in all directions and new ones showing up by the hour, CDF was sending all the air assets and contractor aircraft out to fight them, while 4 MAFFS birds sat on the ground all ready to go, but we had to "stand down" until late afternoon. Then around 1600 we would get the "launch" order and fly as long as they could (sunset). Then back to Redding, rinse them down, reload and refuel and get them ready to "stand down" until the next day around 1600. This was back in '94, '95 timeframe. Just my 2 cents worth. 73, Rex

As you can see in the picture the #4 engine is already "caged" for landing, obviously to avert the problems that you mentioned. 73, Rex

Heard about this yesterday on the news and a mil-air monitoring group. This is a 146th bird from Channel Islands at Peterson AFB, CO. Word that I had heard was "torque strut had broken" by looking at the picture I would say that the main strut broke and is hanging from the torque strut. In my 21 years crewing I have never heard or seen such a thing. http://www.gazette.com/articles/landing-116395-springs-airport.html Click on the "enlarge" for a better view. 73, Rex

Thanks Casey for all the work on getting this site back up and running! As many have said"I was having withdrawal symptoms" and was checking the site 4 to 5 times daily. Thanks for all that you do for the rest of us here on "Herkybirds.com" 73, Rex

I was in the 302nd at Peterson for 16 years, a full time ART for 13 of those years. The unit has grown from a small rag tag unit scrounging for whatever we could get, into a very well respected and great unit with very nice facilities. The Colorado Springs area has really grown and housing is fairly expensive, although the base is putting up lots of new houses "on base". Lots of military in that town: Ft. Carson (Army), Peterson (AF), Schriever (AF) Cheyenne Mtn (AF) and the Air Force Academy. I retired in 2000, so I don't know much about this AD/Reserve Units. I still stay in touch with my buddies there, and go down and visit from time to time. Here is a link to the 302nd website: http://www.302aw.afrc.af.mil/ If you have any questions let me know and I'll try and answer them. 73, Rex

On one cross country was flying from Minot to Homestead during the winter months and we went up to 35,000 feet. This was in my H-3 that was only about year and half old, good pressurization, don't remember what the cabin altitude was. We only stayed at 35K for about an hour, we were always getting vectored out of the way of the airliners that were overtaking us. 73, Rex

Installed on the Pilots and Co-Pilots yokes, before the installation of the approach plate holders. 73, Rex

This picture was on one of the walls in the barracks, probably in the "recreation" area. As Don R (DC10FE) mentioned a pretty good bootleg operation was in action. As I recall a C-5 with cargo came into Dhahran on Thursdays with mail, fresh fruits and vegetables and some white metal containers, the white metal containers were sealed with aircraft seals and padlocks, it didn't take a rocket scientist to figure out what was in them. 73, Rex

Yes one month rotations, trash haulers, and the per diem was good along with the flying. At that time the Saudi's only allowed 150 US military personel in country at any one time, also the Saudi AF was transitioning from F-86's to F-15's, an extreme change there. I did a rote in Feb of '81 and we were hauling lots of mail all around country, mostly Christmas packages. Had an engine change and had to change out the LOX converter. 73, Rex

Wasn't Bat 60 the callsign we used while flying embassy duty in Saudia Arabia from Rhein-Main (435 TAW) back in the late 70's early 80's? Their was also a wall painting of it in the old barracks, I have a picture of it I'll see if I can dig it out. That is what I remember as Bat 60. 73, Rex

What's the full story on these pictures? Looks as if the #1 & #2 props are partially feathered. Was it shot up in-flight and limped home to this type of landing? A little more information would be great. Thanks, Rex

Just curious when and where MAFFS (Modular Airborne Fire Fighting System)training will be this year? Thanks in Advance! 73, Rex