Dave in WV

We'll contract our military needs to the Chinese! They're in a big military build up that were financing. The Walmart greeters should be chinese soldiers.

Little Rock has 1 squadron of H3's so my bet is the ANG and AFRES will lose theirs and those units will be done away with. AFRES will be easier to do it to.

IIRC nose gear max tire rotation speed is 165 KIAS.

Here's H model 88-1301 when we got her and now as a MC-130W.

She's one of the E models I cut my teeth on as a C-130 CC and later FE. Always was a great bird.

I can remember one time a crew landed with the anti-skid inop. The pilot got on the brakes lightly (his claim) and slid the tires and ruined them (the tires had flat spots). The plane was a H-2 with 3000 psi brakes and had fairly light gross weight.

To answer the question: I would serve if drafted. I did not serve in SEA. I was stateside from 1972-1975 and got out on a program called Palace Chase. I doubled the time I had left on my enlistment. I stayed in the West Virginia ANG until 2002 and retired with 30 years + 2 months. I was called up during Desert Storm. I didn't hate the enemy. Most were SOBs that were pressed into service and didn't want to be in combat and didn't believe in Saddam's cause. I didn't "want" to be in the middle east but I did my duty. It's not that I didn't believe in the war or resented being called up, I just don't like the middle east. I wasn't that bad at all. If the SOBs that were pressed into service were killed by the munitions I hauled, well that's the way war works. When we came home we got a big welcome. My sentiment was "I'm the same baby killing SOB I was in 1972 when I joined the AF and I do it for my country whether it's grateful or not".

We got (130th AS/ WVANG) 62-1784,62-1787,62-1788, 62-1790, 62-1795, 62-1798, 62-1804, and 62-1824 were 8 of them that were CCK birds.

Remove the nut/cap at the bottom of the jack screw where the friction washer is and check for debris. We had a bird have trouble getting the gear down once because of a piece of tape that was inadvertently left on the wash rack and jammed the friction washer. The crew had to raise the gear manually a little to free it and then crank it down until it got stiff again and then raise it to free it until the gear was down and locked. It happened at Red Flag back in the 80's.

KiwiFE, the mod was done years ago (I started flying in '82 and before then) and the fix was shielded wire and the shielding grounded IIRC. The USAF kept insisting there may be a bird overlooked on the mod. Finally common sense prevailed. Are you with 40 Squadron? I was with the WVANG 130th AG/AW at Charleston,WV. There was time if 40 Squadron was in CONUS they ended up at our base. Lots of Steinlager was consumed and Strohs sent "down south". Good times.

Was Chief Farrell from WV? He was at Scott as the chief C-130 load master if it's the same guy. Fine as they come.

Some of the best training I got was at the C-130 tactics school. With all of the yeehaw yanking and banking the FE's were the only ones with their heads in the cockpit a lot of the time. So if the MC-130J's don't have an FE who's going to watch things inside? IMHO the Marines and the AF had better send crews through the tactics school in the new "attack" C-130's before deploying them. Won't happen but it could save some lives.

After a H model was de-iced I always did a leading edge anti-icing check even if it was not the first flight of the day. I've had to place the bleed air regulators to overide to pop the anti-icing valves open.

Long range is based on flying the maxium distance. You would use the long range charts to go as far as you could with the amount of fuel available. Maximum endurance is staying aloft for the maximum amount of time with no regard to distance traveled. You use max endurance charts to stay inflight for as long as you can without trying to go to a specific place.

Merry Christmas to all. Dave & Belinda Weddington

I don't know if it's still in the -1 but there was an air speed limitation below 10K' alt (IIRC) if the NESA was inop.

IIRC when the E model wing crack problems became a fleet wide problem in the '80s either 1787 or 1788 was the only non-restricted bird out of eight we had. She is a great bird.

Just waht I was thinking. When we went to the gel cell batteries the cold was a big factor as they didn't seem to last long in cold temps.

Gave one at Dhahran Sauidi Arabia in 90 or 91 for an AD crew. No FOD check and the check list was pretty well not followed IIRC. They just taxied up behind us and we ran up until they started. That's the way they wanted it and I figued as long as they didn't ram up it was their bird.

Feeling great and doing better. I learned last night to not watch Ron White. Thank God for depends.:eek: Thanks for offer on the radio but I'll pass.

I'm just old school and I admit it. If it works and is reliable why change it? The 8 blade props may be a great idea and the valve housing may be too. When we got the '88 H2's we had a team form Lockheed, Allison, and Hamilton Standard come to the unit and give their dog and pony show. One young engineer from Lockheed was fussing the flight engineers would trust a 1955 "A" model dip stick but not his digital gauges. I almost blurted out "yes we do, the dip stick doesn't lie, your gauges do"! It took a while for those digital gauges to settle in. Even then you lost a few thousand pounds of fuel (indicated) on rotation and you gained it back after landing and roll out. My thoughts always were the guy that swears this is better is not with you when it's not! Kinda like my dad's saying, "doctors bury their mistakes".

We had a couple of birds take a hit and there were avionics & radio problems.

One thing that was done by the AF was finally concede the wing tip taxi light mod (wiring) has been done so they can be left on in flight. That happed before I retired in '02. That also ended pulling the wing tip taxi light CB before take off.

I went up to my old unit (130th) and the engineers were telling me about the eight blade props and electronic valve housing. Sounds good BUT what happens with the new valve housings after a lightning strike?:eek:

IIRC there's a placard under the landing light motor switches stating the limiting speed.