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  1. Yesterday
  2. EFLTatCCK


    C-130 E 64-0509 from the 313th TAW/47thTAS at Forbes AFB Kansas. I was an assist on that Acft at Forbes for a time.
  3. EFLTatCCK


    Ci30A 54-1635 913thTAG/327th Willow Grove Sir Reserve Facility Horsham,Pa , TDY at Mc Guire AFB,NJ
  4. Air Force grounds most C-130Hs due to cracked propeller barrels 64 Stephen Losey Fri, September 30, 2022 at 5:33 PM·2 min read WASHINGTON — The Air Force has grounded most of its older C-130H Hercules cargo planes and variants due to a problem with their propeller barrels. Air Mobility Command on Friday confirmed a wide swath of its C-130H fleet, which numbered 128 at the beginning of fiscal 2022, is unable to fly, and it’s unclear how long it will take to replace all the defective propeller assemblies. AMC said 116 C-130Hs, including variants of the mobility aircraft, were grounded on Tuesday due to concerns their propeller assemblies are defective, and that inspections over the coming days will show how many of those are affected. AMC said the groundings are “widespread” and primarily affect the Air Force Reserve and Air National Guard. The unofficial Facebook page Air Force amn/nco/snco posted a screenshot of a time compliance technical order on the groundings Wednesday. On Friday, the page posted a screenshot of a slide that said the propeller barrels in question had been installed in 100 C-130Hs, as well as the entire inventories of eight MC-130H Combat Talons, seven EC-130H Compass Calls, and one TC-130H. In a statement to Defense News, Air Mobility Command said a maintenance crew at Warner Robins Air Logistics Complex in Georgia found a persistent leak coming from a C-130H propeller while test running the plane’s engine after it had undergone depot maintenance. That propeller assembly was removed and sent to the complex’s propeller shop, AMC said, where a technician found a crack in its barrel assembly. Further inspections found two more propeller assemblies had the same problem, Air Mobility Command added. AMC ordered immediate field level visual inspections on all C-130Hs with the older 54H60 model propeller, and then conducted metallurgical reviews and stress analyses, the command said. After those reviews, Air Mobility Command issued another order to immediately replace problematic propellers. The command said newer C-130Js and C-130Hs that have already had their propeller assemblies upgraded with the eight-bladed NP2000 system are not affected by the order. This is the second time in more than three years that significant numbers of C-130Hs were grounded due to propeller problems. In February 2019, the Air Force grounded 60 C-130Hs — at the time, nearly one-third of the fleet — for several weeks due to concerns their pre-1971 propeller blades could crack. Those C-130s had their propeller blades replaced over subsequent weeks.
  5. Last week
  6. Thank you very much Dear Gary and sorry for late reply, this is a very useful information indeed. I will continue conversations with the Air Force and hopefully will help them on their repair project..If some more information is needed I will contact you again... Juan Carlos Prevost
  7. How Air Force maintainers achieved a rare perfect inspection on a 49-year-old aircraft “This rarely happens, especially on an aircraft nearly a half-century old.” By David Roza | Published Sep 28, 2022 10:38 AM Airmen assigned to the 755th Aircraft Maintenance Squadron celebrate their achievements in getting an EC-130H Compass Call to zero discrepancies at Davis-Monthan Air Force Base, Arizona, Aug. 17, 2022. (Staff Sgt. Kristine Legate/U.S. Air Force). Johnnie Walker has its Black Label whiskey; American Express has its Black Card; and Metallica and Jay-Z each have their own Black Albums. But when it comes to maintaining aircraft in the U.S. Air Force, few things are more rare or distinguished than a black letter status aircraft, meaning an aircraft that has zero maintenance issues. Thanks to the hard work of its maintenance airmen, an Air Force EC-130H electronic warfare aircraft named “Caesar” just received black-letter status following an inspection at Davis-Monthan Air Force Base, Arizona. In a branch where even the youngest fighter jets rarely achieve such status, the black letter EC-130H is a remarkable accomplishment. Caesar is a seasoned 49 years old: the turboprop plane was first delivered to the Air Force in 1973, the same year the U.S. military withdrew from Vietnam. “This rarely happens, especially on an aircraft nearly a half-century old,” Col. Melanie Olson, commander of the 55th Electronic Group, which flies Caesar, said in a recent press release. “I couldn’t be prouder of our maintainers who come to work every day with a can-do mindset. Their dedication and determination in keeping our aircraft in top shape are remarkable.” U.S. Air Force Master Sgt. Tan Pham, 755th Aircraft Maintenance Squadron acting lead production superintendent, performs a preflight check on an EC-130H Compass Call at Davis-Monthan Air Force Base, Arizona, Aug. 17, 2022. (Staff Sgt. Kristine Legate/U.S. Air Force) The term “black letter” comes from the paperwork that maintenance inspectors fill out while reviewing an aircraft. If the inspector finds “discrepancies,” the term for a maintenance issue in need of fixing, then it gets flagged on the inspection form with red ink. But if there are no such discrepancies, then there is no red ink. Instead, the form is marked with only the first initial of the inspector’s last name and the signature of the production superintendent, both written in black ink. It may be a surprise for readers to hear how often maintenance issues are detected on military aircraft. Unfortunately, it’s a fact of life with these complicated machines that not everything will necessarily work on a given day. Indeed, the Air Force’s youngest fighter jet, the F-35A, took a hit from 76.07% to 68.8% mission-capable rate from 2020 to 2021, according to Air & Space Forces Magazine. Keep in mind that “mission capable” means the aircraft is in good enough shape to fly at least one of its missions, while “full mission capable” means the aircraft can fly all of its missions. Meanwhile, the C-130H and its younger cousin, the C-130J, held mission-capable rates of 65.51% and 77.02% in 2019, according to Air & Space Forces Magazine. Keeping an airplane ready to fly is difficult, especially if the airplane is so old that there are few spare parts left to repair it with, as is the case with the A-10 Warthog. Supply issues like that mean some repairs or inspections have to be deferred for years, explained a retired C-130J designated crew chief. “Back-ordered parts, deferred modifications, and deferred time compliance tech orders are what kept me from ever black lettering a C-130J that was delivered in 2012,” said the crew chief, who preferred to stay anonymous. The crew chief said a black letter aircraft is a “super rare” thing. Indeed, one chief master sergeant at Little Rock Air Force Base, Arkansas said in 2015 that he had seen only two black-letter aircraft in his 30-year career. Davis-Monthan Air Force Base credited one airman with being the main reason why the aging Caesar hit the mark. Staff Sgt. Jeffrey Faaborg, a hydraulics craftsman with the 755th Aircraft Maintenance Squadron, seems to have made it his personal mission to get Caesar as ready as ever. “He’s worked really hard and has even come in on his off time and on the weekends to fix discrepancies,” Tech. Sgt. Korey Brown, noncommissioned officer in charge and dedicated crew chief manager at the squadron, said in the press release. U.S. Air Force Staff Sgt. Jeffrey Faaborg, 755th Aircraft Maintenance Squadron hydraulics craftsman and the dedicated crew chief for Cesar, an EC-130H Compass Call assigned to the 55th Electronic Combat Group, and Senior Airman Dakota Harmon, 755th AMXS maintainer and assistant dedicated crew chief, celebrate their achievements in getting the aircraft to zero discrepancies at Davis-Monthan Air Force Base, Arizona, Aug. 17, 2022. (Staff Sgt. Kristine Legate/U.S. Air Force) It takes a village to maintain an aircraft. Beyond hydraulics craftsmen like Faaborg, there are also airmen who specialize in repairing engines; electrical and environmental systems; fuel systems and more. But instead of sticking with hydraulics, Faaborg took it upon himself to learn from and help out the crew chiefs who conduct the entire maintenance orchestra for the aircraft they are assigned to, Brown explained. “It’s nice to see people like Staff Sgt. Faaborg take pride in their work,” he said. Master Sgt. Tan Pham, the production superintendent for the 755th Aircraft Maintenance Squadron, also noted Faaborg’s initiative. “Many crew chiefs work their whole career to try and achieve a black-letter initial aircraft,” he said. “Doing this as a maintainer who doesn’t even hold a crew chief [Air Force Specialty Code] speaks volumes about Staff Sgt. Jeffrey Faaborg’s work ethic, determination and leadership.” Pham explained that achieving black letters also “takes persistent coordination with all seven specialties within our squadron and the support from our teammates at our host wing’s maintenance group.” Pham gave a shout-out to Senior Airman Dakota Harmon, an assistant dedicated crew chief, and Caesar’s prior dedicated crew chiefs, including Senior Airman Riley Smith, for building Caesar’s momentum towards black letter status “over two years ago,” he said. Faaborg, who was recently appointed as a dedicated crew chief in recognition for his work on Caesar, explained why black letter status is a rare thing. “We accomplished something that no one here has ever really seen, and it was hard because every little thing on the plane can be a write-up,” he said in the press release. “Having no discrepancies is pretty tough, especially when working with aged aircraft.” A U.S. Air Force EC-130H Compass Call from the 55th Wing prepares for in-flight refueling from a 155th Air Refueling Wing KC-135 Stratotanker during exercise Emerald Flag over the Gulf of Mexico, Dec. 3, 2020. (Staff Sgt. Joshua Hoskins/U.S. Air Force) The black letter status is just the latest in a long line of accomplishments for the 55th Electronic Group, whose EC-130Hs have saved the lives of U.S. and friendly troops for decades. One of its units, the 41st Electronic Combat Squadron, was deployed to Afghanistan for 20 years, according to Air Force Times. The squadron tracked radio signals to help special operators find people invisible to drones or other aircraft; jammed or eavesdropped on enemy communications; and even disabled remote-controlled improvised explosive devices. In Iraq in 2003, a Compass Call exploded an IED in front of then-Maj. Gen. Jim Mattis, later Secretary of Defense, who said “Compass Call saved my life,” according to an Air Force briefing slide. The Compass Call also flew over the chaotic withdrawal from Afghanistan in August 2021, where they “were directly involved in saving lives on the ground and in the C-17 [cargo jets],” Compass Call pilot Capt. Taylor Drolshagen told Air Force Times. “Many Americans are alive today who wouldn’t be if we weren’t there.” The Compass Call mission has big changes coming down the pipe. The Air Force wants to replace the aging fleet of 14 EC-130Hs with the EC-37B, a modified business jet that can do its predecessor’s job way faster and over much larger areas, one Air Force officer told The War Zone. Still, the EC-37B has big shoes to fill, especially after Caesar, which received a distinction that few other aircraft can claim thanks to the hard work of its airmen. “From one retired [dedicated crew chief], all I gotta say is ‘way to step and own your bird!’” said the anonymous retired crew chief. “‘Good job on executing your job and leading a team of hardworking and dedicated maintainers!’”
  8. Earlier
  9. C-130 Seaplane Should Fly In 2023 Says Air Force Special Ops Commander Faced with a potential fight against China across vast swaths of ocean, the amphibious C-130 could soon finally become a reality. byHoward Altman| PUBLISHED Sep 21, 2022 4:32 PM Howard AltmanView howard altman's Articles An amphibious version of the special operations MC-130J Commando II multi-mission combat transport should take flight by next year, the head of Air Force Special Operations Command (AFSOC) said Tuesday. "We're awaiting the outcome of the 23 [Fiscal Year 2023] budget process that continues to work its way through the Hill right now," Lt. Gen. James Slife told reporters at the Air and Space Forces Association (AFA) Air, Space, & Cyber Conference in National Harbor, Maryland. "But our anticipation is that we will have a flying demonstration in the next calendar year." That's a change from what Slife said last year. “I can say with certainty that our plan is to conduct a demo by the 31st of December next year,” Slife said last September in a roundtable with media, according to Defense News. Slife emphasized that a flying demo would most likely feature a single aircraft and would be aimed at validating digitally engineered models that the program has run so far on the aircraft’s capabilities. We reached out to AFSOC to explain what changed and will update this story with any additional information. Regardless, this unique capability is still being pursued with the aim of moving to the flight testing phase, and as some would say its justification becomes clearer with each passing month. In an age of increasing concern over threats from China, U.S. Special Operations Command (SOCOM) has been looking for ways to move people and equipment to austere locations in or at the edge of potentially contested areas. Being able to take off and land on the water offers a lot of advantages. The MC-130’s ability to use short, often rugged airstrips has made it an attractive platform to consider for such capabilities. A potential conflict with China would likely have distributed U.S. forces operating in far-flung locations that could be hard to reach with conventional air and sea lift. Marine Corps Commandant David Berger's Force Design 2030 concept is based on prepositioning troops in range of Chinese weaponry. On Monday, Air Force Gen. Kenneth Wilsbach talked about having supplies prepositioned across the region in anticipation of Chinese efforts to cut off supply lines. Being able to take off and land on water has the potential to address those issues and concerns. Decades of evolutionary development have gone into the MC-130J along with large sums of money to integrate unique navigation, communications, and survivability enhancements onto the airframe. So, while there is clearly a tradeoff using a C-130 on floats over a flying boat, for instance, it would be very expensive and time-consuming to fit such an aircraft out with the MC-130's existing capabilities, which center on getting in and out of hostile territory alive. You can read more about the concept and its pitfalls and advantages in our previous coverage here. "We've kind of done all the modeling and simulation, and we settled on a general design layout for the way we're going to do that," said Slife of the aircraft design, which has been dubbed the MC-130J Commando II Amphibious Capability, or MAC. "We're going through wave tank modeling to make sure that the design that we selected is stable and looks like it's going to be operationally viable for us." AFSOC is working with the Air Force Research Lab's (AFRL) Strategic Development Planning and Experimentation (SDPE) directorate to develop the MAC “to improve the platform's support of seaborne special operations,” AFSOC said in a September 2021 media release. One C-130 amphibian configuration. (AFSOC) "The development of the MAC capability is the culmination of multiple lines of effort," Lt. Col. Josh Trantham, AFSOC Science, Systems, Technology, & Innovation (SST&I) Deputy Division Chief said at the time. "This capability allows the Air Force to increase placement and access for infiltration, exfiltration, and personnel recovery, as well as providing enhanced logistical capabilities for future competition and conflict." But AFSOC would not be the only beneficiary of this capability, Trantham said. "We believe MAC will be able to be used by our sister services, allies, and partners on various C-130 platforms," he said. "Further, expanding the operational use of an amphibious aircraft alongside other innovative tools will provide even more complex dilemmas in future battlespaces for our strategic competitors." In addition to wave tank testing, AFSOC and its private sector partners have been testing MAC prototypes through “digital design, virtual reality modeling (VR), and computer-aided designs (CAD) in a virtual setting known as the Digital Proving Ground (DPG), paving the way for digital simulation, testing, and the use of advanced manufacturing for rapid prototyping and physical prototype testing,” according to AFSOC. Slife on Tuesday said the modeling and simulation “has all gone real well.” “That's the beauty of digital design and doing all this with a digital model of the C 130," he continued. "The wave tank testing that we've done so far indicates that the design that we picked is performing just the way we kind of anticipated that it would.” The Air Force is making “an amphibious modification" to the C-130, Slife had said earlier this month said at AFA’s Warfighters in Action, according to Signal Magazine. “It is not a floatplane. It will have the ability to land on both land and water.” “We ran through a series of testing to figure out, ‘Do we want to do a catamaran or a pontoon or a hull applique on the bottom of the aircraft?’ “ he said at the time. “We went through all the iterations of that. And we settled on a design that provides the best trade-off of drag, weight, and sea-state performance.” The C-130 on floats idea has been around for many years, as seen in this Lockheed Martin rendering. Lockheed Martin Though looking forward to what the MAC would bring to seaborne special operations, Slife was realistic about what it can and cannot do. It would not, for instance, be instantly adaptable, he said on Tuesday. “The amphibious capability is field installable, but it's not like a put-it-on take-it-off for a particular sortie,” said Slife. “It's going to take a little bit of time. It doesn't have to go to a depot to be installed. Unit-level maintenance will be able to install this capability.” Despite the MAC’s limitations and Slife's interest in amphibious aircraft, he said AFSOC will not seek a new aircraft procurement program — one that goes beyond a kit for a C-130 — any time soon. “In a world of unlimited resourcing, I would absolutely be invested in an amphibious capability,” said Slife. “But that's not actually the world that we live in. There are some great amphibians out there. But, you know, we're not, anytime in the foreseeable future, going to be involved in a new aircraft procurement program to get into that. We may find ourselves in a position where we could lease airplanes, you know, for purpose, from time to time." Earlier this year, airmen got to check out the Japanese ShinMaywa US-2 amphibious aircraft during the latest iteration of the Cope North exercise, which took place earlier this year in the Asia-Pacific region. Last November, an AFSOC delegation visited Iwakuni Air Base in Japan to learn more about the amphibian and its concept of operations. At that time, JMSDF personnel briefed Maj. Gen. Eric Hill, AFSOC deputy commander, and 353rd Special Operations Wing leadership, in an exchange that was described as “further enforcing the iron-clad partnership between the United States and Japan.” We covered that extensively, which you can read about here. The exposure to one of the few amphibians in military service today came as the service was looking increasingly at the amphibious C-130 Hercules configuration. In contrast to Slife's reluctance to pursue a new, purpose-designed amphibious plane, China has already developed one. The AG600 flying boat, known as the Kunlong, made its maiden flight in 2017. The roughly 737-sized aircraft flew for a short period of time from Zhuhai airport in Guangdong province. An updated version made its maiden voyage earlier this year, OverDefense.com reported. The AG600 was designed to provide a unique capability when it comes to supporting China's extra-territorial claims located hundreds of miles from the Chinese mainland. Most notably the aircraft will be used to support the country's highly disputed and ever-growing man-made island outposts in the South China Sea. China's latest five-year plan, covering 2021 to 2025, identified the AG600 as a "key program, because of the country's urgent need for an emergency rescue aircraft, and especially the strategic requirement for equipment that can serve its far-reaching bases in the South China Sea, Business Insider reported. But as usual, the other military implications of having such a capability were omitted from China's justification. As the U.S. military's focus increases on austere and distributed operations, the amphibious C-130 will likely become more of a priority. But regardless, if things go as planned, we should finally see a C-130 floatplane within a year. https://www.thedrive.com/the-war-zone/c-130-seaplane-should-fly-in-2023-says-air-force-specops-commander?utm_campaign=trueanthem_AI&utm_medium=social&utm_source=facebook&utm_term=thedrive&fbclid=IwAR3_1YxL3X66m3wlAgflN1sQiLED836i0k8xEhGPU6Gddl7olNbJ5nCFFl0&mibextid=4td405
  10. Can someone please tell me the latest revision/change of the SMP 515-C. Thanks.
  11. When this event happened, my squadron 39th TAS out of Lockbourne was TDY to Rhein Main. That particular day our C-130A (55-0015) was on our way to Bitburg Germany to pick up a mini-gun to take to Wheelus for sighting. When we landed in Bitburg, our navigator informed us that he heard chatter from the Paris tower asking an aircraft to identify itself. Our navigator also told us he had heard that a C-130 had been stolen from Mildenhall. As we were waiting for the loadmaster to load our aircraft, I saw two F-4s take off. I’m not making any conclusions about what I saw that day. But found it interesting. Tom, 3rd wiper (assistant) crew chief.
  12. I was TDY from Dyess AFB TX and that bird was part of the 347 squadron from Dyess I was TDY with. I remember that day well. I worked in the Nav shop in Mildenhall and heard that a flight mech has stolen a C130 and was talking to his wife when they said he said I have a problem... I also heard that they scrambled some fighters from Lakenheith (sp) and that they returned with some armament missing... Of a side note when we returned to Dyess four of the aircraft took off the day before we left and got to almost Goosebay when they discovered a British customs agent has stowed away on the aircraft... They turned around and came back and the next day we were really scrutinized as to who we were.... I also think they lost an C130 in Turkey.... I heard that the squadron commander was at the top of the (S) list and definitely didn't get and attaboy.
  13. I was stationed at Dyess AFB at Abilene TX and worked in the 516 FMS Nav shop. Seems like 777 was in the 346 squadron at Dyess and when they moved to CCK it was one of the birds that went. I was TDY at Tachi and went to CCK with them for a month or so...A lot of water under the old bridge since then....
  14. Farewell to the EC-130J Commando Solo III, the plane of the USAF for psychological operations9·19·2022 · 6:53 0 Last Saturday, September 17, one of the most unknown specialized military aircraft of all those in the US made its last flight. That day, the 193rd Special Operations Wing of the United States Air Force (USAF), a unit attached to the Pennsylvania Air National Guard, made its last broadcast flight with its Lockheed EC-130J Commando Solo III, a plane specialized in psychological operations (PsyOps), that is, it is dedicated to broadcasting messages whose purpose is to persuade the enemy. An EC-130J Commando Solo III photographed from a KC-135T air tanker in October 2020. This aircraft is easy to recognize by the emissions antennas on its drift and under the wings, and by the large tanks it carries near the edge of the wings, probably with electronic equipment (Photo: USAF). The aforementioned unit of the USAF was created in 1967, the same year as the creation of the 4th Psychological Operations Group (4th POG) of the US Army Special Forces. Both units have been historically linked despite belonging to different branches of the US Armed Forces. Basically, the 4th POG elaborated the messages issued by the planes of the 193rd Wing, initially equipped with five Lockheed EC-121S Coronet Solo, a psychological warfare version of the Lockheed L-1049 Super Constellation. Two of these aircraft were deployed to Thailand in 1970, to broadcast in Cambodia. Operators of the emission systems of an EC-130J Commando Solo III during a mission in support of Operation Inherent Resolve in the Middle East, in September 2017 (Photo: USAF). In March 1979, the 193rd Wing received its first Lockheed EC-130E Volant Solo, a version of the famous C-130 Hercules specially modified to carry out psychological warfare missions. Its first deployment in combat was in 1983 on the island of Grenada, during Operation Urgent Fury, directing broadcasts to the civilian population of the island with information about that operation. The unit was redeployed to Panama in 1989, during Operation Just Cause, and to Saudi Arabia in 1990, following the Iraqi invasion of Kuwait. Volant Solos (renamed Command Solos in 1990) not only had the ability to carry out television and radio broadcasts to spread messages, but they could also gather intelligence and jam enemy broadcasts. . One of the systems operators of an EC-130J Commando Solo III during a mission in the Middle East in 2017. These aircraft usually carry out their missions at night to make it difficult to detect them in hostile territories (Photo: USAF). In 1992, the 193rd Wing’s EC-130E Commando Solos were upgraded to the Commando Solo II version. Two years later, in 1994, the unit was deployed to Haiti in Operation Uphold Democracy, contributing with its messages to the fall of the military dictatorship established through a coup in 1991 and facilitating the transition to democracy in the country. The unit was deployed in 1997 in Bosnia-Herzegovina, in support of the United stabilization mission in the former Yugoslavia, and in 1998 in Iraq, to persuade the regime of Saddam Hussein to comply with UN resolutions. In 2001, Commando Solo IIs were deployed to Afghanistan at the start of the War on Terror, during which they also redeployed again to Iraq in 2003. A photo that allows you to observe the antennas of an EC-130J Commando Solo III in its drift and in the tail (Photo: USAF). In 2004 the EC-130Es were replaced by EC-130J Commando Solo III, the psychological warfare version of the C-130J Super Hercules. Significantly, despite their 18 years of service (not a long time compared to other aircraft), the withdrawal of the EC-130J comes a year after the US withdrawal from Afghanistan, and without Let there be a substitute in sight. Everything seems to indicate that these airborne psychological operations are coming to an end, perhaps because they prefer to opt for other solutions such as satellite broadcasts and the Internet. Currently, the 193rd Wing had three EC-130Js in service. The fate of these aircraft has not been reported. You can see here the final flight of the EC-130J. The video shows some of the emission systems inside the plane, which used to fly with a crew of between six and ten people: https://youtu.be/ukP8QkSNgyQ
  15. Last USAF H model was 5434, 96-7325 and still flying. As mentioned above, 5435 is JASDAF and LMCO #5436 was not used.
  16. Good to hear. Was this found at the generator in the nacelle?
  17. NATOPS essentially already answered this question above. The analog indicator is allowed to be 2% low and still be considered safe for flight. There is a different RPM limitation for a digital indicator. If the RPM actually dropped below 94%, the bigger problem would be high TIT, low torque, and likely flameout. If you are reading 92.5 but the temperature and torque nearly match the other engines, the RPM is above the Speed Sensitive Valve transition of 94%.
  18. I found that the output of the generator from the generator electrical box was not properly grounded to the engine. Cable ground repaired, system tested and found ok
  19. Looking through Bob Daley's gallery the last H model is a Japanese air force bird tail #85-1086 c/n 5435, Next up is an RAAF J model with c/n 5440
  20. Sonny


    There was a man named George who got a new job. His fellow employees always met for a round of golf every Saturday. They asked George to meet them at 10:00 Saturday morning. George replied that he would love to meet them, but he may be 6 minutes late. On Saturday morning George was there at exactly 10:00. He golfed right handed and won the round. Following Saturday rolls around, and George says that he will be there, but he may be 6 minutes late again. He shows up right on time, golf's left handed, and wins the round. This continues for the next few weeks, with George always saying that he may be 6 minutes late, and then always winning the round golfing, either left or right handed. The other employees are getting tired of this, and decided to ask him what the deal was. They said, ''George, every Saturday you say you may be six minutes late. You never are. Then you show up and golf with either right handed or left handed, and always win. What is up with that? George replies, ''Well, I am a very superstitious kind of guy. Every Saturday when I wake up, I look over at my wife. If she is sleeping On her left side, I golf left handed. If she is sleeping on her right side, I golf right handed.'' ''Well,'' one of the employees questioned, ''What happens if she is laying on her back?'' George replies, ''Then I am 6 minutes late.''
  21. I guess I need to ask if these are the upgraded generator control panels where the "field trip" position on the generator switch is eliminated. If so, is it displaying a fault code?
  22. Really glad you solved this one. I found out the aircraft was at Youngstown from my buddy, Joel. I think he may be your SCNS rep. I really do wish I had more experience on the newer birds. I retired in 2011 before the J models arrived at Moody. Keep up the good work. I miss sinking my teeth into a good problem now and then. Tiny
  23. An elderly couple, Ray and Bessie, are "snowbirds" in Texas. Ray always wanted a pair of authentic cowboy boots. Seeing some on sale one day, he buys them, wears them home, walking proudly. He walks into the house and says to his wife: "Notice anything different about me?" Bessie looks him over and says, "Nope." Frustrated, Ray storms off into the bathroom; undresses and walks back into the room completely naked except for the boots. Again, he asks, a little louder this time, "Notice anything DIFFERENT NOW?" Bessie looks up and says, "Ray, what's different? It's hanging down today, it was hanging down yesterday, it'll be hanging down again tomorrow." Furious, Ray yells, "AND DO YOU KNOW WHY IT'S HANGING DOWN, BESSIE? IT'S HANGING DOWN BECAUSE IT'S LOOKING AT MY NEW BOOTS!!!!!" To which Bessie replies, "Shoulda bought a hat, Ray. Shoulda bought a hat."
  24. Curious as to when the final "legacy" Herk was delivered: To whom, when, where, serial number, etc. ? Thanks. I did a search, but no joy.
  25. Hi sir, I am sorry I haven’t responded due to not knowing you responded. I have a happy conclusion to our issue. The problem ended up being multiple LRUs failing at the same time. This is why no box swap or mock up change out helped us narrow it down. We found that we had a bad Acceleration sensor, mode coupler, and mode selector. The acceleration sensor was causing the rising command bars AND a computer flag only on the pilots ADI (odd). The #1 mode selector was also causing a intermittent computer flag. On top of all of that, the pilots mode selector Altitude hold would disengage intermittently causing vertical monitor signal errors. The herk is at Youngstown Air Reserve station. To answer your other questions because you took the time out of your day to write me, our swaps were including supply parts, aircraft parts, parts from other aircraft, and back shop mock ups. This particular plane has had FD109 demons for roughly 20 years (usually involving the #1 side of the system. The altitude hold information does come from the Air Data Controllers, and there is one for each side of flight director. This issue started while I was with the plane in a deployed location early this year after the plane had AC bus issues. The 34GS is basically worthless. I used the WDs (formally known as the 13s) to finally figure this one out. It was especially difficult due to how many parts of flight director receive or input the vertical monitor, and vertical fail signals. I appreciate you looking into TOs, and using all the right verbiage obviously showing you know your stuff. We were on the same track the whole time.
  26. Yes, there was voltage when the generator was on- line.. However, there is still no frequency and low voltage when the generator switch is in off position
  27. LOUISVILLE, KY, UNITED STATES 09.11.2022 Story by Dale Greer 123rd Airlift Wing Public Affairs Subscribe 13 The 123rd Airlift Wing welcomed its eighth C-130J Super Hercules aircraft to the Kentucky Air National Guard Base here Aug. 25, completing the unit’s transition from legacy C-130H transports. The wing had been flying H models since 1992. It said farewell to the last of those on Sept. 24, 2021, and began receiving new J models from Lockheed-Martin Corp. on Nov. 6. The C-130J Super Hercules is the latest version in the Air Force arsenal, with modern instrumentation, more efficient engines and a stretched fuselage for additional payload capacity. It is among the most versatile aircraft ever built, supporting a broad range of missions from special operations to air cargo with capabilities that allow it to land on austere runways where other airlifters can’t go. The wing’s commander, Col. Bruce Bancroft, said that extra payload capacity is significant. “The C-130J has often been referred to as the stretch model,” Bancroft noted. “This means there are two additional pallet positions for equipment on top of the six pallet positions that are normally associated with what we refer to as legacy C-130s. So what's the big deal about two more pallet positions? Well, that's thousands of pounds of additional combat resupply equipment for our warfighter on every single sortie. “That's thousands of pounds of additional food, water, shelter, blankets and relief equipment on every single sortie for our citizens who have been displaced from their homes due to hurricanes, floods, wildfires and earthquakes — citizens whose worlds have been turned upside down; are cold, tired and hungry, and can't afford to wait. The C-130J delivers the capability to meet that immediate need, be it across the Commonwealth, across the nation or across the ocean. “With a total payload of over 44,000 pounds, six-bladed composite propellers, a maximum speed of 410 miles an hour, and a capacity for 97 litters of medical evacuees, 128 combat troops or 92 paratroopers, the C-130J truly defines superiority in tactical airlift. A digital avionics cockpit, liquid crystal displays, heads-up displays and state-of-the-art navigational equipment will directly impact the effectiveness, efficiency, situational awareness and safety of our aircrews, all resulting in an increased ability to answer our nation's call day or night, any place, any time.” All eight of the wing’s former H-model aircraft were transferred to the 166th Airlift Wing at the Delaware Air National Guard.
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