bobdaley Posted January 11, 2011 Share Posted January 11, 2011 A couple of pics from Bobby hunter of 55-0012 derelict at Brooks AFB. Remember the weight and balance computers that never worked. Those and the angle of attack computers that never worked were really good buys. Also the A model refueling panel. Bob Quote Link to comment Share on other sites More sharing options...
pwylie Posted January 11, 2011 Share Posted January 11, 2011 They were called Load Moment Indicators, and you're right. They never worked. Quote Link to comment Share on other sites More sharing options...
donwon Posted January 11, 2011 Share Posted January 11, 2011 I don't recall ever seeing a Load Moment Indicator. I remember Loadmasters with a slide rule. Quote Link to comment Share on other sites More sharing options...
BobWoods Posted January 12, 2011 Share Posted January 12, 2011 We had some Emodels at CCK (67-68) that had them, I recall only one that worked and we still did it the old way. The worst thing was moving SF from one small camp to another, they never knew how much their stuff weighed. Quote Link to comment Share on other sites More sharing options...
The Red Stuff Posted January 12, 2011 Share Posted January 12, 2011 I don't recall ever seeing a Load Moment Indicator. Were they portable or fixed near the ramp? Quote Link to comment Share on other sites More sharing options...
Mt.crewchief Posted January 12, 2011 Share Posted January 12, 2011 I remember seeing them at Naha on the A's and possibly on some of the E's at CCK. They were located permanently on the wall near/fwd. of the left paratroop door. Right behind the landing gear section. (forgot what station it was). As if I ever knew!!!!! I saw them in use a very few times, and they didn't work. Out came the slide-rules!! They were about as handy as the gun-boxes that some of the A's had on them. Remember them???? Ken Quote Link to comment Share on other sites More sharing options...
xzoomie32065 Posted January 12, 2011 Share Posted January 12, 2011 We had several "B"s that had it for testing purposes. When you were done loading the freight crew always came and stood around the area and watched. This threw everything off. We still used to use a slip-stick for the form "F". Quote Link to comment Share on other sites More sharing options...
talonlm Posted January 21, 2011 Share Posted January 21, 2011 That last bit hasn't changed at all--the SF bubbas still don't know how to use a scale! Quote Link to comment Share on other sites More sharing options...
fitzferrari Posted January 22, 2011 Share Posted January 22, 2011 Why knock the A-Model she was the first! had problems but a great Bird for the guys who flew her!! Ha-Ha Fitz Quote Link to comment Share on other sites More sharing options...
Chuck Posted January 22, 2011 Share Posted January 22, 2011 What was it: You could tell an A Model loadmaster by the screwdriver sticking out of his flight suit...to close the GTC door...Did they end up removing the door in SEA at some point? There was another saying...something about on takeoff from Naha, SOP with the A make a right turn on departure and end up in the drink...something like that anyways...Anyways, all versions of the 130 are first class and probably the best transport that the Air Force ever invested in right up to present day Even the J with the 6 bladed fans (tho, at some point, in combat, they will miss the FE and, even the Nav...) and finally some -30s' in AF inventory, tho, we usually grossed out on weight before we maxed out on cube...My pilots (E guys) allways said that the A model was a lot closer to flying a high performance plane the the B or E ever could be... Quote Link to comment Share on other sites More sharing options...
donwon Posted January 23, 2011 Share Posted January 23, 2011 Most of the maint crew on the "A" while I was in had a big screwdriver in their back belt loop. On our missions in country from Clark that big screwdriver was our only weapon. I don't know when they changed the GTC doors. Quote Link to comment Share on other sites More sharing options...
tomt Posted January 24, 2011 Share Posted January 24, 2011 Thanks for the post. Re-fuel panel brought back memories. Quote Link to comment Share on other sites More sharing options...
larry myers Posted January 25, 2011 Share Posted January 25, 2011 Often wondered how usless systems such as stall warning and 463L weight & balance got so far as to be installed on the acft. LMs didn't trust it and maintenance could not keep it operational. Each landing gear axle had a very fragile transducer glued to the inside of the axle. Firm/hard touchdowns would break one or more of these transducers. Quote Link to comment Share on other sites More sharing options...
gizzard Posted February 4, 2011 Share Posted February 4, 2011 We had those useless gray boxes on the E's we had at Langley. If I remember, there was a pre-flight check list section dealin' with it, even though they never worked. I can't remember if all the CCK birds had them or not. Good old 'load adjuster". slip stick, slide rule, or, perhaps how high the crew entrance door was above the ground ( rumor has it :-)) did the trick....... giz Quote Link to comment Share on other sites More sharing options...
JACK MARTZ Posted February 4, 2011 Share Posted February 4, 2011 IN SEA WE LEARNED TO LOAD LIGHT TO HEAVY AND YOU ALWAYS HAD A SLIGHT NOSE UP ATTITUDE Quote Link to comment Share on other sites More sharing options...
gizzard Posted February 5, 2011 Share Posted February 5, 2011 IN SEA WE LEARNED TO LOAD LIGHT TO HEAVY AND YOU ALWAYS HAD A SLIGHT NOSE UP ATTITUDE Yep, if ya had the choice, that did the trick, but there were times that you had to just hope for the best, and the old girl came through. Good judgement was the key,though. Quote Link to comment Share on other sites More sharing options...
jflimbach Posted February 19, 2011 Share Posted February 19, 2011 I was the project test LM for the LMI while stationed at the Tactical Air Warfare Center in the early 70's. As noted above, the transducers were on the axles so after it was calibrated it worked great......................until the first landing. What a piece of junk. Not sure how it got into production. At about the same time we were testing the angle of attack indicator. This was a great device and was super reliable on the C-123 (which I served on in Vietnam). It was the primary instrument used on approaches to short fields. Reason being that you needed to be as slow as possible on touchdown to get the beast stopped. The 123 had a super-clean wing (having been designed as a glider) so there was no aerodynamic indication of an approaching stall. Thus the AOA indicator and also a stick shaker, of all things. According to a flight test report I read, in the approach to landing configuration your first indication of a stall is when the aircraft liesurely rolls over onto its back. Not a good thing on short final. But, I digress. The AOA was wonderful on the 123 but it just wouldn't work reliably on the C-130. Not sure why but one could obtain the old TAWC test report if really interested. By the way, I still fly as LM on "A" models once or twice a month doing airdrop tests at YPG. Loading an "A" model light to heavy like we did in the "E" will get you killed. In the "A" there is much less stuff up front, e.g. no crew bunk, galley, armor, etc. etc. They are naturally tail heavy compared to the later models. So, the quick rule of thumb for the "A" is heavy to light. It's correct that in the old days you could recognize an "A" model LM by the screwdriver in his flight suit pocket. Thank God we don't have that inlet door anymore but you can still tell one by a right forearm like Popeye The Sailorman from pumping the ramp and door up and down all the time. My kingdom for an aux pump!! Quote Link to comment Share on other sites More sharing options...
jflimbach Posted August 6, 2011 Share Posted August 6, 2011 Yeah, don't knock the A model since I still fly it several times a month doing airdrops for the Army at YPG. You're right, don't need the screwdriver anymore. Still miss the Aux Pump a lot. Never arm wrestle for beers with an A model load. We have three flying and one more being built up to flight status. Average flight hours are around 15,000. We are flying a '54, '56, and '57 model at the moment. Not sure what year the "new" one is. Good to still have the FE but our NAV is twin Garmins. Much better since they never get lost, never talk back, and don't steal your flight lunch. John Limbach LM since 1964 (C-119; C-124; C-123); C-130 LM since 1968 (A, B, E, and back to A models) www.internationalairresponse.com [ATTACH=CONFIG]2220[/ATTACH] [ATTACH=CONFIG]2221[/ATTACH] [ATTACH=CONFIG]2222[/ATTACH] Quote Link to comment Share on other sites More sharing options...
bobdaley Posted August 7, 2011 Author Share Posted August 7, 2011 Jim Saw this one on the net this AM. Are they tearing 138FF up or rebuilding it? Thanks Bob Quote Link to comment Share on other sites More sharing options...
bobdaley Posted August 7, 2011 Author Share Posted August 7, 2011 Here is the front end Bob Quote Link to comment Share on other sites More sharing options...
jflimbach Posted August 9, 2011 Share Posted August 9, 2011 Jim Saw this one on the net this AM. Are they tearing 138FF up or rebuilding it? Thanks Bob It's being rebuilt to flight status. Ex Tanker 88. Take a look at the last picture in the previous post. That's it at the bottom of the picture with the "88" on the vertical stab. The work is being done by the owner, International Air Response, at their base in Coolidge, AZ. The rest of the fleet is operating out of the Phoenix-Mesa Gateway airport after a hangar fire last year at Coolidge. Quote Link to comment Share on other sites More sharing options...
bobdaley Posted February 9, 2012 Author Share Posted February 9, 2012 Jim Check out this URL. They say 138FF is being scrapped? Maybe they are looking at a diamond in the rough? Bob http://www.jetphotos.net/viewphoto.php?id=7307694&nseq=2 Quote Link to comment Share on other sites More sharing options...
jflimbach Posted February 28, 2012 Share Posted February 28, 2012 (edited) The rebuild is coming along. According to the latest schedule, it's to be ready for a ferry flight by the end of August to Mesa-Gateway airport where the refurbishment will be completed. The new registration is N119TG. Here's a picture I took just last Sunday ( 4 Mar 12) [ATTACH=CONFIG]2645[/ATTACH] Edited March 7, 2012 by jflimbach Add current photo Quote Link to comment Share on other sites More sharing options...
jflimbach Posted March 7, 2012 Share Posted March 7, 2012 More A-models at Coolidge, AZ. N121TG shown just prior to filming airdrop of Chevy Sonics for the Top Gun Korea TV show on 5 Mar 12 [ATTACH=CONFIG]2646[/ATTACH] [ATTACH=CONFIG]2647[/ATTACH] [ATTACH=CONFIG]2648[/ATTACH] [ATTACH=CONFIG]2649[/ATTACH] Quote Link to comment Share on other sites More sharing options...
jflimbach Posted March 7, 2012 Share Posted March 7, 2012 Three Chevy Sonic cars dropped from N121TG (ex-USAF 56-0511) at Coolidge, AZ on 5 Mar 12 for Top Gear Korea. One car had a real parachute, the other two fakes. I'm pretty sure you can tell which was which from the before and after photos. Drop altitude was 11,000 feet. [ATTACH=CONFIG]2650[/ATTACH] [ATTACH=CONFIG]2651[/ATTACH] [ATTACH=CONFIG]2652[/ATTACH] [ATTACH=CONFIG]2653[/ATTACH] [ATTACH=CONFIG]2654[/ATTACH] Quote Link to comment Share on other sites More sharing options...
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