Ramrod

This is right out of the current C-130H job guide. The starter limits are the same as for the E models. You need to find a copy of the 1C-130E(H)-2-71JG-00-1 TO 1C-130H-2-71JG-00-1 2-1-4. (Continued) (MC-130H airplanes) Before placing the CAUTION AC bus tie switch to ON, ensure that all operating engines are in low-speed or that no engine-driven generators are supplying power. Ensure that the AC bus tie switch is placed to OFF before bringing any engine to normal ground idle or placing any engine-driven generator switch to ON. Do not exceed the starter duty cycle of 1 CAUTION minute on, 1 minute off, 1 minute on, 5 minutes off, 1 minute on, 30 minutes off. Any engagement of the starter is considered as 1 minute on. For restart, TIT must be below 200oC. For CAUTION restart using fuel enrichment, TIT must be below 100oC. Mech Item Status A,B,C 1. Engine (applicable No.) clear CLEAR A,B,C 2. Start engine (applicable No.) as STARTING follows: a. Engine bleed air switch OVRD OR OPEN b. Engine condition lever (if RUN motoring engine, place condition lever as required) c. ENGINE GROUND START/ START/TURN ENG START button/switch ING (call start sequence)

If memory serves me correctly, started limit for E's is 1 min on, 1 min off, 1 min on, 1 min off, 1 min on, 5 min off, 1 min on, 30 min off. It is in the engine run manual 1C-130E-2-71JG-00-1 (here again guessing) in the preface pages. For the E I do not believe I ever saw a bleed air minimum limit on start for the E's.

The prefered winch was the Bull Dog, the alternet was the Hoover. The Hoover had the long handle and was a pain in the ass to use and maintain. The hoover was also bulky. The Hoover had the press power button on the handle and you had to move the handle side to side to engage and disengage the drum. The drum brake was crap and many engine and stand have rolled out the back down the ramp. The Bull Dog was much more reliable and the brake latch always worked as long as the drum catch lever spring was in place and not distorted by size 9 boots. The Bull Dog had the short handle to engage the drum. However the cable tended to get all bound up between the drum and housing as there was no cable guide like the Hoover had.

We had very simular issues with the CARA fail indications above 1,000' and some times above 10,000', After much troubleshooting of the RT, indicators and cable (actually replaceed the cable) replacing the antenna cured the problem. I am not a comm/nav guy, but I was involve in all the troubleshooting and removing the floor panels. Just my 2 cents worth.

I found pictures of the old style snatch block, really just a pulley. I hope this ties everything together for you. snatch block.pdf

These so called snatch blocks were more like a floor mounted pulley for the cargo winch. There was no hook attached to the frame. The pulley was somewhere around 14"-18" in diameter. They were listed in the -21 equipment list (2 ea). These were replaced by the new style snatch block. The new style snach blocks do not attach to the floor, these hook directly to the load.

Here is what I was told by an old loadmaster and varified it. I asked this same question when I transitioned to crew chief on C-130's at the 146th AW in 1981. If you notice those stainless steel plates, they are just at or just aft. of F.S 245 where the floor panels end. If you look a little closer, you will find the 25K D-ring plug. Now stored at F.S. 245RT in the box behind the stanchions was the old style snatch blocks (rather large pulleys with a fitting on one end with a large hole in it.) A tapered type of bolt with a T-handle was used to secure the snatch block to the floor. It was at the 25K D-ring plug that the tapered bolt for the snatch block was inserted. The S.S plates were a scuff plate for the snatch block to protect the floor. The pulley was attached to the snatch block frame by a rather large and protruding bolt and nut. The new type of snatch blocks do not look anything like the original (old) ones.

I am sorry to hear of John's passing. John and I worked at Van Nuys ANG (the Hollywood Guard) back in the 80's. John was one of the nicest guys I have ever met. Many many trips with him, Jimmy Dehart, At Sanchez, Art Lowe, Bill Marley and a few other loadmasters out of Van Nuys ANG at that time. The last time I met with John was at Littlerock a few years before his retirement. He was just as I remembered him many years before. Still a very happy go lucky type of guy RIP my friend. Ramrod Manuel Ramirez SMS Ret 146AW Channel Islands ANGB (Van Nuys ANGB)

Here is a link to flap operation. http://www.herkybirds.com/LSN/V04/V4N1.pdf the only thing this does not discribe is flap assemetry pin (lever) position when tripped. It does explain that the only way to trip the valve is a short circuit or a assemetry condition.

It is not clear what the ACAWS is. If it is Throttle Throttle advisory, then look at the time stamp(s) on the debrief sheet compare it to the touchdown or landing time stamp on page 1 of the debrief. If the times are with-in 5-10 minutes of landing, then there may not be a system problem, it is a pilot problem. If the auto- throttles are on and engaged and the pilot tries to over ride them by pushing the throttle up or pulling them down, this will trigger a throttle throttle advisory. The scenario normally associated with this is a coupled approach with auto throttle on and engaged. Pilots sometimes forget to disengage the auto-throttle thinking they have already done so. I believe you can find something in the nucense fault list that also addresses something along these lines. A good FSR or GMS person can look into the flight history via the PMA/GMS and confirm weather the auto throttles were in fact still engaged at the time of the advisory. The thing about the PMA/GMS is it is a pilots tattletail. Everything is monitored and recorded, switches, lights, ACAWS warnings, flight controls landing gear you name it, it is monotired and recorded. Pilots can no longer talk there way out of things these days. I hope this helps. Ramrod

S9-BAT in Afghanistan in 2008.

Just to add to the list to look at; Elevator torque tube bolts at flange BL 20 under the beaver tail access panels, for looseness, worn bolt holes. If my memory serves me correctly, we corrected a simular issue finding loose bolts and elongated bolt holes on the torque tube collar. I believe we had a slight roll to go with this. Take a look at the trim indications at various speeds with and without the auto-pilot engaged and coupled and uncoupled approaches.

Where are you getting these questions? Flying at low levels puts the most strain on an aircraft structure, unless your exceeding G levels or sink rates to landing. Max power runs with max fuel loads are not an issue. Prop over torque may create problems on wing truss mounts.

There is only one cautionary restriction for towing at max weight at 155,000 lbs. Turn radius is limited to 20 degrees or the black stripe painted above the nose wheel well. It is legal to tow at 155,000 lbs.

Here is the link to electronically apply to VA for Medical benefits. https://www.1010ez.med.va.gov/sec/vha/1010ez/ Please read the displayed web page for additional information.

The TCTO that covered the inspection and replacement of the upper and lower wing attach barrel nuts for the C-130J stated wing loading was not required and to replace them one at a time.

The MAFFS units that were at C.I were sent to Chico for refurb. If I am not mistaken, the tanks were internally corroded pretty badly. I am not sure where they will end up. As for the aircraft, we got out of the MAFFS business when we traded away our E- models earlier this year. AFFS is still in flight testing. C-130J\'s are on hand now. AAFS testing on a J is to start soon, dates unknown at this time. What is interesting is how AAFS is going to operate with stretch J\'s. MOst pit operations are for short aircraft and in some instances, a J may not fit, or so it seems. The maintenance support aspect is also in change. More to follow on this area.

The 115AS is in a support role only. The new AAFS units for the C-130J is not complete and is currently in flight testing in Chico onboard a H2. CO, WY and NC are the only ones operating out of Channel Islands currently. The media has really blasted the CA ANG, the NG and the CDF. Many Generals flew in recently and were hit pretty hard by the media, specifically FOX news and CNN. However progress is being made.