donwon

I went into that Arc website, followed the link. We went into Taiwan in late 64 while we were TDY to Clark, The pilot got clearence from the tower. Then A green light from the tower. They had Manned Gun Emplacements on each end of the runway. I saw the Green Light to the approcn end. The pilot said we would have been shot down if the approch guns hadn't got the green light.

We had a mess of inverters and transformers under the flt. deck. We could us the DC power cord from the md3 to refuel.it only had 3 cords. The AC cord had 6 cords and we had to use it for the fuel pumps. We could use AC only but had to use the battery to get AC to run on the plane. The DC was to hold the relays in for the AC to run something. When de fueling we were suppose to use the AC and DC power cords both from the md3. I don't remember why the AC had the 6 cords unless it was 3 phase. I do remember some of the planes haveing an ac generator on only the #2 and 3 engines. For some reason I had thought they had a smaller dc generator on all 4 engines. I am only talking about the A models. I remember haveing to take generators off the #2 or 3 engines and put a plate over the hole where it had fit on the engine but never on the #1 and 4 engines. I think I been out 43 or 44 years next month. Nov 18 66. You can bet I got some CRS going on. Tiny was the AC 3 phase on the A,s?

Thanks Don. I poked around through it for a few minuets.

Dutch, what year did they start using those letters? Don

I worked on 56482 some when I was at Sewart. When I got to Naha I worked on 56483 some. June 65 till Nov 66 Any of the Naha birds could have been Bat Birds. A lot of us E-3,s moved around when the plane we were assigned to was on a mission somewhere. I don't remember seeing any of the letters on our 130,s but other planes had them. The Navy planes had them, or some of them did.

In late 64 we left Edwards in an "A" model headed for Hickham. We had all the tanks as full as we could get them. 32,000 lbs. was my understanding of what the A could hold and it used 4,000 lbs. per. hour. We got past the point of no return and ran into 50 knot headwinds. The lower the fuel gauges got the more fingers were tapping on the gauges. All the low fuel lights were on and I think one engine flamed out on landing. I don't know if the pilot shut down an engine on the other wing or it flamed out also. This was when we took our planes from Sewart to Clark.

I was at Naha from June 65 till Nov 66. I was an asst. C/C on a c-130. 51 st and 21 st. We had a typhoon that was suppose to hit and one plane that wasn't in shape to fly. It had just got back from IRAN. All the hangers were full so a flight crew was gonna keep it headed into the wend and fly it on the ground. We towed it out in front of base ops and started to refuel it and all of a sudden a row of rivits popped out and fuel started spilling on the ground from the front of the wing to the back. The fire trucks were on us in just a matter of seconds. We got an empty fuel truck and started the defuel fast as we could while the fire dept put foam and water on the spill. Everything ran into the drains and you could smell fuel all down past the navy ramp to the end of the runway. I don't remember exactly when it was but it was while I was there. I was on the crew that was refueling. SSGT Orlando was over the tow crew that evening. I wasn't at Naha all the time I was gone with one of the planes most of the time. Sept, oct and part of nov 66 I was in Bangkok. They sent for me at Bangkok to go back to Naha and process out. Tape had been left on the tank vent on the inside so we had no clue from checking from the outside. That typhoon took a turn, or stalled out right before stage 1 and missed us. I think we got a little rain. I would think most all the flight crews were already bugged out. Sounds like I missed some good and exciting chit by not reuping.

I think 55007 was at Sewart when I was. 63-65. We called it balls 7. There were some more with zeros also.

Never tow a C-130 that is on fire. The man rideing breaks might be overcome by smoke.

From the title I thought this was gonna be about Mark Sanford. Gov of S.C.

We had them on the "A,s" and I think they were hard wired in on the "245". They had a small round sight on the top to aim it with. The only time I remember it being used for a reson was when we took off from Tiawan in late 64. When we would tow a plane across the runway at Sewart the tower would sometimes use one to give us the green light to proceed. I think it had a clear lense and a red and green lense we could fit on if need be. The ones we had did not have shutters on them.

I can remember going to Clark from Sewart in late 64 then going in country and haveing to remove broken starters, to put starter plates on the engines and hi speed taxi to start some engines. Also used a lot of generator plates too. If we found a broken plane somewhere it was fair game for canabilisem. One plane was on the side of the runway at CRB with the nose gear torn out and the windshields torn out from a cable and buldozer trying to get it off the runway. That is the way I remember it.(CRS) has almost taken over my life. Thats what I tell the wife anyway.

Looks like everything has been stripped out. I only worker on "A" models and that was over 42 years ago.

It was Dyess AFB Texas. I still havn't learned how to spell.

Worst was at Dyce for a doppler mod. We were met by armed AP,s and had to have an escort to get out of the plane. I dropped my line badge in the hanger next to me and sombody called a 7 Hi on me. The person that found it handed it back to me and I had it when the Ap,s got to me. They still took me in for questioning. I gave them the Acft. number and after about an hour they said no one would answer at that number. They relesed me after some red faces. When we were ready to leave our escort took us back out to the plane and left us. we got 3 engines started and who showes up. The LM. told the pilot, and the pilot told him to tell the Ap,s he would have to go inside the plane and get it. Number 2 engine was starting and we closed the door as soon as the Lm. got inside and started to taxi. The Ap,s got out of the way and as we taxied out we saw our escort show up and was walking towards the Ap,s. Our security clearence from Sewart wasn't good enough for SAC. so they gave us a Temp. Badge that was only good for the hanger where our plane was.

I worked for LTV Electrosystems in 71&72 for a while we did some mods on the rudder of the KC,s. Now I don't remember going to the flight deck. Don't even remember what mods we did. We did take the rudder off and lay it flat on it's side and work from underneath. Take out hunderds of screws with a speedhandle. It seemed like hundreds anyway.

That last one must be the one I saw. Looked like it had started to pull up when the wings came off. A news chopper was doing a piece on them when it happened.

The one I saw was shown from above, the top looked red and they didn't show it hit the ground at that time. It was in a more wooded area and appearea to be dumping fire retardent at the time. Thanks for the stills Dan.

My computer is too slow for Utube, Dial up. I saw a video of one with the wings tearing off on the news within the last few years. It was somewhere out west at one of the big fires. I thought it had just happened.

I don't remember ever seeing them but I do remember one flight we could have used them on. When we took the A,s from Sewart to Clark. We stopped at Edwards In Calif I think ,could have been Travis. CRS. We topped off before takeoff as usual and had the externals filled till they were almost running over. After we got past the PONR we ran into 50 knot head winds. The closer we got to Hickham I thought the glass face on the fuel gauges were gonna get broken. The Pilot and CoP and Fe. were all banging on them. The Pilot declaired a low fuel emergency and we were given clearance for a straight in approach. All the low fuel lights were on and engine # 4 flaimed out as we landed. The Pilot shut down #1 and we taxied on to a parking spot. I think I was too young and dumb to be afraid at the time, looking back is a different story.

I saw a homade film of a VW beetle with an air refuel probe mounted on it chaseing a KC135 down the runway. I think it was at Dyse in about 1963, or 64. Sombody else may remember it.

Must of happened more than once.

I heard that in the mid 60,s. A jumpmaster from Ft campbell let a barf barg fo in the face of a F.E. that was retriveing static lines. When I retrived them the pilot made me hold a crash ax with orders to hit anybody that tried to grab for me. I also wore a parachute. I think it was late 63 or sometime in 64. That is the tail the way I heard it. Don't know it there is any truth to it.

Hi Wayne, Tell us about your time at Sewart I was there from Sept 63 till June 65. 314 oms "D" section. Wysocki was our section leader at Sewat.

Good for you and congrats.