INS/Dopplertroop

I'll take a copy please. [email protected]

Thanks for all your hard work...and I know it's been labor intense!

rice

56 does represent the year. For the U.S. Air Force the #511 represents the 511th procured airframe (in general) of that year. There may not have been 511 C-130's that year. There could have been C-141's or KC's in that years production.

An example; they built 50 C-5Bs. The first bird rolled out was 83-1285. Built 1983. 1285th numbered that year. Keep in mind the USAF was getting F-16s in quantity. Anyway, 83-1285 is the only C-5B produced in 83 thus only C-5 with that year number. In 1984 four more were produced. 84-0059, 84-0060, 84-0061, 840062. Then ten more in 85, 85-0001 (City of Dover) thru 85-0010. Then 86-0011 to 86-0025, to finally 87-0026 thru 87-0045.

I seem to recall a "short-lived" dark blue, long sleeved, winter thread shirt designated 1550's aroound the early early 70s

Now that I think of it. This all has the look of that film done by Mel Gibson depicting our early years in Vietnam. "We Were Soldiers" 2002

Looks European to me. Not a U.S. Marine. No way.

Museum's answer to the YMC-130 question:

Our museum collections team debated for many months about bringing in C-130E 63-7868. We looked hard at what it would take to move and preserve the aircraft and balanced that against the fact that the E-models are retiring and 63-7868 has a terrific history. It has been well maintained, giving us much needed time before a new coat of paint will be required. Every museum has to make tough choices about what to preserve and that is why we have chosen to "turn-in" the Credible Sport aircraft to the National Museum of the USAF. Our resources are very limited, and we welcome volunteer and financial support to help preserve the museum's aircraft. As far as the Credible Sport program goes, the museum's C-130H, 74-1686, did little, really. It was modified to test a daring concept, but it never actually used the rocket system in flight (see Jerry L. Thigpen, The Praetorian Starship, pp. 245-246, available online). After Credible Sport was cancelled, 1686 was the testbed for the Talon II program but it never flew again as an airlifter. When it arrived at the museum in 1988, it was a stripped-out hulk, inside and out. C-130E 63-7868, on the other hand, is complete aircraft. It also flew tactical airlift in combat in Africa, all over Southeast Asia, and finally in Southwest Asia during a remarkable 47-year career.

Their answer with regard to the AC-130:

The museum is repainting the outside aircraft on a 5-year cycle. The AC-130 is scheduled for 2013. In the last few years, we have focused on painting smaller aircraft and moving them into our three hangars where they will be preserved out of the weather. Our restoration folks have done a great job with this work. This effort has meant holding off on painting many of our outside aircraft. We must do better, and we're working hard to catch up. We can always use help and we welcome volunteers from the base and the community who would like to work with our restoration crew. A representative from the Museum of Aviation Foundation will also happily talk to anyone who would like to make a financial donation to help preserve the aircraft. I don't buy this as I've been here 5 years and this acft hasn't been touched.

These guys are "Choice"! So now their plan is to cut up Credible Sport, replace it with 7868, and let 7868 deteriorate to hell. Why do they think it takes an AP cert to let an airframe ROT? Another case of the wrong guys in the wrong job. While I'm all for supporting the aircraft, I wouldn't give these guys a dime. They'd just mis-spend it.

While I was never at Ubon, I had always heard the Thai (Generals) were very tight with their off-base businesses and keen to keep them disease free and hence..profitable. It also is the height of efficiency and very sensible.

And Ken, I never doubt anything you say!

NCU? I know NSU - Non Specific Urethritis

Yeah. The Control Tower is 26 feet above sea level.

I know the Fighter AFETS deployed to the war zones with their units. And I was an Air Mobility Command AFETS rep. We traveled frequently (CONUS and Overseas) to troubleshoot, train, develope tech data, etc. Pull up the Position Description document from USA Jobs. It will definitely indicate what the medical requirements are.

While I retired in Jan 2007 after 38yrs with the Air Force, we've been in Dover since 1974. The Wing here has seen it's share of Hurricane hits and near misses. They are phenominal when it comes to clearing the flightline of 36 C-5s. Now C-5/C-17s. They usually disperse to the midwest. I can remember only a time or two when they had to tie down a cann queen and hope for the best. They practice mass mobility excercies consistently and had it down to a science.

Looks like this one is petering out a bit. Down to a Cat 1 right now. Everything south of Lewes DE has been under mandatory evacuation. Ocean City is a ghost town too.

I was in Tech School at Keesler in August 1968 when Hurricane Camille ran over us. Took us weeks to dig out of that.

Very small world. I remember she started contractions late afternoon and I notified the hospital that we were coming, but she got a great case of nerves and just wanted to lay down. It was like six hours later that I finally got her to let me take her over. The doctor and staff had been waiting all that time and weren't too happy to say the least. Your wife may recall the little asian woman who was late to her baby's birthing.lol

As we were driving off Langley our last day the first pair of factory fresh F-15s landed to begin the forming of the 1st TFW which would replaced the 316th TAW.

Oct 72 thru Aug 74 316th Avionics Maint. Sqdn. Lived in an apartment on Warwick Blvd, Newport News just around the corner from Riverside Hospital and about two blocks and across the street from the Mariner's Museum and small (then) Christopher Newport College. Our second child, David, was born at Riverside. One big recollection was managing gas fillups. We were under semi rationing. License plates ending with even numbers could gas up one day and odd numbers gased the alternate day. Many times had a line at the pumps to wait in. A few times stations just had a cardboard sign out "No Gas".

Thanks Sonny.

Really needed that!

I recall the K's being cardboard in years past. They were almost semi-permanent and some writeups there could be in the forms until the next major depot overhaul.

Agree with Loadsmith. Looks like an RC-135 "Speckled Trout" C-130 version. Maybe it was a Lockheed model for a "future concept" C-130 version. They have a lot of really strange concept designs out there. "Open Flatbed" cargo aircraft? Weird stuff.

Be interesting to see this on a C-5 scale. The airframe would have to taxi over and connect to the cargo deck.

That is the crash I'm referring to, yes. No, I did not work that program at all.

I think maybe "directly" may be abit harsh. The accident board did find both those as causes though.

I worked C-5 Avionics 34 years. I was involved with all the major C-5 Avionics mods, from the Air Force side, to include C-5 AMP from it's inception. In my personal view, C-5 AMP had no more problems than any of the other upgrades we incorporated over the years. Keeping in mind AMP tore out and replaced virtually all Avionic systems (Comm, Nav, RADAR, MADARS, Autoflight Controls) and added a number new. A/C 84-0059 was hitting short of the Base as I was driving into my office parking space. The AIB setup beside our office and we help provide them flight and archival data on 4059. There was actually an LMAS Avionics engineer on the flight deck that morning.

I was interested in your statement because, while I do have a "dog in the fight" so to speak I also have a copy of the AIB's Executive Summary of the incident and I can not find anywhere where the AMP mod is suspect or even criticized.

If the C-130 AMP is coming under the gun it's all about the money and the program's own performance. Maybe it hasn't gone as well as C-5 AMP afterall?

I find your statement regarding C-5 AMP interesting. So did you work C-5 AMP and are talking about the 3 April 2006 crash of 84-0059?

Sure. No problem. Love those LSNs. They are a real treasure trove. Intended to keep everyone up to speed on the lastest, they turned out to be excellent historical archives.

Later

From LSN Vol.26 No. 1 Jan-Mar 1999

"As stated earlier, Lockheed Martin began installing the

AN/APN-241 on the Hercules aircraft with Serial

Number 5310. The basic radar installation on the

C-130H and the C-130J is the same, however, the user

interface is vastly different."

"Serial Number 5310, a fiscal year 1992 C-130H aircraft.

Later C-130H aircraft introduced a Traffic Alert

and Collision Avoidance (TCAS) overlay capability

integrated with the Mode S IFF. The radar was also

integrated into the C-130J."

AF Serial is 92-1531 and it does belong to the Wyoming Air Guard,

Whoa Whoa Wait...It was a JOKE. I was there three years. I know everyone was busting butt in those days. For crying out loud. Don't be so sensitive. Sorry for upsetting you!!!! Cripe

Brings a true story to mind. Oct 1968 Pittsburgh PA Induction Center. Got off the train at 0630. Spent the day with a room full of guys filling out forms, taking tests, being interviewed, getting a "turn your head and cough" physical. About 1500-1600 hrs a MSgt comes in the room and barks at all the new Air Force recruits to file out onto the buses to the airport. When asked why the other guys were staying behind he answered that they were Army and Marine draftees and they would be spending the night scrubbing and waxing the floor we used all day before they shipped out.

Love Rudek's pointy "rocket" hat.

You can pretty much figure out the island tenure of each of these guys by the tan, or non tan, that they have. lol

Or better yet, you can figure out which ones are working their butts off and which are spending way to much time back at the barracks sunning themselves.

Who to impress? The girls downtown saw tan skin all the time. The pale guys were much more of intriguing.