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Everything posted by 0495

  1. Those of us living in Washington State call it "The Other Washington".
  2. Hercinherit, I would like a copy also. My email is c130d6@comcast.com Thanks Rob Staples
  3. Also caught the 737 type difference. The new MAX has the larger seating size. Typical an airplane is an airplane though process for the average TV viewer.
  4. As a Loadmaster, my understanding was that chaining prevented the struts from moving outward.The wedges in the gear tract would prevent the gear from going up. This is my 44 year old memory.
  5. Only could see the top of it. I was getting a instructor check ride on CDS. We followed the check list, somehow the release was fired and none of us found this. It rolled out perfectly, straight to the ground. I did pass the check ride.
  6. I was at Elmendorf AFB from 71 to 74 we had 57-0484 to 57-0495 with the 3 bladed props. Also 4 other A models with 3 bladed props.
  7. I see that the ski models were left out. The Air Force acquired 12 A models with skies in the 1957 budget. These were designated D model. The tail numbers were 0484 to 0495. After the DEW Line was finished in Greenland 6 had the skies and fairings removed. However the hydraulics, plumbing and wiring for the skis was retained. These were designated D-6. They were tail numbers 0484 to 0489. All 12 continued to fly from Elmendorf AFB, AK, along with 4 A models. The ski equipped planes were not used on the gravel strips the other 10 aircraft assigned to the 17 TAS had that mission. I was assigned to the 17 TAS in 1971 and left in 1973.
  8. He was in the 36th. I got to Langley in May 69. Had cross-trained into the Loadmaster field and assigned to the 4th Aerial Port, flying with the 36th, 37th. On the Nov-Feb rotation to Rhein-Main I was a volunteer from Aerial Port. He was a great pilot and leader. We were all over Europe.
  9. I was his loadmaster on 2 rotations to Delta Squadron (Nov 69 to Feb 70 and Sept to Nov 70). I enjoyed the flying in Europe during those times. Every so often I have though about where the other members of that crew were. I remember him very well.
  10. Did you get the license number of that airplane for the accident report. Each C130 of the 153rd, Wyoming ANG has a Wyoming vehicle license plate. It is displayed in the lower pilots window. The state legislature authorized these a few years ago. I talked to a crew member at an air show in the spring and found this out.
  11. Try getting a weight of an Army truck after it has been in the field for a few weeks. There is a faded chalk marking of its weight when it was weighed before it went to the field. That was when it was loaded and clean. Now it is reloaded and covered in mud. Also rotations with the E model, fuel and equipment took us to near max. Then add the crew, passengers and baggage. Still on the ground at 5,000 down the runway on takeoff.
  12. If you shorten the search to: http://www.nmusafvirtualtour.com/media/062 You can get to the parent directory where you can see the rest of the inside of the airplane.
  13. The Form F ALWAYS said that we were under 155K on the E model. On rotations we were much heavier than that. Also the FE's I flew with would always add a few thouand pounds to the weight I would give them to compute take off data.
  14. Love the skies. Was on the old D in early 70's. JATO was a blast.
  15. In the early 70's when I was flying airdrop there was a tab on the aft side of the last center tie down ring. When you rigged the extraction chute in the bomb shackle the exteaction line had a piece of 550 cord tied about 10' from the chute. There was a loop that went under that tab and was secured with string. This was to keep the extraction line tight when the ramp and door were opened.
  16. I agree also, I did not know him. But I was only in country on C141s. This is even harder to prove. St Louis does not have any record of crew orders or TDY records for 1971. I made the request and all I got back was a certified copy of my DD214.
  17. I watched the video, great! Went back to bookmark it and it is gone. Does anyone know where it went. I want to sent it to my brother who was a KC135 pilot.
  18. This is been a while ago but in 1972 there was a plan brought up where you could get a retirement pay after you served 6(?) years. BUT you had to wait until age 65. Also if you stayed 30 years your retirement would be 50% of your base pay. Again you had to wait until you were 65. AFMPC came to Elmendorf AFBl to give this briefing to everyone. As I remember it was about 2 hours and they were there for several days. This keeps coming up when Congress wants to reduce the DOD budget. I served 21+ years and have been retired 25 years.
  19. 0495

    No Hope-Pope

    Was at Langley in 69-70. Not many TDY's to Pope but was there several times. It was only an hour flight so we would go there for the day. Start early in the morning,land about 9, finish rigging for max troops. Large formations takeoff with drops between 1-2 PM. Land to drop off safety and parachute bags. Then race VFR back to Langley. The first crew back got the first debrief from maintenance with the others having to wait. No TDY pay, just a long day of "local" flying.
  20. I know where North, South Carolina is. That was where the first bare base excercise was held in fall 1969. I was part of the Aerial Port Group.
  21. I was a Loadmaster at Elmendorf in early 70s. When we did engine runs on ice we only ran 2 engines at a time. The other 2 were in reverse. In Oct 72 we were doing search missions for 2 missing congressmen, the RCR was 05 (Water over Ice) on the taxiways.
  22. All the aircraft mentioned have a unique nitch that the other aircraft cannot perform. Also remember that the A400M is a national airplane. Europe does not want to buy U.S. made aircraft and support the U.S. aircraft industry. They want to keep things in house. The same as us. We do not want to buy European made military aircraft.
  23. I was a new SSgt Loadmaster with the 4th Areial Port Squadron at Langley when this happened. I went on rotation with the 36th TAS in Nov 69 to Feb 70. Here are some of the information I got from crew chiefs at that time. "He was recently married and his wife was running around back at Langley. He had requested to return home to resolve the problems but was denied. There were others that were allowed to return early. The Squadron Commander volunteered the squadron for an additional 30 days TDY so they would not have to return over Christmas 69. Early that morning he called POL for a fuel truck. Then he called the tower to taxi for an engine run. (That was a routine practice at that time) After doing the engine run, he took the runway and left. What caused the plane to go down will likely never be known. The next several rotations for the 36TAS were to Rhine Main AB (Delta Squadron).
  24. As an E2 in 1965 I was making $93 a month. How things change.
  25. Langley was my first assignment after retraining as a Loadmaster in 1969. Arrived the end of May and was in the 4th Aerial Port to begin with. Went on rotation with the 36th in Nov 69. In March 70 swaped with a MSgt to the 36th (I was a SSgt). He wanted to be home more and I liked the travel. I left in Dec 70 going to C141s at McChord. Then to Elmendorf on 130A & D. Cross trained again into NAVAIDS Maintenance (ILS, TACAN, VOR Transmitters). Retired in 86. Robert (Rob) Staples
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