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Posts posted by n1dp

  1. This was demonstrated many moons ago with a CG herk taking off on a hot day. Good intentions by the FE, wanted to keep the pax cool. Short field takeoff, engine bleeds closed, left the APU running and got a fire light on climb out.

    By design, not enough cooling to provide bleed air in flight.

  2. That story was a real treat. Loved the 1339 even when she went full hot in the back to maintain pressure. Had the privilege of flying on HC-130Bs for a few years before their exit. Got to fly the 1348 to the boneyard. Good times.

  3. The racing stripe was pushed pretty hard after the USCG went from Treasury to Transportation in 1967. There are a few shots of the E-City flight line from that period that show aircraft with both schemes.

    The 1504 is very close, but the tail number design is different from the original. The Air Station name is usually painted on the tail, too. Otherwise, is sure is pretty!

  4. Years ago, up in Kodiak, we tested a battery in the hangar. It was about 54 degrees F. The battery was a NiCad, due for removal/overhaul. Turned on everything it would power in flight. It ran for several hours before the voltage dropped to below 23 volts. Now if you were at altitude for a while, that battery will be much colder. I wonder if this was ever tested at some of the cold weather test facilities in the past with NiCad or lead Acid batteries?

  5. One of the YC-15As was taken out of moth balls a few years ago by Boeing for some prototyping on that C-130 size tilt rotor thingy being batted around. (according to Aviation Leak magazine)

  6. My oldest wanted to go to a Vet school. I had her send off for info from many programs. The package we received from UC Davis in California was for a foreign student application complete with overseas postage. We lived in Alaska at the time.

  7. When the USCG got their "new" H models back in the early Eighties, the first batch were AF Slicks. The CG did the mods for CG mission equipment. One mod was adding scanner windows to CG 1700-1704 and 1790 tails. The engineering was done in-house for one very large patch. The attached photo is the best I can come up with, ignore the NOAA (?) air sampling experiment out of a side window. If the resolution remains, you can see the outline of the patch.

  8. "The lack of the large square scanner windows is a HUGE mistake."

    They sure are handy. It started when the Weather guys got stuck with the "J." When the Coast Guard got their six "free" Js the same topic came up. The Weather folks cut some square holes in their side exit doors. As the story went, being a proprietary airframe Lockheed would have to do the engineering on it. The story also went "sorry, can't do, too big a hole already with the side exit doors." I haven't seen any of the newer hercs with the side exit doors and a scanner window so I guess it's not just a "J" problem.

    A great place to scan the water or a bleeding engine!

  9. "Not sure if it started it or not, but right after I left LRF for EDF in May 1982 a LRF bird that took off late was trying to join up with a Phase II formation and while cranking it around in a joining turn rolled back the other way to miss a bug smasher and lost a wing."

    I think that crash was in April 1982. While at FE school a few months later, we students helped unload parts from the crash into the school house. A very sad moment.

  10. Original USN designation was R8V-1G, then it became SC-130B, HC-130G, and eventually the 1962 USAF standard of HC-130B Model 282-2B Loc. Ser. 3650 USAF Tail 61-2083

    CG 1348

    The Military.com site thread also had a black and white photo of the belly damage.

    Glad to help!

    Also, to Casey...who should I send some production list updates to for USCG airframes?


    Dave you can send them to me and I'll update them for the production list. Bob

    [email protected]

  11. It has been a while... one problem we had was just keeping the testers leads in good working order. We used the GTF-6 but then started using the battery operated units in the small aluminum cases. Battery operated units were very handy, but the test lead setup seemed to be unnecessarily complicated.

    Being able to find the parts to build an entire tank system, including all the in line connectors would be very helpful. A wet tank would be super. Wing flap connectors were always a corrosion mess. Soldering new plugs in the overhead or the indicators was always a nightmare.

    That's all for now...It's just too painful!

  12. This has been a most entertaining and informative thread.

    I thought the proprietary nature of the "J" would be the premature death of the C130, but I suppose that has all been worked out. There are alternatives out there but none the same size and/or with a wider belly for over-sized Army vehicles. I defer to Dan Wilson's essay on having a good mix of airlifters. We need some of each.

    Lockheed is a Giant Panda that can only thrive on US Government Bamboo. At least Boeing and Airbus produce some hardware for the private sector, but they sure are trying very hard to mirror Lockgreed's sense of entitlement; the KC-X being the most recent example.

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