steve haigler

Holy Schitt Dan,

What a predicament if you really needed it.!! (Fix Bayonets)

Corrective Action: I guess a guy would have to weigh every round before loading in the clip.

Steve

I was class of 67-68 V.N., TET and ETC. I want to say Thanks for serving to all. I made it out with prostate cancer and have been free for 8 years now.

Steve

Nam 67-68 talking about taxi starts.

I was Fe,Fm, and Load (3in1) on the C-7A while at Hue I was up in the hatch clearing wing tips for the pilot on our taxi in to drop off about 10 troops when I felt the concussion against my back as a result of a rocket attack near the fuel dump. Tower announced we were under attack and all aircraft expedite takeoff. I went to the back and told everyone" DD attack"

They left me with the bags that I threw off while we were taxiing out. I resumed my hatch position and saw 2 C-130's on the runway taking off with 1 and 4 engs. spooling up, 2 and 3 at max power. Cool manuver that I always held in my mind as a C-130 F.E.

Steve H.

Casey,

Very impressive work, keep it up and thank you for your good of the Herky World.

Steve H.

Web didn't work.

As an old guy with a short pencil and no eraser on backing when the condition allows the manuever. The tires take a set and its hard to overcome the flat spot on the reversing. I believe the Tq. avail. is only about 6000#

I was always taught to never get yourself into a spot that one couldn't get out.

Next time try this and must be briefed, power the acft. forward to get off the flat spot, then gently go into reverse while the acft. is rolling forward. Works good and have used it many times.

I agree w/ Natops1 look at the cannon plug and the pins under the flt. deck.

Just throwing suggestions and sometimes not even related but the GTC had a piqulo tube and occasionally it had to be burped by running your finger over the air holes that sense baro. pressure. This procedure was used when the GTC would not come on speed.

Very neat video, Leo Sullivan was probably the test pilot. Thanks for sharing.

KingChief,

Good ex. of flt.station armor layout is T.O. 1C-130H-1 P.1-281 Fig. 1-94 sheet 1 of 5> Get ready to Bastardize.

Steve

The old 55-130 which is an AFI today, day VMC sticks in my head.

Steve

Preflt. on a cold Wisconsin day, common procedure to free up a frozen chalk to the ground was to use the 'J' bar. Entering the crew entrance after the task carring the bar required a little twist to make the turn into the cargo comp. There goes the back, that was the worst 2.5 AFTP in my life, one cheek on the seat the whole flt. Time heals lesson learned.

Steve

Just trying to help Herky400,

Try Mr. Google and enter "coefficient of friction" there is a plethera of conditions,materials, temps, and surface formulals for you to compute.

Steve

Tiny,

How do you like retirement?

It took me about 6 mos. to put the chalks in.

Merry Christmas

Steve H.

Received a buddy start at camp mccoy A-Mod C-130 early eighties, #4 eng. Easier on an otbd. eng on A-mod because you're not spinning an A/C gen. on our particular airplanes. Worked as advertised. The pilot used some technique with milking the throttle to change blade angle and eng started nicely.

Steve

33,000' in an A model with a cabin of about 7,000 in U.S. from Charly to MKE.

Steve

APU Fuel Burn.

Data on fuel burn can be found in the T.O. that governs the Flt. Engr. form 796 fuel log and it's been to long for me. I will look in my memorial library and get back to you.

Tiny,

TO 1C-130H-1 Chap.6 Flight Characteristics P.6-3 para:MANEUVERING FLIGHT states bank no greater than 60. I guess anything greater is considered areobatic which is prohibited. Gunships you guys were aerobatic to get the job done.

Steve

Good work Casey and thanks for being there.!!

Steve H.

Try rep. the dashpot in prop housing assy. clean up cannon plug. go from there.

Steve

Fin Stall

Can occur at all speeds between stall speed and approximately 170 KIAS in all flap configurations with power on. The susceptibility of encountering the fin stall condition is greatest at low speed with high power on. Rapid yawing can be produced with (1) relitively low abrupt rudder inputs or (2) abnormally high rudder deflections. As the airplane attude approaches the critical sideslip angle, heavy verticle fin buffet will develop. WARNING If the airplane is allowed to proceed into sideslip angles beyond the onset of buffet, a wing may stall resulting in loss of lateral and directional stability from which it may be extremely difficult to recover. This could lead to the possible loss of the airplane.

Evansville misshap, engine out practice shortly after after T.O. I believe the crew had #1 eng. retarded to simulate loss, received a radio call to RTB from OPS. The IP, left seat looked down to his left into his brief case for instructions, felt the acft. yaw and noticed the turn and slip ball way to the left all while the #1 eng. was still in F.I. The young CP was flying the acft. The I.P. said "step on the ball" a common command for a side slip. The acft. did almost a complete stop, stalled and rolled over to the left, that is why the acft. left a crater in a parking lot.

Dan,

Thanks for serving.!!

Album well presented and respected.

Was there 67-68, Caribou FE 537th Phu Cat central highlands.

Vivid today as it was 43 years ago.

Regards,

Steve

Brazil AMP

In Nam class of 67-68, actual FYI: C-rat peanut butter mixed the issued insect repellent made a good sterno.

Steve

Sometimes techniques are bad, but then again. Old A mod. prob. B/F #3 eng. start the ATM would drop off line, by depressing the hot day start and going to reset on the A/C gen everything came back. Doing an end around the RCR.

Not a common practice but got you going with bad guys comming over the fence.

Steve