Wombat

You can also try Cascade Aerospace in BC, Canada

7785 is now stored and sealed in Area 10 at AMARG. 555, 572 and the NC-130E laser a/c are also parked but not yet stored at AMARG.

Bob M

You can also try www.adastron.com That is an Aussie site run that has pictures of RAAF Hercs in the Lockheed section. Ron might also be able to get you some more up-to-date info too as the camo changed numerous times on the H models.

Bob M

Thanks. Did that sound like a normal config for the time then?

Those little differences you saw were either common to all A models or specific to what is refered to as an Early A Model. All A's had outboard pylons and trailing egde landing lights but only the early A's had the mid-door safely valve. Likewise they had manual GTC doors that were modded later to leave the intake and exhaust open all the time.

While I worked on E-Models at CCK, I know for sure they all had the upper and lower bunks.

Does anyone have a pic of the A-Model flight deck? I swear there was a bunk on the ones at Naha (67-69)!! Then again, I might not remember what I think I remember!!!

Ken

The A model had the main circuit breaker panel across the 245 BH. There was no place for a bunk.

Skip, Bob Daley is getting various pictures as these a/c arrive. I am in the position to photo them as they get moved. All 3 are now AMARG with 7785 now on the washrack. If you need pix as they get moved and stored, send me a PM for where to send them.

Bob M

I was on the initial flight tests for the MC-130E High Speed Low Level Aerial Delivery System (HSLLADS). The engineers learned and modified as they saw what was needed to open the ramp and door at speeds up to 300 knots. By initial design, reinforcement had been added to the exterior surface from F.S. 737 to F.S. 1041 (from aft of the paratroop doors to the horizontal stabilizer).

When we first attempted (high speed) opening of the ramp and door simultaneoulsy, the cargo ramp would begin to open, but the door was held down by the negative airflow pressure outside until the ramp protrusion into the airstream created a burble in the airflow; then the door would "pop" upward, causing damage to the single actuator and the actuator attach point.

So the fixes that were incorporated were:

1. to put in a sequence switch so that the door did not attempt to open until the ramp was 15 degrees open

2. Install dual actuators on the cargo door

3. Add special buffer boards on the cargo ramp

That was in 1968 for the Talon 1s, and basically the same design was later incorporated on the Talon 2.

John

Didn't they also fit dual door up-locks, one fitted either side rather than on center?

Wombat

This is the best that I can find.

Grant

Just for the record, 53-3133 was broken up along with 53-3134 in Tucson last Monday, 10 May, 2010. Sad photos are available if anyone is interested.

Wombat

According to the SPADL there are almost no parts interchangeable between the -9 and -7 hot sections and -7 and -15 hot sections. The -7 turbine is so highly stressed that they fitted a scatter shield to them so they wouldn't hit the airframe when they suffered an uncontained failure. The -9,-11 and -15 don't have a reputation for uncontained failures. The -7 turbine loads was the main reason the B and on had the engine nacelle moved forward several inches. It kept the turbine plane in front of the spar webs and planks if it failed.

Dash 11 was only fitted to the Aussie A models, 57-498 thru 57-509.

Correction to your prop speeds for the dash 11 engine. The prop turns faster using the -7 geargox. The three bladed prop turns at 4 bladed speed and is noisier as a result.

The official description of the kerosene used in the -11 is "super clean kerosene" as defined by the RAAF Fuels and Lubricants Handbook.

The engine is actually an Allison 501D13 power section fitted with a -7 gearbox. It runs the same max torque as the -7 and gives a 20kt higher cruise for the same power settings used for A models. As per Allison manual 11R4, the engine is limited to 4,300HP in the test cell, but runs the 4,050, the same as the -7. The -11 engine does not use USAF T.O.s for overhaul, but does for general maintenance. Overhaul is by Allison manuals 11R1 thru 4.

I have a full set of these manuals that I have used for over 20 years when working on the -11 engines.

For reference if needed, the check valve I am refering to is: Valve Assy, Check, Air Conditioning, Cargo Compartment. PNo. 377939-1. It is not illustrated in the dash 4 but is referenced. If you didn't know it was there you wouldn't know where to find it. it was fitted from AF60-0305 and on.

Bob M

Does your aircraft have a check valve (flapper) installed at the top of the trouser leg?

That valve prevents pressurisation leakage following a system failure, but if it sticks it will impede airflow in both directions.

You may have to slip some internal ducting loose to look back toward the wheel well bulkhead to determine if you have the valve and if so whether it is stuck.

Bob M

Casey, the real early A's had the doors hniged downwards then later modded to upward hinged. In the '70's the doors were removed it seems as a local mod. The airframes we have are fitted with numerous different designs of panel mods. Some have an intake and exhaust airflow deflector, some only an intake deflector and others none at all. The deflectors all look like locak design as they are just about all different. I haven't seen a TCTO for removal of the doors, but the ANG units seem to have done a lot of local mods themselves. The deflectors on the intake was to prevent airflow from causing GTC windmilling in flight. I have seen several a/c fitted with the later electric doors.

Bob m

An Indonesian Air Force spokesperson was quoted in the Jakarta Post recently as saying the prevailing opinion at the time was "uncommanded extension and subsequent separation of an outboard flap". That would explain witnesses as saying wing fall off and seeing it wobble somewhat before nosing in.

The NC-130B was sold to Maurice Skinazi's Airplane Sales International Corp for $183,000.

I believe he wants to use it as a parts source for the EC-130Q he got from GSA at last year's sale.

Now there is just one EC-130Q left but is probably being still kept as a parts source for the NCAR is operating.

Bidding ends thursday at 1100 hours but will probably go a little long as the frenzie gets going. As soon as I find out who and how much I'll post it (that's if someone else doesn't beat me to it).

Yep. Lockheed tested a 1/6th scale model in the Navy's test tank. It had a hull shape similar to the Albatross and engines mounted on top of the wings.

Bob D, that Francis Mason book might have a picture in it if I remember. Have you seen that pic Bob ?

GSa has a B model up for auction starting on 3 June. It requires a $25,000 bid deposit. I think that you will need more than one crew chief. Tail No N707NA, 58-0712. It looks like one of the planes that NASA used for research. Auction web address is WWW.gsaauctions.gov

The NASA NC-130B is being sold as a parts bird only. I did an inspection yesterday and we were told a condition of sale is that it cannot be flown. Besides, the documentation showing last flight with current time had "disappeared" some time since the a/c was opened for inspection for last year's attempt to sell it.

I have inspected the NASA NC-130B recently and you'd need all 4 engines and props to fly it. It has roller doors underneath the belly plus no cargo-style floor. It has a passenger module fitted plus the fwd floor has big holes for the cameras. Would make for an expensive rework to haul cargo.

You can check most programs on; www.designation-systems.net That site might help you as it lists all the project and operations codes.

The National Museum of the USAF quotes 800lbs tailpipe thrust with a max operating altitude of 55,000ft for the -7 series. You can check their blurb out of their site under T56. Turbo-props are optimized to provide drive shaft torque in lieu of thrust. An Allison engineer I did some work with some years ago said the turbine actually supplies about 9,000 shaft hp at the turbine coupling shaft front coupling and losing the rest to driving the compressor and reduction gearbox. He also said the unshrouded thrust was about 1,000lbs with about 200 lbs being lost due to the downward angling of the tailpipe. AC-130 crews will tell you there is a noticable increase in fuel burn due to the IR shrouds sometimes fitted over the tailpipes.

On the subject of patched aircraft, does anyone out there know how 55-0026 got shot up while in SEA? It is presently with National Aircraft in Tucson and so far we have been able to count 219 repairs to just the fuselage, horizontal and vertical stabs. The wings having been replaced during later rehabs.

Most repairs are left side and under surfaces and vary in size from 1/2" to 12" x 18".

I spoke to Hank Snow and he flew one through the Ah Shau valley which got shot up pretty bad but he doesn't remember the tail number. I believe it was also a Thunderbirds support a/c for awhile.

If anyone wants a picture of the probe I have a complete unit in my collection.

Bob,

I just tried to send this but lost the link. I think I sent you the picture of 3146 sitting on a dry lake bed while doing a LAPES for BP. You can see some brackets below the ailerons. When I saw it at Mirana in '89 it had what looked like 3" AN couplings mounted through the aileron shrouds as well as brackets attached to those same dzus rows. The aft fuselage had been repainted aft of 737 and there was some orange stains along the fuselage seams and horizontal stabs.

There was 4-5 months of records missing before it went into AeroCorp for rework prior to being turned over to the Forestry Service.

I was told by an air force captain sometime later that there was an attempt to use soon-to-be surplus A models to spray the coca plantations in Colombia.