GVS

That pump was for brake pressure buildup.

With no elec. or hyd. power on the acft. and the aft door open, ramp down , does anyone remember releasing the door manualy with the C/C valves set so the ramp would come up part way? Sure beat hand pumping the ramp up.

Are you saying calling the engine start is no longer required ?

No visable tail codes on Lockborn aircraft (39th,40th,41st) at the time of my departure in 1/65.

A6/EA6,E2,F14(some),F4(used as chase for F14 during it's early Flt.development/test .

If you were there in '64 ,as Dutch says ,you were at M3.

Don't know the call sign for Evreux but would like to know when you were there,what squadron and what Maggi you worked/flew out of.

Used to be when the door warning came on the chutes went on. Or if a hatch / ramp/aft door was going to be opened chutes would be put on.

When did starting engines without EXT. PWR. and with the ATM stopped become SOP? I think I started more A models with the ATM/GTC than with EXT.PWR. If the ATM did drop off , hold Hot Day Start until engine was on speed. As far as the engine shop changing starters, in the 322nd A.D./317th TCW ,the C.C . changed them as well as generators and Hyd. pumps .

"A" model 531's co pilot's yoke medallion had been removed and a C130 in profile with cumulous clouds in the background was etched on it.Looked real nice and was still on the acft. when I left it in '65.

130 A model: Throttle appox. 1" above flt. idle, condition lever to air start and let her rip. Just like an air start.( From memory,may or may not be correct)

You and T/sgt. Jim Darby.

Winter '62/'63.Evreux AB.C130A 55 007, running all 4 to parallel generators on an icy pad with a chock in front of each main tire. Went from grd. idle to flt. idle.The chocks were kicked out, acft. skated ahead. NO ONE has ever pulled the power levers from flt. idle to max reverse that quickly.Guy on the ground headset was long gone.Acft. slid ahead a good 60 to 70 feet. Backed straight back into the pad and shut down. Got very lucky, no one hurt and no damage to the acft.What must be kept in mind is how quickly this can happen. In 30 plus years of runs and taxi checks subsequent to this incident it never happened to me again.

Pretty sure a lot of troops on here are with you on this.

The crew chief should have reset the C/B's before the FE set foot on the aircraft!

Correct.True on E2C and probably P3 as well

John Wilson's reply is as I remember it on A models.

And the way I heard the story (in the early '60's ) Gen. LaMay was flying the aircraft.

I'm with Tinwhistle on this.Right down to the forty+ years since CC a Herk. Don't know how anyone could pencilwhip this.

Only seven loadies were harmed in makeing this video.

We called them roller/conveyers.

Went through basic with Cecil.Didn't seem the type to bail on a whim.Later became a F E.

Rolling Thunder has it. Photo taken 1/59 at Evreux.

Pylon tanks on the A models were full at 450 gallons and were serviced "over the wing".From memory and if fully serviced they added about 1.6 hrs.flying time and about 530 statute miles of range.Standard ramp load,at least at Evreux, was 28000 lbs.If more than 28000 was needed it was to be added "over the wing"to a maximum of I think 34000.Fuel load across the wing from tank 1,2,3 and 4 was 7200,6800, 6800 and 7200 lbs.The 400 lb. spread from outb'd to inb'd tanks was to be maintained as closely as possible throughout the flight.And as I recall there was a SPR drain pump.

Seems to me one was the actual drain mast and the other was a vent/breather mast.