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Posts posted by HerkPFE

  1. I had two, four engine rollbacks in four years of fly T models...the sad part was it was with the same S/N sync box. We were trained and practiced the malfunction in every sim. On line checks we would have to talk our way thru the procedure and get to the place where we pointed to the sync box and simulated pulling it.

    I think the Col was blowing crap out his behind.

  2. HerkPFE wrote:

    RPM Flux wrote:

    I have had a \"T\" model utility reservoir rupture while taxiing after maintenance cleaned out the drip pan from over servicing and I have had the top of the utility reservoir blow off after it also pressurized from the same situation but this time it was over serviced by an inflight mechanic that was riding along... So yes it can happen.

    I forgot to add that he reservoir top that blew off was on an \"A\" Model. And yes, to service a system under pressure without knowing where the leak is taking a chance but the \'A\" models we were moving had some leakage but to top the reservoir up under pressure is bad.

  3. T56MX wrote:

    Fritz is not at International Air Response any more. I think it is ether N117TG or 118TG of I.A.R. you can also see the tank doors on the belly and yes the wing tips are red and ext. trails black like I.A.R planes.Spent 5 yrs. at that hell hole.

    I know, I saw Woody about 30 days ago. But never fear, Fritz is still working A Models. I spent 4 years at H&P. HVFS C-130 had the same paint scheme also.

  4. Does anyone have a picture of VR-54\'s ramp sill that had \"Laissez les bons temps rouler\" painted on it. When we stood the squadron up we had the first couple of ramps painted that way. Of course the Wing had a fit and made us remove it...drug our feet doing it but I am hoping someone got pictures of it. Anyone stationed there now?


  5. RPM Flux wrote:

    This issue has come up in our squadron once again. This time the FE serviced it in flight, told hydro that it may be over serviced after they landed. When day shift came in, they had a mess to clean up. It\'s gotten to the point we got MX Officers meeting with Operations Officers. I actually heard the MX Officer say that the pressure in the reservoir could have caused it to rupture damaging the airplane or personnel. Now, I have been flying for a long time and I have never heard this one. Any comments??:laugh:

    I have had a \"T\" model utility reservoir rupture while taxiing after maintenance cleaned out the drip pan from over servicing and I have had the top of the utility reservoir blow off after it also pressurized from the same situation but this time it was over serviced by an inflight mechanic that was riding along... So yes it can happen.

  6. It looks like an A model Type II beaver tail and the ramp looks like the Type II light weight floor. Maybe Fritz can share if he has any knowledge, The wing tips and horiz stab tips painted along with the exhaust trail being painted black makes me think of only two companies.

    Yes, those are the external fuel tanks.

  7. That is why I liked the Navy concept as being an FE was a collateral duty and he/she still had his maintenance job to do. In fact I was the Acting Maintenance Control Chief for almost a year plus being a senior Instructor FE.

    If you were one of those \"It is my job to pre-flight an aircraft to death\" it was proven pretty quickly and that FE could find themselves burning the midnight oil to get the aircraft fixed.

  8. If you need a set for static display or as a teaching tool, contact Joel at B&G Industries @ 317-258-8204 and ask him to find out if there are any A model outer wings out in storage and who owns them. Tell him Greg sent you :)

  9. Bill Miller wrote:

    So what is the performance increase with the new prop and wing tip tanks and did you have -15 installed or -7 engines. I know Lynden is looking at installing the solid state valve housing assembly, but have not heard much about the prop yet.

    They had -7 installed and the performance was greatly enhanced. i think the figures are still proprietary in nature...or someone else can give them up.

  10. \"Airbus threatened to go to court, AF found some shaky dealings between Boeing and a super-grade civil servant, and canceled the deal.

    There was also a female Col. and several AF military folks that were nailed for shady dealings.

    Take it from somebody that does maintenance on both Boeing and ScareBus

    Aircraft...the thought that comes to my mind is like comparing a 1969 Toyota to a 1969 Ford Galaxy. The Toyota was a good car for 50K in mileage then you threw it away...the ford could go 100K in mileage with the right care. I have worked Heavy Maintenance on the A-319/320 and it is a ten year aircraft.

    Just my two cents

  11. StovetopNav wrote:

    No more C-130s at WG...

    Not much left at Willy\'s Grave. That was a happening base back in the early 80\'s. There were 23 P-3\'s and a bunch of C-130\'s. There were always some of each bouncing seven days a week. I was an FE on the P-3\'s there in 1981-82.

  12. herkmann wrote:

    Safair, a South African cargo operator, is in great need of herk capts. They have operations in South America, Afghanistan, Southeast Asia and Africa. The jobs are a combination of commercial work, UN relief and peacekeeping work and some Nato contracts. The contract period is usually one year, the south african licence validation is a piece of cake and you can fly until 65. Also the pay is pretty good so anyone interested checkout their website.

    Yea, I hear that they need Type Rated Captains and co-pilots but no FE\'s at the moment. :dry:

  13. jetcal1 wrote:

    Yep, we had a CFI walk into a prop one night because he thought he had gone far enough out of the arc. He gashed up his right arm but survived. Like your 1900 incident, he did not belong in aviation either. (Geez, that was in Chicago too! wonder if they were family?)

    I may also be influenced by CV ops. On a flight deck at night, you really can\'t see, hear or feel alot of details. You just gotta watch movements and the yellow shirts.

    But it just boils down to:

    I think paranoia is good thing on the flight line, and I\'ll take the teasing for being that way.

    Like you, I spent my first four years on a boat with F-8\'s and F-4N\'s

    You are correct you could not hear or feel much...the vibration alone was known to loosen fillings in your teeth. I worked my way up from plane captain to a final checker on the cats where at least I could breath fresh air. But I was a young lad and only had a couple things on my mind...personal safety or common sense were not one of them.

    Again, situational awareness is what is needed when operating around aircraft.

  14. jetcal1 wrote:

    Yup, but if you work around different engine types, it\'s still not a bad idea to automatically stay out of the arc. If you are out of the arc.. you won\'t walk into it at night when you can\'t see it.

    There are still occasions where it happens.

    Your right, it does still happen. This is no shit...I was part of the investigation on both incidences. Said mechanic working for a regional airline flying out of Chicago (MDW) walked into a turning prop on a Beech 1900...it did not kill him but gave his a deep gash on the head and shoulder. Investigation showed human factor causes of max overtime work, pressure to get the aircraft turned and out again, and twilight. Seven months later, the same mechanic walked into a turning prop again...again it did not kill him cut his shoulder, arm, lost a couple fingers. Human Factor causes..who cares the guy was a idiot and was terminated for cause.

    So yes, it does happen but a little situational awareness goes a long way. My bottom line is if the GTC/APU is running, or air-cart is hooked up and running I steer clear of prop arc\'s

  15. DC10FE wrote:

    Wow! Do they still preach that? I always thought that was a holdover from the recip days. I used to get jacked up all the time for that felony!!

    Don R.

    Yea Don...they still preach it on the military side of things...on the civilian side you would get your butt chewed for waste time walking around the props

  16. Mortarbait wrote:

    HerkPFE. Biil Hicks was my loadmaster in the 86-87 season on the ice. Satan just arrived in the squadron as I was leaving, and I think he was an AT before he became an LDO. Don\'t know Roy williams.

    Bill was my Load at VR-54 and he worked with me in Safety/Natops. Last I heard (well after I retired) that he was going to P-3 FE school and being stationed at NAS Willow Grove.

    Satan was our Safety/Natops Officer and then he came down after I went to run MXC to become the AMO. He made 0-5 and went to the G-V squadron in HI as the OinC. Last I heard he retired in P\'cola and is driving a corporate jet.

    Did you ever fly with Rick DeRosier or Vipperman?

    Take Care,

  17. Dan Wilson wrote:

    Okay guys, thanks for the answers.

    What had me screwed up was I thought that 103.5 is what we always taught for fuel topping, but then I read that Lockheed manual the other day that said 104.5 to 105.5! Unfortunately I don\'t have any other references left to check it against and my pharmaceutical soaked brain just couldn\'t get out of the vapor lock it got into.

    I really wish I would have kept my books, but after I was med disqualified I got rid of a lot of stuff; it was pretty painful for the first year, still in the Air Force and in a flying squadron but cant fly anymore:( (they just didn\'t want to go for that 15th waiver) At least I finally got past that point so now when I see one of you guys buzzing the house I can say \"you lucky bastards\" and not hurt too bad!



    Everytime we have moved, my wife has bitched me out for all the \"books\" I have kept. It wasn\'t until after I retired and we started really mingling with old squadron mates that she figured out some of the things we did. I have been a FE on P-3A/B/C, C-130A/E/G/H/T, B727-100/200, L1011-50/100/250/500, L-188, KC-97G, C-118, DC-8 and have the flight manuals (at the least) for each of them. For the L1011 I have over 70 pounds of manuals and charts...I know that because I shipped them al at one point to someone I was consulting with about operating a couple L10\'s

    I feel for you for being DQ\'ed for flying. The only thing I think that was worst was the Navy...being a FE was a collateral duty and you had to perform your primary MOS/NEC also. I was a Aviation Metalsmith (airframe/flight control/LG/HYD...etc.) so I ran the airframe shop, when I got to be an E-6 started working QA, and Maintenance Control and flying 40 to 100 a month also. Got passed over numerous times for E-7 since I would not give up flying...in the whole Navy during the 80\'s and 90\'s there was only openings for 14 E-7 C-130 FE\'s, 4 E-8 and 2 E-9\'s. So it was tought to be promoted to E-7, E-8 or E-9 and knowing you would be grounded...and it was a good chance in the great Navy wisdom to transfer you to a fighter or helo squadron where all your system knowledge would go to waste.

    Don\'t feel bad Dan, you have forgotten more then a lot of us ever knew.

  18. pjvr99 wrote:

    ..... bearing in mind when the prop does over-speed, the fuel conrol governor rpm is set according to fuel flow, which mostly is around 104.5% to 105.5%

    In my 25+ years of maintaining and being an FE on aircraft equipped with the T56 engine I have mainly seen the RPM ranges 104.5% to 105.5%.

    In fact the P-3A/B Natops(Navy -1 manual) has a caution note in the Fuel Governor Pitchlock test that if the RPM is between 105.5% and 106.0% to investigate that the propeller is not governing the RPM.

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