fenmonster

I was told that it is because the external air connection is right next to #2 and external power is on the left side as well. So while 3 &4 are being started the age equipment can be removed at the same time.

Hi Laurent,

As I recall the kits are the same except that the J kit has the different props and engines. (naturally ) The kit's J engines look like better replicas that the -9's they are supposed to replicate. If you use the kit engines I don't think anyone except us will know the difference. All you will need to do is install the 3 blade parts/ props. As for external tanks you will need to find some that come with F-101 Vodoo's. They have the same tanks. You will need to find a drill bit the same size as the troop windows if you are planning to add landing lights.

I will check my parts stash. I am pretty sure that I have all the 3 blade props/parts I also have extra cargo comp windows to use as landing lights. You are on your own as far as finding the external tanks. I have lots of the standard tanks in use today but not the A model ones. You can check out the OZMODS web page in Austraila they used to have an A model conversion set available last time I checked.

Let me know if you want /need my spare parts. just let me know where to send them.

Good luck,

Jerry "Fenmonster" Fenwick

I had forgotten how much I enjoyed the simulator in preparation for my "Engine Run". And how much I dreaded the actual test in a real C-130!! Wish I could remember the test pilot's name, he really did a good job of calming us down and getting the certificate!!!!

Back in '89 (I think) I was in the first engine run class at Pope that did not jump chocks in the real aircraft. I was looking forward to it. When I did my first real live run, as a coincidence the tail # (1262 I think) was the same as the simulators.

--Fenmonster

The Red "X" lounge

The AFTO shack

The hog trough

The porkchop lounge

Bravo rotes were treated like Las Vegas is today.. What happened on rote stayed on rote.

Take Care

Hey Giz, those thingies on the C-141 were called tip-over struts and they were filled with Hyd. fluid. They were very simple to operate...simply open the door , pull out the safety pin pull out the strut and let it swing down. When it scoped out and touched the ground you just turned the little valve to trap the fluid in the extended strut and bingo!...the old star lizard was set to load. It had one on each side of the aft fusealage. A few were left down and went bye bye after takeoff. Bill

I don't mean to nit pick this....but I will. Actually they were serviced with fuel. Yep fuel. Hydraulic fluid was too cold to function in them after landing from a prolonged cruise at high altitude.

Jerry "Fenmonster" Fenwick

I recall being told about this incident in about 1973-74. My first operational assignment out of NAV school was to the 48th TAS at Forbes. When Forbes was closed, the 48th transferred to Little Rock. I "traded" with another NAV and went with the 47th TAS to Dyess (we became the 774th TAS). I must have been told about this incident by someone who was still with the (former) 48th TAS at Little Rock. To the best of my recollection-----

Three C-130Es from the (former) 48th out of Little Rock went to Pope AFB to demonstrate our capabilities of LAPES dropping three Army tanks with Army and Air Force Generals in attendance. One of the drops worked as it should have. During another drop, the tank tumbled down the drop zone and was destroyed.

The third drop was the subject of this thread. My understanding is that the NAV was on "hot mike" when he called "green light" for the tank to be released. The co-pilot turned on the green light switch. However, the loadmaster did not have his "hot mike" switch activated, so he did not hear the NAV say "green light." As we know, the loadmaster was not supposed to release a load until he both heard "green light" and saw the green light. Since he did not hear "green light" he did not release the tank. After a few seconds, the AC realized the tank had not been released. So, he started a climb to get some altitude for safety reasons. However, at about 300-400 feet, he said, "Load, did you hear 'green light'?" The green light was still on and now the loadmaster also heard "green light," so he released the tank. Result: The second tank of the day destroyed. Not a good day.........

Crew error was the finding. I recall it was a fundamental rule for the aircrew that the words "green light" were never to be used during a drop mission except by the NAV when calling for the "green light" to actually drop a load.

This may explane the origan of the "green game" we used to play on 141 airdrop msn's. Any use of the word green in any context, at anytime from leaving the chocks at home station to return to home station constitutes buying a round of beer as a "punisment". The fun part was trying to get formation lead to say Greensboro instead of the icode during departure routing readback from ATC.

--Jerry "fenmonster" Fenwick

I think the loadmaster could have stuck his Squadron sticker on the nose if he wanted too. Would have been fun to watch the fighter pilot try to explain how it got there when he got back.

I'm an F-22?? WTF?

So what did you get her; if I may ask?

Injunears are highly trained and knowledgable, looking at the newer Hercs it has taken a big ass computer to replace us. Us switcheflippers could always cool you strapstrechers down with the turn of a knob or the flip of a switch. Checked set/out

Or not flip that switch......

From Lars' book:

Crashed dropping Sheridan tank at Ft Bragg. Load hung up, parachute deployed.

I thought this was the one that came down too fast. I think this was it.

This video is of 0945 crashing doing a lapes at the Sicily DZ at Bragg. There was a dyess acft that crashed a couple of years later doing a heavy drop (I think it was a Sheridan also) Load hung up and a loadmaster jumped up on the tank with a machatte to cut the lines unsucessfully and he was killed on impact. The rest of the crew survived.

Jerry "Fenmonster" Fenwick

Congratulations! I remember my first qualified trip without an instructor. Kinda strange to look over at the bunk and its empty for the first time. (C-141)

29500 on rote at Moldyhole back in 1990. We wanted higher but ATC couldn't give it to us. He then asked if we were trying to set the rote record. Which ended up 35000 by a different crew.

Jerry Fenwick

A very good morning to you guys!.......Can't wait to see the drawings!!!....................................John Boy

Hi John,

Sorry for the delay on the drawings, had other things going on.

So far no luck in finding the drawings I'm looking for. I found some small ones in an old maint orientation handbook, but it doesn't show where the pins go. I think I have the shots I'm looking for on a training CD somewhere. I'll see if I can still find them. I know I have seen them somewhere...

--Jerry Fenwick

While "racked and stacked" at the Kohbar Towers we always made it a point to swipe the crew truck and head over to "Lucky Base". For some reason the buncha' trailer doobers they pushed together at the towers was bargain basement stuff, sometimes safer to just live with the MRE's (those days what I wouldn't give for a C-Rat!). Last few years in the "war" I spent some time at Hurlburt - man was that really Grade A grub.

Fleagle

Oh yeah! Who's still got their P-38!?

I do! (somewhere)

--Jerry Fenwick

Surprisingly, Ascension Island had some good breakfast, and Camp Butmir(?) in Sarajevo was a nice surprise as well.

I gained 10 pounds in 9 days at Ascension Island. The Marriot or something like that had the food contract at the time.

--Jerry Fenmonster Fenwick

You can check the site anytime. They were loaded some time back along with with a rough graphic of what the flightpath was. For interest, the crew were around 170ft BELOW runway level when they regained control. The runway sits in high ground next to a river. The left seater, Bob Brown, said he was looking up at the roofs of the houses just before passing overtop. It was interesting to see a C-141 disappear below the tree line then reappear 1/2 mile away slowly climbing.

Unfortunately the pilot who took control passed away about 4 years ago. I believe Bob Brown was doing his check ride at the time!

I went to the C-141 site right after you posted the DM pic of 614. I was thinking "why does 614 sound familier?" I checked the tail number roster and found out why. Nice to hear the story from someone who was there.

Thanks,

Jerry Fenwick

Jerry,

I was on the Richmond ramp at the time and also on the parts pickup crew that went off base to retrieve whatever we could find.

I have supplied some up-dated info and pictures to Mike Novack for the C-141 Heaven site. I have also recently received a copy of the log book entry from the Herc pilot, Eric Lundberg.

Bob M

Sweet! Hopefully Mike can load them up. I look forward to seeing them.

--Thanks,

Jerry Fenwick

In that kind of situation, why would you worry about anyone riding the brakes?

Just remember to say "non-standard" and be prepared to explain the deviation to the examiner if one is around.

--Jerry Fenwick

There is still one complete C-141 waaay down the back of AMARG in the battle damage area, Area 28. It doesn't look like it has been demiled yet either. The other one that is seen from the bus tour is 64-0614, the one which survived the double assymetric engine failure on takeoff in 1977. There is a group of former C-141 guys out of Cailfornia thrying to obtain the forward fuselage from the wheel wells foward to set up as a memorial for those who flew the C-141.

I was always hoping that at least a couple of "low time" airframes would be stored as opposed to turning them all into beer cans. That way I can hope to be on a ferry flight crew to a museum someplace. I do hope that at least some of 614 will be saved in some manner. That dual engine failure was/is legendary in the heavy world. It was still simulated on two engine day in the sim. For trivia purposes the accident happened at RAAF Richmond down under. An airborne Herk assisted with guiding the 141 back through the river valley to the runway, trailing burning parts the whole way.

--Jerry Fenwick

Hey Jerry!.....don't worry about it I think you know about the C-5 much much more than I do. I haven't got a clue. But I think that a safety pin in the down lock brace will just prevent that brace from folding(unlock)

And by the way, do you have screw jacks or hyd. actuators? Interesting thread...........................John Boy

Hi John,

You will get a kick of the gear set up when I find the drawings I'm looking for. When you see the complexity of the gear you won't wonder why there were so many gear problems.

I was almost done with my first engineer upgrade training after transitioning from the Starlifter. I could'nt conceal my migranes any longer and was permamently grounded. Or as I like to describe it I was drug kicking and screaming from the flight deck.

-Jerry Fenwick

Hi! I am on the impression that the boogie can rotate but with a pin in, no way it's gonna go up. The pin do not interact with the hydraulic sequences. But if you tell me that you never install the pins, I can't say anything else except that there is something wrong with that gear system..............John Boy

I'm gonna have to drag the -1 out now..Just want to make sure that CRS is not kicking in already..I'll see check and see if the bogie will rotate with the pins installed. I'm just glad this isn't a check ride.

--Jerry Fenwick

you know what!!!! I think that during the walk around, the FE forgot to remove the safety pin on this gear. Does it make sense to you guys!!...............................John Boy

The main gear pins on C-5's were hardly ever installed. I only seen one installed once. That was after some heavy (is there any other kind on a C-5) maintanance. It was even missing the remove before flight streamer. The gear would not have moved at all had it been installed.

I've talked to several people at the museum in hopes of getting her back in good condition, but keep getting told that it's not a priority. I even volunteered to work on her at least get a little TLC done, but was told you had to have a A&P to work on museum aircraft (Which is funny, you don't need one here to work on the ones flying) I live about ten minutes away if you need me to go talk to someone, I'd love to get in on fixing her up. Can't do much financially, but I have tools and some leave I can take.

I was told at the AMC Museum at Dover AFB that nothing was required to work on the airframes there since they are static and would never fly again.

I volunteered to work on 69-6580 after it was retired there. I was it's Crew Chief when the interior/exterior paint schemes were changing and had to follow it thru refurb. I think it was the second one at Pope to have both inside and outside done at the same time.

--Jerry Fenwick