larry myers

Casy, Frankly, I like your proposal. It much better describes what the web site is about and as such I believe it would increase traffic. Assuming traffic increase is an objective. Am sure there are many people out there looking at, "herkybirds," and wondering what the hell is that. Myers

Does this bonehead FE not have ANY system knoweledge? Ask him what the other three eng. oil cooler flaps were doing. Or what he's observed on other aircraft. Usually FEs are beating thier chest about thier superior knowledge of acft. systems. Important stuff, like how many times a minute the nav. lites blink. I don't have acess to tech data but if you show him the system diagram maybe he'll understand. It's not rocket sicience. Need to clairfy my prevous post where I said the flap will, "cycle open/closed". The reader may percive the meaning was the flap would fully open or fully close. Not the case. Inflight at cruise altitude with oat at say -40c to -60c my experience is the flap will cycle somewhere between 30-40% and 5-0%.

Agree. pjve99 is right on. Follow his suggestion. The situation you discribe is serious. My guess, this engine could be very likely close to failure as a result of turbine shellout. The only time torching should be observed is at lightoff with enrichment on, and then only in the tailpipe. Sometimes torch will be a little longer on number three engine when starting off GTC air.

Agree. Inflight with oil cooler switch in auto the flap will cycle. It will not move in large incruments but it will cycle open/close in order to maintain optimum oil temp. Opps, fat fingered double post.

Agree. Inflight with oil cooler switch in auto the flap will cycle. It will not move in large incruments but it will open/close in order to maintain optimum oil temp.

And when you do all this bs make sure you sit in a big circle and don't forget to hold hands. Oh, and on your way out remember to sign the letter stating you have ethics...lmao

This is very funny, however, hate to say it but there is a lot of truth in it.

Dutch, I like the way you think.

I'm with Bob. As Sam said above they were stowed in the ramp door and on my acft. they were like new. My recollection is that small numbers (eight/ten) of pax. would be loaded thru the crew door. If engines were running the LM would position himself abeam the radome and forward of number one engine. He would put tension on the intercom cord holding it about belt high. On the other hand, large numbers of pax were loaded via the ramp. None of my experience was in SEA.

Agree Don. US Herk hit the nail on the head. Don't think anyone can say it better.

You bet it makes me feel old. I was assigned to the 130 shop at TAC when the 463rd was receiving those brand new 74s from Lockheed. One morning received a message from the Dyess DCM complaining about how much money they were spending to buy 20 man life rafts and all the survival gear contained therein. This because their new acft. were arriving without this equiptment. This gear was GFE. So called the IM at SAALC to find out the problem. He allowed he was not aware of the requirement which I knew to be bs. AFLC as part of the procurement process notified all ALCs of the GFE they were to provide. After work that day was setting in the club stag bar and struck up a conversation with the guy on the next stool. Turns out he worked in the TAC Comptrollers Office. Explained Dyess's problem. He allowed there was a means of recouping the funds the wing had spent. He worked with his wing counterpart and made it happen. Sometime later got a call from the IM whining about his funds going away. Classic example of a lazy incompnent IM. There were many.

The 14 years I was in the USAF 130 busness don't know of any outfit that crew chiefs or FEs were taxi qualified. Recips and fighters were a different story. At Phu Cat it was sop for CC s to taxi both F-100s and F-4s. As a sh SSgt I taxied a herk late at nite after engine work requiring hi power run. Our acft. were parked with the tail over dirt so anything above idle was prohibited. The acft. was scheduled that day, early. No way we were getting the AC out of bed at that time of day and there weren't enough of us to tow so. Told the tower what we had in mind. Got clearence to taxi. Cranked up, taxied to the eor with the engine tech in the right seat, ran up, everything checked out. Told the tower we were complete and got clearence to return to the ramp. Now comes the hairy part. All our parking spots were such the acft. had to be backed in. Up an incline. You couldn't be timid as oil temp. would quickly reach the hi. temp. limit. Luckly managed to get the acft. parked with little difficulty. Later that day the acft. launched on time. What surprised me was it was perfectly clear by the discrepancy and corrective action a hi power run was required but the Maj. in charge of the detachment said not a word as he signed the release. Later, me and the guys involved discussed what we had done and agreed it was a dumb thing to do and we should have waited for the day crew to come in. However, in those days my primary goal was to ensure my acft. flew when scheduled and sometimes when not. I did whatever it took, including removing (stealing) parts from other acft.

pjvr, I'm going with high oil temp. Pretty scary watching an engine lose 12 gals. of oil overboard in less than a minute. Especially when your at 32,000 flying a route that,s prohibited.

Giz, I think you should have worn your airpak more often. lol!!! Myers

You guys pretty much hit the nail on the head. About the only good thing about getting old is your around to play with your grandkids and at the end of the month you still have a little money in your pocket. BTW, if any of you old troopers need meds., let me know as I probably have something in my pill bag that will help. A couple of additional pill bottles and I won't be able to get that damm bag in the overhead.

Exactly how I saw it in 1963 when I had the identical squawk.

Engine oil spec. should have no effect on oil temp. The US Air Force C-130 fleet changed from MIL 7808 to MIL 23699 in about 1973/4, primarily because of it's superior lubricating ability. Not aware of a study but have been out of the loop for a long time. Prior to oil cooler augmentation high oil temp during ground operation was always problematic. Recall when operatiing from airfields at or above 5,000 ft., with oat 100+, time from engine start to takeoff needed to as short as possible or you would be bumping the upper limit. As Raven and George described above common practice was/is to shift to LSGI, advance the throttle a knob. Another method we used was, prior to eng. start manually drive all oil cooler flaps to full open and leave in manual untill prior to takeoff. After landing do the same. I know it's a massive pita for the FE to reach down and punch the little green button :roll eyes: but don't think there is a better fix. Long term, sounds like your fleet could use oil cooler augmentation. Raven makes good points above. What he details could certainly be part of the problem.

One of my assignments was a fighter base about 35 miles from the North Sea. We did a lot of Mach 1+ low level, 250 ft., flying over this body of water. Because of this high exposure to salt water our wash interval was 30 days which was the shortest interval in the manual. Keeping in mind, different acft., different engine, different time.

Edward, May be different in your air force but in mine it's not what the pilots want but what the manual says. Are you seeing an uptick in pilot squawks concerning engine low power. Or anything else that could be attribited to salt buildup. If not I would say your aircrews are trying to create a problem where there is none. If so it would seem the 14 day wash interval is doing the job. Agree with Steve1300. The US Navy and Coast Guard have much more experience operating in a salt water environment and there are several highly experienced ex navy and cg guys on this forum. Hopefully they can provide more and better insight.

I rode a 124 from Incerlik to Rhein Main. Was a comfortable acft. Warm and lots of room. But geez was it was slooow. Could have walked to RM in about the same time it took to fly. :D

Giz, When the 316th begain to aquire acft. in the summer of 1966 they came form different sources. Many came from the MAC wing at McGuire. I went to Moffett Field and picked up a MAC bird that was flown and maintained by the Navy. When an exmilitary acft. is aquired by a private company the military serial number goes away. For example, C-130A 56-0511, owned and operated by Internatiional Air Response nows bears civil reg. number N121TG. I know the N indicates the acft. is US registered and that other countries have an assigned first letter. That pretty much exhausts my knowledge of the subject. Perhaps Don can add to this.

I was at the local Chevy dealer yesterday. No one had seen the video. I pulled it up and before I knew the entire sales dept. was watching. For the next several minutes there were no cars sold as everyone was clustered around the PC. And when I left someone was calling to let everyone else know about the video.

The big improvement in maintainability that I remember most going from As to Es was the difference in how the engine fuel control mounted on the accesory gearbox. On the A there were about eight studs with the couple on the back side almost impossible to access. However, on the E the control was mounted via a Marmon clamp. Of course this was only one of many improvements, but for some reason it's the one that sticks in my mind.

Marvin, The first two digits, in this case, 56, indicate the fiscal year money was appropriated the buy the airplane. The time lag from appropriation to a completed ship parked on the ramp usually meant the gaining unit would recieve the bird the following year, in this case, 1957. The last three numbers are usually consective, i.e., 511, 512 and so on. I don't know what drives the numbers in the middle. For example the 1 in serial number 54-1637. Or the 0 in sn 56-0534. My observation of J tail numbers lead me to believe the numbering process is different now than in our day.

t35, Many moons ago had an identical squawk on my A model. Like you we replaced the drive motor, several times. We were deployed, with the acft. flying almost every day. After the first couple of sorties with inop tabs our aircrews begain to get nervous and jerky, and rightfully so. Sooo my assistant crew chief and I decided it was time to take drastic action. We ordered left and right teleflex cables and tab jackscrews. In essance we replaced everything that moved from the actuator cp out. Once we received the parts, on Saturday morning we removed one elevator and replaced drive cables and jackscrews. We only did one side so as to avoid the requirement for FCF. The acft. flew the next day ok. So the following day we did our thing on the other side. From that day on never had another elev. trim tab writeup. Which part was the culprit? Can't say for sure, but my guess was the teleflex outer covering was broken allowing water intrusion. Why did we overkill and change everything? Because only wanted to remove the elevators once.