MAXTORQ

Does anyone know if the tail number on this plane 1506 was changed from 72-1299 c/n [cn]4527[/cn]?

I agree. As time go's on and the member base builds it becomes a little more diffecult to be self moderated forum . I for one being a admin guy on www.dieselram.com and have been there since 2004 found that once the member base gets to around 8,000 or so it becomes a full time job to weed out the idiots. But we have maintained a heathly environment to this day. Where all adults here so lets act like it.

Casey this a great site and second home to me on the forums . Keep up the good work.

Maxtorq:cool:

I think someone forgot to read the TO. Unless some stole the tail jack.:eek:

If you look at the first picture .

Focus on #1 Prop #3 blade , just aft of the blade in the picture you will see the mounted LAIRCM pod.

LAIRCM is a lazer that is SUPPOSED to defeat missles by blinding the IFR camera on the nose.

The sensors are both above the flight deck windows , beaver tail. The lazer defeat are mounted aft of the troop doors .

I hate to say it though , LAIRCM makes a 130 look ugly.

Hey I got a pic on the side with one of the other birds while I was there at Hurby.

I was there fixing one of our birds once. Back in 2006.

Here is also a list of crashed c130's from all date ranges to 2000+.

By year and by country.

http://en.wikipedia.org/wiki/List_of_C-130_Hercules_crashes#1990s

Ok here we go.

Honduras This Week National.

Human error was cited as the principle cause of the accident involving a U.S. Air Force C-130H aircraft at Toncontín International Airport on April 1, according to a U.S. Air Force investigation report released this week to the press.

According to the report, it was the opinion of the investigators that "the majority of the errors [resulting in the accident] were committed by the aircrew." Furthermore, "the aircrew was unfamiliar with the airfield and failed to thoroughly plan the mission and use all available planning aids at their disposal."

The Hercules C-130, which was carrying household goods, a forklift and other cargo from Howard Air Base, Panama, made two attempts to land at Toncontín. On the second attempt, the aircraft failed to stop before the end of the runway, crashed through the perimeter security fence, fell onto the overpass to the El Pedregal district, and burst into flames.

Miraculously, there were no vehicles and pedestrians in the area at the time of the accident, even though it is a busy thoroughfare. However, three of the 10 American servicemen aboard the aircraft were killed in the crash.

Among the specific causes of the accident cited in the report are:

The pilots were unfamiliar with the airport.

* The aircrew did not take full advantage of flight planning aids at their disposal, and did not view a videotape on Toncontín International Airport.

* The pilot maintained a higher than normal approach airspeed, and landed with less than 100 percent flaps at a higher than normal landing speed, "leaving insufficient runway to stop the aircraft."

* Capt. Robert N. Woodard, the aircraft commander, did not have the necessary experience to make "assault landings."

* Supervisory personnel at Howard Air Base "failed to ensure the aircrew had viewed the training video for the airfield."

The report added that no evidence was found to suggest that poor maintenance contributed to the accident.

If I'm thinking correctly the bird was from Milwaukee .

Pilot used to be with the 302nd and the unit got rid of him because he was a hotshot pilot.

Short airfield ,overshot approach and ran off of the end of the runway into a gas station .

This was back when Howard AF was still open in Panama. We had just rotated out with WI , a week later it happed.

www.af.mil should have the story in the archives.

Any reason as to why the MLG door looks like its over-extended?

They are in the up position , CC's put them in this position for inspection purposes.

Nah I was just bustin your balls.:D

INS,

That would be a wheel chock bud. The guy up front is no different than the accual tug . Still have to have wing walkers , brake man and with no APU a guy in the back on the hand pump. :D

I have had this picture for awhile now from the 130th AW out of West Virginia.

I think this screams hernia. Or could be our next stimulas package.

Still a b E A utiful plane none the less.

I'd take one anyway I could get it. Less the center wing box problems of course.

I think I know the guy with his back to the video. His name was Pickle. He was at UBI' about that time.

We only do it with semetricals , to much going on to do all four at the same time. Nothing like tricking the fuel control into 106%.

True but the fun pucker factor is when somebody has ahold of the fuel governing switches during pitchlock.

Not sure about Lockheed. But Allison/Rolls Royce published a unofficial guide to cuase and failure as a result of many situations.

I have a copy and will see if I can get the info posted.

The guide is given to Herc maintainers along with FE's and pilots as a eye opener . :cool:

Here is one of the earliest pamphlets it has since changed to RR with a blue cover.

http://www.aircraft-manuals.com/alt56aienopo.html

Again back to the air requirements of the motor.

When we select LSGI we open 5th and 10th. Effectively removing the additional air that was used for cooling . The air from the diffuser is even hotter at this point along with the nozzle that changes it's spray pattern. The nozzles is two stages LSGI is 50 to 60psi , once NGI is selected the additional fuel pressure moves it to 250psi. Flame patterns are also different between LSGI and normal. So in affect the heat inside the cananular is hotter and removing build up of carbon.:cool:

Running at LSGI for 2 minutes is strictly to cool the shroud tips of each fuel nozzle. Each nozzle is actually bombarded by hot, pressurized air from the diffuser. As mentioned earlier, the air temp is much lower (almost 200 degrees) in this part of the engine during LSGI as opposed to GI. In addition, the lower RPM of LSGI slows the fuel pump, thereby reduced fuel pressure/volume. So at shutdown, the cooler nozzle, combined with less fuel pressure doesn't give the residual fuel optimal coking qualities...

Accually your backwards about the nozzles.

2 min in LSGI is there to burn off any coking of the fuel nozzles.

Remember that 75% of the air ingested is for cooling only the other 25% gets used for combustion.

When you down speed to LSGI you open the 5th and 10th stage bleed air pucks, effectivley removing the air flow . So to the TIT will be higher.:cool:

Only knew one Chief Bailey in my time.

So far in my career I have only seen a few bad ones. More concerned about themselves than others.

However, I have been associated with some damn fine ones that bent over backwards for their people. One of which retired after 40 years of service and was a SEA/CCMgst. The other after 30+ years.

People have different views as to the who's who the why's what and so on.

We don't serve our CIC we serve our country , secure it's borders and defend against foreign and domestic.