Railrunner130

I think I know where you're getting jammed up- The more bundles you have, the more the airplane weighs. Keep in mind that your Minimum Controllable Airspeed is higher at heavier weights. Therefore, you need more flaps to maintain the same amount of lift over the wings.

I'm a Loadmaster but I'll attempt to answer anyway. Because you are dropping only two, you need to use the flap setting for two. Keep in mind that CDS is a gravity airdrop. There isn't as much weight pushing two bundles out as five. Therefore, the higher deck angle is required. For the first drop, the other three bundles are still on the aircraft and are part of your operating weight at that point. They are essentially part of the airplane until they are dropped. Much like fuel not burnt.

I wonder if that's the prototype aircraft for the dual snubber found on the H models? I forget the exact serial number off hand, but they began to install dual snubbers on the slick production line with the 72-s.

It would've been very interesting if this system was further developed to work alongside other aircraft, such as the CH-54. It would've also been really neat to incorporate shipping containers into this concept. It would've had to be ERO capable also, but I really think this could've worked.

I'd guess they chose that route due to bridge restrictions. I saw a funky shaped object on a flatbed (I'm thinking it was an F-35 fuselage, but who knows...) going down I-81 about four years ago.

Patience my a$$, I'm going to kill something... on Gunship stickers/patches.

They need to get moving. We don't want to end up in the C-141C debockle. That was a waste.

I hate to think of how many brakes we went through in the desert this time around. It's a pretty good number and this upgrade will be much welcomed.

The slicks don't have any chair for the loadmaster, except for the H3s and probably Js. For combat ops, LMs are in the paratroop doors, scanning for threats. Some people use straps (as a sling) and some use a piece of plywood with holes where straps go and sling it as seats. The powers that be are promising a seat for us, along with a new milkstool. I've noticed that Spec Ops has an approved chair that they are getting, but I don't think that's intended for use on slicks. I'm pretty sure I've even seen photos of a prototype seat/paratroop door for USCG scanners. It's got a huge, plastic window. As for ramp weight- Unsupported is 2,000 lbs max weight across the ramp. Above that, you are supposed to use the milkstool.

I'm pretty sure you're talking about bridge plates. We still carry them. However, knock on wood, I've never used them. For some reason during the weight reduction program they haven't been touched either. So, apparently, somebody is using them.

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As an Aerial Porter in the 1990s, our Herks always had them. As a Loadmaster now, I really want a new one. These suck! I broke one today as a matter of fact. My foot wasn't happy with the results either.... From talking with the old-time Loadmasters, they've had them and carried them for quite a while.

The milk stool is technically called the "alternate ramp support". The top illustration I've never seen before and is slightly confusing me. I think what it's for is to support the fuselage while the airplane is parked. It would have to contact the aircraft at the skid plate at FS737 as illustrated here. What we are talking about is for loading and unloading cargo across the ramp that weighs more than 2000 lbs. It would be used at FS880 or so under the aft center end. There is a pad there, but don't recall the name of it offhand. The adjustable screw jack ramp support I believe was delivered with the aircraft. I haven't seen any in a while, but I think they look slightly different. I'm thinking that perhaps the ramp support was designed to go at both locations. Please set me straight if I'm wrong on that point.

We are required to carry milkstools on the airplane. Makes sense because we end up in a lot of places where there would be nothing to support the ramp with. Chalks would do in a pinch, but I'd rather have the milkstool. Ours weigh more like 85 lbs and are a royal pain in the back. There's even a diagram on how it should be built in the -9. There is a disclaimer there about how some variations are authorized, but it's pretty vaigue. With some units airplanes, we've had to use their milkstool plus some chalks to get the desired height out of them because they weren't properly built. I know a while ago they were talking about using a kevlar milkstool. I think on the J-model, Lockheed was requested to put in a self-preloading milkstool that came out of the ramp. I'm curious as to why it didn't happen. I suspect $$.

We in Delaware finally got our '84s (and the '90) 241ed up about a year ago. I thought we were last on the list due to BRAC.

We need for it to be as small as possible and not bulky like the noise cancelling doodads that some people use.

It would be really nice to have a PA switch in the back, just for Loadmaster use. Sometimes the nav doesn't hear you when you ask him to shut it off....

Nice. Glad to hear another one has been saved. They do have some interesting future projects in there.

Two things- 1. Perhaps I'm dense, but it looks like it's at least a 1 for 1 swap. What am I missing? Or is AMPTestFE talking about the $$ involved? 2. Are they really looking to replace the latest MC-130Ws? They just got them. Quite frankly, it was a major loss to the slick fleet to give up those H2s to SOC.

I think what you're looking at is their H2s are going to Alaska. They are retaining their reverted weather birds. Unless something has further changed.

I was wondering about that myself. It would seem to me that there is a need to change the designation because of the amount of mods done to it. After all, the C-141 was upgraded to the C-model when they glassed up it's cockpit. The next in line designation would be C-130L. I did hear the C-130X designation being kicked around a while back, but I think the fad of using X with everything has since died. If the C-5 mod is any indication, it may be C-130M. However, I'd personally only do that if they modded the entire H and J fleet to a single configuration, but you know that's not going to happen.

I believe all the H's now have the 241 radar. I know they aren't as robust as the manufacturer would like us to think.

Today, the world is a slightly better place.

I think the latest iteration of the H2 airplane steal for Little Rock trainers is that a number of Guard and Reserve H2 units are now expected to LOAN ISO-fresh airplanes to Little Rock. When, who and how many is subject to negotiation. However, most affected units are providing one aircraft for five years. Some have already started. Ft. Worth and Alaska I believe have already started their commitment. RUMOR Control needed here >> I've heard that Pope had to perminantly cough up a few airplanes. I don't know how true that is, so take it with a grain of salt. I suspect this will continue until all aircraft have been AMPed.

I was on a trip last year and had this problem. It was hilarious because the engineer berated the co-pilot about not shutting the engines down properly, until he realized it wasn't his fault. The problem we had was the Geneva Lock.