Jump to content


  • Posts

  • Joined

  • Last visited


  • First Name
  • Last Name

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

MHeflin's Achievements


Newbie (1/14)



  1. It's good that we all have different opinions and perspectives as it stimulates conversation and keeps things interesting.
  2. My opinion is based primarily on the facts and findings of the investigation as disclosed in the article: Maintenance Failures "Though no one on the plane could have stopped the events that unfolded, the maintenance community could have prevented them. The investigation found a failure to inspect the propeller during its last depot maintenance period, as well as missed opportunities during squadron-level maintenance to potentially notice the corroded blade." In retrospect my inclusion of "everyone" probably was not the best choice of words because it could be interpreted to include the crew and that certainly is not the case. The facts and findings of the investigation say it all and they officially have the last word. The bottom line is that this was a preventable situation and I hope that the community at large learns something from it to ensure that it never happens again.
  3. Very happy to agree to disagree with you. That's what forums are all about.
  4. I'm doing some research on RCAF CC-130E 130329, which crashed during a LAPES delivery on 16 Nov 1982 at CFB Namao. Specifically what happened. All I've found at the moment is that the load hung up at extraction, there was the obvious CG shift followed by the aircraft departing from flight mode and being subsequently destroyed. I'm hoping that someone on this site may remember any findings from the AIB, or have in-depth knowledge about what actually happened IE rigging error, equipment failure, procedural error, or crew error. Any help is appreciated and please send via PM to this site.
  5. Disclaimer: The following story was conveyed to me by a Flight Engineer almost 40 years ago. Both of us were sober at the time (sort of) and please note that it did not start off with "this is aint no BS"; which as we all know is the prelude to a war story of questionable truth. While some degree of truth may have been told there is the possibility that he might have embellished the tale a bit. So this FE had flown multiple tours on gunpigs out of Thailand during the Big One (WW Viet Nam) and the way the story went he had flown with an IO who would drop off the ramp (on a harness of course) and be towed along behind the aircraft. After a while the IO would get tired, call the Pilot on inter-phone and request permission to come back aboard. The Pilot at that point holler for someone to "haul that dumb SOB back in" (or words to that effect).
  6. I'll bet the Wing King was none too happy about this, but he'll get over it. Love the picture. Go Night Owls! https://www.youtube.com/watch?v=cMzMK7vHL_A
  7. Multiple systemic failures on a massive scale, with overtones of criminal negligence. Everyone who touched this aircraft, inspected it, or supervised/commanded those who did are responsible for this tragedy. This is not about an individual making a mistake; it's about a cancerous system riddled with problems. My heart goes out to the families and loved ones. This on top of what they have already suffered is so unfair.
  8. Now that's more like it. Fire it up! Be sure to wear your Nomex coveralls.
  9. Yeah, definitely not enough room on that puppy for all the candles you'd need to show how old he is. If you do decide to go for it though please be sure to notify the Fire Dept. prior to ignition; as you want them rolling towards your location before all those candles hit full flame. It's going to take some serious effort to put em out. Just saying. The positive news Fritz is that now you've got some Old to go with all that Cranky!!
  10. I'm trying to locate Pilot and/or Loadmaster Checklists (Amplified, or Abbreviated) for LAPES. Please check your attics, basements, garages, or the dusty archives of your computer for any electronic copies that you may have stashed away "just in case" you might ever need them again. Will pay photo copying/shipping costs for hard copies. PM me if able to assist. Mark
  11. On the ramp for a SAREX in NW Iran way up near the Soviet border with the IIAF, UK RAF, German Luftwaffe and Pakistani AF. Caused an international incident by borrowing a mongo C02 fire extinguisher from the airfield to cool the beer, due to no ice being available at the hotel. Problem was that it was the only fire extinguisher on the airfield and the Iranians were none too happy about it being taken to town. Even more upset when they got it back empty. Ah, the things you could get away with as an A1C back in 77.
  12. That looks like an old friend. I flew 962 in it's past life when it was an HC-130H assigned to the 67th ARRS (76 - 78) at RAF Woodbridge. At that time we had 2 Hs (962 and 976), 2 Ns (820 and 826) and 2 Ps (220 and 223 (?)). The Hs and Ns were grey birds with the yellow ARRS chicken stripes on the wings and aft of the troop doors, the Ps were SEA camo. Hs and Ps had the Fulton noses, all had the Cooks tracker domes on top of the fuselage and the Overhead Delivery System (ODS) in the cargo compartment. The ODS had been developed for the Gemini space program in the event that one of the capsules landed outside it's designated area. The ARRS Herks would search for them and if located drop the astronauts an MA-1 kit, 5 bundles with rafts in # 1 and 5 and survival gear in 2 - 4. Kits would be dropped upwind from the survivor, with # 3 in the middle. Rafts would inflate upon landing then drift down so that the survivor/s would be encircled by all 5 bundles. By the time I got to rescue the days of supporting manned spaceflight were over, but we'd normally have one rigged and ready when ever we flew Duck Butts. These were long, long missions where we'd go out to 50N/30W and orbit for hours and hours providing rescue support for fighter formations coming over to, or from Europe and whenever the C-123s, or C-7s flew the Atlantic on their way to REFORGER, usually in the Autumn. We also flew Duck Butts anytime AF 1, or AF 2 flew the Atlantic. When Jimmy Carter went to Monrovia in 78 we flew to Ascension Island and staged from there to provide rescue coverage. When he flew from Belgium to Tokyo over the Pole, we staged from Thule, Greenland and set up an orbit literally at the N. Pole. During that mission we developed an oil leak on 2 engines and had a 3rd that was running hot and had to be feathered. Not a good spot to be in when flying overhear the most remote spot on the planet. We requested permission to leave orbit and return to Thule, but were denied and told to remain on station until the King bird from Kadena picked up coverage on their end. As soon as we handed off we declared an IFE and started to limp back. By the time we were overhead Thule we had another one caged and a third running rough. Someone was definitely watching out for us that day, but it wasn't Jimmy Carter.
  13. Would recommend you start at the source. C-130 SPO, Robins AFB, GA. DSN: 468-6404, or 7432
  14. Just watch the news. Where they go will depend upon which state/Gov. needs to be stroked, or that the Fed Gov needs that state/Gov. to do something, or turn a blind eye to. It's all about the politics baby! Although, I might be wrong and it could just be about payback and/or the Lobbyists.
  15. #metoo: that poor woman! Imagine having to ride in a 1950s Brit sports car.
  • Create New...