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Jansen

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Everything posted by Jansen

  1. I have confirmation that the LM serial numbers and customer serials for Qatar are the same. Here are the assigned tail registrations: MSN Tail 5662 211 5663 212 5668 213 5669 214
  2. Some pics taken by Rick Ingham mid-January on Airliners.net: XV301 http://www.airliners.net/photo/UK---Air/Lockheed-C-130K-Hercules/1871169/ XV202 http://www.airliners.net/photo/UK---Air/Lockheed-C-130K-Hercules/1871168/ They still look pretty good.
  3. The next two United States Marine Corps KC-130J Super Hercules are almost done Final Assembly. 168069 5660 VMGR-352 168070 5661 VMGR-252
  4. Was just talking to my AFSOC guy. Contract will be awarded in April, with first delivery in October 2014. Apparently the RFP went out last month and is publicly available, so no OPSEC concerns in this regard.
  5. Information from several sources confirms a production rate of 36 aircraft per year for at least the next two years. Specifically, FY 2012 Federal Budget documents state: "The production rate goes to 36 in CY11 and will remain there for two years." There are planned orders for at least 165 more aircraft from the USG through 2018, but will not yet be funded until latter budgets. I do not anticipate the production rate going below 25 through CY 2018.
  6. It seems there might be two things going on here. I think the format that appears in Lars' books may be a frame number, similar to the new version numbers. 382G (civilian) -70C (Frame 70?) 382G (civilian) -44K (powerplant) -30 (stretched) makes sense as a model number.
  7. KC-3801 is supposed to be flown to India next week. KC-3803 is in flight test, and is supposed to be delivered at the end of April. Airliners link: http://www.airliners.net/photo/India---Air/Lockheed-Martin-C-130J-30/1868326/ KC-3804, KC-3805, and KC-3806 are out of paint. They will enter flight test after modifications are installed.
  8. These are some issues of "PROVEN: News from the World of the C-130" that haven't been posted. Proven October 2010 Proven January 2011
  9. Probably flying the Georgia-Tennesee-Alabama route...
  10. As the Lochheed Martin usage is "version number", I will try to use this term more. Has anyone seen this version number anywhere after painting? Does it appear on any official documents post delivery?
  11. Wayne Roberts, Chief Test Pilot of airlift aircraft for Lockheed Martin, spoke at a seminar organised during the biennial Aero India Air Show held Bangalore. His talk revolved around the Lockheed Martin program to replace the legacy Turboprop engine powering the Hercules with the Rolls-Royce AE 2100 D3 turboprop & 6 blade Dowty propeller on the Super Hercules to increase the power & thrust available to the aircraft & its associated benefits. Due to the increased thrust generated by the turboprops, the aircraft faced new challenges relating to its flight handling characteristics that needed to be addressed before the re-engined aircraft could be certified for use by the FAA & how it went about addressing those issues. YouTube:
  12. The first for Dyess was 5628, so it looks like you are up to 36... Can you confirm if the version code for Qatar is 51J or 61J?
  13. The RNoAF's Jay birds use the LM S/N for their tail registrations. You probably worked on 5629 and 5630 around this time last year. They are 228 and 229.
  14. L-3 Communications is recruiting current or former C-130 Instructor Pilots (IP) to become certified Instructor Pilots on the C-27J Spartan at our Warner Robins, GA training location. The IP is a subject matter expert who is also trained in the methodology of instruction and courseware development. Responsibilities will include: Evaluating, diagnosing, and critiquing student performance; identifying learning difficulties; recognizing objectives not accomplished; and prescribing and conducting remedial instruction. The instructor shall also be proficient and capable of developing courseware and resolving lesson/courseware problems and deficiencies. The IP will be required to conduct platform and in-flight instruction on all aircraft systems. The C-27J instructor certification and training program will include instructor continuation training and evaluation program to ensure instructors possess and maintain training expertise. Basic Qualifications: Bachelors Degree or equivalent education and experience The C-27J IP must have been qualified in USAF cargo transport aircraft (i.e., C-130, C-17 and C-5 and C-27A aircraft, C-130 preferable and C-130J experience a definite plus, within the last three years. The candidate must have documented tactical mission and airdrop experience (i.e., ERO, Combat Offload, CDS, personnel and night vision goggle). C-27J Instructor Pilot must have a valid FAA Airline Transport pilot (ATP) license and therefore must have the capability of successfully passing an FAA Class II flight physical and FAA physiological chamber training. Fixed Wing Multi-engine qualified within the last two (2) years 2000 hours total flying time with a minimum of 1000 hours in fixed wing aircraft 500 hours as a PIC in multi-engine fixed wing aircraft 500 hours as a qualified Instructor Pilot Must possess or be eligible to obtain a DOD secret security clearance. http://www.migente.com/jobs/job/view.html?job_id=10192491
  15. Things have progressed since the 60's, and that is a very good thing. Take inflight diagnostics, for example. You can now figure out a problem and order the parts before you even land. It's easy to talk about the "good old days", but I recommend you spend some time with these mechanics before you criticize their abilities. Turnaround times and and maintenance costs have dropped because of these tools, but it is still because of the hard work of the mechanics and technicians. Just because they have better tools at their disposal doesn't mean that they are inferior mechanics. That kind of inference would be ignorant and prejudiced.
  16. Hmm, hardworking Sgt. gets stomped on for taking initiative on a project that the PAO probably wishes he had the balls and foresight to create himself. Never heard of that before...
  17. New information from a source. Apparently we can now confirm the next four CC-130J for Canada are in flight test. This is what I received:
  18. You still have to learn and understand the systems you are working on. The diagnostics tools are just that; tools. If you don't understand the concept behind it, you still won't be able to fix the problem. The difference is that now you won't have to spend hours pulling something apart and putting it back together just to figure out a problem. You can order parts more quickly and lower the time needed in the shop. Most modern cars do the same thing; military aircraft are just catching up.
  19. The title of this thread is misleading. The portions to be made haven't even been announced. I am familar with the Tata Group, but this joint venture is just to fulfil the industrial benefits portion of the Indian herk contract and to dress things up politically. We are not going to see herks made by Tata.
  20. You mean it all started in 1888 when Karl Benz started exported German cars? <g> The current trend in unemployment is due to high labour costs (unionization & healthcare) and a subsequent shift in manufacturing, which has been mitigated by the growth in the services sector. However, as oil prices soar and transportation costs continue to rise, I believe we will see more domestic manufacturing as long as wage inflation is kept in check. There will always be structural unemployment, but the motivated will always be able to find a job. Don't blame foreign car companies, as almost all of them produce cars domestically and provide thousands of American and Canadian jobs.
  21. Not a big deal, it is only a few unspecified subassemblies, and Final Assembly will still be in Marietta.
  22. My understanding is that the new EL CWB is not quite the same as the old SOF CWB. Some durability enhancements were incorporated into the C-130H production center wing in the early 1990s following the design of the SOF center wing, starting with 5306. These were specific improvements to local areas of the center wing; while improving the durability of those local areas, it did not significantly affect the overall service life of the center wing. The C-130J production line used this wing until recently. Apparently some other improvements have been integrated into the SOF wing to become the new EL CWB. But I don't know exactly what they are and what effect they have. Although the stronger CWB should help, I don't know how much test data there is with the Allison engines. Of course there are a lot of other mods made to the MC-130J, and those will be have to be evaluated as well.
  23. I suspect that the long test period for the MC-130Js is to determine how the new CWBs hold up. If the MC-130Js do well, an AC-130J order should come quickly. I know that the Dragon Spear and Harvest HAWK programs are being watched very closely. Conversion of H-models doesn't make sense. You would need to AMP the birds, and SOCOM would rather get the range and speed of the Jay birds. Why spend $150 million on an old airframe that isn't as capable? The limiting factor was the early wear issue, which has now (hopefully) been fixed.
  24. The first Combat Shadow II for the United States Air Force Special Operations Command has completed manufacture at the Lockheed Martin facility in Marietta. Following installation of additional special mission equipment, such as the chin-mounted sensor turret, the aircraft will begin flight test. The MC-130J Combat Shadow II will fly clandestine, or low visibility, single or multi-ship low-level air refueling missions for special operations helicopters, and infiltration, exfiltration, and resupply of special operations forces by airdrop or airland. The MC-130J will primarily fly missions at night to reduce probability of visual acquisition and intercept by airborne threats.
  25. Just got an invitation... Event: Roll-out ceremony of the first MC-130J Combat Shadow II at the Lockheed-Martin Manufacturing facility, Marietta, GA Date: 29 March, 2011 TIME: TBD
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