BDizzle

I would double-check on whether they went to Patrick. There was some airplane musical chairs going on at Patrick a few months ago.

I think I found what you're looking for. The specific diagram I found is called "AC Generator and Control Panel" in a chapter about the unregulated AC system. I'm on a pretty slow internet connection this week, but if you send me a private message I can try helping you get a copy of this Lockheed manual.

521 is now located behind a fence in a secure area so there is no way to get a photo of it. All you can see is the vertical stab sticking up above the fence. There is also another herk trainer (fuselage only, no wings or empennage) parked in the same secure area. If you let me know where the other ones are parked I can try to drive by and snap a pic.

I imagine whoever said that would argue that you have more cooling air with the bleeds closed but it wouldn't do anything for the oil circulating through the engine or gearbox.

I was told that cutting fuel for LSGI and the 103.5% fuel cutoff come from the same place in the fuel control. So by starting in LSGI you're also double-checking the fuel control in case of a severe prop overspeed.

Real planes leave exhaust trails.

Yeah it's based on calendar days, regardless of flight hours during those 15 days.

According to the paperwork I recieved from the VA, a 10% rating for tinnitus is a federal limit. In order to get more than 10% you need some other disability rating in addition to the tinnitus. A 10% rating for tinitus entitles you to your monthly check from the VA and free hearing aids and eye glasses. The tinitus claim has nothing to do with where or when you served. I just had to tell them that I've been working on the flightline for 10+ years, answered some questions, and sat in the hearing booth. They didn't care where I was stationed or where I've been deployed. This was in 2012.

All the herks I've seen have 4. Flight deck, back of 245, left wheel well, and right paratroop door.

I don't remember the exact reason, but I seem to remember that this is not an issue with the newer GCU.

Could be because of the airstream which would help the gear extend faster than it would retract.

SERE guys are allowed to maintain jump currency.

I recently saw a new E model at Kirtland AFB. It's parked in a field as a training device now. I wrote down 521, but I don't remember the rest of the tail number. Does anyone know where it came from or how long it's been at KAFB? Couldn't find it in the database.

I was flying not too long ago and ATC gave us some holding instructions. The CP missed our callsign and thought they were telling some other plane to hold at our same location and altitude.

A bad pump would jive with the lack of series drop.

The -1 seems to imply that the brakes work better with high heat because the cooling times have been omitted and the requirement for runway available to exceed landing distance by 300' has been eliminated. Lowering the fuse plug temperatures doesn't make sense to me because a 130,000lb airplane has the same amount of energy to dissipate whether the brakes are made of steel or carbon. To answer the question, the brakes on our jet did better after a full stop landing, but still would not hold the plane static at takeoff power.

And don't ever challenge your mechanics to a drinking competition.

Some of those gauges look familiar, but there sure are a lot of them.

I'll try to tie this in here since we're talking about carbon brakes: Does anyone have experience with the creep during high power settings? I flew with carbon brakes for the first time recently and the brakes were not able to hold the airplane at 970 degrees TIT. We were noticeably moving forward, the only time I've ever seen that before was on an icy runway. We know there is supposed to be an acceptable limit for creep, but who else has experienced this? Is there a fix in the works? On a real life max effort how in the world is your TOLD data supposed to be accurate if you're already moving down the runway before you can verify the power setting?

Maybe this can give you some ideas- http://www.faa.gov/air_traffic/publications/atpubs/aim/aim0603.html

You can contact the brown suiters (Lockheed contractors) at Kirtland AFB, they still run simulator classes and system refresher courses there. They have good training aids for all the special ops planes and you could rewrite some information for your specific planes.

Physical detend at 50%, microswitch for rudder boost pressure at 15%, microswitch for gear warning horn at 70%, also a little catch you have to release which locks the flap lever full up.

I think the type of diagrams you're looking for are for official use only and can't really be shared. Some civilian contractors who fly the herk might have that info though. There are tons of pictures and videos that could give you a pretty good idea what the back looks like and if you have questions more specific about certain parts I'm sure someone could help. Maybe you could find a static display or contact a nearby military unit and request a tour of an aircraft.

Check the wire connections at the engine firewall. We had one plane that had an intermittent prop low oil light because of a shorted wire on the QEC quick disconnects.

It can also be somewhat uncomfortable to go from the loose and cozy flight suit to the OCPs because they have a regular waistband with a belt. But there are a lot more pen pockets for us engineers and that's what really counts.