AMPTestFE

Initially, they found some deficiencies when they took the airplane down to the Antartic, but have since fixed those issues. The system is now under flight test again to ascertain the performance qualities of the prop. The initial flight tests in 2008 were to evaluate handling characteristics in the take-off/landing/stall regimes. I had the honor of participating in some of those tests. I love this prop! Although the performance gains once advertised were not realized, the reliability and maintainability enhancements are going to be well worth the costs in the long run. Performance gains were initially promised to be 25% or so, but the snapshots we took 2 years ago were more like 9, maybe 10%. But hey, when you can leave the same prop on the plane for years without having to do any heavy maintenance on it, and whatever other benefits you'd gain from dramatically reduced sound and vibration levels on the plane, I'd say it'd be worth the cost & effort. Another, smaller benefit, is in that you could load on one "short" C-130 up to 8 props or more makes logistics abit easier. Changing a single blade at a time is nice as well. Did I mention I like this prop? Too bad I'm not being compensated by Hamilton Sundsrtum, huh?

That'd be nice if they go ahead & purchase the NP2000, but someone I talked to from AMC requirements said that AMC can't afford it, so who knows? Bob, I've heard talk that they're trying to POM money to get the H1s AMP'd, but that's been at least a year ago. The three "prototypes" are (in order) 89-9101 from Maxwell, 91-1239 from Louisville, and 94-6704 from Charlie West. They're no longer considered prototypes, as they're all in production specification now...and all in PDM I've heard.

Why would they want to fly it anymore? It IS an E with an already very limited lifespan prior to that mess. I say let the Poles use it for spares, like Larry says.

Yep, SEFE=Stand. Eval Flight Engineer Good news is, I believe, the Electronic Valve Housing is gaining momentum in replacing these relics. Much higher reliability and accuracy, with or without the 8 blades.

The J engine does actually have auto-throttles. The FADEC isn't really part of that, it just makes operating the engine within limits much easier. The prop isn't mechanically connected to the power section like on the legacy birds; the best description I've heard is that it's comparable to a torque converter on an automatic transmission, except it uses air as the fluid.

Well, I said it was an LRF crew at their BEST, right?

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Never heard that one, how long ago did that happen? I got here in '92 & haven't ever heard it.

Little Rock crew at their best!

Talon TF may know what each card does...he was involved with the 241 TF testing out at Edwards a few years back.

This picture of 0572 is at Edwards AFB. I'm in the left seat, my IF in the right getting my conversion training done. It's got the APN-241 installed for TF testing there.

I can personally attest to that. After riding one out to DM to pick up 1855, I felt like absolute crap getting off that J. Hard to describe, like your insides were kind of jumbled all around, then put back in place...sorta.

I don't believe you guys lost a plane to AMP, unless you just didn't get as many as you had in Wis. AMP testing is finished at Edwards, which only lasted 3 years (not quite forever, although it seemed like it), and all three planes will be at Little Rock for awhile. I suppose you are expecting to have 89-9101? This airplane came from Maxwell, who got it from one of the units in Ohio. The other two came from Louisville & Charleston, WV. I think Pope is supposed to get AMP 1 (9101), last I heard.

If you try to keep what instructors are already in the 62, you'll end up losing maybe around 70-80% inside 4 years. I think that most still do not really want to be there, but it may have changed in the last 5 years. I remember when the code 50 thing hit...there were some bummed-out folks. Quite a few wanted to go AFSOC, etc, but were held up by their code status. Also, keeping who you already have will eventually get you a squadron full of MSgts, all (well, maybe some) wanting some sort of promotion chance within the wing. That can't happen either. Your best bet is to do what they're planning. I just don't see where they're gonna get very many folks up front. Guys/girls who want to stay may not be able to get out of their enlistment/commission, and the way it was when I got out a year ago, I don't see them all getting palace chase either.

Was 572 the "Nimitz" bird?? That's pretty cool.

0572 still has the AOA probe...I'm thinking it was the only one not modified. Made it easy to pick out.

72-1299 c/n [cn]4527[/cn] was the last E-model, right?

Most any C-130 can be flown easily with 3. Whoever owns the bird may dictate any additional crewmembers. Even in the USAF, there is a major command that will allow 3, with stipulations.

Here's one difference: They got rid of the wing isolation valves for the H2. They didn't get the high pressure brakes until tail number 85-0035. Same with oil cooler augmentation, unless someone spend the cash on the TCTO. Digital fuel gages didn't come until 84-0206, unless someone spent the cash. Since active duty didn't/doesn't own any H2s (slicks), there's a chance someone actually did spend money to upgrade these.

Would you neccessarily want to be associatied with those AD guys? Hehe

The sim that was at Pope is now the AMP sim at Little Rock. All of the E-sims here can change to -15 engines.

I've been there...it's not like I'd be volunteering "blind". If you miss it (flying) enough....

Yeah, there's no way any airplane went without any writeups for a whole year!

I got to see a few of these acft in mod....pretty freakin cool! I do believe I'd volunteer for Cannon if they'd let me back in.

I am back!