Old Talon 1 F/E

That acft. was one of the first ones I worked on out of tech school. The Photo mapping wing, first at Turner AFB then at Forbes.

I think you meant to say 0566. I don't think there never a Talon 1 with a tail # 0556.

Have you tried to flex the wings on the ground. In the 80's all the E's had wing cracks some of which would only show up in flight because of wing flex. On the ground the leak would stop because wing weight would close the crack. Just a thought. At the time most of the acft. were only 20/25 yrs. old.

Helo refueling is done at 70% flaps. Warning horn then would be a distraction.

The dedication at the Air Park for 567 will take place on 6 May at 1100. It's informal. There will be a static at the 15th SOS with a T-I and T-II. There is a cookout to follow at 1200.

Hey Eng. can you go back and check that? Oh yeah!

The 241 will TF...very nicely I might add. We were ready to take 0572 into the mountains at night for testing when AFSOC pulled the plug. It merges DTED with the active scan very well, not sure what your source is. TalonOneTF may or may not be able to validate one of us.

"Into the mountains at night for testing". What happened to the daylight testing? Even on a proven T1 system the FCF's on the radar were done during day light.

Great Video. It brought alot of good memories. I was there in 68-69 before most of the fancy stuff was there.

Are you sure on that 64,000 hour statement?

On 551 the radome originally had a deflector on the front. The thinking was if deflected to either side there would be less stress. That was proven wrong and it ended that phase until a new, stronger radome was built for 551 and all other T-1's.

32K in a Talon 1 in 84/85. Did a HALO from there. Although Thigpen's book said it was 30K I remember the altimeter said 32K at the green light, whatever. The worst flight of my flying career.

The Talon 1 -1's from 1981 to the present all state 6.22 or 6.2 gallons depending on who you talk to. Do you mean they have been wrong all these years?

Reservior size had nothing to do with high speed ramp and door. That was the result of the installation of the Sargent Fletcher pods. They use a large volume of hyd fluid for operation. Prior to that mod the aux reservior size was the standard 3.4 gal, Fulton or non Fulton equipped.

Strange............My LTM 1MC-130E basic date 1 Oct. 81 change 3 dated 1 Dec 83 states and I quote;

"Buffer Boards

Buffer boards are installed on each side of the ramp. The buffer boards are designed to deflect the air around the ramp area during aerial recoveries and recovery kit drops."

This doesn't sound like a by-product of hsllds.

The same -1 also states the airspeed limit is 250 kias for ramp and door. It may have been tested at something higher but the limit stated in numerous places is 250 kias.

If I remember correctly the buffer boards had nothing to do with the High speed ramp and door. Their purpose was to keep the air flow to a minimum to keep the lift line, bomb line and saftey harness' from getting tangled up. They were flimsy and had nothing to do with stability.

I remember when we thought the A model was the greatest thing since sliced bread,,,depressing huh?

A model hah. Heaven was going from A to B.

Better yet Skip, get out your copy of Praetorian Starship and on page 72 is a copy of the Talon 1 with a white belly.

I'll have to remove it from the frame, scan it and figure out how to post it. It's an old 5x7 black and white.

I haven't looked but, isn't there in this site a picture of a Mod 60 Talon?

I got in this late but what version of the Talon 1 are you trying to draw? This one still has the comm. ant. over the flight deck (pre-UARRSI). I have a picture of a Mod 60 Talon 1 that does not have the QRC 84-02's and pre APQ-122. The color sceme on it is black/green with a white belly.

I asked for more information on this from then Allison years ago and the answer I got was the temp. going into the burner section in LSGI is 357 degrees f .and in normal ground idle was 558 degrees f. There by 200 degrees f. cooler on the fuel nozzle. This was for a -15 engine. Furthermore nothing is going to prevent coking long term without maintenance. It's the jet troops cleaning them (fuel nozzles) more frequently that stops the coking from becoming a problem. Talk to anybody that was around when the AF went from JP-4 to JP-8 prior to that time normal ground idle was the way to shut them down. It's just that JP-8 is a dirtier fuel that is cheaper and but increases range.

Check the rigging on the NLG doors. If the front NLG door had been dropped recently and not reconnected EXACTLY the way it was disconnected then the doors are probably out of rig. The shimmy may be the Aft NLG door moving from side to side at high speeds prior to Take Off.

They were connected to the IFR manifold on the right side, not the crossfeed manifold.

That picture was taken in the end. The middle had myself, Pies, Flame and Bubba Almazar was the F/E, not betsch.

The C-130A Type II's had over the wing Aux tanks that were serviced like the external tanks. Depending which tail number you were on the amount varied. They held about 250-265 gallons each. The amount for each acft was stenciled on top of the wing because the CG was so critical. I do remember that if you had to change nose tires you had to put sandbags in the flight deck to keep it from sitting on the tail when you jacked the nose.