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Everything posted by jbob

  1. The white puff of smoke it appears to be something on the ground on the opposite side of the runway. You can see something bright white prior to the plane rolling past that spot. Also from this video, which I have watched numerous time could this be a no flap takeoff? This is another video that has been posted from a nearby Truck Lease company. Video from 2 different camera angles. In the 2nd video the perspective appears to show it in a pretty good side slip until it finally begins an apparent stall entry. I've heard reports they had called back to Ops there with an IFE and were returning. Some of the guys from the Georgia unit know some things but are not saying anything online. Possible left wing eng trouble. #1?
  2. This is the first time I had seen the designation of TC-130. However looking at this aircraft history is used to be a C-130G which was the Navy TACAMO which was the EC-130G. Sometime around May 90 it was converted again after extensive Depot where it became redesignated as a TC-130. Looks to be an early E model(Navy R1?) Originally a 64 model?
  3. Guess there's a new movie coming out about the IAF raid. I was curious whether these IAF C-130s were -7 or 15 equipped. I know they were E-models but in doing some Google searches I had read something about newer engines. Unsure though. The raid happened in 76 so they "could" have re-engined some of their Hercs. Also I know some of these Hercs were VERY heavy. Am I remembering correctly that some may have exceeded 200k for takeoff?
  4. It is my understanding that the Navy T models have also been grounded. Total somewhere around 23 Hercs. Trying to find that article that mentioned that.
  5. After reading the previous incident with the deployed life raft I'm guessing this crash "might" be from the same thing. Just a guess however. At least that seems the most plausible at the moment. Still unsure how the flight deck could become separated. Severe yaw causes the wing to sling an engine and/or prop which slices into the fuselage? In any case looks like the Marines have grounded the remaining "T" models in the interim.
  6. Guess I was not aware there were Center Wing Box options from the factory. Interesting!
  7. J models already getting new wing boxes?
  8. Looks like it was a "J" https://news.usni.org/2017/07/10/marine-corps-kc-130j-crashes-mississippi-local-press-reports-least-5-fatalities
  9. Looks like it was a KC-130 but not sure which model. Here is a link to a news article with a helicopter overhead making video. Looks like they went straight in. You can see the ground damage by the wings looks like. http://www.wftv.com/news/trending-now/report-army-c-130-crashes-in-mississippi-4-dead/555745139
  10. We launched as a two-ship formation of C-130Js, taking off into the night well after the darkness had fallen. Maintaining an altitude of 500 feet above the desert terrain we continuously updated our position to remain clear of Egyptian airspace and the Jordanian buffer region. Our aircraft dusted off the sand dunes in the lower Sinai region as we slowed down, descended, and airdropped supplies to our Israeli partners on the ground. Then came our approach to the Dead Sea. We launched as a two-ship formation of C-130Js, taking off into the night well after the darkness had fallen. Maintaining an altitude of 500 feet above the desert terrain we continuously updated our position to remain clear of Egyptian airspace and the Jordanian buffer region. Our aircraft dusted off the sand dunes in the lower Sinai region as we slowed down, descended, and airdropped supplies to our Israeli partners on the ground. Then came our approach to the Dead Sea. In 2013 we were invited to fly the mighty C-130J Hercules in Israel for an allied training mission with the Israeli Air Force. I was part of the 37th Airlift Squadron, Blue Tail Flies. Our mission was to fly side-by-side with the Israelis to build our partnership capacity. Daily, we launched two C-130J formations flying low altitude tactical airdrop & airland missions during the day and at night using night vision goggles. Landing below sea level Located on the Western shores of the Dead Sea in Israel. Field elevation is -1,240 feet below sea level making it the lowest elevation airport on earth. The field name is Bar Yehuda (ICAO: LLMZ), the field plays host to charter/sightseeing flights & military operations. The strip is paved asphalt on a direction of 01/19 and it is 3,937 feet long and just over 60 feet wide. To put this in perspective most large aircraft use runways 7,000 to 10,000 feet long at airports. The C-130J can land and stop in less than 3,000 feet using full reverse and max effort braking as required. Getting there can be more than half the fun My first sortie to the Dead Sea was at night. We flew our predetermined course from the West climbing with the rising terrain to the descent point 3,000 MSL approximately 4,200 feet above field elevation. Cresting the cliffs that surrounded the Sea we descended to 0000 MSL on the altimeter, slowed and configured the aircraft for landing. We intercepted the final approach course of 190 and continued our descent making visual contact with the field approximately 3 miles out at an altitude of -300 on the clock and still 900 feet AGL. We continued to descent along the 3 degree glide path we computed during mission planning from -300, -700, -1000, about 20 seconds later we touched down within the zone at the first 500 feet of the runway, and the Captain brought the aircraft to a stop. We had operated the aircraft as planned but now that we were on the ground the aircraft systems presented a myriad of navigation errors. Where’s the Nav??? The aircraft navigation computer was unresponsive to our inputs and would not allow us to see the pre-programmed route we loaded for our return to base. The computer acted like we had run the aircraft into the ground. We immediately got the checklist out and began troubleshooting. The aircraft was unable to locate any GPS satellites, accept any updates to its navigation solution, and there were no NAVAIDs to tune. We realized we were going to have to make it back to base in the old school way. We pulled out the chart and made a plan to takeoff and fly following the road to the West back to base. We completed running our takeoff data performance numbers, configured the aircraft and commenced a maximum effort takeoff roll. The aircraft climbed out and as we reached -300 MSL everything came back. The nav computer came back online and our GPS position confirmed the base was 20 miles to West. We pointed the aircraft toward the base and landed uneventfully. In the debrief we shared our actions with our leadership so crews flying in and out of Dead Sea below MSL could be prepared for what may happen to them. The 37th operated C-130s in out of the field for the following two-weeks. We got our own ‘Warning’ in the manual Most warnings in flight manuals are due to someone doing something wrong. We contributed to one for doing something right! After the aircraft manufacturer reviewed the reports coming out of the Dead Sea airland operations they realized the navigation computer was not fit for operating below 400 feet MSL. The company immediately issued a change to the manual with a WARNING that the aircraft not be operated below an altitude of -400 MSL. I’m sure when they release the next version it will include updated navigation for flying to the Dead Sea and earth’s other extreme low elevation locations Source: http://www.avgeekery.com/challenge-flying-sea-level/ View full article
  11. Saw an article posted in the Montgomery Advertiser saying Niagara's Hercs going to replace the ones at Montgomery. The 908ths going to Boneyard. Isn't the 908th currently flying H2s? Niagara used to fly early model H3s but I'm not sure what they have now. http://www.montgomeryadvertiser.com/story/news/local/dispatch/2017/01/12/first-8-new-aircraft-land-908th-airlift-wing-tonight/96486452/
  12. FYI in regards to the Pope heavy equip crash are y'all sure the load that went aft fell out? I thought he was killed when the load shifted after ground impact.
  13. jbob


    Boy I remember when 14859 went through PDM at Robins in 2001. It got the SCNS mod and the Auto-Pilot mod installed. When it showed up for us to fly it that's when the issues began. I've still got the old emails between the 339th and the SPO/LU/LB and others trying to figure out what -1 and 1-1 data to use to fly this thing. Talk about Frankenherc. lol The new auto-pilot was hooked up to the wrong Pitot static system. And then there was an issue about with SCNS OFP should be installed. Here is a quote from one of the emails: They(the 16th) were operating on an outdated Op Sup that was locally produced, was supposed to be reviewed every 180 days but no one at the SPO at Robins maintained any such records.
  14. Not heard of this. But if I remember correctly the J had some weird stall characteristics which warranted installation of "stick pusher"? Because it's a gunship I suspect they were testing stall characteristics in a bank. Not sure off all the original J testing however. Pete are you familiar? What is stall roll-off? Never heard of that.
  15. Here's an older article that suggests they're going to use the mockup already there. http://fremontcountyradio.com/2014/04/new-simulations-center-breaks-ground-at-wyo-air-guard/
  16. The top pic link is a SCNS modded Herc so definitely not 60's layout. The 2nd one I suspect is a newer H model with the dual INS. For a while the Guard/Reserve were getting new ones delivered(or at least modded later) with the dual INUs. I flew a few "B" models out of AMARC(AMARG now) back around 2000-2002 time frame. But these airframes had been flying up to the mid 80's at least. Not sure how much they changed from "B" models in the 60's. Different compasses(C12 vs N1?) I take that back. The top photo is definitely not an "H". Still unsure as to whether those are INS controls however. I never saw a LORAN display and not sure when that system was removed.
  17. I'm pretty sure the first pic is not from the 60's era. Know for certain the 2nd one isn't. On the top pic are the lighter colored buttons from INS? While searching I found this one. Nav's station on C-130A 55-0023 Couldn't download the image but here's a link to the photos. http://www.warbirdinformationexchange.org/phpBB3/viewtopic.php?p=394235
  18. That is not true Shakes. The earlier AF H2s did not have oil cooler augmentation however the later models did indeed have those installed. To my knowledge the Navy -16s did not included Oil Cooler Aug either. Unsure about later models however.
  19. It was a Pope crew. They could have been a SOLL II crew but not an SOS crew out of FL.
  20. The engine used is the Kuznetsov NK-12. After a little Google searching I found this.
  21. Bill...I'd be interested to see how these props work. Free spool? With counter rotating props I'm not sure of the technology behind the operation. May not require a prop brake. Just feathering to produce minimal drag.
  22. How much damage on the right wing tip. Looks fairly substantial. Also how did the gear collapse? Parts ripped away or just retracted?
  23. Figured us Herc guys would be interested in how the counterrotating props appeared.
  24. For an update....... I was told they lifted the nose with a crane and straps. As the nose cleared the ground the nose gear fell about a foot. At some point the crew chief applied power, flipped the emergency nose landing gear lever, turned on the aux pump and heard a bang and the gear fell down normally. One of the support rods that the uplock is mounted to had broken off and had jammed the gear up. I guess the uplock had released but gear wouldn't fall but so far. The never pulled the inspection window. They dumped fuel and were bingo when they landed. Pretty good landing so I heard. No fire as was reported. Also perhaps the arm may have been cracked for a period before. This is all tentative.
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