jbob

Honestly I had thought they quit foaming runway for gear up type landings. But I've been out a while and they do bring things back.

After having flown a buttload of post PDM FCFs and dropping the nose gear so many times via alternate means I've become a cynic when it comes to gear EPs.

Oh and which Facebook was this posted?

I've read the plane has already been towed to the hanger. Waiting for confirmation as to whether the Nose Gear was dropped already or not. And how easy it, if it did, came out of the Uplock.

[ATTACH=CONFIG]4303[/ATTACH]

HILL AIR FORCE BASE, OGDEN — A C-130 performed an emergency landing at Hill Air Force Base on Sunday afternoon.

The aircraft declared an inflight emergency and landed around 1 p.m. Sunday, according to a press release from Hill Air Force Base’s Office of Public Affairs.

"The aircraft was on a firefighting mission when the air crew became aware of a potential malfunction with the nose landing gear. The crew then executed an emergency landing," said Army Major Beth Smith of U.S. Northern Command.

The aircraft sustained minor damage, but none of the six crewmembers on the plane were injured, Smith said.

The C-130 came from the 153rd Air Refueling Wing with the Wyoming Air National Guard, the press release said.

Smith said the aircraft was under the command of the U.S. Northern Command.

“The aircrew was conducting fire-fighting missions and was scheduled to arrive (at Hill Air Force Base) to refuel and resupply,†the press release said.

According to Smith, U.S. Northern command conducted more than 131 air drops, and they dropped over 244,000 gallons of retardant this fire season alone.

"U.S. Northern Command was established in the wake of the terrorist attacks on 9/11, and is responsible for homeland defense and reports to civil authorities," Smith said.

View oringinal article: http://www.ksl.com/?sid=31181238&nid=148&fm=most_popular&s_cid=popular-3

Image credit: http://fox13now.com/2014/08/17/photo-air-force-plane-makes-hard-landing-at-hill-air-force-base/

This is a patch one of our pilots(Lance Johnson) designed while at Robins.

http://

After reading this topic I gotta say wow. I have over 5000 hours in the "E" model and I certainly don't remember any gravity feed problems for the GTC in all my years of flying. It was designed to work by gravity feeding out of the crosswing manifold. Were there the occasional one that would not gravity feed? Sure...but they were fixed. I assume!

I can't imagine a "Tiger Team" being formed to work on an issue like this. Especially when gravity feeding has been working so well for decades. I suspect other issues must be in play on the few a/c that seem to be problematic.

Little Rock has almost divested itself of all of its H1s and H3s. There are about 4-5 of each remaining. The tail transfer seemed to happen quite quickly.

I haven't kept up. So what does the Rock mostly fly now? I know they have plenty of "Js" 50th not flying H3s anymore? 53rd/62nd? Jeesh I am waaaaay behind.

It was the 317th from Pope not the 17th that crashed the plane. They were flying a 314th(Little Rock) aircraft.

I wish I could be more exact about this. The engines are indeed the same. Some of the installed equipment/accessories are slightly different. Something with NTS is different or added with the -16. I was trained in them many, many years ago to fly some Navy planes out of AMARC(AMARG now). I cannot remember specifics.

Thanks Casey. Not sure why I don't remember it being part of the 40 FTS. Brain dump I guess. Guess there more history now since NASA got it out of the boneyard.

Anyone got any history of 65-0979? Somebody asking about it on Facebook. Apparently it's with NASA now.

I flew it from Robins post PDM back to Edwards back in late 90's or early 2000s. I think it was a drone bird at one time. Bomb back on the bottom was a later mod it appears. I wanna say Edwards was the last AF unit to own it. I think it was loaned to the Navy for something. It appears it went to Boneyard around 2009. From there NASA bought it.

Did it have a Rotodome installed at one time?

I edited the post. Guess is a 1965 model rather than a 64

I'm surprised none of our 109th or old VXE-6 guys have responded with personal experience yet. I was able to make a ski landing and takeoff in Greenland with the 109th back during my HHQ days but no ATO usage. One of the things I learned was they will not fire the bottles unless they can get the nose ski off the ground. If they cannot accelerate to that speed at least they will not use them. Too much drag with the nose ski.

The H2s didn't have JATO attachments. We were told by Lockheed the LC-130H models attachment points were put on the wheel well blisters and could not be jettisoned in flight. When the NY ANG took over the Antarctica mission from the Navy they took in some of the Navy LCs.

I think Bill answered your post already but Yes the 109th got three ex Navy LCs. I flew the first one out of AMARC to WACO to get it crossdecked. Then later flew the FCF on that one after all the mods were done. The 109th got one FY73 and two FY 76 models. Funny thing though. After we had FCFd #1 we then found out the Navy had not yet modified the outer wings yet. So they had to get new modified wings and do a wing swap which required another FCF.

And to answer Bills post if I'm not mistaken the LCs do NOT have the capability to Jettison the bottles. It's been a while since I flew with them but if I remember correctly they just left the bottles on after burn out since most of their actual ice missions are short flights. So the added drag is not an issue. Plus I wanna say they had one come off once during the burn and did some damage. So to prevent this they eliminated the internal releases.

So it would seem the AF in their infinite wisdom chose to purchase later model Herks minus JATO mount points. How much do you wanna bet they probably paid more to buy them without? lol I am wondering now if the J's delivered to the Marines include them as well.

On another forum I frequent an aviation nugget discussion is going on. One of the questions was about the number of T-handles on the herk. In the discussion someone asked about the JATO T-handles which in turn question which Herks have them. Some Navy/Marine experienced people seemed to say they had mount points on later Herks. Late model Marine Tankers?

I was mostly under the assumption they quit putting them on the Herks with the "H" models but I can't remember if they were there on the FY73 Hs or the FY74 Hs. AFAIK none of the H2s or later had them with the exception of the LCs. Correct?

Before you do be sure to check out what this guy has to say. Holy cow. I already knew they were anti gun and anti religion.

http://www.veteranstoday.com/2013/12/08/wounded-warriors-project-a-legal-scam/

If what is reported here is true these guys really need to be publicly flogged.

My take on this is the no 2 engine nacelle has been removed for some reason. I think the single blade showing on the opposite side is showing the no 3 prop and no 4 prop(far outboard) just so happens to be not visible from this angle. That's probably why it only looks like 2 props.

David Clark & Bose headsets? Are the issued now? What ever happened to those gray plastic headsets? I hated them! I thought I died & went to heaven when I bought myself a David Clark headset when I went to commercial aviation.

BTW, I have 2 of them for sale.

Don R.

Wow...you've been gone a long time now. We were issued Dave Clarks beginning in the late 80's or early 90's. Those grey things went by the wayside long ago. Not sure about the Bose though.

The crew chief(that was aboard) from the Compass Call incident later retrained to be an FE. He was my student when he went through the 16 TATS. Can't even remember his name anymore. lol

Funny in 9 years of flying the "E" I never saw one without external tanks.

You mean you never saw an "E" without externals or never saw a "J" without externals?

If I remember correctly no externals was one of the "J" selling points. However with Keesler getting the 1st "J's" the Hurricane "J" did not have the range to fly their missions so they had to add the externals to the WC-Js. Is this what everyone one else remembers?

I typed up a quick chart that shows how they initially came equipped. That is as good as my memory let's me remember. Please feel free to add to or subtract as I'm sure I might have gotten a few incorrect. You must remember, especially with the H2s, is they were about as different when they first appeared to when the last one rolled off the assy line. And now there have been many post manufacturer upgrades.

C-130 configs

H models -- FY73

-15 motors

H1 models -- FY 74

-15 motors

Bleed Air Regulators

APU

Bleed Air Divider Valve plus Wing Isolation Valves.

70 lb flight deck AC pack.

H2 models -- FY81?

Bleed Air Divider Valve only

Added over time....FY82? and beyond

FCS-105 Flight Director

Fully adjustable flight deck seating

Dual INS

Urinals

3000 psi brakes

Main AC Bus Tie switch

Beta Lights

RoseMount Pitot System

Master Caution system

H2.5 models -- FY91

GCUs

Seems like I'm missing something here

H3 models -- FY92

MACAWS

EFIs

LPCR

Single INU/SCNS/GPS

Dual INU/SCNS/GPS

Turbine Overheat Indication changed

Is this gonna be something we can attend?

It was an E model and had a FE.

It was an H model from Dyess not an E.

seems to me if the cond. lever is taken out of feather and moved to A/S momentarily to remove the - blade angle,the "T" handle would have to be pushed back in or the prop is right back in full feather. Maybe pull some C/B's. Could be all wrong,been 45+ years since I pulled a"T" handle or cond. lever on a Herk.

Of course this depends on the reason the engine was shut down. If the Engine Shutdown Procedure is ran then yes the T-handle would have been pulled too. But I think the OPs question relates to a cruise engine shutdown where just the condition lever is used.

But I think his original question was answered in that Yes you can airstart an engine even if it's rotating backwards when feathered.

I can't begin to tell you how many times we saw this during my time at Robins doing FCFs.

One thing you can try to prevent reverse rotation for a feathered prop is to momentarily take the condition lever to air start. This will begin to drive the blade angles out of the fully feathered position. If the prop brake is functioning at all you might be able to bump the condition lever enough and change the blade angles to get the blades out of the negative blade angle but not enough for them to begin forward rotation to initiate an airstart. This "may" be enough to help prevent backwards rotation of a feathered propeller. But you'll also have to leave the condition lever out of the "Feather" position. Just a thought.

I was thinking the swapover from TAS to AS was also part of the swapover from MAC to AMC.