jbob

Probably would be a good addition to the Hurlburt area.

Giz, I wonder. The VA I'm dealing with here is not state but Federal. At least I always felt I was never dealing with any of the state guys. I think the rules are very explicit about the VN thing. The first thing the guys there asked me....If I had ever been to VietNam? I also read that in the rules somewhere online. Funny thing though is I think it's related to Agent Orange. I wonder though if being stationed at Little Rock AFB for a number of years might help! That's where Agent Orange was stored the whole time I was there. Or at least just outside the base in Jacksonville.

I've been told to suggest that my hypertension, especially the meds, might have contributed to my diabetes. That started before retirement.

7 years after I retired and now I'm diagnosed with Type 2 Diabetes. After checking some of my old medical records looks like my blood sugar was in the norm during my time in so now don't think I'll get anything from the VA for this new diagnosis. What are others experience with post retirement changes in their medical status?

Funny but if I had been in VN it would be automatic.

The Herk AMP kinda overgrew itself out of proportion. Plus all the crap that went down during development. Now with budgets straining somethings gotta give. Remember the C-141 got their version of AMP(GPNS/SNS) and almost as soon as the whole fleet got modded they ended the whole C-141 program. Talking about wasting spending.

On top of what Dan stated wasn't the pilot a FAIP? First Assignment IP, thus although he had total hours all of his time was not on Herks. One of the problems with training with light weight loads vs actual heavy weights it how the herk responds with the heavier weights. With a light weight training LAPES the Herk will round out and float much easier than with 20,000 more pounds of actual weight.

Found this video posted on another forum I frequent. Even after it ends up in the water watch what happens next. Amazing!

One other thing to consider is that if a Herk is in "Depot" status for many reasons it might be assigned to Robins even though it's not actually sitting at Robins. Especially if where it's at is not an Material Command asset.

Hopefully this wasn't an "Us vs Them" post. ;-)

Whether the crew was correct in their troubleshooting or not there was still an indication problem. So in reality the crew was correct to write something up. Generally speaking one knob width on the throttles should not be enough to "Red Ball." That possible simple TD system issue is not worth it but.....? They had other indications so the writeup was proper as indicated by your gauge swap. In reality this problem was probably worse than a possible TD system malfunction. All we have is the indicators. Really of all the engine indicators the FF gauges were the ones I trusted the most.

Good on you to test gauges early on. I can tell you I've swapped plenty of gauges myself as aircrew. In flight even!!

I will say if you were around during the aftermath of the Colorado Springs crash you'll see why "Aircrew" can a bit leery with engine indicating problems. Taking the Pilot/FE knowledge levels into consideration it's better to be safe than sorry.

US Herk is correct in what he says except it's not 45 w/Flaps down...it's any flap extension. Flaps down is considered 100%. ;-) Mostly based on G loading. I've been past 90 degrees a couple of times myself just not with the "G's"

Harry retired last year. To bad too, he was one of the finest FE's I ever dealt with. Scotty is still there. I don't recall ever flushing a prop for this problem at Functional. The only times something like this has happened it was either the valve housing or Prop housing I beleive. Flushing is typically done when the prop spins backwards.

Oh yeah I forgot about the spinning backward! We had our share of them too. I didn't know that Harry had retired but I don't keep up with the guys. Just chat with Scott occasionally.

Wow, can't tell you how many times we saw this at Robins doing FCFs but since it's been a while now I'm not sure I can remember all the correctives. As has been mentioned using the Starter button to help override a possible tight prop brake is what to try first. I think the maintenance guys would "Flush" the prop brake if a restart could not be made.

Call the 339th Flight Test guys at Robins and talk to Scott Stansfield(heck he might be retired now) or Harry Smith in the FE section. Both those guys are top notch and may have better intel.

jbob, as I remember, didn't the "Dip Clearance" missions have a "Reach" call sign -- just like Big MAC?

Don R.

Don I think "Reach XXXXXX" was the AMC Dip Clearance call sign while "MAC XXXXXX" was the one used in the MAC days. Anyone?

I'm a regular visitor and poster on AR15.com. A VERY popular AR 15 Forum. It's mostly geared towards AR15s but it's got other weapons as well.

There is one Forum called General Discussion where pretty much anything goes. You get some good general posts but many turn into bull crap and many times it's just guys playing.

Recently there was a topic on GD(General Discussion) where some saw a P3 with an engine shut down so he asked some questions. There is a regular post there who appears to be a Marine KC guy but not sure what crew position he is. Someone posted about feathering in flight and of course some posted who have no clue about propeller driven craft let alone the Herk or P3. This guy, named Chris_C, posted some info that was ok until he mentioned how the props work with the mechanical switches.

I corrected him and the forum thread with the basic and his reply was not so smart. Just thought you guys might like to see what his knowledge it. If this guy is an FE I feel sorry for the Marines. lol

Check it out here:

http://www.ar15.com/forums/topic.html?b=1&f=5&t=1098557

I was around when it came out that way and I'm pretty sure I heard why but too many years gone by now and can't remember any specifics. I do remember when the 50th picked up their first H3. Lockheed gave them a regular H -1 and said here ya go, they're pretty much the same thing. lol Same with Cheyenne.

"Volant Pine" aka Mildenhall Call Signs were "Old". I did a mini rote to Rhein Main in spring of 1983 but don't remember the "Call Sign" used. Seems to me though the Mildenhall Call Signs might change for some "Dip Clearance" missions.

What Call Signs were used when flying out of Incirlik "Volant Tony" and/or Athens?

Caught this on another forum I frequent(no aviation related)

http://www.signonsandiego.com/news/2010/oct/02/hose-military-aircraft-falls-house/

Carmel Mountain Ranch house hit by hose from air show plane

No one injured; two houses evacuated because of fuel spill

By Tanya Mannes

Originally published October 2, 2010 at 12:35 p.m., updated October 2, 2010 at 3:19 p.m.

SAN DIEGO — Part of a refueling hose from a Marine Corps C-130 performing in the Miramar Air Show this weekend fell on a house in Carmel Mountain Ranch at 10:50 a.m. Saturday. No one was injured.

The 75-foot-long hose line hit the roof of a two-story house on Fontanelle Place near Castile Way, a San Diego fire department official said. The hose leaked fuel on the house. It also spilled on the lawn between the house and a neighbor's home, prompting authorities to evacuate both dwellings.

By early afternoon, the hose had been removed from the house of a retired Navy nurse, Cashmere Monroe. Fire officials estimated the damage at $10,000.

Monroe said she was in the garage when the hose hit the house, and her 14-year-old daughter was inside the home.

"When I heard the noise, I thought the garage door had hit something," Monroe said.

She went inside, and a neighbor, Crystal Carberry, 17, knocked on the door and told her to come out to look at the roof. Monroe said when she opened the door she immediately smelled the fumes.

Carberry's sister, Brande, 14, said she thought a car had crashed into a garage door.

As a precaution, hazardous materials crews were keeping the Monroes and Carberrys out of their homes until the fuel spill was cleaned up and neutralized. Both families were on the sidewalk waiting for the all-clear signal. Each had a cat in a pet carrier.

San Diego Fire Battalion Chief Michael Finnerty said that some fuel absorbed into the lawn but the total amount was small. Military officials will work with the county to dispose of contaminated soil, he said.

The aircraft that dropped the hose is part of the 3rd Marine Aircraft Wing, which was scheduled to perform in the air show, said Marine Corps 2nd Lt. Maureen Dooley, spokeswoman for the Marine Corps Air Station Miramar.

Marine Corps officials did not immediately know if the plane was coming or going to the show when the mishap occurred.

The show continued without interruption, Dooley said.

San Diego fire department and hazardous materials teams were the first emergency crews to arrive at the house.

I would have never thought the Airspeed caution would be just over 300. Look at the Caution range! Is the gauge reading MPH?

http://news.yahoo.com/s/ap/20100729/ap_on_re_us/us_military_plane_crash

By RACHEL D'ORO, Associated Press Writer Rachel D'oro, Associated Press Writer – 13 mins ago

Elmendorf, Alaska – The Air Force says a military cargo plane crashed Wednesday with four people on board at Elmendorf Air Force Base in Anchorage.

Air Force Capt. Uriah Orland says the conditions of the four on board was not immediately known. When asked if there were deaths, he did not answer.

The plane was from the 3rd Wing, based at Elmendorf, and Orland said it was on a local training run.

Orland says first responders were still on scene more than two hours after the 6:14 p.m. crash.

He says more information will be released later Wednesday.

THIS IS A BREAKING NEWS UPDATE. Check back soon for further information. AP's earlier story is below.

ELMENDORF AIR FORCE BASE, Alaska (AP) — The Alaska National Guard says a military cargo plane has crashed at Elmendorf Air Force Base in Anchorage.

Alaska National Guard spokesman Maj. Guy Hayes confirmed the Wednesday evening crash of a C-17.

No other details were immediately available, including whether there were casualties.

Military police refused to comment, and other base personnel did not immediately return messages seeking information. Hayes was en route to the base just off downtown Anchorage to coordinate with the base's public affairs officer to release further comment.

Anchorage Fire Dept. Captain Bryan Grella said his crew was just getting done with dinner at about 6:30 p.m. at the downtown fire station when something caught his eye.

"It was a big, gray plume of smoke, and I saw a fireball go up in it," he said.

The fireball extended about 750 feet in the air. He estimated the plume to be about two miles from downtown.

I'm kinda curious if you can duplicate the Gen Out lights using symmetrical throttles only? i.e. 1 and 4 and 2 and 3 rather than all 4 at once.

I'm kinda thinking this could be something that may(or should) be seen more often given the same or similar set of circumstances.

Just for shits and grins put the Sychrophaser(all 4 props) in Mechanical and see if you can duplicate.

A friend tonight asked me I'd seen the news about a Herk with an emergency in Iraq. He said they had a hydraulic leak inside the cargo compartment with passengers aboard. No other info

Anyone heard anything?

I remember 3 crashes blamed on Fin Stall 69-6578 Nov 71 at Little Rock.

69-6581 Ramstein Jan 81(blamed on rudder boost pack) and 58-0732 Evansville IN Feb 92

Bob

I didn't think the Evansville crash was attributed to a Fin Stall. That was simply incorrect flight control input. Or course that might have put them in a Fin Stall condition but at their altitude they had no chance of recovery.

You might could indirectly say the Ft Hood crash was caused by Fin Stall however. The crew assumed(incorrectly) they were in a Fin Stall and rode that one in. At that time it seems Fin Stalls were being driven into our heads without regard to a normal stall.

I watched the race this past weekend and saw the highlights of that incident. That is about as close to one can get to disaster and just squeaking it out. Talking about close! Them are some shit hot fliers in that sport.

That plane's last command was AFMC. DIRCM test bed. Half Talon as we called it. Isn't the fuselage now a load trainer?

I went through survival school before I started cross training(1982). All at Fairchild AFB. Lucky me I had a cousin who lived in the area and who was a former instructor at the school so had some inside knowledge. I went through in June but turned out to be the coldest June on record at the time. Still not that miserable except for all the rain while we were in the woods.

When it came time to kill the white Rabbit, no one wanted to do it. The most outspoken person was our flight CC, an AWACS Pilot. Guess who had to kill the rabbit? lol The good thing though is no one wanted to eat the rabbit after it was killed. So I got the whole thing. Jeesh I grew up hunting and such so it was nothing for me.

In RT camp I had a female 141 pilot next to me(if you know where I'm talking about!) Anyway before she was viewed she had to state "The Bitch is covered sir" every time they knocked on her door. When RT ended one of the guards asked her out. She replied "you've got to be kidding me!"

I wanted to do the "cool school" with the Schenectady guys but never got a chance.

Kinda sorta wrong.

The earliest H models (disregarding the HC-H models) were built in late 73 (early 73 were E models) and all they had -15 Engines and updated outer wings.

The wings were updated to take the higher torque and add in water removal system (in lieu of ugh scavange flow pumps) and some other minor systems changes but were not designed for any "extended life" as they were basically the same wings that had been produced since 1964 for HC-H's.

Those few 73 "H" aircraft only had those two things to qualify being called H's, actually they should have been called super E's but ...as a matter of fact they have always been called super E's by the operators.

Now in 74 the sorta real H model lines started with those other updates (apu, wing divider valve etc).

It wasn't until the new center wing boxes that AFSOC developed that the any programed "Extended life" modifications came in to play, up to then it was just R&R to extend aircraft life.

To add to what Dan stated...there are basically two "later" classifications of wings. The first were the FY73 wings. These had some of the modifications required for enhanced service life. Later introduced was the FY82 wing box which had even more mods but not as much as going from early to FY73 wings. I can't remember all of the mods now but I think the main difference between FY73 and FY82 wings was the external accessible fuel probes on the FY82 wings.

For those who don't remember many(if not all) of the Dyess 74 models ended up with "B" model wings. The reason is the "B" models, the Guard/Reserve were flying, got the new wings installed as part of the wing mods. When the "Bs" were sent to AMARC they took the wings from the Bs and rewinged the Hs from Dyess.

I really got educated on all this wing stuff when we were trying to FCF the the crossdecked Navy LCs at Waco. The Navy LCs had FY 73 wings(73 and 76 models). We initially FCFd the first one with the FY73 wings but later had to do the FCF again after it was rewinged.