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KC130FE

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Posts posted by KC130FE

    In need of 149808 "BOB" historic info

    in C-130 Historical

    Posted

    The new CO had maintenance put BOB back as the MODEX for 808. Did I mention that the new CO is a Marine? A/C 627 also has US Marines on the side vice US Navy. When we pick up 626 from Hill this fall it will also sport US Marines on the side.

    One of the things I know about 808 is that sometime in the late 80's it had a pod fire that necessitated an immediate landing. The aircraft exceeded 350 knots in the dive and landed at MCAS Beaufort. After that the wing was never right. I know it (the wing) was changed sometime in the 97/98 timeframe.

    During Desert Storm it was a hangar queen. Appoximately a year later when we finally got everything put back together, myself, Bill Sculley and Mike Hersperger took it out for it's initial high power runs. Bill was driving, I was in the copilot seat and Mike was in the center seat. As we came to the hold short of 14L at Cherry Point (we were headed to run-up area 4), Bill realized that the emergency brakes weren't working anymore, said "uh-oh" and before he could say anything else I switched over to normal brakes while Bill still standing on the pedals. As you might guess we immediately stopped...which in turn sent Mike into the center windscreen.

    On of my adventures on the plane was while doing hose checks in the W-122. As I pressurized the hoses I noticed that I was only getting about 50 psi of refuel manifold pressure with both AR pumps on. Right about that time Manny Guttierez tells me we have a leak on the right side. After I shut everything off, manny says it's still leaking. Turns out the manifold had ruptured between 3 and 4 in the flapwell. We were at 23,000 feet so the leak never stopped until we were able to de-pressurize. The AC tried to tell me that we needed to shut down both engines on the right side. I convinced him that shutting down #3 was good enough. Quite frankly I didn't know if shutting down either one would have made a difference, I just didn't want to land with 2 shut down on one side.

    Turns out someone else did just that with this same airplane about a year or so later in 29 Palms. They didn't crash, but it wasn't pretty.

    Good times...:D

    The New A/MC-130W - The Dragon Spear

    in C-130 General

    Posted

    friendly fire incident waiting to happen, poor training plan and in a rush to get it done

    x2.

    Lots of new hardware, lots of 'hurryitup-itis', lots of new aircrews and all relying on a computer to get it right. Not knocking the crewdogs, but caution should be the word of the day here . . .

    We have the Marine version here at Pax. If I didn't know any better I'd think that you two have been sitting in on some of our meetings...

    Polish Hercules Mishap

    in C-130 General

    Posted

    According to my calculations that's 544.8 knots 627 mph. At what speed should the wing off light illuminate?

    Hey! Maybe the problem with the indicators was that the A/S ind was reading too high. :P

    325X1

    A tanker is good to 460 knots. That's what 106 did when it rolled over back in 2004 with IFR pods.

    We had rolled over at least twice, lost 9,000 feet of altitude at a maximum rate of descent of 29,000 fpm, probably exceeded four positive and three negative G's (aircraft limits are +3 and -1), and reached a maximum speed of almost 460 knots.

    The data pallet, installed in the cargo compartment to record our flight-test data, had recorded invaluable performance data from which we could reconstruct our flight profile. A month later, after extensive inspections and minor repairs, we returned to Huntington and flew our aircraft home.

    http://safetycenter.navy.mil/media/approach/issues/sepoct06/The_Wild_Ride_of_106.htm

    Slip Sticks

    in C-130 General

    Posted

    Anybody out there remember "Slip Sticks"? During a recent air show I took a walk acound a "J" model. I asked the young Loadmaster if they were still in use. "No, but I've heard of them", he replied.

    Marines were trained to use them up until 2006. Don't need them with the J. We still have them on the planes in Pax. They are nice conversation pieces.

    Happy Birthday Marines!

    in General

    Posted

    The United States Marine Corps is 234 years of romping, stomping, hell, death and destruction. The finest fighting machine the world has ever seen. We were born in a Bomb Crater, Our Mother was an M-16 and Our Father was the Devil. Each moment that I live is an additional threat upon your life. I an a rough looking, roving soldier of the sea. I am cocky, self-centered, overbearing, and do not know the meaning of fear, for I am fear itself. I am a green amphibious monster, made of blood and guts, who arose from the sea, feasting on anti-Americans throughout the globe. Whenever it may arise, and when my time comes, I will die a glorious death on the battlefield, giving my life for Mom, the Corps, and the American Flag. We stole the eagle from the Air Force, the anchor from the Navy, and the rope from the Army. On the seventh day, while God rested, we over-ran his perimeter and stole the globe, and we've been running the show ever since. We live like soldiers and talk like sailors and slap the Hell out of both of them. Warrior by day, lover by night, drunkard by choice, Marine by God! Oorah

    Flight Mechanics

    in C-130 Historical

    Posted

    KC130FE

    I'm not disputing your statement; just curious, but when I went through instructor school at the Rock back in 1975 or 1976, there was a Marine there going through the basic FE school. In fact, he's a member of this forum.

    Don R.

    That could be. I imagine that the basics would need to be taught in a more structured environment. I didn't get into the Herk community until the late 80's. By then the FE Ground Course was taught at MCAS El Toro.

    Flight Mechanics

    in C-130 Historical

    Posted

    Marine FE's used to come from the ranks of the Herk maintenance department exclusively. One had to be a CDI (collateral duty inspector) prior to entering flight training as a FM. Once qualified you could follow on to be an engineer after a couple of years of experience. As the need for FE's grew the MOS became open to other platforms as the F-4's, A-4's and OV-10's were retired. The MOS manual was changed to reflect that the qualified candidate had to have an aviation MOS as a prerequisite. Eventually it was opened up even further to basically anyone that could breathe. We were inundated with grunts and truck drivers for a while. Very few (less than 10%) made it through training.

    All FE training was conducted in house until around 1986 when the schoolhouse was opened at MCAS Cherry Point. Pilots, Navigators, and Radio Operators (LM) were trained there as well.

    In 1993 a new MOS was created in order to become a feeder for the FE MOS. We would take brand new Marines fresh from aviation maintenance training at Memphis/Pensacola and put them through FM training. What was supposed to happen was that we'd have this pool of qualified fliers to pick from for FE training. As with almost all first term enlistee's, most of them got out, so the pool wasn't so big afterall.

    The introduction of the KC-130J changed all that. Some of the FE's left for the reserve units in TX and NY. The ones that didn't (or couldn't) were converted to crew chiefs. Quite a few got out or retired. The schoolhouse has since been decommissioned and all initial training is conducted at Little Rock for the "J". The two reserve units train there own FM's and FE's now. And most of thier students come from the Herk maintenance department.

    Someone said it earlier, what goes around comes around...

    Wartime OPS manual?

    in C-130 Technical

    Posted

    Now just where in hell are you going to find bamboo in the desert?

    way back when a long time ago most of the stuff that would have been in that big black book was info that was carried in our heads and passed on from the day we entered FE school at Sewart. And then picked up from fellow crew and maint folks. Like tieing a string to the ingnition sw in the engine compt and then closing up the cowling. Once the engine started pull the string and cut off the ingition.

    Also back in those days we had to have full system knowledge and we FEs also carried a tool bag full of tools. Muff

    This is how we trained Marine FE's up till 2006, when VMGRT-253 decommissioned. Now the reserves units train thier own....till they get J's anyway.

    Low air flow cargo compartment air condtioning.

    in C-130 Technical

    Posted

    We have had an issue with the air crew writing up cargo comp A/C pack distributing weak air flow on a 89 model (c-130h). We have already changed a bad low temp control valve, flow control shutoff valve. Also we checked for the water separator/sock for and icing or contamination. Did not find any leaks with the heat exchanger and the turbine is running like a champ. We suspect the crew is writing it up because it’s been really hot lately and until they get the engines going they will have less air with the APU.

    Some people want to throw a turbine at the aircraft but its working fine with great suction and the air is cooling. I was hoping to find someone with a some experience with the A/C packs that may have some troubleshooting ideas or that could lead me in the right direction. I hate shot gunning parts!

    So if I understand this correctly the aircrews are having a problem with the APU keeping it cool in the back, on the ground, before engine start-up. Umm....who cares? Really?

    Does the system work properly inflight? That's all that really matters.

    Report out on Iraq Herc Crash June 2008

    in C-130 Technical

    Posted

    I was on that aircrafts maintenance crew at that time. Ask an engine troop or flight engineer what will happen when you slam the throttles back for emergency evasion a few hundred feet off the deck then slam them forward to 100%.

    BINGO!!! DING! DING! DING! WE HAVE A WINNAH!!!

    The official report blamed some relay for fuel control power not standing up to heavy G’s. But the poor thing got them to the ground safe, no one was hurt, that’s all that could be asked of it.

    And in order to justify this "electrical glitch" there is now a new procedure for powering the AC Instrument and Fuel Control Bus. :(

    AC Inst & Engine Fuel Control Inverter

    in C-130 Technical

    Posted

    OK...

    Currently the ACI&EFC Inverter is in the Ess AC Bus position for takeoff (KC/C-130T) and all the other models I have inquired about... (Older aircraft)

    Question is why not run the inverter and take advantage of the "auto switch" function if the inverter fails while preventing the need to "manually switch" the inverter ON if the Ess AC Bus fails.

    I cannot find a reason to NOT use the inverter it just has always been this way.

    So run the inverter until after takeoff and then switch it to the Ess AC position at some point in the climb/after takeoff checklist.

    Pro

    Cons

    Need some good feedback on this please.

    Has there been a rash of ESS AC BUS failures on take-off recently?

    Alright marines! listen up!!

    in C-130 General

    Posted

    The designations are a reflection of the history of Naval Aviation and date back to 1922.

    V means "Heavier Than Air," as opposed to "Lighter Than Air" airships and blimps.

    M means Marines as opposed to Navy.

    G meant Search-Rescue, now means Tanker. (from 1958)

    R means Support Transport.

    Followed by the squadron number.

    The letter designations for squadrons and aircraft missions are the same, but there are a few differences between those and the aircraft suffixes. In P-3, the P means Patrol, but F2H-4P, the P means Photo-Reconnaisance.

    Some trivia for USN C-130s.

    The pre-1962 designation for the KC-130F was GV-1, and the C-130F was GV-1U, but the USCG SC-130B was R8V-1G and the LC-130F was the UV-1L, later C-130BL, then LC-130F, post 1962.

    G means Tanker

    V means Lockheed.

    dash 1 means first C-130 model used as a tanker. (KC-130F)

    U means Utility, a catch all designation for conversions/redesignation from other variants. (Converted from tanker versions.)

    and

    R means Support Transport.

    8 means eighth transport type produced by Lockheed.

    V means Lockheed

    dash 1 means first C-130 model used as a support transport. (SC-130B/HC-130B)

    G means Search and Rescue.

    (pre 1962, the S in SC-130B meant Search and Rescue.)

    and

    U means Utility

    V means Lockheed

    dash 1 means first version of the C-130 used as a Utility aircraft.

    L means aircraft modified for winter/cold weather operations.)

    (The L in C-130BL meant C-130B winterized.)

    Taken from Fahey's "The Ships and Aircraft of the US Fleet, sixth edition, and John Andrade's US Military Aircraft Designations and Serials since 1909.

    Kind of a long explanation, hope that it makes sense.

    Best wishes,

    Grant

    Yes....or this:

    VMGR - Marine Aerial Refueler Transport Squadron

    VMGRT - Marine Aerial Refueler Transport Training Squadron

    ooh-rah!!

    AWACS C-130???

    in C-130 General

    Posted

    I remember an AWACS type mod being installed on a Navy Special Mission P-3 at Lockheed Aircraft Service in Ontario, CA; but don\'t know where the C-130 mod might have been done.

    The P-3 with the rotodome is here at Pax as well. Used by USNTPS.

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