BobWoods

I meet Jim Nabors at an LAX bar, I was in uniform and he wouldn't let me pay for a drink he keep buying and we kept drinking. This was in the late 60's.

During the seige of Khe Sanh we dropped a 24 foot platform of concertina wire, it broke apart after load clear and the guy on the ground thanked us for distrubuting the stuff, luckily no one was hurt, was what we heard. We laped a few loads too, one load seperated from the chute and slid through a couple buildings, might have been the mess hall, but again no one was hurt plus at that time they weren't eating in the mess hall. In the hell the Marines were living it gave them a few good laughs. We also did a bunch of CDS and most hit the DZ.

Instead of sand paper on that dry wall try a big sponge and a bucket of H2O. Makes less of a mess to clean up.

The operational responsibility of the ramp and door switch on the center console was changed back and forth between the FE and CP more than I can remember.

But did you check the thermocouples? Low TIT readings are very likely the cause of early turbine failures, especially the engines we had back in the 60's and 70's. I can remember the floor stomping by the instructor at Allison engine school when he was talking about the effects of failed thermocouples. I started out as an jet engine troop, the got into scanner and got my AFSC changed to APG before I started flying as a FM. I put in a few long nights on engine problems.

Thermocouples have always been a weak link on the Herk, when I first got to Sewart in '66 I was put in charge of a engine phase dock crew. I was amazed that the common procedure was to pull enough thermocouples to boroscope the turbine and leave the rest unchanged. We had a thermocouple test bench in the shop but these guys were taking short cuts they should not have been. I explained to my crew why it was wrong and we were only causeing engine changes if we didn't change all 18 as speced in the phased inspection guide. There used to be a 2 page chart in the front of the 1-1 that could be used to predict TIT for a given FF and torque and conditions (OAT, PA, IAS,) I wasn't a bit embarassed to write up TIT systems as reading low inA/W with the 1-1. I figured that if the crew I took over was being lazy there had to be others being lazy too. In cruise I would demostrate to the crew chief the chart and the use of it and most of them saw my point of view, even had the chance to explain it to some engine troops and they got it. I would start off by setting all the FF's to the same, that should make the torques the same, assume the highest reading TIT is the correct one, since thermocouple failures never cause a high reading. I always assumed that FF meters were the most accurate and the only one that could be verified in flight.

Thanks guys, not being around IFR birds and H models I was behind. bob woods

Jake, Thanks for the reply, What I don't understand is how can you run the dump pumps without dumping fuel? All I remember is the cover guarded dump switches on the aft of the fuel control panel, you flip them and you have fuel coming out your wing tips. I remember the dump pumps being mounted on a pedestal except for the external tanks. Its been a long time since I've been around a Herk but is my memory that bad? bob woods

USAF Museum http://download.yousendit.com/S1VDNU1NNDJrWTlMWEE9PQ

I was staioned at Wilford Hall in the late 70's my nieghbor worked at Camp Bullis back then it was a snake infested rifle range.

I have been reading his book, interesting and entertaining. But I do have a question about the story in Chapter 1 about stand piping the dump pumps to verify fuel remaining. Is the fuel system on a 382G that different from an E model? I remember the dump manifold being diffferent from the crossfeed manifold.

Articfox, I don't know, too many years have passed. Good Luck bob woods

There is an app called Spectre

In the back of my old feeble memory is something telling me "check the pressure reducer valve" in the brake system.

It reminded me of ABCCC takeoff at Udorn at 1700 on a hot day.

Thanks for the heads up. bob woods

OK I give up I have searched the net and still no answer, whats LIRCUM ?

Larry, Understood, I just felt the need to add to my post.

I used to have a mouse that did that, then it broke and I could never find a replacement.

It wasn't meant as a racial term, at midnight chow you could always pick out recip APG and engine guys. Any recip guy that walked off the flight line after a 12 hour shift with clean fatigues was a goldbricker or spent the shift driveing the line chief around.

Greaser was the term we used to describe Recip APG and engine Mechanics, in my first few years I worked on recips when there were no 130's or 133's needing work. 124's were the dirtiest followed by 97's

Before my 130 days I had the privledge of working on Connies, the main gear had flex that was called the step, when power was applied the airplane would move forward about a foot as the plane went up on the step. It scared the hell out of me as I was riding the brakes for the first time and thought the plane was going through the Pax Terminal.

Some early medical xray machines used SF6 in the High Voltage transformer, it was sure fun to play with. Used a ping pong ball to check the service level. We also had high voltage test equipment that had gas filled transformers.

Heres one of the extra co pilot, the night before I drank him under the table and now he can't stay awake, damn college kids and here I am taking pictures from the center seat.

Loren with your history on this site I would suggest that you act like the person you claim to be and quit whineing and bad mouthing people, even those on other sites. We don't want to hear it. You have a bad rep and no cred so take it easy, go slow and slowly people will warm up to you, if you truely have grown up. Bob Woods

PS It was Lockheed that decided which engine/prop to use on the Herk and the Electra