1685FCC

Ladies and Gents,

Just wanted to post that the 29th Weapons Squadron (C-130H part of it anyway) has moved to St Joseph, MO. I've been in the WIC now for about 2 years and I volunteered to come up from Little Rock and help get it going. It's supposed to go full time to the guard in a couple of years, but it is great for this area to have it and for the AF to keep it as well. We just completed out first syllabus sortie up here, so the ball is rolling now. I only have about 3 years left until 20 and this assignment will take me there, so we'll see what happens. I've been chasing this old bird around the last few years and it's sad seeing it roll off into the history books. Hopefully the guard/reserve will keep it around for many years to come. Have a good one!

Dave H

I believe 0282 also had the ramp actuators get pushed through the empennage due to the ramp contacting a mountain? That is what I was told during my Mildenhall tenure (05-09).

Dave

Saw this pic on the net today.

Says it was of 63-9815 at Duke Field 1115 MAS in 1973.

Anyone know anything about this aircraft, the squadron or its mission?

I think I remember seeing this aircraft at Howard in the 70's when I was on rote there.

Bob

I know that this aircraft is currently sitting next to Hangar 250 here at LR as a Load Trainer. The tail of the aircraft was donated to "Hangar 1080" here on base as a static display. I flew this plane in Iraq as the last E model combat mission. It flew pretty darn good over there until they took her all apart here. I believe the wings were donated to 74-1679 after the tornado damage.

Dave

Exactly my point! So, if a B model airplane experiences a 4 engine flame out, it is unlikely to restart the engines....

If you flamed out all 4 engines the only way you could get those bad boys fired back up is if, well you were able to tie the bus in flight, but I seriously doubt those B models have that TCTO done.

Thanks kersey! I thought they were all fitted around the same time, just couldn't remember the TCTO's.

Dave

A list wow that would be interesting to see how many have been converted...

Inverters are normally placed in the Ess AC or ESS Avi position (inverter off)--- Some of the ACI&EFC Inverters (solid state/new ones) are ran in the "on" position or Ess DC but thats another story good idea as far as Im concerned but the reason for the change in operation was/ is ......

Not sure on the whys or any new maint required the new inverters are pretty reliable.

The main reason the position of the switch was changed in flight from the ESS A/C (motor operated Inverter) to the ESS D/C position (solid state) was due to the internal bypass feature if the Inverter failed (i.e. ESS DC selected power out automatically switches to ESS A/C), so this way it would let you know that your inverter has is no longer a back-up source. The CO-PILOTS inverter does not have a internal bypass to allow it to switch over to the ESS AC bus. The other reason they run in these postions is so that we do not burn up the inverter since it is a electic motor (non-TCTO modded). So just like stated above the inverter switches look like this inflight for the respective inverter: Motor operated inverter, "-,-": solid state inverter, "-,|".

Just like NATOPS stated above. The solid state inverters are much more reliable due to less moving parts. I have had these fail before inflight (automatically bypassed), but just moved it over to the ESS AC position and all was good. I just wrote it up when we landed.

I also want to say that TCTO 1822 was part of the ESU mod? Can anyone verify this? I believe this was the time alot of Solid State equipment started showing up, i.e. GCU's, syncrophaser, AC/INST Ctrl Inverter, ess/main avionics busses. Hope this helps and if I'm off base on any of this please call me out!

Dave

Dave

Thanks any word on the others?

Bob

I'll see what I can do for you Bob. I believe, don't quote, but 1806, 7819, and 7852 are still GITA birds for MX. 61-2362 is a static display at the air park here on base.

Dave

Also, I don't know what the plans for 63-9815 are, but she's all stripped of her wings (donated to tornado bird repair and someone else on here said the other wing was donated somewhere else) and the vertical stab is now a static display at the old enlisted club. The fuselage is still parked next to Hgr 250.

Dave

Bob,

62-1829 is now the Hwy 67-167 guardian in front of the new off base education center. I'll see if I can get some pics, but she's all put back together, for the most part, and looks pretty damn good from the Hwy!

Dave

the l/h wing from 9815 was shipped to Ogden to replace the damaged wing on 89-1187 (Niagara AFRC, mid air drone strike in AOR) almost ready to deliver.

9815 also donated her vertical stab as a monument in front of Hangar 1080 here on base. Also, I believed she donated one of her wings to the H1 (74-1679?) damaged in last years tornado. I flew 9815 in our last ever deployment in Balad. Now she sits in front of Hangar 250 all disected and such...sad sight.

Dave

The word on the street is that 62-1829 is going to be a static display outside LRAFB at the new off campus Education complex?? I caught a glimpse of some nose writing displaying "City of Jacksonville" and a Razorback just above it. We'll see how this turns out.

Dave

we have the following c-130 E 62-1799/62-1792/62-1859

2 out of those 3 were on our last E-model deployment in Iraq. 1799 got me in a little bit of hot water with a nose wheel shimmy, but that's another story. How are they flying for you all over there?

Dave

If memory serves me correctly, started limit for E's is 1 min on, 1 min off, 1 min on, 1 min off, 1 min on, 5 min off, 1 min on, 30 min off.

It is in the engine run manual 1C-130E-2-71JG-00-1 (here again guessing) in the preface pages. For the E I do not believe I ever saw a bleed air minimum limit on start for the E's.

The starter limits are the same as an H. As for minimum start PSI. If the GTC was not putting out a minimum of 35 psi (same as APU) then MX action was required prior to flight. These limitations are all out of the E(H)-1.

Dave

Dan..., tell you the truth, so far I am not sure what brother mrjpc130h is looking or asking for... Is it for time limit approval (30 seconds) from a good reference for a case defect taking place during flight..? Or is it about; what may cause the prop to take that unusual time?

If the last was the case, I am asking; what about ground static feather check? Is the prop passed the check limit (not more than 23 seconds from full reveres to full feather)??; ... And... Is the feather angle during ground check visually checked for 92.5 degrees?? ...What about engine coast-down time during ground normal shutdown? What components had been changed so far.........

It makes sense to pass the entire related ground check first; then to go for FCF.

Might be done, might be not, but never been told....; so, me and you Dan trying fishing on a dry river..!

Dan, prop brake is a possible defect, but the prop-if passed the 90 deg-then it should rotate counterclockwise, which was not the case as stated on the last post...!! let go.. Just one more throw on that river.

Tenten...do you use a different manual because I'm used to a max reverse to full feather in no more than 25 seconds?? Just curious.

Dave

Yup agree... The feathering check for 23 seconds is for on ground feathering cx. The matter arises from exceeding up to 30 sec , when we did d FUnctional Check Flight the engine is was windmilling during cruise engine shutdown takes time to stop after feathered. Then d consequense tht engine unable to airstart normally n luckily with help from d starter to manage to light off the engine

Maybe some engine guys could jump in here, but it sounds like a prop brake issue?? Is the prop counter rotating? During the last sentence there it sounds like the brake was engaged as you were trying to Air Start the engine, yes/no? If it was engaged bumping the starter makes sense. As for the feather time being 30 seconds, I see what tenten is saying about the feather override button and pulling it after 5 seconds. I'm also wandering if maybe you have a bad aux feather motor or low output? Just some thoughts, but there are mx guru's on here with more nuggets than myself!

I hadn't seen it mentioned yet but if my mind serves me correctly you had to be down to -5 degrees (F) to get 19600 from a -7 motor. I'm not even sure if I can find my old -7 1-1. ISA standard day wouldn't even get you close.

Dan I still got my -7 whiz wheel too...somewhere! Never got hold of a -15 one.

After running my -1-1 charts for 100% and 95% I get these numbers

100%, 15C, SL= 16,600"lbs @ 971C....to reach max torque temp would be -8C (+18F)

95%, 15C, SL= 15,800"lbs @ 971C....to reach max torque temp would be -17C (+1F)

All normal bleed numbers.

Dave

Sure would

Thanks

Bob

Would you like to post them or send them to me?

Bob, just wanted to let you know that I went ahead and uploaded to the C-130E gallery under the USAF tail # and by 1685FCC. Let me know if that will work, I uploaded two of them. Have a good one!

Dave

I got a couple of 7833 if you want them?

Dave

Yes thanks for the update. He was a great instructor up on the hill; always cracked me up!

Last weeks Boneyard list had all the ex Herks from LRF we expected except 62-1851. Can't find that one! Bob

Bob,

62-1851 is still here at Little Rock. I'm not quite sure what they have in store for that ole' gal. It was one of the aircraft damaged in the tornado last year. I saw it today out in front of Hangar 250.

Dave

Looked in my log book and I flew 7786 at Langley then. I was in the 37th too and was on all the rotes you mentioned.

Bob Daley

Don't miss the Langley Reunion this year!

Bob,

I got the radio call placard from the co-pilots dash around my dog tag chain. I'll carry it on there the rest of my career. 2358 is on it's way to Edwards, it seems, on May 1st. I'm taking her up with my Superintendent (he's getting requalled to take it for retirement so I'm getting him back up to speed) this Monday night. It will be the last training sortie for the E-model at Little Rock.

Dave

Thanks

Bob

BTW just heard that 61-2358 maybe going to Patrick as a static display?

That could be interesting. I'll find out more next week.

Dave

Metalbasher

Were you able to check on the tail number of the E scheduled for Jordan?

Also I just got a file on Aircraft at AMARG 12 March 2012. 62-1851 was not listed at AMARG?

Any more on the last flights of 61-2358 and 72-1289?

Bob

Bob,

72-1289 is already gone. I guess one of the other squadrons on base (other than the 61st) took it to AMARG. I am in the process of getting my FE superintendant recurrent on the "E" so he can be the primary Engineer when they take 61-2358 to Edwards next month. I haven't heard a firm date as of yet, but we are down to our last E-Model here at Little Rock.

Also, I can say for certain that 62-1792 went to Robins to get prepped for Jordan. Hope this helps.

Dave

Nose wheel shimmy or in your case wobbling can be caused by several things. Mainly the culprit is nose tires that are damaged, out of round, etc. Normally a thorough inspection of all steering components, NLG trunnion, torque arms (scissors), wheel bearings will reveal anything out of the ordinary; however, 9 times out of 10 I've seen changine nose tires fixes the problem. As for limitations, there really isn't any. You know when you go to take off if something is abnormal or not when you have a nose shimmy. It feels like your about ready to vibrate right out of the seat! When you can't even see the instruments because your eye balls are all over the place, you tend to think this isn't normal. Good Luck with your issue!

Dave

As I understand it:

64-14852 LPN 4036 was the USAF first HC-130H and first H model. The major change from the C-130E being -15 engines. They also had "STARS" noses.

NZ7001 LPN 4052 (RNZAF) was the first C-130H (slick). E-model with -15 engines.

65-0988 LPN 4143 was the first USAF HC-130P. An HC-130H with refueling pods.

69-5819 LPN 4363 was the first USAF HC-130N. An HC-130P with a standard nose.

73-1580 LPN 4542 was the first first USAF C-130 (slick later modded to EC-130H). There were 10 more "73" model C-130Hs purchased by the USAF (often referred to as "Super E's). 7 were modded to EC-130H, three are still flying.

74-1658 LPN 4579 was the USAF's first of what is commonly referred to as a C-130H 1. A big visual difference being the larger air conditioning packs and APUs.

In my opinion there is no debate that the HCPs, HCNs, and EC-130Hs are H models, just as the three 1973 model C-130Hs (Super E slicks) are H models.

As for the ACHs, they were E models when constructed and were later upgraded with -15s. In my opinion, they are closer to the early Hs than an E but they are E models. MCEs were not designate Hs when they received -15s. Like the ACHs they are, in my opinion, closer to the early Hs than an E but they are E models.

Someone re vector me if I am off course here.

Don't disagree with anything written here. The only thing I was saying a few back was that to my knowledge (my own little world here in Arky) that there are only two E-Models left in active duty, and yes with -7 engines (72-1289 and 61-2358). I know we could make a case for the rest of the designators, but I won't. I do have one question though. What tails are the AFSOC communities using for trash haulers (i.e. Mildenhall had 64-14859 and I think 63-7814 for a bit)? I know 4859 went to DM and last I heard it was being overhauled for EC work again, but what about 7814? I remember it was fitted with -15's during my time at Moldyhole. Also, we do have one of the "Super E's" here now (73-1582). I heard the other day that we are getting all three, but they may be gone by August of this year (boneyard gone)?? Who knows, this C-130 landscape is changing rapidly!

Dave