1685FCC

E model is what regard? E models all have -7s whereas the MC-130Ps and HCs have -15s. Sure they all shared the same assembly line but I wouldn't think they would be E models in any designation or referenced as such in any publication of any sort.

Exactly, those aircraft were never designated "C-130E". You could almost make the case for the C-130H (Super E) since they have almost every system the same except the engines, if we want to go down that road. The Super E shares the same -1, just not -1-1.

Dave

If I get a chance today, I'll look and see.

Cool, thanks Steve!

Dave

Wow! I saw Max a couple months ago at Cancuns in Jacksonville and he looked happy and healthy. I had him as an instructor for IQT and enjoyed his teaching immensly. I always looked forward to going to class each morning. RIP Max!!

Dave

Another one gone! 62-1792 left today on its way to Georgia (Dobbins or Robins?) to be a static display. This leaves two E models left in active duty. 72-1289 is next to go this month some time.

Dave

"Blade cuff lined up with the island on the spinner base" - is approximately 57-60 degrees

Raven,

Is this just known or do you know maybe were this might be written? Either way, I was thinking it was above the pitch lock regulator. Thanks Raven!

Dave

All,

Got a question for some of you. I was asked today what the blade angle was when we put the prop on the cuff for windmill taxi starts? I didn't have a clue, but was curious if it is above the pitchlock range (25-55 degrees)? Inquiring minds are curious.

Laters!

Dave

Have they decided when the last E flight will be at LRF?

Bob

The latest is the first of April?? Don't have a firm date as of yet. 1289 leaves on the 19th.

Bob,

Just wanted to update and let you know that 63-9815 was a donor bird here at Little Rock. It now sits on Alpha row with 1806, 7852, 1829, and I think it was 7819. Also, there was a Swedish AF C-130, serial # 858, sitting on Alpha as well (thought this was interesting). Anyway, 9815 gave its wings to 74-1680 (I believe that's the tail?) which was damaged in the tornado last year. The word I got was that 9815 was going to be a fuselage trainer here. Have a good one Bob!

Dave

Thanks but not what I meant. I was more curious about the HC-H/P/Ns (radome, etc) and what happened when A/R pods were added to the E's (from the looks of it). Looks like the Es were given the A/R pods and MC designation. It appears that the HC-Hs were given A/R pods, regular radomes, and made MC-Ps. The standard designations I know, AC, DC, EC, HC, etc.....

The only thing I can tell you George is the MC-P's we had in Mildenhall had the regular radome's with the cut-out for FLIR. All the Shadow's there were formally HC-N's (you could still see the shape of the Hump on the top of the fuselage) and 69 series frames as well (mine was 69-5828). The did a huge swap over with Kadena and I believe most sent up there (Shadow's) were of the 66 series variety and had Fulton Recovery noses on them. Sorry I couldn't be much help, but I hope it helped a bit?

Dave

That Vrot is a bunch of crap foisted on us by 141 engineers...

If you do that in a Herk, you fly. When you're ready to fly, you rotate in a Herk. Unlike in a Jet, where you have to set takeoff attitude and fly off the ground, the Herk is flying as soon as you rotate. It's a load of crap and needs to be removed from our books.

Agree 100%!

Wouldn't it be fitting that the last E model sent to the boneyard would be the 1st one built? I hope someone at the decision-making level is way ahead of me on that.

We were talking about that on the way down to DM. It sounds like it will be the last E to leave LR. I also bet that it will have some senior flyers taking it to its final destination. It will definitely be a big moment for this base.

Dave

Another LFAFB herk 64-0521 "Blue Tail" has been sitting out on the ramp here at Kirtland for a little over 3 months. Do you know what the plans are for it?

I wander if it will be a gate guardian?

If I remember correctly the pressure relief valve starts to open at 3850 psi and then re-seats at 3100 psi. But that's from an old man's memory. Not sure what the max pressure the lines would hold but I sure as hell wouldn't want to find out in flight. A small leak or break in the line at that pressure would be like a laser cutting things in half, not considering the fact that it would be a highly flammable situation.

George, you're not totally far off! The relief valve starts to open at 3450 and is full open by 3850 and you're right about 3100 psi when it resets. The book goes on to say that 3900psi can be seen but both the pump compensator and relief would've failed. The CES is in place just like NATOPS stated. If you would close the hydraulic valve switch associated with each engine you would run the risk of rupturing a line within the engine bay and creating more issues. Once again I don't have a clue on how much the lines could withstand more so each fitting, but the pressure lines are made of the stainless steel type. The catch to the CES is also like NATOPS stated. You would obviously make sure that the engine you shut down has no issues that would affect the restart in case you got the wrong engine at first. The common sense approach would be to shut down a inboard engine first if no issues are there to prevent a restart.

George, I might add not bad for a old man's memory!!

Dave

Dave

Any idea what happened to 9815? AMARG?

Thanks

Bob

9815 is at AMARG. I believe a crew from the 53rd took it there last month. Last word I heard the next retirement is on the 19th of this month (1792 I think?).

Dave

This is how a normal line would look on a lot of runways we use:

Balanced CFL:

BL-------------------Vcef------------/Vto----------------------Vr

Unbalanced CFL:

BL-------------------Vmcg-----------Vrot-----/Vto-------------Vr

It's a lot of killed brain cells over stuff like this!

Dave

YES I UNDERSTAND THE IDEA BUT I CAN NOT UNDERSTAND WHY WITH THE SAME CONDITIONS AN AIRPLANE IN ONE CHART NEEDS 4000 FT (BALANCED) TO ACELERATED TO VCFE AND STOP IN THAT DISTANCE(4000 ft) ON THE OTHER HAND (unbalanced) THE SAME PLANE WOULD NEED 4500 ft TO ACELERATED AND STOP. IT IS SOMETHING ABOUT THE SPEEDS THEY USE.????

VIPER,

Here is the easiest way to explain the difference between the two. All the previous definitions are correct and I'll try to explain the difference.

BALANCED CRITICAL FIELD:

Balanced is determined using Vcef (Critical engine failure #1 eng). What this means is that I'm on takeoff roll and and at a predetermined speed (calculated through the refusal (Vr) speed chart) you lose the most critical engine and you can either continue the takeoff or stop in the same distance to/from the decision speed (Vr) (balanced less than actual runway length)

UNBALANCED CRITICAL FIELD:

This is where some engineers put their heads together and thought, well that's all and well, but what if I don't lose my engine at Vcef what speed can I be at and still be able to stop past Vcef?? Well here is what they came up with. You have Vmcg (ground minimum control speed) and Vrot (5 Kias below Vto). This is what Unbalanced Critical Field is based off of, the greater of the two. More times than not you will have Vrot being the determining factor due to the runway's being longer and RCR of 23. What this means in english is in theory if I lose an engine before Takeoff (i.e. Vrot) I will be traveling at a much faster speed than Vcef, therefore, it will take me longer to stop (basically Unbalanced is more of a stop distance than a go), so basically this is why you have two critical field lengths. Also, you will be closer to the Vr speed, so this is why they call it unbalanced. You have a shorter distance until you reach Vr, but a longer distance to stop after this point (make sense??). These guys are trying to cover every basis.

I hope this answers your question. I think the easiest way is to plug your numbers in a line graph. You also have to remember that most TOLD information is based off of worse case scenario stuff. Let me know if I helped with this because it took me a little bit to get my brain wrapped around it too.

Dave

I saw no sign of 7786 at Moody in Lars' book.

1289 went to AMARG in December.

I had 62-1806, 62-1851, and 63-7831 still at Little Rock too? Did they already go to AMARG?

Thanks

Bob

Bob,

We have 3 tails left here at Little Rock (counted them today and actually broke on 72-1289 today). The 3 we have left are: 61-2358, 62-1792, and 72-1289. 1792 and 1289 are due to retire this month and last I heard was 2358 may be on its way back to Edwards (latest rumor). 62-1806 was damaged in the tornado that hit the base last year and was retired prematurely (sits on Alpha row, as a GITA I guess). Hope this helps. You're right though about 7831 and 1851 they are at AMARG. I saw 7831 sitting there in the dirt with a bunch of other tails that caught my eye. Pretty sad sight seeing all of those old tails sitting in the desert of AZ. Have a good one Bob and let me know if you need anything else.

Dave

Just wanted to let everyone know that we took another E model to the boneyard yesterday. 7786 flew in great and we landed A-1 (wouldn't you know it). We only have about 4 left here at Little Rock. (1289, 2358, 1792, and 9815 I believe).

Dave

FL 330 coming back from Yokota to Elmo in a H1.

Hasn't changed - still Main DC bus. H model reference; look at page 1F-22

Yep, see it now. Current Limiter with CB...will not forget that. Thanks Raven for the reference!

Dave

double posted see above...D'oh!

LOX servicing info can be found in T.O. 00-25-172 and all the required equipment required for LOX servicing...here you go:

Protective Clothing and Equipment. When transferring

LOX, personnel shall wear headcovering, face shield

(NSN 4240-00-542-2048) or locally purchased hard hat

face shield combination, gloves, leather, welder’s gauntlet

cuff (DLA-A-50022) (NSN 8415-00-268-7860)

medium with gloves, cloth, work, cotton knit (DLA-A-

55213) (NSN 8415-00-964-4760) medium as an insert;

or gloves, leather (NSN 8415-00-268-7871) with glove

inserts, wool (NSN 8415-00-682-6673) or equivalent;

Hey all, been awhile since I've posted, but I got something for you all. A few of us Engineer types were sitting around shooting the "sheet" and we got on the topic about the IRON LUNG system. Now someone brought up and wandered what the actual power source for that system is? Do any of you out there in HERKY land know the answer to this and could point me in the direction of reading material? Much appreciated!

Dave

It was nice seeing some familiar tails in there. 7894 and 1808 were some great planes that I crewed. 1789 was my first assigned aircraft as an airman and 7894 was also special as well. Kind of sad seeing all those great aircraft sitting there as well as the T1's in those shots. I will be seeing sand very soon and probably will fly the last of the E-Model missions in the box; kind of sureal. Hope everyone has a Merry Christmas and a great New Year!

Dave

Bob, last I heard the PRANG is still going away. I understand they bought a little more life after the Haiti earthquake though. The 53rd and 61st do fly E models although they are in the process of getting some of the Dyess H1s. I would say there are 3 or 4 there now. AFSOC uses the E models as bounce birds I think. They go shoot some pro work or do Nav legs in them. I could be wrong on that one though.

Two H1's here at LR: 74-1664 and 74-1677