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Aero Precision provides OEM part support for military aircraft operators across more than 20 aircraft


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Fred last won the day on April 17

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  1. Well, here I have been wrong all these years! I thought I remembered from my two years of Spanish in school 60 years ago that it would be "Buenas Dias". Had to look it up and now I know! But, the generic, including C-130H "form F", is here https://www.esd.whs.mil/Portals/54/Documents/DD/forms/dd/dd0365-4.pdf I hope useful to you
  2. Pictures I've seen looks like #3 and #4 props mostly missing, rt external mostly missing, left refueling pod missing, #1 prop severely damaged, gear up, flaps up. Fuel "leak". The crew audio I've heard mentions two engines out. Does anyone have information as to the status of # 1, whether they were getting any thrust from it? Damaged during flight or the "slide-out"?
  3. That's what we called a "whiz wheel" for calculating take-off and landing speeds and some other important airplane performance information. Very useful and practical device. I don't remember seeing one in use after the 70's or maybe early 80s. The Air Force started requiring the flight engineer to use the charts and tables from the big thick Performance Manual. For some reason. I Never heard the official reason. They made it through Vietnam with plenty of hairy short field or dirt field ops with the wheel, but suddenly it wasn't "good" enough I suppose. I would keep the manual together with t
  4. Hmmm...I know Wikapedia isn't necessarily the gospel in every case; but... Design and development At first, the United States Air Force intended the conversion to be an easy matter of removing the carrier-specific features, so no prototypes were ordered, just five pre-production RB-66A models (the reconnaissance mission being considered a high priority). The list of modifications grew, and before long, the supposedly easy conversion became what was substantially a new aircraft. Many of the changes were due to the USAF's requirement for low-level operations, while the Navy version had
  5. Any updates to the circumstances of this tragic mishap? Was the airplane equipped with a FDR and CVR? Recovered? I would expect that progress reports have been issued by the safety investigation board? "Used-to-be"...each wing operating herks would be on the distribution list. From what I can see of the videos...the takeoff and climb appeared to be an unusual combination of attitude and bank right away after takeoff. Nose high and a lot of right bank it looks like. Hard to tell from the distance and angle. I too can imagine a static #1 propeller in a few frames of one of the videos.
  6. Minneapolis. One full-time, one part-time. Lockheed, C-130 ATS http://search.lockheedmartinjobs.com/ListJobs/ByState/MN/Country-US/ Check it out. I know that the recent experience requirement has been waived in the past...
  7. Long time ago and some years after I left the "Harsh, Unique, Arctic Environment". I recall reading the final message copy of the report, if I remember correctly. At least it was a very comprehensive version of the safety report. Pope crew during Jack Frost exercise with --I believe-- a medevac involvement. Somebody's E-model. Seems the winds were out-of-limits per the 616MAG local directive. I don't believe that wind limits were specified in the 22AF Summary; just the "strip check" part. Icy runway? Have to see some pictures and the report. If it was significant ice on runway, you'd have
  8. Yes. Procedure published for three-engines, maximum effort, and flaps-up takeoffs. So, performance data is published in the T.O. 1C-130-1-1 and I would expect also the SMP 777.
  9. Are you considering as an accident Class A mishap only?
  10. Helmet? Yes. No sweep-on masks on the airplanes. Most guys had to carry the helmet every flight to have some way to don oxygen and have comm. Some former "big MAC" guys had a quick donning arrangement for oxygen mask, so they could have oxygen with a regular headset. As far as survival gear...I don't remember. I don't even know if the 54th maintained combat survival gear available. I was still a "new guy" in Herks, and weather recon was kind of an off-beat corner of the USAF Herk world.
  11. Don't know about trash haulers, but 54th WRS (MAC) launched us toward the (secret) dispersal? location. Made it as far as Makapu Beach. My first visit to the lovely Hawaiian Isles courtesy of Uncle Sam. Then they turned us around. October, as i recall, 1973.
  12. Nope. That version was inaugurated during the time frame after August 1973 when I arrived at the 54th. The earlier version was a buzzard sitting on some clouds on a world globe background. You can search on 54WRS images. I just did. That image was the first one on the page. The unit call sign was "Swan xx". I guess someone thought that an australian black swan would be "cooler" (that's what it's supposed to be). When it's embroidered on a mediocre quality patch...looks more like a coot to me. The preceding words: one old man's recollection and $0.02 worth.
  13. I was assigned to the 54 WRS at the time of the accident. The runway was 6R I believe. It was night. The Andersen runways at the time had a pronounced concave contour with the approach end and departure end elevations being higher than the midpoint of the runway length. In other words: downhill the first part of takeoff ground run, and uphill the later part; you would have to climb a bit just to clear the end of the runway. As I remember it, the C-130 touched down off the right side of the runway and before the end of the runway, and the debris field extended to the cliff and over the side dow
  14. Can anyone tell me the actual blades angles of a propeller set "on the cuff" in preparation for a windmill taxi start the USAF airlift C-130E/H method? Thanks
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