SEFEGeorge

Just read this on Military.com

Giz, gotta love those kinds of people. The AC for being a stand-up guy and the butter bar for being, well, a butter bar. Not a load story, but a "war story" of sorts. 3-shipper sitting on the ground at Ft. Wainwright waiting on troops to drop at Donnelly drop zone. Mid winter exercise. Zeros up front, GTC running, door and ramp open, standing in the back with the loady drinking coffee and trying to stay warm. Waiting on the jumpmasters. New guy finishes his preflight and comes up to the 3 of us, beaming with arrogance and his beany almost not fitting on his big head. Then he says "I get $50 a month to jump out of this things." I look at the other 2 guys, with smirks on their faces and say, "well I get $135 a month to sit up front and drink coffee." The senior jumpmaster is trying not to laugh as I turn around and head back up front to get some more coffee.

I had my sound on mute, but didn't notice!!!!

Best loads, hmmm.... Flew a duck butt out of EDF escorting a C-12 to Korea. Porta potty, cooler full of steaks, 5 gallon igloo cooler, case of beer, couple bottles of vodka, 7-up, bag of fruit (oranges, etc), picnic supplies, etc. EDF, Adak for gas, Midway - 2 days on the ground. Beach party the 1st night - beer, hula punch and steaks. Don't eat the fruit at the bottle of the cooler from the hula punch! Good thing we had 2 days there and an augmented crew.

Looked at the thread title and thought it would be about interesting loadys!!!!!

Once got a check ride from Bill Knox at Hickam. I went there from the 16th, so I was the use to asking all the questions. Anyway, it was question after question when ever the chance arose - from the ice impact panels on the side of the plane, 1st aid kits, windows, pressures, limits, warning lights, and other obscure info. Finally about half way through the ride I asked Bill that if I could ask him a question that he couldn't answer then the check ride would be over and his questioning stop. He agreed. hahahaha. I asked him how many times a minute the tail lights on a B model flash. He said 85. Nope. That's on E's. On B's it alternates 40 for the white and 40 for the amber. Tada! Qual 1. All the morning flights at Hickam were scheduled for the same launch time, 8 am I think it was. Anway, one day Bill Knox and Jim Sweeny were doing a preflight. Think it was Jim admining the checkride. I had finished my -1 and was catching a smoke and I swear they were still on the exterior. Each asking questions.

I recall one time during my Phase II training. During pre-flight the RW isolation valve did not close all the way. We sat there for a couple hours waiting on a fix or a spare. If you have an Examiner or an Instructor, breaking a plane is the worst. Plenty of time for them to ask any and all questions that pop into their mind. Playing stump the dummy!!! :confused:

Had another fuel issue some years later at EDF. O dark 30 takeoff on a resupply, to Kotzebue I think it was. Cruising along, sun just coming up. #2 engine started showing low FF, torque, and TIT. Initially thought throttle cable, looked out at engine but it was still in the shade. Told the AC to make a right turn, as soon as the sun hit the engine, the entire cowling was a sheet of fluid. Told him to cage the engine, he did, then I explained what I saw. Got clearance back to EDF. Didn't reverse the inboards on landing. Sat on the hardstand while maintenance worked the engine. Or should I say a bit off the hardstand area since they had power on the aircraft and were going to pressurize the fuel system. Engine troop got drenched with fuel as soon as they pressurized the system. From what they told us one of the fuel lines going to the burner can had cracked and was spewing fuel under pressure. Guess that we got lucky that we didn't have an engine fire.

Where can I get my Divorced Again ribbon? Need 1 cluster with that.

There was only one time that I actually refused an airplane and informed the IP as to why. We were on an evening 5 hour pro with and IP and 2 students, a student engineer, an instructor up grade FE, and myself. Fuel was 7-6-5 as usual for PPs. FE switched to aux tanks on climb out heading to Blythville. Fuel was balanced between tanks and fuel flows were even. LM called up and said that #3 had fluid running down the side of nacelle. I looked at the quantities, oil was fine, but RH aux was down 500 lbs and #3 fuel flow had dropped off a few hundred pounds. I went back and looked and the entire side of the nacelle has fluid running from the side panel. I scampered back up got on intercom and told the IP to shut down #3 because it looked like we have a big fuel leak on the engine. Shut down and headed back. I explained the problem and gave it to maintenance. So we sat and sat. Maintenance gave us the plane back with a CND. I headed to the flight deck and the condition level was in ground stop but the T-handle was still pulled. Maint kept saying it was good and I told them that it wasn't because that fluid have to come from somewhere. I told that IP, Major Kitchens, that it wasn't safe to fly until they did more troubleshooting. He refused the aircraft and we cancelled. The next day we got called on the carpet by the squadron CC. Even though he was rated he was nothing more than a paper shuffler looking for his chicken. We tried to explain the situation to him but he wouldn't listen.

Never really understood why maintenance thought the FEs would try and break the planes. If they were broke we had to sit on our asses until they were fixed or they were finally cancelled. But that could take many hours for that to happen, so we just sat on the ramp waiting. So instead of a 5 hour PP, we sat for 5 hours and then flew a 5 hour PP. Don't know how many of us here ever experienced that, but I know that I did on a number of occasions. Sometimes we'd move to a spare sometimes not.

One my first rote to Moldy-hole we had a LC named Livingston. Pretty decent guy. After a briefing for the next days mission, we were standing around BSing, etc., and one of the FEs, Ole Bill Shoffner, called his AC by his first name, Jim. LC overheard this and had a "chat" with them both. Bill, be the southern boy that he is, took it in stride and said, "well I could have called him asshole" and walked off.

Dan, unless my old eyes don't see them I don't see the scav flow off lights in that picture. Weren't they located just below the tank quantity gauges? With only one inverter what is that for? Engine instruments or flight instruments? And what about the no inverter one? Don't they do self contained starts? What's this, no formation lights? Oh my, how are they going to stay in formation? :rolleyes:

Naw, didn't show that on mine, but funny nevertheless.

I came to Hercs under MAC. The 32nd TAS decal that had "trash haulers" on it and a garbage can. It's where I first heard of the brown and green trash machine.[ATTACH=CONFIG]3314[/ATTACH] http://www.c-130hercules.net/gallery/showimage.php?i=100467&c=176&userid=84

Just signed the petition.

A picture of the new medal has just been published....

Dan, Isn't it also the reason for the prop feather angle to be 92.5 degrees? Airload on the prop pushes it into the prop brake making for a tighter brake?

If I remember correctly pop, the pilot would pull the button out if it had not popped out by 72%.

And for us old C-118/DC-6 guys. God, I miss the rumble of those R2800s.

Not a C-118 but a C-131. Same R2800 engine, but with a different dash number (gearbox designation). C-118s had a -52W and the C-131B had a -103W.

That's what I figured Don. Just never saw them. Good idea though. Probably saved some troubleshooting time.

Don, I remember a similar event when I worked on C-118s. Being the CC, we were run qualified. We were working on an engine for some reason and had to do a number of starts, stop starts, etc., during the process. Well, seems that we got a stack fire during one start from excess fuel. Guy on fireguard called out a fire, it was a stack fire, so we just ran up the RPM and blew it out. Looking down, the fire bottle was there and the guy was long gone. He got some ribbing for the rest of the week.

In spite of my CRS, I believe that the start light was a later addition/mod. I don't recall it through 1986.

Some of our Bous were used by AA. They came back in sad shape much of the time.