SEFEGeorge

Ditto.

I've always been curious about the Delta drag index with the mods, the LAIRCMs, etc. Back in '85 I asked a gunship FE once what the drag index was and he said 100. At least that's what this old, meager memory recalls.

Must be the CC version of the Vulcan Mind Meld.

You all remember the story of how, with the help from a buddy on this forum, I located and subsequently visited my old aircraft 877 down in Peoria IL. I took a ton of pictures of the activities on the flight line that evening, and I was just now going through them again and I think that this one is my favorite. I'm sure that all you crew chiefs out there (past and present) know of the bond between the "chief" and his bird. I love this image. How many times, I wonder, did I stand at the nose of 877 waiting for the bus to bring out the flight crew?

The flight line is quiet, we stand there with our thoughts, hand on "our plane", almost a carress.

tinwhistle (Chris)

I'm picturing in my mind that the CC is going "there, there girl, that mean old flight crew will be here shortly and we just have to live with that."

engine & propeller change few days ago.when rpm decrease at that time FF,TIT,TRQ rapidly decrease.td test found set,blade angle ok.

Since you did an engine and prop change, checked blade angle and tested TD system, I'm pretty much out of ideas.

Since I've never worked in Herc maintenance I'm going to take a WAG here (that's wild a$$ guess), and mention the synchrophaser. It's been known to present some crazy problems.

I assume that when the engine and prop were changed that all associated parts were changed as well. Were any of the original components put back on? If they were I'd think about replacing them.

What might help is a 4 engine run and recording all the numbers for all 4 engines;

RPM 1 2 3 4

TIT 1 2 3 4

etc., for each power setting. It might help determining just what's going on.

But like I said, i'm not a Herc maintenance guy, just a FE. Recips didn't have all those new-fangled gadgets.

Bill Speicher at CAE Tampa ,instructor flight engineer , I did all the aircrew training for your pilots /engineers

Did you have an engine or a prop change on that plane recently . what happens to the torque when the rpm drops and increases .

Have you had it on a gray box and checked the instruments for calbration

Hey Bill, I'm with you. Engine or prop change recently? If not, then I'd go with Lkuest. Do a TD check with a test box. Even with a eng/prop change, I'd probably check the TD system on both engines just to be sure and eliminate that.

Not being an engine or prop guy, have you given any consideration to the fuel control or prop governor? Maybe blade angle on the prop?

I'd be curious as to what all 4 are doing. Compare 2 & 3 to 1 & 4 with them all running. At NGI it appears that #2 is higher than #3 so I might think fuel control at first.

Not bad for an OLD 32nd guy huh Bill?

Knucklebuster's Lounge. Busted many a knuckle working on recips.

Working at Wal-Mart must be it's own kind of battlefield hell. Especially when welfare checks come in.

Have a super turkey day all.

I failed slide rule. But recruiter was so impressed I knew what a slide rule was they made me an electrician. Go figure.

When they sent some Herc FE instructors though Altus back in '79, me being one of them, you should have seen 34-odd IFE's, most above 30 yrs old, trying to learn the slide rule. No wonder so much liquid brain lubrication was consumed during that 8 week period.

I always thought it would be pretty neat to have a couple stingers, etc., hanging on rails. Maybe a few .50 cals sticking out for defense - upper turrent and tail turrent! During Red Flag we got credit for flaming a F-15 by the LM on the day we were flying as OPFOR. He had taped 2 rescue stobes together and when we did an airdrop of Form AF1 he got the F-15 that was on our tail. Course the gun cameras from the fighters after that showed a long sting of tracers going straight through the cargo compartment and center wing section. Yeah, we were toast.

Would have been nice to have a place like this when I was flying, but back them we were still using the abacus for calculations.

The 16th is a C-17 squadron, the 62nd is in the 314th AW. The 53rd tail flash is black. We lost the 16th back in the early 90's, and was given an old C-141 squadron (53rd) as it's replacement. The way I heard, the C-17s already had the 15th & 17th squadrons, and wanted (and got) the 16th to make them sequential.

Yeah they got the 17th and the 17th became the 517th. So much for squadron history.

Not sure if anyone here has an affected model but came across this today.

(Reuters) - Chrysler Group LLC is recalling 919,545 Jeep sport utility vehicles from the 2002 to 2004 model years to fix a part that could cause the airbags to inadvertently deploy.

http://news.yahoo.com/chrysler-recalls-745-000-jeep-suvs-u-airbag-124659754--sector.html

If memory serves me right: red-50th, green-61st, white-41st(J)?, yellow-53rd.

Red for the 50th (Red Devils) and green (Green Hornets) for the 61st makes sense. Not sure about the 41st and 53rd though. Guess the 16th and 62nd are history huh? The squadrons I was assigned to no longer exist or have different designations now - 32nd TAS, 6594th TG, 16th TATS, and 17th TAS. Such a shame.

"AC Capt Kitchen" if that was Jim Kitchen, he is living over west of Fort Worth. Retired USAF LC and retired from TWA/AA

Bob

American Airlines not the other AA

Not sure if the same Kitchens or not, but back in 80ish time frame was flying a evening PP out LRF while in the 16th TATS. I had an IFE upgrade and a student FE in the seat. Heading up north to Blytheville AFB for the PP. Got a call from the LM that there was fluid streaming from the #3 engine. Went back and looked and it was a sheet of liquid streaming from the cowling seams. Checked the fuel gages and #3 tank was much lower than #2. They were pretty well balanced after TO. Advised caging #3 and heading back home.

Maintenance did a CND troubleshooting and tried to hand it back to us. Major K asked for my opinion and I told him that I don't advise it considering the circumstances and that they did nothing more than pressurize the fuel system and the T-handle was still pulled. Ended up refusing the aircraft and cancelling. Got our asses chewed the next day by the squadron CC, a LC. We explained what happened and the whys. CC still didn't like it, "maintenance said it was ok to go."

CC was a real d***. Maybe that's why we were on his shit list from then on. Anyway, Major Kitchens gained a lot of respect from me after that. A real stand up guy.

Search and rescue needs it own command like before, the 23rd. That is if they still do have the numbered AF. AFSOC may do SAR missions, but aren't they more in tune with combat ops and not standard SAR missions? Would hate to think that the SAR squadron here would be under AFSOC and then be sent away by AFSOC and then hinder the SAR missions around Alaska.

And people wonder why the unemployment rolls are increasing! :rolleyes:

Because they normally aren't painted. From the Es to the H2.5s that I've flown, I don't recal ever seeing them painted.

In my time they were. Here's a pic from my gallery that I took during Red Flag:

http://www.c-130hercules.net/gallery/showimage.php?i=100276&c=176&userid=84

I have a full set of engine indicators, some RMI's and speed indicator.

Want to do something with them but so far they are just in storage.

I just wonder what the engine indicators would look like as a headstone? Could be pretty cool for an FE's final resting place. All set to max cont cruise.

Why is the chin scoop and the oil cooler inlet unpainted on that P model er WC or whatever

Becuase the engine inlet air duct and oil cooler scoop can be anti-iced through the use of bleed air.

We know that, being FEs and all, I think he was wondering why they weren't painted like they typically are.

You ain't the only guy who's wondered about this. Me being an A model troop and you haveing lots more experience in the 130 world, I don't feel so bad about not knowing the answer to this.

All I know is that it gets very hot there and the material is either titanium or stainless steel.

regular alu plating or the honeycomb would melt in these extreme temps.

greets bonzo

It's titanium. When we got the new H-models at Dyess, a Lockheed tech rep came with them. His name was George ???? and he spent the majority of his time in the NCO Club stag bar. He told me it was titanium.

Oddly though, the commercial Hercs titanium panel is painted over. Perhaps because the APU is not certificated for inflight use?

Don R.

Yep, I have quite a bit of Herc experience but not on the 74 models and later. The 73 H models had GTCs. I figured it was titanium or SS because of heat but just wasn't sure.

Don't the commercial Hercs have the same APU? If so it would seem like the APUs would be certified for inflight use.

I can see the argument on both sides of the issue. Extra weight and drag with them on, less mission flexibility with them off. Hard to have a rapid deployable bird without the extenals. But I guess that's one of the reasons to remove some of the externals, but not all of them. Sure don't need them for PPs, low levels, and continental-US missions (except for trips from AK to some places in the lower 48 and HI).

Flying B models from CONUS to HI could be a challenge at times.

One thing I've always been curious about but never asked. On the H models why is the left side skin above the wheel well not painted? Is is because of a heat problem with the APUs and using a different type of metal there?

Agreed for the most part - hence my comment that you need to burn 2/3 of it to just carry them. I could see some long-range missions where the externals might be of use....

Since I don't have my charts anymore I'll partly agree. Without the tanks installed you'll get better efficiency because of the -18 drag index. But that being said you'll loose flying time/distance without the fuel in the externals. Would like to run the numbers for no tanks/-18 index/max wing fuel (45K) against with tanks/0 index/max fuel (63K) using all the same variables - PA, temp, operating weight, step climbs, etc. As a WAG I figured that the extra 18K of ext fuel gave us an extra 4 hours or so extra flying time but it seems like you're saying it wasn't an extra 4 hours. Been too may years for me to remember everything. Maybe someone with a set of charts can run the numbers for an exercise.

Flying 10 hr overwaters out of LRF without the tanks would have been a challenge. Having flown weather recon missions out of Hickam with the TG in a B model, and then reconning 3 different recovery sites due to weather proved to provide some pucker factor fuel wise.