SEFEGeorge

Ron

Thanks, I forgot those 4, I changed my list.

George

I could not agree more between Lockgreed and Robins, God only knows.

My favorite right now according to Robins there is still one C-130E flying with the USAF. 64-14859??

It started life as an HC-130H, Then It became an EC-130H, then a C-130H and finally a C-130E.

Robins' reason was it was more like an E model than an H model even though it still has -15 Engines.

It is now used for tests and pilot pros by AFMC at Waco.

Bob

Kind of funny about 859. Yes more E than H, but guess they forgot about the 73 series. E models with -15s and called H's. It was like they took 72 models, slapped on some -15s and called them H models.

Hi George

Thanks for the reply.

I put the HC-130H under C-130H because the chart I got from Lockheed showed it as a variant of the H.

There was only 1 JHC-130P It was 4143 65-0988. It was called a JHC-130P in 1966 when it was at Wright Patt for tests in 1966.

Bob

Interesting. Considering that the HC-H/P/Ns came out way before the H that they'd called the HC-H a varient when it would seem that the H was the varient.

But that's Lockgreed.

Just a couple thoughts Bob.

By suffix you have the H listed as basic, which is true, but the was a Rescue H as well (HC-H).

You have JHC-130Ps listed. The P's at Hickam we just HC-Ps. There was no test/recovery equipment on them. So unless there are JCH-Ps used elsewhere...

All in all, a good, comprehensive list.

Tower: "Delta 351, you have traffic at 10 o'clock, 6 miles!"

Delta 351: "Give us another hint! We have digital watches!"

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Tower: "TWA 2341, for noise abatement turn right 45 Degrees."

TWA 2341: "Center, we are at 35,000 feet. How much noise can we make up here?"

Tower: "Sir, have you ever heard the noise a 747 makes when it hits a 727?"

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O'Hare Approach Control to a 747: "United 329 heavy, your traffic is a Fokker, one o'clock, three miles, Eastbound."

United 329: "Approach, I've always wanted to say this....I've got the little Fokker in sight."

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A student became lost during a solo cross-country flight. While attempting to locate the aircraft on radar, ATC asked, "What was your last known position?"

Student: "When I was number one for takeoff."

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A DC-10 had come in a little hot and thus had an exceedingly long roll out after touching down. San Jose Tower Noted:

"American 751, make a hard right turn at the end of the runway, if you are able. If you are not able, take the Guadeloupe exit off Highway 101, make a right at the lights and return to the airport."

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A Pan Am 727 flight, waiting for start clearance in Munich, overheard the following:

Lufthansa (in German): "Ground, what is our start clearance time?"

Ground (in English): "If you want an answer you must speak in English."

Lufthansa (in English): "I am a German, flying a German airplane, in

Germany . Why must I speak English?"

Unknown voice from another plane (in a beautiful British accent):

"Because you lost the bloody war!"

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Tower: "Eastern 702, cleared for takeoff, contact Departure on frequency 124.7"

Eastern 702: "Tower, Eastern 702 switching to Departure. By the way, after we lifted off we saw some kind of dead animal on the far end of the runway."

Tower: "Continental 635, cleared for takeoff behind Eastern 702, contact Departure on frequency 124.7. Did you copy that report from Eastern 702?"

Continental 635: "Continental 635, cleared for takeoff, roger; and yes, we copied Eastern.... we've already notified our caterers."

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One day the pilot of a Cherokee 180 was told by the tower to hold short of the active runway while a DC-8 landed. The DC-8 landed, rolled out, turned around, and taxied back past the Cherokee. Some quick-witted comedian in the DC-8 crew got on the radio and said, "What a cute little plane. Did you make it all by yourself?"

The Cherokee pilot, not about to let the insult go by, came back with a real zinger: "I made it out of DC-8 parts. Another landing like yours and I'll have enough parts for another one."

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The German air controllers at Frankfurt Airport are renowned as a short-tempered lot. They not only expect one to know one's gate parking location, but how to get there without any assistance from them. So it was with some amusement that we (a Pan Am 747) listened to the following exchange between Frankfurt ground control and a British Airways 747,

call sign Speedbird 206.

Speedbird 206: " Frankfurt , Speedbird 206! clear of active runway."

Ground: "Speedbird 206.. Taxi to gate Alpha One-Seven."

The BA 747 pulled onto the main taxiway and slowed to a stop.

Ground: "Speedbird, do you not know where you are going?"

Speedbird 206: "Stand by, Ground, I'm looking up our gate location now."

Ground (with quite arrogant impatience) : "Speedbird 206, have you not been to Frankfurt before?"

Speedbird 206 (coolly): "Yes, twice in 1944, but it was dark, -- And I didn't land."

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While taxiing at London's Airport, the crew of a US Air flight departing for Ft Lauderdale made a wrong turn and came nose to nose with a United 727.

An irate female ground controller lashed out at the US Air crew, screaming: "US Air 2771, where the hell are you going? I told you to turn right onto Charlie taxiway! You turned right on Delta! Stop right there. I know it's difficult for you to tell the difference between C and D, but get it right!"

Continuing her rage to the embarrassed crew, she was now shouting hysterically: "God! Now you've screwed everything up! It'll take forever to sort this out! You stay right there and don't move till I tell you to! You can expect progressive taxi instructions in about half an hour, and I want you to go exactly where I tell you, when I tell you, and how I tell you! You got that, US Air 2771?"

"Yes, ma'am," the humbled crew responded.

Naturally, the ground control communications frequency fell terribly silent after the verbal bashing of US Air 2771. Nobody wanted to chance engaging the irate ground controller in her current state of mind. Tension in every cockpit out around Gatwick was definitely running high. Just then an unknown pilot broke the silence and keyed his microphone, asking:

"Wasn't I married to you once?"

Dosen't sound right to me.Maybe it depends on the defination of "service ceiling".

Service Ceiling - The height at which, under standard atmospheric conditions, an aircraft is unable to climb faster than a specified rate (100 feet or 30 meters per minute in the United States, Great Britain, and Canada), but for jet aircraft 500 ft min, 150 m min.

Absolute Ceiling - The maximum altitude above sea level at which an aircraft or missile can maintain horizontal flight under standard atmospheric conditions.

Never knew anyone promoted through STEP, but I always figured it would be, like Larry said, mostly cops, admin. troops, people that never went TDY anywhere and were always around the CC. You know, the brown-nosing, suck-asses.

Thanks Chris, Giz, Bob et al. I think the bronze star on my NDSM represents the award from the Vietnam era and a separate award for Desert Shield/Storm. ps Hows the weather in Anchorage SEFEGeorge?

Right now it's 38* and rainy. Been that way for a number of days. Going to wash away all the snow if it doesn't stop soon, then there goes all the ground cover for when it get's really cold. But hell, it's almost February and we haven't seen any really cold weather. Was near zero for a short time about a month ago, but...

This time in '85 we were freezing our butts off flying in Brim Frost.

Not sure about the NDSM devices, but I've got 3 stars on my VSM.

No hires scans. It's a PDF. So it is what it is. You can save the images and then zoom them in a graphics program.

Have no idea what the cursor device is. You sure that's what it is?

This may not help much since they're from the B-1, since I have no idea on the J model. But maybe.

Seems to me I recall an indent at the 15% position where high rudder boost kicks in.

Casey, the new C-130Hercules.net logo should be made into a sticker. Pretty cool.

They were designated as JHC-130Hs while in the test group and the HC-130Ps were never used for recovery, only refueling, correct?

Casey correct. The P's didn't have the recovery gear installed. They would have had to remove the Benson tank to install the gear. Plus install an ATM for the recovery winch.

Yes, but the crews did not like to use them as "primary" birds. The "B" models were used the most. They did not have the external tanks and allowed for "slipping" them easier for the "catch". Kind of a sports car versus a van.

On a true mission the aircraft would line up for the catch usually all the "B" models first, then the "HC's" next.

If an "HC" caught the package then ALL the "B's" missed, not likely to happen!

73, Rex

Was in a B model for the weather bird once. Ended up changing the drop area 3 times due to weather. Which meant flying over to each one for recon. Nothing like having a pucker factor going on the way back in to Hickam constantly checking the fuel quantity. Don't recall how far downrange we ended up going but it was a lot farther than planned.

Can't forget the camera buttons for the FEs.

Guess some LC had some time on his hands, thus this useless graphic.

After nearly 50 years of marriage, a couple was lying in bed one evening when the wife felt her husband begin to massage her in ways he hadn't in quite some time. It almost tickled as his fingers started at her neck, and then began moving down past the small of her back. He then caressed her shoulders and neck, slowly worked his hand down, stopping just over her stomach. He then proceeded to place his hand on her left inner arm, working down her side, passing gently over her buttock and down her leg to her calf. Then, he proceeded up her thigh, stopping just at the uppermost portion of her leg. He continued in the same manner on her right side, then suddenly stopped, rolled over and became silent.

As she had become quite aroused by this caressing, she asked in a loving voice, ‘Honey that was wonderful. Why did you stop?' To which he responded: 'I found the remote.'...

Interesting that the Air Force One fleet is only 92%.

Larry,

285 were built according to a C-141 web site. The C-141 was an amazing airplane -- too bad most of the crews considered themselves prima donas; well, until the C-5 came along.

Here's the web site. Trying to emulate Casey, but not even coming close.

Click here: C141HEAVEN - All there is to know, and lots more, about the Lockheed C141 Starlifter!

Don R.

Ah, the old Marieta hump-back, swept-wing, sub-sonic, bug sucker.

Merry Christmas to all.

To all as well.

Tin, haven't had the surgery yet. Got the word back from the doc in Seattle. Have to complete the pulmonary rehab program. 18 weeks or so at Providence Medical Center, so that's a little bit down the road. The some kind of test at Providence. I think it's to see how much O2 I would need while flying. Plus another PFT test. I hate that damn thing. I've have 2 of them over the past 2 years and each time I thought they were trying to kill me. Put inside a plexiglass phone booth, hooked up to some do-dads, and then breath through a hose, and then start blowing out as hard as you can for at least 10 seconds or more while the computer tracks your progress. Don't remember how many times we did this but, damn, talk about getting light headed and feeling weak.

With the new Elmendorf hospital and Providence Medical Center here you would think that they could do the surgery here and not have to travel to Seattle. Spoke with a civilian specialist doc here last year and he said Seattle since there may be problems and just in case a transplant is needed.

So I'm just sitting here, puffing on my O2. Waiting on whatever decisions are made.

There have been times when we carried cases of beer, cases of crab there. Seems to me the loading ramps were strapped down on the cargo floor. Loading the cargo door up with goodies and sealing the ramp seals with wet paper towels. Ah, TAC airlift and TAC treasures.

From what I can tell it's a B model or an E model without externals. Not any better looks at the outside. Maybe even a L-100.

Over the years I turned wrenches on a variety of aircraft, most of them recips.

JC-131B

C-121C

O-2A

C-7A

B-52D/G/H (depot at Kelly)

C-5A (depot at Kelly)

C-37a (FTD school)

T-38A (FTD school and T-38A/F-5A in the field)

VC-118A

C-131D/F

VT-29B/C/D

C-130 (only when I had to and very little)

My question is: was there used, and if so where, any asbestos used on the birds. I seem to recall the C-118 brakes had asbestos as well as the heaters. But I can't be sure of it anymore.

I know all the old hangers I worked in mush have had asbestos in them, especially the ones in Area B at Wright-Patt (Wright Field).

I agree SEFEGeorge about the "institution" as opposed to a person, however, take a look at the four individuals you sited. All military men, men of conviction, men dedicated to their Country. I don't know about you, but I cannot say that about the man in the office (institution) at present. I take no satisfaction in saying that: it is a sad matter of fact that the United States of America has taken (again, in my opinion) a broad side hit over the past five years, in the court of world respect.

I just took the first few that came to mind. But even with these 4 their mindset was quite varied. Custer and Patton as prez - balls to the wall for military action. Kennedy - more of a political process action. Could run through all the past presidents and see what kind of military mindsets they had. If I remember correctly Truman didn't have any military background but dropped 2 nucs to end war in the Pacific. So I'm not sure if a military background helps or hurts presidential action. He's got more to take into consideration than just putting men in harms way.

As we roll through our history more likely than not we'll be having more presidents without any kind of military background.

You have to remember that the presidency is an institution not a person. Like it or not he is the C-in-C and he can be anyone from Washington to Custer to Patton to Kennedy in mindset on being the C-in-C.