SEFEGeorge

Don, speaking of that video and the "boneyard"!

Jeez Don, how come I never was assigned one of those airdrop missions?????? :eek: :D

Don, it had to be before that. I left WPAFB in Nov 70 on my way to C-7A school at Dyess and then on to CRB.

Back in 1970 I was stationed at WPAFB in ASD. I worked the recips and had a couple friends working the jet over 2 side (135s, etc.). They were on a TDY out over the Pacific, lost communication with the plane and never was found. The 135s we had were really modded up - Durante noses, missle trackers, etc. Not sure what the models were. I was working the JB-131Bs, C-121C, etc., side of the house.

So true. Never had a real prop issue in flight. Did have one hang up once on an assault landing at a LZ during Brim Frost 85. Luckily had Col. Baxter Snider, the DO of 616 MAG, flying left seat. He caught by feel before I even saw it. He had the throttles back to ground idle and on the brakes before anyone could say s***.

I seem to recall a -9 form. But can't remember what it was for.

Casey, Just wondering if you're going to do anything other than SOF?

Isn't that the "bug smasher" that had gotten attacked by a bear?

Flying out of LRF with 16th. IP, 2 student pilots, me with a student IFE and student FE, and scanner (no load). Fuel 7, 6, and 5 (36k). Evening takeoff. On climb out I scanned the panel from behind FE seat. RH aux tank gage was down almost 1k from LH. Asked scanner to scan 3 & 4. He asked me to come back. #3 was covered with fluid. Hard to see anything but it was wet and flowing. Called IP and suggested we shut it down and head back. We did. After 30 minute flight back, landed and taxied in. maintenance jumped on board, asked what the problem is and I handed them the forms, as the crew was leaving the flightdeck for the ramp. Outside I explained it to CC, ACC, expediter, and finally a fuel system guy. After an hour CC finally called me (the FEs) over. Big CND. I went up to the flight deck. They had given the writeup a red diag. I took the forms, made it a red X entry and resigned it. Now that brought a lot of bit**ing, and "you can't do that", and an E-9. I caught some flack from him and the IP looked at me (Maj. Kitchens). Told them that it was pretty easy to get a CND with the condition lever still in feather. "Well we put it back there after testing." I told the Maj that I thought the bird was unsafe, the other FEs agreed, and he refused the plane as is. Eventually they cancelled us around 10pm. Next morning I get a call and report to the sqd at 10 to see the commander. Major and I were there, got our butts chewed because maintenance said the plane was good and we refused it. I explained the situation to the LC (can't remember what his name was he but he was an A-H commander), and told him I'd do the same thing again. He pretty much didn't like the actual facts, but Maj Kitchens, said the same thing adding that it's the FE's job to relay accurate and honest interpretation of the plane's and the system's status and problems. Pretty much on the sqd CC's and the want-to-be-1st Sgt M.Clark (FE that filled in as 1st shirt) shi*list after that.

Couple instances I had. While flying with the 16th TATS at LRF 1980ish, no FE student, the IP was a Major - "I can fly anything" ego, on his way to the 89th at Andrews in a month, 2 student pilots and a LM zzzzing in the back. We had a prop low oil light that came on. No visible leak. We were flying a pilot pro, at Barksdale I think it was. With 2 student pilots I wanted to impress upon them procedures, etc. I suggested that we follow procedures and head for home with it caged. The IP made a big deal that it was an indication problem. I figured it was probably an indication problem, but I couldn't see the outboard side of the nacelle. Not to do it on intercom, I took off my headset and taped his shoulder and he turned around. I reminded him we had 2 student, inexperienced pilots and if it really was a leak, what the consequences could be, and if he didn't called for the ESP and get clearance home, as soon as we landed I was off to the Safety Office. He saw it my way and we headed home. The other time was flying in the 17th on a JA/AAT exercise sortie to Donnally LZ (I think it was) 1984ish, near Fairbanks, to pick up some grunts and truck. Parked in small ramp area. Go a call from LM while we were doing an engine running on-load - #3 was leaking fluid at a pretty good rate. Hyd res was down and continuing. Quick decision with AC (who was an IP) and me. Asked 2nd LM how long. He said few minutes. CC on board - grab some hyd fluid and keep res full. Got buttoned up, taxi out, immediate TO, gear flaps, cage #3. If we had stayed it would have blocked the parking ramp, and the AF people and grunts were all trying to close down and get out. Another bird was on it's way in to pick up a load. A regular base we would have stayed, but a LZ with no support at all..... Different systems and scenarios, but got the bird home for maintenance to look at.

Thought i'd do some research on Wikipedia. They have listings of MOH winners separated out by conflict. The one that came to mind was that of load A1C John Levitow. Way to bad he got fcked over by the bureaucracy and left the AF. Didn't realize that there were 19 people who received the award twice.

Being out of the Herc for over 25 years I may not remember everything, or there may have been changes in the systems.... But, when I was flying the fire handles were the indicators for engine fire and turbine overheat (steady or flash), and the nacelle overheat lights on the pilots instrument panel were separate. It sort of sounds like now the engine fire and nacelle overheat lights are combined. Granted the emergency procedure is the same for these 2, but...

Dan, i'm with you. I've never flown with LCD gages but your position makes perfect sense. Some pilots like having the lighting really low and with the analog gages I could still see the relative needle position. Not so sure with the LCD gages. During take-off, quick scans are about all you can hope for, trying to watch everything at once.

Not sure if it was because of different commands but I was taxiing JC-131Bs in 1969-70 in AFSC, and taxiing VC-118A's and VT-29B/C/D's in 1972-75 in AFLC. Granted the difference in sizes but taxiing and engine runs were the norm for the CC's and FE's.

Oh I don't know, we had a Herc at FL425 coming back from an overwater at LRF.

Those use to be part of a trivia question: how many light bulbs on the flight desk aren't working, except for the spare bulb box. Or something along those lines.

When I flew JC-131B's out of Wright-Patt in 69-70, under AFSC, we flew as A431x1As. When I flew VC-118A's and VT-29B/C/D out of Wright-Patterson in 72-75, under AFLC, we flew as FMs with AFSC of A43171A. We flew a Kittyhawk flight every weekday morning from WPAFB to Andrews and back, taking off at 6am. The flight crew, including the stewart, wore their blue slacks and light blue shirts and regular flight jackets. All of the guys I flew with were 431x1A's (aircraft mechanic reciprocating engine aircraft).

Once flew with 2 butterbar marine pilots at the school house, circa 1980. No student FE so I was stuck with flying the seat instead of snoozing on the bunk. Did a lot of the flying at Blytheville that student class. Have never seen any 2 pilots who could not find the centerline - weaving back and forth on final. Thought we needed curb feelers on the wingtips as they were going to drag along the runway. During the first few classes closest we got to the centerline was the inboard engines. Luckily Blytheville had a WIDE runway. Guess that they got better since they graduated Phase I while I was on leave.

Back in late 1979(?) a bunch of C-130 IFEs, from around the force, were sent to Altus to validate the school for Herc FEs. I think that there were 34 of us. We attended the 8 week school and got our C shreadouts. The 7 of use from LRF were directed to take the course material and consolidate the course into a 2 week course to be taught to current Herc FEs. Took us about a year, all said and done including still flying. Once approved we had to teach the course. This was done so that all fixed wing FEs would have a C shreadout and thus increase the pool of FEs for various assignments, with only having to attend aircraft specific training. Not sure how far it progressed. I left LRF in mid 1982.

Seems to me that it was changed to the condition first for that very reason, to mechanically close the valves and shut down the engine first. Also, if there was no need to extinguish a fire or fire the fire bottles then leave the T-handle alone. Why leave the situation open where the T-handle has been pulled for, say a fluid leak, before the condition lever, and have it so an inadvertent brush against the fire bottle switch would fire the bottle.

I was a FM on JC-131B, VC-118A, and VT29B,C,D. We didn't carry a toolbox. Just a toolkit like the FE's do (or did?). We carried the A43171A AFSC. As soon as the FMs on the VC-118As were made into the 435x0 AFSC they were being snatched up for the Hercs. I was on the 29s at the time so kept my A431x1A AFSC.

Would love having one Casey.

The only time I can remember running low on fuel was during an actual recovery out of Hickam. I was on the weather recon bird down range. Just happened to be a B model. They changed the drop area 3 times while we were out there and we had to go to each position so the weather guy onboard could visually check it out. When we finally got back to Hickam I had all the x-feeds open and pumps on and still hand scav flow and fuel pressure lights flashing at me on final.

Hmmm, don't know, you'll have to ask the wife....................... :eek: Actually there are actual numbers for them and the B is different than that E on up.

From what I remember from many moons ago, the nav lights were on flash, on the ground, any time that the engines were running and/or the aircraft was moving. They were put to steady before takeoff, and the anti collision lights was turned on. In flight the flash position of the nav lights was used when anti collision light was inop. Was always a good "gotcha"/beer question - how many times a minute do the nav lights flash? :confused: