SEFEGeorge

Didn't see that until after I had posted it. Pic was scanned upside down....

Right in the middle of a barrel-roll......:D

No, not me sledding. Can't remember what site that was now. From the parking ramp and slope it might to Sparrevon.

What's the procedure for creating a member album in the gallery?

Few more pics. [ATTACH]334[/ATTACH] [ATTACH]335[/ATTACH] [ATTACH]336[/ATTACH] [ATTACH]337[/ATTACH] [ATTACH]338[/ATTACH]

A few Herc pics. [ATTACH]329[/ATTACH] [ATTACH]330[/ATTACH] [ATTACH]331[/ATTACH] [ATTACH]333[/ATTACH]

A few Hercs from EDF, circa 83-85. 63-7829 [ATTACH]326[/ATTACH] 63-7837 [ATTACH]327[/ATTACH] 63-7872 [ATTACH]328[/ATTACH]

Pics of 63-7872 out of EDF circa 1984 [ATTACH]321[/ATTACH] [ATTACH]322[/ATTACH] [ATTACH]323[/ATTACH] [ATTACH]324[/ATTACH] [ATTACH]325[/ATTACH]

Thanks Casey. I thought that a print with the T.G. and it's 3 models would nice. But just a B or HC during a catch would be great. If you're doing special orders, then I have one. An E model with 4 patches, one in each corner, both 16 TATS, 32nd & 17th TAS.

Don't recall it written from so many years ago, but I always had the pilot bump the throttles up just enough to get it off of NTS. Didn't want the NTS system, if it might be faulty, to cause an engine failure. I seem to recall that this was addressed in the -1.

Casey, always thought your prints were outstanding. Any chance of getting a 6594th TG print? Showing the Bs, HC-Hs, and P models as well as the patch? Something along those lines. Maybe a recovery catch? Helio refuel? etc. Thanks. A 17th TAS print. A 32nd TAS print. A 16 TATS print. Just some thoughts Casey. Keep up the excellent work.

Guess I got somewhat lucky, went through basic survival school in May, water in May, and arctic in Feb. But don't remember those tags though.

Some of the "older" CC's might remember: Pulling chocks on a Connie and always getting oil slung all over your clean fatigues; Pulling chocks on a 118 and listening to the soulful rumbling coming from the short stacks; Checking and servicing brake de-boosters during pre-flight; Servicing cabin compressors standing on a chained down B-4 stand with engine running and getting Skydrol everywhere except the filler port; Calling out the ADI, oil, and fuel trucks and realizing you're going to need more oil than gas; Have a flight crew bring a bird back after the engine run-up for a 105 RPM drop during the mag check, and it was only a pilot pro.

With my time with the 16th, 5 years, I was on way too many pilot pros and T&Gs to ever miss them. But doing some trash hauling, etc., now that's another situation all together! :D

congrats from a PFC.... poor f****** civilian.

Got a number of hours on her.

Funny, but not. Two man flightdeck in a combat environment......... Go figure.

I seem to recall that the -1-1 listed the engine performance based on a 95% engine.

From an old memory from 20 years ago... I recall that the -1 position of the inverters was a standardized approach for all engine starts, self-contained, normal, etc., where during self-contained starts there are times when you needed to shut down the ATM, and thus loose engine instruments if using the - - position, to use higher bleed air pressure from the GTC for the engine starter. The - - position after that reduces wear on the inverter, and reduces a little bit of the noise.

I remember going through my first sim at Wright-Patterson for the C-118 so very long ago. We were standing in the back watching. The instructors gave the crew a failed engine on takeoff but the crew never said anything. After takeoff the instructor FE asked the grizzled old FE what about the engine failure? The guy looked around and said it was instrument failure since he didn't hear or feel anything. When a new sim was delivered to LRF back in the early 80s, we (IPs and IFEs from the schoolhouse) had a chance to fly it once it was up and running (no visual was installed), it did feel somewhat like being in the actual aircraft with the way it sounded and swayed during taki, and when you were parked it trembled like a plane does with the engines running and the brakes set. But a sim could never replace actual stick time for the pilots, or position time for the FE.

jrkaegi, wish I could find the t-shirt I bought 20 years ago, it showed a picture of Viet Nam and said "Participant, South-East Asia War Games, 2nd Place." I wouldn't mind getting another one of those and maybe even a coat with it on it.

I finally got tagged to go to Basic Survival School in '82 (after 7 years on the Herc). Couple funny things happened. Couple nights into the woods we were sleeping in our individul parachute lean-tos. I woke up to what sounded like a bear growling. After a bit I grabbed my survival knife and figured what the hell if there's bear out there.... I peaked over the top of my lean-to and couldn't see any bear but sure heard the growling. After a few minutes of listening I crept over the the next lean-to, about 5 yards behind me, and the noise was coming from inside. It wasn't big enough for a bear so I looked in and the guy in there was snoring so loud!!!!!!!!!!!!!! I pushed him and told him he was snoring way too loud and to roll over.... :mad: I went back to bed but slept with my knife and a long, stout pole after that.

Easy way to do the top of aircraft inspection and check dry bays! :p

I'm pretty much with Dan on this. But my further take on this is sure +/- 10 psi, and unless we're on a critical/important mission where it absolutely needs to stay running, if it exceeds the upper or lower limit, it's getting caged. Or should I say "IF" the AC accepts my recommendation.

Watch for some feminists..... The clipping was listed under "Male Help Wanted." :eek: