Plaprad

Two H1's here at LR: 74-1664 and 74-1677

Got any pics? I was with the 317th and worked those two quite a bit.

I seem to remember my old man telling me real men fry bacon naked, that could have been insanity talking though.

They're for depot birds with hydraulics deactivated. Most of it is for doing work on the packs and cables, some around the controls themselves. The ones currently in use are homemade and not very well made at that, so we're looking into finding the proper ones.

Thanks Nc, maybe we can get some.

I have a couple questions that maybe you guys can help with.

#1- I'm trying to find the part numbers for the flight control gust locks. The ones we have are shoddy homemade types that no one really trusts. We're trying to get the official ones in. So far I've looked through the 00GE and several -4's to no avail.

#2- Does anyone know if there's a CAST (Command Aircraft Systems Training) manual for J models? I have one for E/H models, but I'd like to get one for J's if there is such an animal.

Thanks.

I heard somewhere the bubbles weren't in use anymore. Something about them not sealing right.

What we were told in Tech school is that the battery doesn't overheat, but gases can build up on the ground since no air is going through the vent tubes. I haven't seen anything in black and white, but that's what I've always gone by.

Doesn't have to be same tread pattern. That's an old wife's tale. Matched set means the outside diameter of the tire/wheel assembly is within the required measurements.

Have seen MANY, MANY fall to this and have two nose tires with SAME tread pattern yet the outside diameter difference between the two assemblies are out to lunch.

So long story short, just because you changed tires, if the "new" ones are not matched, the gripe is still there.

According to the job guide, they do have to have matching tread pattern. At least that's the Air Force.

Figured someone might like this.

http://www.cafepress.com/numptees434343.244012511

Yep, got all the required permits - none (I consulted my own personal building permit guide, written by me, to determine that number LOL)

Also got all the disposal figured out, if it burns or melts into the fire pit it goes.

Plaster (and lead paint residue) gets dumped out back against the fence.

I like working this way, tends to simplify things greatly.

I am now waiting for C4 to be brought up for remodeling at some point.

Why doesn't China just do what they do for everything else?

Buy one, take it apart, copy, build. Repeat as often as needed.

Because, they really can't. All the lead would make it to heavy.

Call the 339th Flight Test guys at Robins and talk to Scott Stansfield(heck he might be retired now) or Harry Smith in the FE section. Both those guys are top notch and may have better intel.

Harry retired last year. To bad too, he was one of the finest FE's I ever dealt with. Scotty is still there. I don't recall ever flushing a prop for this problem at Functional. The only times something like this has happened it was either the valve housing or Prop housing I beleive. Flushing is typically done when the prop spins backwards.

Any kids in the area you could use for a few hours? Hook em up with some candy and Red Bull and let em at it.

That is strange Dan, never thought you to be the type. ;)

Not having issues now, but pressurization is a major problem after depot. Trying to get input on problem areas, maybe make the next one less of a hassle.

There I was at six thousand feet over central Iraq, two hundred eighty

knots and we're dropping faster than Paris Hilton's panties. It's a

typical September evening in the Persian Gulf; hotter than a rectal

thermometer and I'm sweating like a priest at a Cub Scout meeting. But

that's neither here nor there. The night is moonless over Baghdad

tonight, and blacker than a Steven King novel. But it's 2004, folks, and

I'm sporting the latest in night-combat technology. Namely, hand-me-down

night vision goggles (NVGs) thrown out by the fighter boys.

Additionally, my 1962 Lockheed C-130E Hercules is equipped with an

obsolete, yet, semi-effective missile warning system (MWS). The MWS

conveniently makes a nice soothing tone in your headset just before the

missile exlodes into your airplane. Who says you can't polish a turd?

At any rate, the NVGs are illuminating Baghdad International Airport

like the Las Vegas Strip during a Mike Tyson fight. These NVGs are the

cat's ass. But I've digressed. The preferred method of approach tonight

is the random shallow. This tactical maneuver allows the pilot to

ingress the landing zone in an unpredictable manner, thus exploiting the

supposedly secured perimeter of the airfield in an attempt to avoid

enemy surface-to-air- missiles and small arms fire. Personally, I

wouldn't bet my pink ass on that theory but the approach is fun as hell

and that's the real reason we fly it.

We get a visual on the runway at three miles out, drop down to one

thousand feet above the ground, still maintaining two hundred eighty

knots. Now the fun starts. It's pilot appreciation time as I descend the

mighty Herk to six hundred feet and smoothly, yet very deliberately,

yank into a sixty degree left bank, turning the aircraft ninety degrees

offset from runway heading. As soon as we roll out of the turn, I

reverse turn to the right a full two hundred seventy degrees in order to

roll out aligned with the runway. Some aeronautical genius coined this

maneuver the " Ninety/Two-Seventy." Chopping the power during the turn,

I pull back on the yoke just to the point my nether regions start to

sag, bleeding off energy in order to configure the pig for landing.

"Flaps Fifty!, Landing Gear Down!, Before Landing Checklist!" I look

over at the copilot and he's shaking like a cat shitting on a sheet of

ice. Looking further back at the navigator, and even through the NVGs, I

can clearly see the wet spot spreading around his crotch. Finally, I

glance at my steely-eyed flight engineer. His eyebrows rise in unison as

a grin forms on his face. I can tell he's thinking the same thing I am.

"Where do we find such fine young men?"

"Flaps One Hundred!" I bark at the shaking cat. Now it's all aimpoint

and airspeed. Aviation 101, with the exception there' are no lights, I'm

on NVGs, it's Baghdad, and now tracers are starting to crisscross the

black sky. Naturally, and not at all surprisingly, I grease the

Goodyear's on brick-one of runway 33 left, bring the throttles to ground

idle and then force the props to full reverse pitch. Tonight, the sound

of freedom is my four Hamilton Standard propellers chewing through the

thick, putrid, Baghdad air. The huge, one hundred thirty thousand pound,

lumbering whisper pig comes to a lurching stop in less than two thousand

feet. Let's see a Viper do that!

We exit the runway to a welcoming committee of government issued Army

grunts. It's time to download their beans and bullets and letters from

their sweethearts, look for war booty, and of course, urinate on

Saddam's home. Walking down the crew entry steps with my lowest-bidder,

Beretta 92F, 9 millimeter strapped smartly to my side, I look around and

thank God, not Allah, I'm an American and I'm on the winning team. Then

I thank God I'm not in the Army. Knowing once again I've cheated death,

I ask myself, "What in the hell am I doing in this mess?" Is it Duty,

Honor, and Country? You bet your ass. Or could it possibly be for the

glory, the swag, and not to mention, chicks dig the Air Medal. There's

probably some truth there too. But now is not the time to derive the

complexities of the superior, cerebral properties of the human portion

of the aviator-man-machine model. It is however, time to get out of this

shit-hole . Hey copilot clean yourself up! And how's 'bout the 'Before

Starting Engines Checklist."

God, I love this job!"

A keeper yes. But for whom?

Hell, I loved QA. I got over the shoulders more than just about anyone else in the squadron. Most of the Crew Chief QA were actual senior maintainers and if you showed interest would teach you. I learned loads from those guys. Only failed one time and it got thrown out because I was in the right and the QA guy mentioned to someone he wanted to bust a Crew Chief bad just before.

Are the maintenance TOs (K)H also?

H3's use standard H model Maintenance manuals. That's why most of them have MACAWS stuff in them. I'm surprised no one from Charlotte or any other H3 bases have chimed in on this one. I'll ask around when I go back to work tonight and see if anyone knows.

If all else fails, pressurize the aircraft, have breathing apparatus for your crew inside, and pop a smoke grenade .......

Tried, apparently that's not allowed anymore. They won't even go with my ideas of putting all smokers on Mid shift for pressurizations. Though I have found strips of paper, and alcohol sprayed out of a really good mister will help locate them.

No explosives, no Cameras and no alcohol? What kind of place is this? I for one won't be visiting anytime soon.

Now that the joking is out of the way. According the Lars book of many things C-130, it is 519. I'll ask around, see if anyone has heard anything about it.

I've seen a lot of aircraft with pressurization problems as of late. We always hit all the "Primary" leak points in the JG, but still have leaks.

Anyone have any off the wall spots they've seen so we know what to look for in the future? Thanks.

By tester do you mean the box or operator? We had a problem a while back with several of our testers. They kept saying part A was bad, that part would be replaced and come to find out it was part B. Every single tester had bad cables.

Not a clue. The Robins paper had a brief article about it last week, but all it said was we had a year to do it.

Checked on Google, looks like it's DoD wide.

http://www.schriever.af.mil/news/story.asp?id=123215363

It's not a tanker. There's just so much different on a H3 than a H2 that they needed a new book. Though the J model idea is a good one, never thought about that.

Well they are the same, I mean two wings, four engines and six tires. That's all the important stuff. Right?