I spent 3 years of my life bouncing around that pattern at KDYS as a teenage loadmaster in the original H models back in the early 80's. The C-130J is a different breed entirely. Fun to watch!
@@airleclair Well, everything on the flight deck for one. We had a navigator and flight engineer, no longer needed. The instrument panel is now *tiny* compared to the old steam gauges, they have HUDs and you can see so much more out of the windows. Thrust to weight ratio is much greater. Watching this video it doesn't resemble what I knew much at all.
@@keithbrown9198 I flew with Navigators for specific missions on the KC-135. I miss having them around but the J is a fantastic aircraft. I can't imagine doing some of the things we do on the legacy aircraft.
I just retired in Nov. 2019, from March ARB, started as a baby Load on C141C, then transitioned to C17's. Had some great times doing morning and night locals for extra money. We got paid to this stuff, we were lucky lads. The J's look like they'd be a blast to fly around in.
@@spawntez Congrats! I was assigned to combat mobility at Clark, AB in the mid-80s, I did a lot of loading/offloading and ACM on C-141s. There was of course a bit of friendly competitiveness between "strat MAC" and "tac MAC" but it was a good airplane, just couldn't do what a C-130 did. I cross-trained to ATC just as the C-17 was being developed and knew some people in the program. Obviously I don't know from first hand, but the C-17 has always impressed me as a mission-designed aircraft (sort of like the A-10), it ain't pretty but it sure gets the job done! I would love to get a ride someday, but that's not gonna happen, I didn't retire from the Air Force... And I sure as heck would love a ride on a C-130J. I'll stay in the back like old times, won't make a fuss... :-)
I was the hisorian for the 463rd from 1987 to 90 and again 93 before I became the 7th Wing HO until I retired in 96. Flew tons of CATs, LAPES, and CDS sorties on the old grass and dirt strips. God did I have fun on those LAPES missions standing in the troop door. Talk about an uplifting experince watching those cutes pop, plane jump up, those rollers spin like hell! I wrote Abilene Airlifters as my "swan song" in the AF History program. Whoop!
Great seeing what the Flight Crews see. I wish there was a video (or in those days film) of our approach and "assault landing" into Camp Radcliff, An Khe, RVN in May 1970. The US had invaded Cambodia, trying to shut down the many pathways called the Ho Chi Minh Trail. I was returning from R&R in the back of a C-130. We could sense something was not normal as our altitude was much higher and our approached was backwards. We were going the opposite direction from usual. Then the Pilot dropped the right wing and the view out of the little port hole windows went from blue sky to brown and green earth, with barracks and roads flashing by. It seemed like we pivoted into a dropping U-turn, which lined us up to the runway. They had executed an amazing 180 degree final turn all above our base. Felt the flair and immediately a rather hard landing, compared to normal. Fast deceleration and another U-turn and the Load Master began sliding pallets off the rear ramp as we slowed down to an abrupt stop. Big rush to get us off! No sooner than we had exited off the ramp, turned to the right, walking toward the Air Force's airport "hootch," than the Pilot blasted us with prop-wash as they sped toward the far end of the field. They made a fast U-turn, spun around and came back toward us. Amazing climb and I guess he was probably a couple of hundred feet above ground when the C-130 crossed the perimeter line. Turns out while the US Army sent the main war-makers to Cambodia, the VC had stayed put and were shelling Camp Radcliff a lot. The kid in the AF "hootch" called it a "hot stop.": He told the few of us flying in that day, "You guys were lucky to get in. We've been closed for days." Was he kidding? It would have been OK with me to have stayed in Hawaii or even Guam a few days until they sorted this all out! Ah, Army life. Thanks for the memories. Loved those C-130's!
as an B738 airline pilot from Germany I find the communication with pilot/copilot kinda funny :D and unusual. good CRM! Always keep cheering the First Officer up :) You know that we all started once.
Even with a rule about a sterile cockpit we tend to talk a lot in situations like these. Pattern work in the Herk sometimes feels like it did with an instructor learning basics in a Cessna. Address the bad and praise the good.
This was really freaky. My dad was a C130J pilot in the British Royal Air Force from 87’ to 2005 and this dude here is the spitting image of him when he was young!
As a retired USAF controller with loads of experience with parallel rwys and and an LZ (RANGB, yes, a long time ago!), I have to say that this is one of the best videos I have ever seen that truly captures the pilots "critical phases of flight" and why we are taught to never "bother" the pilots during these phases of flight! I don't know if it is still practiced but we used to be given "FAM" flights to get a better understanding of what pilots are going through and how busy the cockpit can get when in these critical phases of flight and what the airfield/pattern look like. This video could easily be used to supplement the FAM flights because of the detail/crew coordination. At one point when the C-130 was cleared for takeoff with an acft on a 5 mile final, the pilots of the C-130 made a comment about two aircraft being cleared at the same time. We called it anticipated separation but for me personally, I maybe would have had the pilot on final initially "continue" with the reason why however I was not there. The controllers on duty know what is going on and I personally do not feel there was anything wrong as they anticipated the separation would exist when the arriving acft crossed the threshold. Again, one of the best potential training videos I have ever seen - outstanding job to all!
Well as a former USAF C-130 Loadmaster, private pilot and 22 years as a controller at Houston Center, you and I are in complete agreement. I actually once physically pushed away a supervisor who was telling me to get certain info from an emergency aircraft that was in a dire situation and I knew the pilots had no time for that. If I could grant angel wings to the pilot, ok, but no, my talking in his ear is probably not helping anything. Certainly there are times when a controller's input is critical, but it needs to be tempered with experience and common sense.
Had a 130 doing these at Fort Drum while I was doing some pattern work in an AH-64. Pretty funny as we do our patterns at 90 ktas so as soon as we turned base as the 130 was on final, we touched down for whatever maneuver we were doing, we would have to take off and make an immediate crosswind turn since the 130 was already almost base again. Pretty cool to see how much these things bank
In 1972 I was a A1C stationed at Forbes AFB, KS. 313th Tactical Airlift Wing, 67th and 68th Tactical Airlift Squadrons. Our birds also practiced assault take-offs and landings. SEA was still hot at that time and we sent a sizeable number of our personnel there. Quite a few of our aircrew members went to Hurlburt for the Spec Ops training. One of the spectacular sights regarding the assault take-offs back then was the use of the JATO (Jet Assisted Take Off) bottles to launch. For someone not familiar at that time just watching, it would have appeared the tail of the a/c was on fire. The Herkies have been one of the most reliable platforms, right along with the BUFF. Great old airplanes and the C-130 History isn't anywhere near finished. From airlift, to Hurricane Hunters, to SAR and flying tank....they are going to be around for a long time.
@@ReachAviation Indeed, those 3 are legends. The Boeing 707 airframe has been a C135, KC135, EC135, VC135. In 1978-79 I was an Air Traffic Controller in the GCA at McConnell AFB, KS. BOEING was still doing military contract work at their facility. Everything going in and out of BOEING landed and launched on our runways. The GCA was in the middle of the airfield between the 2 parallel runways and cross taxiways. We had an unimpaired view of their operations and it was amazing to see all the various models and configurations of the 135's, B-52's, and 747's. We saw the Predidential aircraft as well as the National Emergency Airborne Command Post E-4's. Plus I can't begin to guess how many foreign countries had ships there for work. Those were good days and being a USAF Air Traffic Controller was a good career field.
I recognize Dyess AFB from when I was a C-130 A/C in early ‘70s. We didn’t have concrete to practice on, it was 2500’ or so of hard dirt. The zone was between 100-400 from threshold, approach speed was 107KIAS minimum and touchdown early was a bust and late was immediate go around as stopping before the end was doubtful. On rollout we were frequently engulfed in dust from reverse thrust.Talk about pressure. So much fun!
Looks like you inherited the planes I flew at Forbes in Topeka, KS when they closed the base in 1973. While a squadron A/C with functional test pilot credentials, my collateral duty was Wing Inspection Chief for Operational Readiness Inspections and reported directly to the Wing Commander. A lot of responsibility for a 26 year old. Was preparing family for move to Eglin for upgrade testing of the E model to an AC gunship when Congress dropped the axe. Still serving with ANG as Drug Demand Reduction Manager for a C-130 J wing. They're looking for pilots and I replied. "So you're the wise guy" was the reaction from the Wing Commander during the next drill. What's wrong with a 77 year old pilot with 20/20 vision? (It's the only part of the physical that would pass)
Excellent show of the C-130 for landing/takoff''s on any surface in any conditions and some runways even shorter than that. Practice and more practice to get the quals right for all and any missions ready requirements. Great work for all the crew on this video and keep up the great work serving your country 👍
Sweet! Brings back some fond memories hitting Jackrabbit. 772/39th. The J looks sweet to fly but I think I’d miss having the rest of the crew tagging along.
I was standing exactly in the camera's POV once at Cam Ranh Bay once, in a C-130E while the pilot made an assault landing. Although it's been 50 years, it's something I remember very well.
I remember beating up the pattern doing assault landings at Little Rock AFB between '89 and '92 as a navigator in the E models. After a long hot day of low level training it was kind of fun to sit back and watch the pilots get a workout.
1. I'm not a vet. 2. I LOVE the C-130 airframe! That and the C5. The comms on these military runs are MUCH funnier than commercial flights! Glad I found this channel!!! Oh, and my grandfather Lt. Col (RIP) was stationed in Thule in 1954-1955!
Thank you for these amazing videos!! I am prior Air Force and I am working on my Commercial and I am inspired by your teamwork, professionalism, use of checklists, call outs and airmanship! Your C-130J aircrew sets a great example and standard for all aviators! Well done and tank you!!! Btw, I was an air traffic controller at Dobbins when the C-130J was originally going through it’s certification in the mid 1990’s - the first group was painted with Australian Royal Air Force color scheme with a kangaroo on the tail! Great airframe!!!
@@ReachAviation Absolutely agree: great modeling of excellent CRM, missing from too many "heavy" pilots today flying like it is a video game. Should be mandatory viewing for all pilots flying multi engine, IFR, and night flying. (Just my humble opinion. A little raw since on 12/27/2021 a LearJet crashed not too far away resulting in 4 fatalities.)
Great video. There is a tactical air strip that’s part of Fort Huachuca near my home airport. I’ve been so tempted to land my bird on it during the weekend when the restricted area is closed and nobody is using it. It’s cool to see the 130’s come in on it.
Late March of 76 flew a hop from Osan to Kadena on the first leg of mid tour leave..... Red jump seats, cold, noisy, overhead panels rattling loose. Cool as hell when you are 20 yrs old.
Ugh I remember bouncing around the pattern in freddy on hot days at Travis!! Busy! checklist, logging cycles, listening for calls, checking config, fuel, doing 781, malfunctions !!!! My goodness so much for double teaps!!!!! Would do it for free! 👍
Thanks for uploading this video, I absolutely love watching these, I grew up on maxwell Air Force base and got to watch c-130’s all the time, one of my favorite planes out there, plus being in the cockpit watching the pilots fly is always fun to watch.
Spend 3.5 years at LRAFB and a C130 auto pilot & compass specialist and I have to say that looks like a regular landing. The assault landing I watch, came in very close to the tree tops and hit hard on the runway with engine in reverse as they touch down, then takeoffs where with jade oh (S) pods
Did you land in the zone on the first one? So smooth I really could not tell. Flew E models at Pope 85-90. Mine were much harsher as I recall. Good job.
These guys are good. Surprised to see the captain guarding the controls when it was the copilot''s leg (I realize using the push to talk might explain some of it). This isn't done at the airlines, even with brand new guys. Great video, just an observation.
REACH, hello, way back, I discovered that the ORIGINAL HERCS. had used the SAME ALLISON Engines as in the L188 ELECTRA,but now NOT sure what you do have, but I think you now have6 bladed props , Love your assault landing practice, HAPPY NEW YEAR, CHERIO🇺🇸🇺🇸🇺🇸🇺🇸
Rolls-Royce AE 2100D3 Turbo props which are actually still Allison Engines (just under Rolls-Royce nowadays). Good power and efficiency boost over the older engines and 4 blade props.
wow that mid field entry was really low! (im sure they got it right, its hard to backseat drive from the computer lmbo) I thought a C130 would have a much higher TPA
@@aidancollins4129 Everything has to be read back, i.e. all the "Pilot, Copilot" calls. They don't seem to do flows. They also don't finish the before landing checklist until fairly low, which may just be because of what they were doing that day.
@@soflaav8r Its actually interesting to talk about. The KC-135 has a drastically different checklist process than the C-130J. The J was initially developed with the Air National Guard leading the way which introduced many civilian aspects to how we operate, at least from my understanding. Where the -135 was a call for then do list, the J has many specified checklist flows that are accomplished prior to a trigger that drives the crew to call for the checklist and "check" that the actions were completed. The J is also very strict in how crew members respond to checklist callouts. In this video, many of the checklists are cut out just for timing reasons. The Before Landing checklist starts with a quasi flow of gear down, and flaps to 50%. The Flaps 50% call is the trigger for the checklist. There are many checklists with items that don't require readback but in this case the landing configuration requires both Pilot and Copilot to confirm.
Thanks for sharing amazing video. Why isnt the pilot holding the control stick on takeoff, what is he holding. Also the control stick is turning right, are the alerons in that position?
The C130 doesnt have nose wheel steering through the rudder pedals. So if its a left seat takeoff, the right seater has the yoke and the left seat pilot will maintain centerline using the nose wheel steering wheel (tiller in some airframes) untill the rudder gains effectiveness then take the yoke from the right seater. Coming out of the KC135, I hate that we dont have rudder pedal nose wheel steering but its just part of the Herk.
It seems like you would know the answer to my question(s): During UNOSOM II, I was a passenger on an USAF C-130 from Mombasa to Mogadishu, and we made the approach to the airport in what the crew told us was a 'combat landing'. We approached the runway from over water, and at more than 45 degrees from runway orientation. The descent rate was steeper than I've ever experienced before or since, and seemed to be close to 45 degrees below level flight (There's obviously a chance that I was disoriented, even with being seated next to one of the 'porthole' windows and could see the horizon during the maneuver.) We pulled out from the dive... uncomfortably low, and turned to line up with the runway at the same time. Was that normal? It seemed way more aggressive than the approaches in this video. Was there a more accurate name for the approach we made? Thank you!
Sounds like the crew had a threat they needed to mitigate and flew some sort of tactical approach to avoid it. They are fairly common for the Herk. Our approaches in the video were more focused on knocking off rust and working on the actual landing vs the approach.
If it was after landing, keeping the props in reverse too long will cause the oil temp to rise as air flow is disturbed or even reversed around the oil cooler intake.
I usually dont touch the brakes till the end. Next time a I have a computer in front of me, I'm going to look up No Flap data. Have a feeling it would be a little tighter.
I know there is a name for this approach...."offset".....something or other. I've seen our Hercs do them here in Canada. What's the reasoning for such an approach? Guessing less time on downwind. Cool videos!
We call it a "Beam". If done right, lets us approach the field perpendicular, check the field then land relatively quickly. Ours were pretty long due to other traffic or other training.
Me: "Surely they're using that big ol' runway there..." NOPE! LOL I've got lots of hours in the back of C130s (and jumping out the side...), so it's nice to see out the other end for a change.
Big plane for a ga strip 😆. Seriously though, reverse stops that on a dime. Do you guys practice with heavier loads as well? WW2 ramp could use a fod walk.
What is that almost like a ding sound around 0:37? I always thought it was something edited into the video but after playing flight simulator the C-17 does the same thing
Its an ACAWS (Advisory, Caution, and Warning System) notification. Most commonly its just giving us an advisory such timing alarms, off altitude compared to the computed flight plan, etc.
The C-130 doesn't have nose wheel steering connected to the rudder pedals so i have to use the nose wheel steering wheel. The right seater takes the yoke on landing to hold crosswind controls.
The pilot has a "Surfin Bird" voice. I always expected him to: A-well-a ev'rybody's heard about the bird bird bird bird B-bird's the word oh well-a bird bird bird.... like a Nam trauma or tantrum.
Question for the c-130 crews …. When the nose wheel touched down it looked like ailerons into the wind and straight to the tiller wheel for steering? Also what oil temps would be of concern ? Thanks!
Can't speak to other specifications but always roll ailerons into the wind when taxiiing. Prevents the wind from catching a wing. Same goes for approaches, roll into the wind and yaw for nose on course. Roll becomes your centerline correction and yaw is ensuring the gear isn't sideloaded (sideloading is not good, to say the least). Other methods exist, this procedure is "standard" (see: steep approaches where you intentionally ncrease drag via crossing controls for increased descent rate). During taxi, you also use your pitch/elevator to counteract the wind. Pitch depends on the aircraft and landing gear configuration so I won't speak to what I learned myself.
The oil temperature can really heat up on the hot Texas environment. This mainly is caused by using too much reverse thrust while during taxi as this interupted the air flow through the oil cooler. You could either stop and let the props blow like normal or use two in forward and the others in reverse if needed. Just alternate if required. After an assault landing the brakes are pretty hot and they try to avoid using them too much. Also leaving the gear down in a closed pattern helps cool them down.
Interesting that at the first T/O the pilot grabs the yoke just as the A/C starts to lift. It's almost as if the A/C knows to T/O. Not a pilot, just a simple observation. Thx for the cool vid.
Two questions; Can that be done with a full cargo load? And for safety why is this practiced on a real short runway rather than a longer on with some line to simulate a shorter runway?
If you notice in the video, I only use reverse thrust and dont touch the brakes till the last few hundred feet. Im doing that to prevent hot brakes as we train but a real assault at weight would have me on the brakes immediately. You would be surprised. The visual cues are very different and thats hard to replicate on a large runway. Plus per the above comment, it was way longer than we needed.
Out of curiosity, why is the “pilot flying” always on the outside of the base turn and final turn? What I mean is when the left seat is flying, you make right traffic and when the right seat us flying, you make left turns. I’m sure there’s a reason, but doing it that way makes it hard for the pilot flying to keep the runway in sight while in the turns. Like I said, I’m sure there’s a reason….I was just curious. Nice video, btw!
Can go either way. Its all based on the tower and whats happening in the pattern. I would prefer to perch based on whatever side I'm on but it doesn't always work out that way. The predictive flight path on the heads down display and the other pilot are your best sources of SA cross cockpit.
Without divulging national security, I wonder if this plane could land on the grass median next to the runway...assuming it's dry? And how do they stop that big plane so quickly - NAPA brake pads?
I spent 3 years of my life bouncing around that pattern at KDYS as a teenage loadmaster in the original H models back in the early 80's. The C-130J is a different breed entirely. Fun to watch!
How is it different?
@@airleclair Well, everything on the flight deck for one. We had a navigator and flight engineer, no longer needed. The instrument panel is now *tiny* compared to the old steam gauges, they have HUDs and you can see so much more out of the windows. Thrust to weight ratio is much greater. Watching this video it doesn't resemble what I knew much at all.
@@keithbrown9198 I flew with Navigators for specific missions on the KC-135. I miss having them around but the J is a fantastic aircraft. I can't imagine doing some of the things we do on the legacy aircraft.
I just retired in Nov. 2019, from March ARB, started as a baby Load on C141C, then transitioned to C17's. Had some great times doing morning and night locals for extra money. We got paid to this stuff, we were lucky lads. The J's look like they'd be a blast to fly around in.
@@spawntez Congrats! I was assigned to combat mobility at Clark, AB in the mid-80s, I did a lot of loading/offloading and ACM on C-141s. There was of course a bit of friendly competitiveness between "strat MAC" and "tac MAC" but it was a good airplane, just couldn't do what a C-130 did. I cross-trained to ATC just as the C-17 was being developed and knew some people in the program. Obviously I don't know from first hand, but the C-17 has always impressed me as a mission-designed aircraft (sort of like the A-10), it ain't pretty but it sure gets the job done! I would love to get a ride someday, but that's not gonna happen, I didn't retire from the Air Force... And I sure as heck would love a ride on a C-130J. I'll stay in the back like old times, won't make a fuss... :-)
I was the hisorian for the 463rd from 1987 to 90 and again 93 before I became the 7th Wing HO until I retired in 96. Flew tons of CATs, LAPES, and CDS sorties on the old grass and dirt strips. God did I have fun on those LAPES missions standing in the troop door. Talk about an uplifting experince watching those cutes pop, plane jump up, those rollers spin like hell! I wrote Abilene Airlifters as my "swan song" in the AF History program. Whoop!
Damn, I never realized how good of a view you get out of the C-130 cockpit.
Same thought here. Its almost got as much viability as a helicopter.
Great seeing what the Flight Crews see. I wish there was a video (or in those days film) of our approach and "assault landing" into Camp Radcliff, An Khe, RVN in May 1970. The US had invaded Cambodia, trying to shut down the many pathways called the Ho Chi Minh Trail. I was returning from R&R in the back of a C-130. We could sense something was not normal as our altitude was much higher and our approached was backwards. We were going the opposite direction from usual. Then the Pilot dropped the right wing and the view out of the little port hole windows went from blue sky to brown and green earth, with barracks and roads flashing by. It seemed like we pivoted into a dropping U-turn, which lined us up to the runway. They had executed an amazing 180 degree final turn all above our base. Felt the flair and immediately a rather hard landing, compared to normal. Fast deceleration and another U-turn and the Load Master began sliding pallets off the rear ramp as we slowed down to an abrupt stop. Big rush to get us off! No sooner than we had exited off the ramp, turned to the right, walking toward the Air Force's airport "hootch," than the Pilot blasted us with prop-wash as they sped toward the far end of the field. They made a fast U-turn, spun around and came back toward us. Amazing climb and I guess he was probably a couple of hundred feet above ground when the C-130 crossed the perimeter line. Turns out while the US Army sent the main war-makers to Cambodia, the VC had stayed put and were shelling Camp Radcliff a lot. The kid in the AF "hootch" called it a "hot stop.": He told the few of us flying in that day, "You guys were lucky to get in. We've been closed for days." Was he kidding? It would have been OK with me to have stayed in Hawaii or even Guam a few days until they sorted this all out! Ah, Army life. Thanks for the memories. Loved those C-130's!
as an B738 airline pilot from Germany I find the communication with pilot/copilot kinda funny :D and unusual. good CRM! Always keep cheering the First Officer up :) You know that we all started once.
Even with a rule about a sterile cockpit we tend to talk a lot in situations like these. Pattern work in the Herk sometimes feels like it did with an instructor learning basics in a Cessna. Address the bad and praise the good.
This was really freaky. My dad was a C130J pilot in the British Royal Air Force from 87’ to 2005 and this dude here is the spitting image of him when he was young!
As a retired USAF controller with loads of experience with parallel rwys and and an LZ (RANGB, yes, a long time ago!), I have to say that this is one of the best videos I have ever seen that truly captures the pilots "critical phases of flight" and why we are taught to never "bother" the pilots during these phases of flight! I don't know if it is still practiced but we used to be given "FAM" flights to get a better understanding of what pilots are going through and how busy the cockpit can get when in these critical phases of flight and what the airfield/pattern look like. This video could easily be used to supplement the FAM flights because of the detail/crew coordination. At one point when the C-130 was cleared for takeoff with an acft on a 5 mile final, the pilots of the C-130 made a comment about two aircraft being cleared at the same time. We called it anticipated separation but for me personally, I maybe would have had the pilot on final initially "continue" with the reason why however I was not there. The controllers on duty know what is going on and I personally do not feel there was anything wrong as they anticipated the separation would exist when the arriving acft crossed the threshold. Again, one of the best potential training videos I have ever seen - outstanding job to all!
Well as a former USAF C-130 Loadmaster, private pilot and 22 years as a controller at Houston Center, you and I are in complete agreement. I actually once physically pushed away a supervisor who was telling me to get certain info from an emergency aircraft that was in a dire situation and I knew the pilots had no time for that. If I could grant angel wings to the pilot, ok, but no, my talking in his ear is probably not helping anything. Certainly there are times when a controller's input is critical, but it needs to be tempered with experience and common sense.
Who needs a Fighter when you have the 130’s....lots of fun.......Thanks guy for sharing your bird with us.......Thank You for your Service too....
My dad was c130 driver and we spent quite a few years at Dyess. We were there when the first B1 was delivered....now I feel old!
Essential skills! Had to land on Kandahar taxiway because the main runway was closed by a crashed drone. Amazing video!
Had a 130 doing these at Fort Drum while I was doing some pattern work in an AH-64. Pretty funny as we do our patterns at 90 ktas so as soon as we turned base as the 130 was on final, we touched down for whatever maneuver we were doing, we would have to take off and make an immediate crosswind turn since the 130 was already almost base again. Pretty cool to see how much these things bank
In 1972 I was a A1C stationed at Forbes AFB, KS. 313th Tactical Airlift Wing, 67th and 68th Tactical Airlift Squadrons. Our birds also practiced assault take-offs and landings. SEA was still hot at that time and we sent a sizeable number of our personnel there. Quite a few of our aircrew members went to Hurlburt for the Spec Ops training. One of the spectacular sights regarding the assault take-offs back then was the use of the JATO (Jet Assisted Take Off) bottles to launch. For someone not familiar at that time just watching, it would have appeared the tail of the a/c was on fire. The Herkies have been one of the most reliable platforms, right along with the BUFF. Great old airplanes and the C-130 History isn't anywhere near finished. From airlift, to Hurricane Hunters, to SAR and flying tank....they are going to be around for a long time.
It really is a fantastic plane! Blast to fly!!
The Herk, the Buff and the 135. The three that will last forever.
@@ReachAviation Indeed, those 3 are legends. The Boeing 707 airframe has been a C135, KC135, EC135, VC135. In 1978-79 I was an Air Traffic Controller in the GCA at McConnell AFB, KS. BOEING was still doing military contract work at their facility. Everything going in and out of BOEING landed and launched on our runways. The GCA was in the middle of the airfield between the 2 parallel runways and cross taxiways. We had an unimpaired view of their operations and it was amazing to see all the various models and configurations of the 135's, B-52's, and 747's. We saw the Predidential aircraft as well as the National Emergency Airborne Command Post E-4's. Plus I can't begin to guess how many foreign countries had ships there for work. Those were good days and being a USAF Air Traffic Controller was a good career field.
@@fyrdawg533 I was at McConnell for a few years flying 135s. Wasn't stoked to go initially but we ended up loving the base, community and Wichita.
I recognize Dyess AFB from when I was a C-130 A/C in early ‘70s. We didn’t have concrete to practice on, it was 2500’ or so of hard dirt. The zone was between 100-400 from threshold, approach speed was 107KIAS minimum and touchdown early was a bust and late was immediate go around as stopping before the end was doubtful. On rollout we were frequently engulfed in dust from reverse thrust.Talk about pressure. So much fun!
Looks like you inherited the planes I flew at Forbes in Topeka, KS when they closed the base in 1973. While a squadron A/C with functional test pilot credentials, my collateral duty was Wing Inspection Chief for Operational Readiness Inspections and reported directly to the Wing Commander. A lot of responsibility for a 26 year old. Was preparing family for move to Eglin for upgrade testing of the E model to an AC gunship when Congress dropped the axe. Still serving with ANG as Drug Demand Reduction Manager for a C-130 J wing. They're looking for pilots and I replied. "So you're the wise guy" was the reaction from the Wing Commander during the next drill. What's wrong with a 77 year old pilot with 20/20 vision? (It's the only part of the physical that would pass)
Awesome, the way the ground suddenly rushes up towards you as you come in to land looks freaky as hell!
Excellent show of the C-130 for landing/takoff''s on any surface in any conditions and some runways even shorter than that.
Practice and more practice to get the quals right for all and any missions ready requirements.
Great work for all the crew on this video and keep up the great work serving your country 👍
Sweet! Brings back some fond memories hitting Jackrabbit. 772/39th. The J looks sweet to fly but I think I’d miss having the rest of the crew tagging along.
Never flew with FEs but i do miss Navs
The Gulfstream style HUD for the pilot blows my 1975 C-130 riding old loadmasters mind? Real cool 👍🦅
This demonstrates how hard our Aviators work to get everything correct before they go "someplace real". Good job Gentlemen!
I was standing exactly in the camera's POV once at Cam Ranh Bay once, in a C-130E while the pilot made an assault landing. Although it's been 50 years, it's something I remember very well.
Glad they have a real and qualified competent pilot !!!
I remember beating up the pattern doing assault landings at Little Rock AFB between '89 and '92 as a navigator in the E models. After a long hot day of low level training it was kind of fun to sit back and watch the pilots get a workout.
Any day you can static line off the tailgate of a 130 is a happy happy day !!! I couldn't begin to imagine crewing a Spectre.
1. I'm not a vet. 2. I LOVE the C-130 airframe! That and the C5. The comms on these military runs are MUCH funnier than commercial flights! Glad I found this channel!!! Oh, and my grandfather Lt. Col (RIP) was stationed in Thule in 1954-1955!
Thank you for these amazing videos!! I am prior Air Force and I am working on my Commercial and I am inspired by your teamwork, professionalism, use of checklists, call outs and airmanship! Your C-130J aircrew sets a great example and standard for all aviators! Well done and tank you!!!
Btw, I was an air traffic controller at Dobbins when the C-130J was originally going through it’s certification in the mid 1990’s - the first group was painted with Australian Royal Air Force color scheme with a kangaroo on the tail! Great airframe!!!
Thanks and good to hear from other aviators out there. Good luck on that commercial! Hope to see you in the sky!
@@ReachAviation Absolutely agree: great modeling of excellent CRM, missing from too many "heavy" pilots today flying like it is a video game. Should be mandatory viewing for all pilots flying multi engine, IFR, and night flying. (Just my humble opinion. A little raw since on 12/27/2021 a LearJet crashed not too far away resulting in 4 fatalities.)
Thanks for a wonderful ride ! (With actual comm and without any music!) .A nice catch guys ,👍.
Seriously impressed with the video stabilization in this video.
The Hercules jumps into the sky with a fervor like no other aircraft.
When your father left the car key and you and your friends decided to have fun with it in a vacant parking lot. Good times!
When the RPG rounds are flying in and you want to get on the ground intact.
Good Crew, Good Plane, Good Show!
Good Bye.
Its really nice to see them call out their own mistakes. makes a great pilot
Great video. There is a tactical air strip that’s part of Fort Huachuca near my home airport. I’ve been so tempted to land my bird on it during the weekend when the restricted area is closed and nobody is using it. It’s cool to see the 130’s come in on it.
Late March of 76 flew a hop from Osan to Kadena on the first leg of mid tour leave..... Red jump seats, cold, noisy, overhead panels rattling loose.
Cool as hell when you are 20 yrs old.
Ugh I remember bouncing around the pattern in freddy on hot days at Travis!! Busy! checklist, logging cycles, listening for calls, checking config, fuel, doing 781, malfunctions !!!! My goodness so much for double teaps!!!!! Would do it for free! 👍
Well done. This is today's Air Force. BTW I made contact with your dad today. We were in the same class for UPT Williams AFB 74-03.
Gosh, I miss Dyess. I remember having to rescue a 10k forklift buried up to it's axles in mud out in that LZ.
I like the HUD, seems to provide pretty wide view angle
Nice Flying boys! damn that thing is fast too.
Love those heavy crosswind landings.
Watch you guys when in Abilene a lot. And watch y’all fly into SJT all the time. Love seeing the flying y’all do.
Thanks for uploading this video, I absolutely love watching these, I grew up on maxwell Air Force base and got to watch c-130’s all the time, one of my favorite planes out there, plus being in the cockpit watching the pilots fly is always fun to watch.
This is definitely cool to watch. Great team, working together.
Spend 3.5 years at LRAFB and a C130 auto pilot & compass specialist and I have to say that looks like a regular landing. The assault landing I watch, came in very close to the tree tops and hit hard on the runway with engine in reverse as they touch down, then takeoffs where with jade oh (S) pods
Did you land in the zone on the first one? So smooth I really could not tell. Flew E models at Pope 85-90. Mine were much harsher as I recall. Good job.
After watching it a few more times it was obviously in the zone. Saw a little jolt. Nice.
Great video. Would have been doubly interesting with a runway-side view.
These guys are good. Surprised to see the captain guarding the controls when it was the copilot''s leg (I realize using the push to talk might explain some of it). This isn't done at the airlines, even with brand new guys. Great video, just an observation.
Those planes and pilots are the best. Nothing beats a Herc
C-141
This is awesome! I’ve got an interview with a C130H unit in march for a UPT slot. Fingers crossed 🤞
the approach and landing on a narrow strip with the aircraft in the video above must have ramped up the pucker factor for the crew. BTW job well done
That's amazing! I was on the edge of my seat
That looked a lot more casual than the assault landing I experienced in Honduras.
Love the C-130! Spent a lot of time in the back of one of these.
Amazing view of Dyess there at the beginning
As one of your FCCs this is amazing
Superb! Very very very good video and sound ! Great!
Greetings from Zagreb / Croatia
REACH, hello, way back, I discovered that the ORIGINAL HERCS. had used the SAME ALLISON Engines as in the L188 ELECTRA,but now NOT sure what you do have, but I think you now have6 bladed props , Love your assault landing practice, HAPPY NEW YEAR, CHERIO🇺🇸🇺🇸🇺🇸🇺🇸
Rolls-Royce AE 2100D3 Turbo props which are actually still Allison Engines (just under Rolls-Royce nowadays). Good power and efficiency boost over the older engines and 4 blade props.
How could anyone give this a thumbs down?!
Must be the Taliban.
Very cool video, thanks!
I love this video! I understand all work that you have to do. Nice job guys. Thanks
Thanks to The Pilot and The Captain 👍🌟🙏
Those new electronic flight manuals are nice!
wow that mid field entry was really low! (im sure they got it right, its hard to backseat drive from the computer lmbo) I thought a C130 would have a much higher TPA
incredible video
Cool video! I am surprised at how differently the USAF does their checklists vs the civilian world.
Could u elaborate on some of the differences u noticed?
@@aidancollins4129 Everything has to be read back, i.e. all the "Pilot, Copilot" calls. They don't seem to do flows. They also don't finish the before landing checklist until fairly low, which may just be because of what they were doing that day.
@@soflaav8r Its actually interesting to talk about. The KC-135 has a drastically different checklist process than the C-130J. The J was initially developed with the Air National Guard leading the way which introduced many civilian aspects to how we operate, at least from my understanding. Where the -135 was a call for then do list, the J has many specified checklist flows that are accomplished prior to a trigger that drives the crew to call for the checklist and "check" that the actions were completed. The J is also very strict in how crew members respond to checklist callouts.
In this video, many of the checklists are cut out just for timing reasons. The Before Landing checklist starts with a quasi flow of gear down, and flaps to 50%. The Flaps 50% call is the trigger for the checklist. There are many checklists with items that don't require readback but in this case the landing configuration requires both Pilot and Copilot to confirm.
Best video on TH-cam!
Your CRM is dope…
Thanks for sharing amazing video. Why isnt the pilot holding the control stick on takeoff, what is he holding. Also the control stick is turning right, are the alerons in that position?
The C130 doesnt have nose wheel steering through the rudder pedals. So if its a left seat takeoff, the right seater has the yoke and the left seat pilot will maintain centerline using the nose wheel steering wheel (tiller in some airframes) untill the rudder gains effectiveness then take the yoke from the right seater. Coming out of the KC135, I hate that we dont have rudder pedal nose wheel steering but its just part of the Herk.
@@ReachAviation thanks si much for the answer!
It seems like you would know the answer to my question(s):
During UNOSOM II, I was a passenger on an USAF C-130 from Mombasa to Mogadishu, and we made the approach to the airport in what the crew told us was a 'combat landing'. We approached the runway from over water, and at more than 45 degrees from runway orientation. The descent rate was steeper than I've ever experienced before or since, and seemed to be close to 45 degrees below level flight (There's obviously a chance that I was disoriented, even with being seated next to one of the 'porthole' windows and could see the horizon during the maneuver.) We pulled out from the dive... uncomfortably low, and turned to line up with the runway at the same time.
Was that normal? It seemed way more aggressive than the approaches in this video. Was there a more accurate name for the approach we made? Thank you!
Sounds like the crew had a threat they needed to mitigate and flew some sort of tactical approach to avoid it. They are fairly common for the Herk. Our approaches in the video were more focused on knocking off rust and working on the actual landing vs the approach.
You were lucky. If there had been an active threat you would have left your lunch behind. Flares and maneuvering is their sole defense.
They have really backed-off on the aggressiveness in the last 15 years or so…they like to make them more vanilla.
Indeed, having seen “Sarajevo” type approaches these were quite “normal”, yet the assault runway was like the ones I flew C172s into 😂
I noticed he said to make sure to not get too hot on the oil. What causes the oil temps to rise? Great video by the way!
If it was after landing, keeping the props in reverse too long will cause the oil temp to rise as air flow is disturbed or even reversed around the oil cooler intake.
@@ReachAviation that makes sense, thank you. 🙏🏻
Spent many Fire stand bys with base fire in the 70'S. Assault strip and LAPES ,
Such a nice video!
I did a "no flap assault" at Tye LZ back in the 90s... ya... questions were asked.
I usually dont touch the brakes till the end. Next time a I have a computer in front of me, I'm going to look up No Flap data. Have a feeling it would be a little tighter.
@@ReachAviation That, and if you don't tail strike it's a miracle.
I know there is a name for this approach...."offset".....something or other. I've seen our Hercs do them here in Canada. What's the reasoning for such an approach? Guessing less time on downwind. Cool videos!
We call it a "Beam". If done right, lets us approach the field perpendicular, check the field then land relatively quickly. Ours were pretty long due to other traffic or other training.
@@ReachAviation Ah, ok. RCAF has different terminology from the looks of things. They are pretty cool to watch. Thanks for the response!
Omg is that Alan Tudyk flying that c130?
Ill take it as a compliment
Thank you so much 🙏🤩✈️
Always amazes me that the C-130 stays in the air at barely 100 knots.
Me: "Surely they're using that big ol' runway there..."
NOPE! LOL
I've got lots of hours in the back of C130s (and jumping out the side...), so it's nice to see out the other end for a change.
Great Pilot congratulations Captain 🤩🙏🤩
great work! very interesting!
Awesome vid! Looks like Dyess
Indeed it is!
Thought it looked familiar. I was there for a while (84 - 87)
Big plane for a ga strip 😆. Seriously though, reverse stops that on a dime. Do you guys practice with heavier loads as well? WW2 ramp could use a fod walk.
Is this Dyess? My grandfather flew P-47's and trained here. His name is George L. Jones went on to fly the F-86 in Korea
5:35 I love how she just bursts into that climb.
What is that almost like a ding sound around 0:37? I always thought it was something edited into the video but after playing flight simulator the C-17 does the same thing
Its an ACAWS (Advisory, Caution, and Warning System) notification. Most commonly its just giving us an advisory such timing alarms, off altitude compared to the computed flight plan, etc.
Was expecting Khe San or Baghdad approaches....these are pretty tame in comparison.
Dang I miss flying her !
Lol I keep hearing bank angle and don't sink in my head watching this.
nice bank angles
Awesome!
Why does the co-pilot put the joke to the right side on landing (3:38) and at the beginning of takeoff (5:12)?
Keeping the right wing from lifting in the crosswind
@@ReachAviation Oh, that make sense. Thank you
Interesting you just let go of the yoke on touchdown, is crosswind correction just not a worry?
The C-130 doesn't have nose wheel steering connected to the rudder pedals so i have to use the nose wheel steering wheel. The right seater takes the yoke on landing to hold crosswind controls.
The pilot has a "Surfin Bird" voice. I always expected him to: A-well-a ev'rybody's heard about the bird bird bird bird
B-bird's the word oh well-a bird bird bird.... like a Nam trauma or tantrum.
Question for the c-130 crews …. When the nose wheel touched down it looked like ailerons into the wind and straight to the tiller wheel for steering? Also what oil temps would be of concern ? Thanks!
Can't speak to other specifications but always roll ailerons into the wind when taxiiing. Prevents the wind from catching a wing. Same goes for approaches, roll into the wind and yaw for nose on course. Roll becomes your centerline correction and yaw is ensuring the gear isn't sideloaded (sideloading is not good, to say the least). Other methods exist, this procedure is "standard" (see: steep approaches where you intentionally ncrease drag via crossing controls for increased descent rate). During taxi, you also use your pitch/elevator to counteract the wind. Pitch depends on the aircraft and landing gear configuration so I won't speak to what I learned myself.
The oil temperature can really heat up on the hot Texas environment. This mainly is caused by using too much reverse thrust while during taxi as this interupted the air flow through the oil cooler. You could either stop and let the props blow like normal or use two in forward and the others in reverse if needed. Just alternate if required. After an assault landing the brakes are pretty hot and they try to avoid using them too much. Also leaving the gear down in a closed pattern helps cool them down.
Interesting that at the first T/O the pilot grabs the yoke just as the A/C starts to lift. It's almost as if the A/C knows to T/O. Not a pilot, just a simple observation. Thx for the cool vid.
Two questions; Can that be done with a full cargo load? And for safety why is this practiced on a real short runway rather than a longer on with some line to simulate a shorter runway?
If you notice in the video, I only use reverse thrust and dont touch the brakes till the last few hundred feet. Im doing that to prevent hot brakes as we train but a real assault at weight would have me on the brakes immediately.
You would be surprised. The visual cues are very different and thats hard to replicate on a large runway. Plus per the above comment, it was way longer than we needed.
Great thanks ✌️
Out of curiosity, why is the “pilot flying” always on the outside of the base turn and final turn? What I mean is when the left seat is flying, you make right traffic and when the right seat us flying, you make left turns. I’m sure there’s a reason, but doing it that way makes it hard for the pilot flying to keep the runway in sight while in the turns. Like I said, I’m sure there’s a reason….I was just curious.
Nice video, btw!
Can go either way. Its all based on the tower and whats happening in the pattern. I would prefer to perch based on whatever side I'm on but it doesn't always work out that way. The predictive flight path on the heads down display and the other pilot are your best sources of SA cross cockpit.
Holly molly that was a great video.
Because of the width of RWY, their spd seems like very high tho 3:23
Without divulging national security, I wonder if this plane could land on the grass median next to the runway...assuming it's dry? And how do they stop that big plane so quickly - NAPA brake pads?
The KC135 has brakes by Bugatti.
dang looks like he landed on a sidewalk. impressive.
Former J-model pilot (KBIX and KLRF). Thanks much guys!