Alcazares48, I have some nice photos of my time on 1312 back then, which I will post when I can spend some quality time with my scanner.
I went to a really good talk last night given by retired Sqn Ldr Pat Fitzgerald about the C130K and his time as a pilot at Lyneham including Op Bushel. Lots of photos and stories akin to here, I did mention this thread to him, but I am not sure if he has posted on pprune. I was particularly intrigued by his recount of returning from an ASI run in 1982 when fuel contamination caused the initial loss of 3 engines over the sea. Managed to get two going again at a lower level and landed at Faro on three, definitely a day anyone would remember vividly!
Returning to my memories of C130Ks, I have some potted reminisces of maintaining old Albert that I can bring back, but in no particular order.
The fleet at Lyneham back in the 80s was split into half between A-line and B-line. Each line covered the first line servicing needs 24 hours a day, all year round with 4 flights working a 12 hours shift pattern of 4 days on, 4 days off, 4 nights on ad infinitum.
I remember the cigarette smoke in the crew room and control, like a London pea souper, I must have been on 20 a day as a passive smoker! The shift pattern destroyed my body clock, ever since then I can sleep anywhere at any time and never suffer jet lag either, can't have done me good in the long run.
The officer's name badge originates from the predilection by the aircrew in the mess to enjoy breaking ours in half every happy hour, all the eng junior officers decided to change their name to reflect the fact that we were regarded as the bottom of the food chain and had a job lot of Pond Life badges made up for beer calls, much to the amusement of all and thus the badges survived.
Some of my flight around 1987. We were a real family with all the ups and downs that entails, clashing personalities, high jinks, wind ups, but always getting the job done. Sending a small team downroute to fix a broken Albert was always a welcome task, especially if somewhere exotic.
There were two electrical relays that others here can remind me of the details that caused a smile regularly. One just behind the Capt's seat below the floor, where after the crew called up for a start snag, a cheeky Corporal would rush out to the aircraft and stamp hard on the flight deck floor in just the right place, "Try it now" would be followed by a disbelieving shake of the aircrew heads as the engine duly fired into life. Another sticking relay was located in the pig's trough above the cargo bay. This would involve the leckie, armed with a large broom, heading out to a hold full of wide eyed passengers. Hitting the appropriate box with the head of the broom would unstick the relay and he would smile and wave to the pax as the engine started, many who by now had their head in their hands at the thought of flying in this aircraft! Happy Days!
We also had a few young SACs who would do turn around checks and assist with the rectification under the supervision of the technicians of the various trades Riggers, Sooties, Leckies and Fairies as they built up some experience prior to being sent on a "fitters course" to become specialised themselves. This was an alternative to the Apprentice route where you would receive a Junior Technician (JT) after their thorough initial training from the hallowed halls of Halton or Cosford.
Pleased that I can remember their names after 30 odd years! That's Phil on the left and Ros on the right,.. wonder where they are now?
Finally, a bit of a trick of the light out on the Lyneham apron one day had me believing that the RAF had introduced a secret counter to the Russian helicopter gunship. I believe it was a "Pumaleese".
Cheers for now
Steve