moosepileit

Hope the homes she sits for don't have any pet rabbits... Hoppy had better keep away from the kitchen pots.

One word awaits his return from another BODN retirement... Favre.

What everyone else said about TC. Good on him for calling it like it is. Hope the Generals in at least AMC read this and weep for what they know is calling it EXACTLY like it is, to their full shame.

Confirmed. Found the baby picture: https://www.google.com/search?q=baby+monkey+wearing+glasses&hl=en&safe=off&sa=X&biw=1344&bih=694&tbm=isch&tbs=simg:CAQSEgkp93EkgmWHUiFPgybmAQrn1g&iact=hc&vpx=2&vpy=118&dur=5210&hovh=216&hovw=233&tx=64&ty=313&sig=114333800760186114675&ei=cps0UcmzKora8wTF8IHABg&page=1&tbnh=148&tbnw=167&ved=1t:2220,r:0,s:0

Was an escort at their reunion dinner this year in OH. Great bunch with great families. 1 more goblet upside down. ETA- the event this April in FL is to be the final reunion. RIP and tailwinds Tom Griffin.

Guessing 10% true and 100% effective sarcasm. CEP zero. Shacked. ETA- for us herbs, dropscore- the DZ needs a new RAM, it just got crushed.

Rumor- FedEx IS hiring... Did he go to the dark side?

Come March, I would change it to Tops in Blue and a Predator shack.

A service that killed CAASS in y2k for no good reason, still unable to match it today, will never save money.

Classically well played! Only would have been better had they been grazing on salads.

If the cross-mds d1ck measuring standards have been met, feel free to respond to the thread's O.P. Wanna jabber, just keep the O'Knight thread rolling. The 315k landing was an example. The O'Knight was obviously faster and heavier. I thought stopping a jet in 1000' was cool. Ymmv, bwdik.

You are most welcome for the setup. Hooked me a marlin/well played/touche'. Figured a herky could not resist, took only 52 minutes. So far only the Brits have landed a C-130 w/o the gear of late... I've had the nose gear light stay red twice. Once on my first in-command in OIF, once at the aux field. Got it sorted out both times ok. Had a main gear come unrigged once, that made for a long slow flight home. Thought I was in a herc since the limit speed is so low.

Old thread above. First- would you be Active Duty or Guard/Reserves? Why? Because if Guard/Reserves you will pick the people and location as much as the airframe. (Actually, they choose you.) It'll likely take longer to upgrade to in-command in the Guard/Reserves, which may be a mixed blessing. YMWV. C-5, unreliable winnebago, but that upper deck is crew and pax-friendly. If you can handle pounding the ramp to get airborne for more hours than many sorties log- you are rewarded with a nice ride. Even pretending it doesn't break down, you can't just point to the paper capabilities of the beast and say you'll use them. I assume you'd pick the M-model, where they put 1980s motors on a 1960s design and act surprised that it performs so much better than the A or B. Still has a flight engineer, so check 'em for the anchor tattoo on their forearm before you try and get through any of their favorite locations without breaking. Grab a unit's troops and their stuff and off you go. Effectively 2x+ the size of the C-17. Used to airdrop a little bit. Just enough so they could get the proof on video. 4000 hours and just over 10 years in the C-17- Fun to fly and a bit challenging to fly well. Your idea of "fun" may trying to be airline smooth and efficient anywhere in the world, whether or not you've ever been there before. Or, "tactical" may be your thing, ie- actually staying ahead of the beast and having the gear touchdown right where you want it each time, day or night. Might even get to chuck folks or their stuff out the back and use all 4 radios at basically the same time, with your friends just a few thousand feet away ready to critique your every word. Like the USPS Priority mail "box" program- If it fits, it ships. May not leave much room for you and your friends. Thanks to the realities of the C-5 and number produced, you'll bring in 2 to 69 C-17s and move stuff from A to B on time- which is anywhere from a shift early or two weeks late to the user. Not quite airliner reliable or pilot friendly. It is not a hobbyist endeavor for the crew. It grew up between the DC-10 and MD-11, so it isn't the best of old-fashioned steam gauge tech or the latest and greatest of all glass. On paper, a jack of all trades. More than 2x as big as a C-130, but over-designed for replacing the C-141 in many ways. Burns a bunch of gas per mile flown- being a jack of all trades is costly. Just new enough that "workhorse" is still a new label to wear vs. the C-130, but post 9/11, it does fit the term. I've stopped in under 1000' from touchdown with 30,000# of fuel and no cargo with almost no wind. That's 315,000# of gear moving at 120 MPH. Logged almost 15 hours with just a single air refueling. Many have gone much longer in one leg. Either jet, you'll see a bunch of the planet. Sometimes, you'll never even leave the base you land at for an overnight. It might not even be night when you sleep. 4 to 5 star hotels and resorts others for lodging. One night backwoods, next night Bangkok. Then there are the tents/trailers and possible deployments. Running without a budget for the last handful of years has been increasingly less fun. I see a downhill slide to the post, so I'll stop here. It'll be what you make of it, most everyday.

Lord, grant me the wisdom to stfu when I'm obsolete.

At the "risk" of keeping this thread bumped, I'll chuckle and add- I'm not sure how the tanker thing got so easy or hard or the C-17 so overtaxed that we'd train the Boomer/LM to read an approach plate. NOT saying there isn't the time and the place, but there SHOULD not be the need to go to a training course. 8th deployment and looking for something new to learn? OK. I've spent plenty of time sweating and freezing downstairs working on the GROUND with the LMs and load teams, WHEN it made sense. Doesn't mean I needed or wanted to be trained. In flight you may have 0 pax, 1, 39, 41, 169. Different loads, rules and LMs make too many variables to standardize a LM chart reader. But, like all bad ideas, it keeps coming back each new generation. Then comes the indignant end-around to still try and have it pushed. At least in crew cockpit jets- If 2 pilots can't fly IMC, non-radar, to Mins or a missed with an engine out, anywhere in the world, anytime in a duty period, not hit something, find the right airport and leave the jet in a reuseable condition without a Class-something, you're doing something wrong as a culture, not an MDS/MAJCOM/pissing contest stratification inserted here... I'll show a LM how to read a low level chart, just as an appreciation. I'll let them up during flight- some get it, some could fly it, some don't want to be near it. Should I have them mission plan it and brief the turns? Night? NVG? IMC? Really? Kind of like an approach plate. Same skin in the game. Lots of words to say good intent, hard to apply. The rest of the post cracks me up. This is why I like letting little kids ride in the cockpit if I have open seats. No cameras/youtube/feeds/blogs/etc for them to go post on, just an impression to be taken-in.

24? Puleaz... Try Top Chef, streamed live. We challenge the stews to match the meals from just the coolers with the comfort pallet.

Shack, I think, wait, let me check on that... There is actually a good lesson to be learned from the chain of events, and "expectation error" would not be a wasted study in this career, generically

Yes. You don't need to know. x2.

That is more project than I prefer. I ran into a plane too nice to pass @ the price of an L-4, will skip a warbird row spot for now. Though, it specs out as a L-21A. Exp. amat. build supercub. Wag kits. Some of the fancy bush mods. Will put on VGs in the spring when it warms up. Fun sky Jeep, nicely done. Back to Burma Spits type searches- we have a similar hunt in the USA at Seymour, IN. http://m.facebook.com/photo.php?fbid=463868480342361&id=100776559984890&set=a.333147756747768.84344.100776559984890&refid=17 http://www.indianamilitary.org/FreemanAAF/Museum/FF_museum.html

Spitfire, do not know how the Brit regs work. Little Cub- the L-4s became J-3s post war under the FAA. If the tubing and wings were repaired, you still had the dataplate, fuselage serial number and wing serial numbers, if anyone cared back then. Probably didnt overhaul and reinstall the original engine with its crankcase serial number dataplate. But, same for most all engines on planes back then; still today. A major repair outside the scope of an Inspector of Airworthiness (IA) would need FAA to reissue a new airworthiness certificate. On big $ warbirds some only get restricted program certs and are valued far less then less restrictive airworthiness certificates. Building around a dataplate in the U.S. and being honest about will fetch less at sale. Might have a junkier machine worth more than a piece of art if you only start with a dataplate. I flew from an aircraft graveyard strip for 3 years. The dataplates were in note card boxes and kept close.

Huggy, I met Kermit Weeks at the last Doolittle Reunion. He was bidding for the next one, but it went to Eglin. I have some friends in warbirds, Vlado and a few also do Heritage flights. I was in the L-4 market, point being the pain of dataplates, fuselage serial numbers, wing serial numbers,etc. 1/2 were frauds, 1/2 innocently, but still wrong. Even in a $40k plane, true documentation is worth at least 20 percent. USAF records, Smithsonian and FAA chasing does pass the hours. Numbers matching cars seem much simpler.

Rumor- we are down to less than a handful of the traditional fly-away deployment ORIs. Maybe they are going virtual/telecon? Discuss/Confirm?

Lemme guess, we had to burn the village, to save it.

RAB- I'm sorry for your loss. Please focus on Post #7 on page one until the facts are on record since this went to trial. I had over 100 live personnel passes and worst injuries were broken legs from my aircraft or in my formation events. Had one from each of two passes, at night, just 9 per stick, and the user still had me finish the sortie and all the passes, orbitting and watching the ambulance drive out from the hospital to the DZ, twice. This was a workup to a combat deployment for the users. I look back and consider myself pretty lucky. Had one fellow exit #4 and land #26 from his side- had #5 thru 25 go past him before someone hit him so hard his static line broke and he was able to deploy his reserve. That's within 1 or 2 of being a towed parachutist, that is not a good thing. Still don't know if that's what really happened, but that was the story the user told me. Posted 19 July 2012 - 08:51 PM USAF Pilot, on 19 July 2012 - 08:25 PM, said: It is standard procedure to KIO but sometimes its not clear that it was an off DZ drop. Even if it was that info doesn't always get communicated back to the jet prior to the next drop. In my limited experience I've found that the Army will say or not say whatever it takes to keep the drops coming. Sadly their understanding of the risk and acceptance of the inherent danger are far greater than USAF's. Axle is easily one of the top five most skilled and experienced Airdroppers on base. . . I throw up a little in my mouth when I think what I would have done with less experience and far less proficiency. This situation makes me question whether keeping the Airdrop Qual is worth the risk. Edited by GearMonkey, 19 July 2012 - 08:51 PM.