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fire4effect, So many here have Historical disconnect(s). And I have come to accept that. Glad you were able to know him and his experiences. Springer (talking for you now…) and I can remember that period and the sadness of the loss of several friends due to that conflict (war). Please always remember our friends in arms and Toast to those that gave all. Bests, SHFP

Always with photoshops of this fat 80 yr old yoked out like Stallone.

Nope. Very simple. Been doing it for a long time.

Family member flew the EB-66 out of Takhli Thailand in the 60s. His tail is sitting in the museum at Wright Patt. The stories he had were intense. He reminisced about those he knew that were not as lucky. He passed in 2022. I remember helping find a picture of the EB-66 that the funeral home made into artwork that went on his gravestone. 2 AMs and a DFC.

Absolute lunacy. Oh sorry, I forgot. It’s just “mean tweets.”

FYI....Great SAR Missions, for those not old enough to have been to SEA (Vietnam) or have read AF SAR History.... "Bat 21", LTC Gene Hambleton, April 1972. 11 Days, 1000+ Sorties, 8 Aircraft destroyed, 11 Airmen Killed and 2 POWS. "Oyster 01", Captain Roger Locher, June 1972, 23 days, 150+ Aircraft, rescued only 40 miles from Hanoi, no Airmen Killed.

The fact that not one good guy perished... This is going to make a great mini-series one day!

I wonder if that includes the millions of military aged Muslims that Merkel allowed into the country.

Only Martin Baker seats and I believe you have to buy them. ACES II doesn't do anything as far as I know. Where I work we put your framed official mug shot on our Caterpillar Club Wall, those who ejected while assigned to the base.

Feel bad for the crews.

Core mission all of AFSOC sued to train to in nearly every exercise (Bilat/Multi-lat), prior to OEF/OIF. As we drew down in both the command re-energized this type of training and I am here to tell you this is normal bizness for AFSOC and the SOAR. I will defer to the experts but here is my guess...a combination of factors: The CV-22 is in a state of contraction after years of maintenance issues that culminated in the fatal crash last in 2024. As a result AFSOC made the decision to temporarily mothball 20+ birds and focus efforts on the remaining. The maintenance issues are focused on: 1. The blades (wearing out MUCH fast in Middle East sand) - I believe the time between major maintenance was down to 100 hours instead of the planned 500 hours. 2. Turbine performance decline (again related to Middle East sand) - the find sand was "coaking" on the turbine inlet blades and causing reduced power. Ultimately they changed the FDAC to allow higher operating temps in an attempt to burn the coaking off. (very simplified answer). 3. IR center Body problems (cracks) - perhaps the most vexing problem as the airframe manufacturer pointed at the engine OEM Rolls Royce and the Engine OEM pointed back at Bell. 4. Hard clutch engagements like the one that caused the crash in Japan. In short the clutch engages hard which causes a rapid rise of torque to the opposite engine and can cause REAL issues, ultimately, gearbox failure. As a result of these issues there is a distrust of the platform by some of the Tier 1 teams. Also, while the speed and range profile seem to make sense I wonder if the survivor being up high had an impact. The CV-22 is big and maybe they couldn't land on the high uneven terrain. Hovering a CV-22 that high over the survivor was probably not optimal. The downwash is 10 X a helicopter. We had issues the first few times we did fast rope and ended up having to put large weights at the end of the rope to keep them on the ground. The survivor was wounded and hiding in a crevice in very high terrain, so I am guessing that had an impact. Two things that are not being talked about much: When the MC-130's became stuck they called in "other assets" to help. There is a video from Iran showing one of the other assets. ssstwitter.com_1775434822410.mp4 And, as per American SOF standard, we trolled the Iranians in the LZ...left them a Fuck you present!

The MC-130 community trains to this extensively; the 160th is one of our primary customers. I've worked Little Birds on both prepared strips and dirt LZs; the community as a whole is proficient at both. -130s get stuck from time to time, it happens even in training, especially at strips that haven't been used much. I had a colleague almost get stuck doing Little Bird Infil at Red Devil LZ in CO during a Bi-Lat, was a close thing. The CV discussion is a valid one but people are missing the most likely reason those guys weren't playing on this one (open kimono, I'm speculating). It's probably was a logistics issue. It takes quite a while to deploy Ospreys; they usually have to go by boat if deploying from CONUS. If you fly them any serious distance the TAAR requirement is significant. If you have them do gas and gos you'll leave a trail of broken -22s to your FSB; they just break a lot. Their logistics footprint is also quite large, read a lot C-17 flights to move their support tail. They also aren't a great fast rope/hoist platform and they have pretty serious weight limitations at high DAs.

Awesome everyone extracted safely. I sure hope a lot of lessons learned come out of this as I finished my taxes yesterday. Assuming it was one SA-6 that's a lot of bang for the bad guy's Rial 2 × MC-130J Commando II aircraft 4 × MH-6 “Little Bird” helicopters 1 × F-15E Strike Eagle 1 × A-10 Warthog 2 × Reapers

Having personally seen pilots being unfairly hung out to dry by over-zealous leadership, I would sure like to know more details about this event.

Being a ground pounder with many miles under me on aerodromes I'm blaming the firetruck driver, many times I have been cleared to cross, and many times with a jet on final. Nothing beats an eyeball looking down the active before crossing after getting clearance. A few of those times I had a jet hooked to my uke getting clearance to cross.

New footage. Pretty crazy