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An 85-year-old widow went on a blind date with a 90-year-old man. When she returned to her daughter's house later that night, she seemed upset. "What happened, Mother?" the daughter asked. "I had to slap his face three times!" "You mean he got fresh?" "No," she answered. "I thought he was dead!"

Some 'Senior' personal ads seen in ''The Villages'' Florida newspapers: FOXY LADY: Sexy, fashion-conscious blue-haired beauty, 80's, slim, 5'4' (used to be 5'6'), searching for sharp-looking, sharp-dressing companion. Matching white shoes and belt a plus. LONG-TERM COMMITMENT: Recent widow who has just buried fourth husband, and am looking for someone to round out a six-unit plot. Dizziness, fainting, shortness of breath not a problem. SERENITY NOW: I am into solitude, long walks, sunrises, the ocean, yoga and meditation. If you are the silent type, let's get together, take our hearing aids out and enjoy quiet times. WINNING SMILE: Active grandmother with original teeth seeking a dedicated flosser to share rare steaks, corn on the cob and caramel candy. BEATLES OR STONES? I still like to rock, still like to cruise in my Camaro on Saturday nights and still like to play the guitar. If you were a groovy chick, or are now a groovy hen, let's get together and listen to my eight-track tapes. MEMORIES: I can usually remember Monday through Thursday. If you can remember Friday, Saturday and Sunday, let's put our two heads together. MINT CONDITION: Male, 1932, high mileage, good condition, some hair, many new parts including hip, knee, cornea, valves. Isn't in running condition, but walks well.

Good morning Ralph, Sixty years ago I was crew chief on C-130A II 56-534. My best recollection, C-130As' did not have synchro-phase.

15 Cerebral Witticisms: Once you've seen one shopping center, you've seen a mall. Those who jump off a bridge in Paris are in Seine. A man's home is his castle, in a manor of speaking. Dijon vu - the same mustard as before. Shotgun wedding - a case of wife or death. A hangover is the wrath of grapes. You feel stuck with your debt if you can't budge it. Does the name Pavlov ring a bell? Reading while sunbathing makes you well red. When two egotists meet, it's an I for an I. What's the definition of a will? (It's a dead give-away.) In democracy your vote counts. In feudalism your count votes. The man who fell into an upholstery machine is fully recovered. A boiled egg in the morning is hard to beat. Acupuncture is a jab well done.

C130 Experts !!! We r facing a problem of generator out light on No 3 Eng for last 1 month in which AC generator, contactor, FS Relay, AC control panel alongwith Chassis, Voltage regulator is replaced but problem persists and require resetting many times to come inline. Problem mostly occurs on takeoff roll and on landing and sometimes in air. Also if we put essential bus load on No 3 Generator, it becomes offline with Vol, Freq and load zero. It gets duplicated sometime on ground as well during ground run.

193rd Special Operations Wing preps for mission conversion MIDDLETOWN, PA, UNITED STATES 07.22.2022 MIDDLETOWN, Pa. -- The 193rd Special Operations Wing is undergoing a substantial transformation of its primary mission. The wing is transitioning from its legacy EC-130J Commando Solo aircraft to the MC-130J Commando II. To prepare for this historic shift, the wing hosted a National Guard Bureau-led Site Activation Task Force here July 12-14. “We are at a strategic point in our wing’s history that will allow our Airmen to add to the legacy and be owners of this new and exciting mission,” said Lt. Col. Benton Jackson, 193rd Special Operations Wing Unit Conversion Officer. The SATAF encompassed a wide array of subject matter experts from Air Force Special Operations Command and NGB along with local experts. The intent was to examine the transformation from multiple perspectives, and ensure personnel and infrastructure are prepared in advance for the new mission set. “Change management is very important, and we have 193rd Airmen’s interests at heart,” said Timothy Pyeatt, Senior Strategic Basing Program Analyst and AFSOC SATAF lead. “I was very impressed by the wing’s energy and willingness to embrace this new mission. I feel they’re ready and will thrive moving forward.” Air Force and AFSOC leaders are calling for accelerated change across the service to ensure preparedness for a future high-end fight. The wing’s conversion to the MC-130J enables it to provide multiple capabilities in support of both peacetime and contingency operations locally and worldwide. “We’re evolving beyond the niche capability our current aircraft provide and taking on a core, flagship special operations function with the arrival of the Commando IIs,” said Col. Eric McKissick, 193rd SOW vice commander. “It will ensure our world-class Airmen are able to provide relevant support to our fellow Pennsylvanians and our nation for years to come.” The MC-130J Commando II flies clandestine, or low visibility, single or multiship, low-level infiltration, exfiltration and resupply of special operations forces, by airdrop or airland and air refueling missions for special operations helicopters and tiltrotor aircraft, intruding politically sensitive or hostile territories. Its secondary mission includes the airdrop of leaflets.

I'm trying to resolve a discussion regarding the A model three-bladed props. I flew A models (53-3133, 55-0022, 55-0024) in the 1970s at Hanscom Fld, Kirtland AFB and Wright-Patterson AFB in A.F. Systems Command. My recollection is that the A model three-bladed props had synchronizing, but no synchro-phasing. I certainly remember the "prop beats" flying them, the the super quiet of the E model when we got one of them. I've researched Aeroproducts web site, which seems to imply they were synchro-phased. Can anybody confirm or deny my recollections? I wish I had kept my A Dash-1. Thanks in advance, Ralph Brands

Dear , What is the content of the TO ? Brgds

901st/302nd Reunion on Saturday, September 24, 2022 in Colorado Springs at the Elks Lodge on North Neveda. All the information is on Facebook under 901st/302nd Reunion. I realize a lot of people do not use or like Facebook. Unfortunately, this is the only place for any information, and they are wanting a head count for those wanting to attend by the end of July (this month)! Point of contact is Bob Boyum. Hope to see you there!

The lighting rods were fine and locals stated it looked like a surface to air missile like an rpg or law

Is this in det 98 in erzrum turkey in 1980 and was Carl c carr there in the c130? If so my dad was there and it wasn't a crash it was a missile that took it down my dad served in det 98 and 70th usafad

Maintenance University sharpens skills with joint training in Puerto Rico Published July 18, 2021 By Staff Sgt. Clayton Wear 123rd Airlift Wing Public Affairs CAROLINA, Puerto Rico -- More than 130 Airmen from the Kentucky Air National Guard completed a week of intensive aircraft maintenance training here June 12-18, honing proficiencies in a joint field environment while avoiding the distractions of home station. The annual event, called Maintenance University, featured classes on everything from changing the tires on C-130H Hercules aircraft to repairing sophisticated autopilot equipment, said Lt. Col. James Embry, commander of the Louisville, Kentucky-based 123rd Maintenance Squadron. The training allowed citizen-Airmen from Kentucky’s 123rd Airlift Wing to enhance their C-130 maintenance skills prior to the unit’s upcoming transition to the C-130J, while also giving them the opportunity to train alongside maintainers from the Puerto Rico Air Guard’s new Contingency Response Group. “The Puerto Rico Air Guard has provided a great location with a ramp that fits our requirements for training, classrooms, facilities, a fire response capability and security forces,” Embry said. “It’s a perfect environment for us to not only get our maintainers up to career field standards, but we can also expand upon our training into the Contingency Response environment as well.” This year’s MXU curriculum was designed by shop chiefs to meet individual training needs while eliminating the competing obligations of a typical drill weekend back home. “For those of us who are traditional Guardsmen, this is a really good opportunity for us to spend a week and focus solely on this training,” said Airman 1st Class Audrey Parios, a C-130 crew chief. “This is a great chance to have everyone in the same place to meet, network, and learn from each other away from the distractions at home.” Airmen from the Puerto Rico Air Guard’s 156th Wing also appreciated the opportunity to train with maintainers from the Kentucky wing, which also is home to a Contingency Response Group. As the 156th works to stand up a full Contingency Response Group in the coming years, the 123rd was also able to supply C-130s and CRG-qualified maintainers to train Puerto Rico maintainers on night-vision marshaling. “It’s fortunate for us that the 123rd has a CRG with C-130 maintainers,” noted Col. Joelee Sessions, commander of the 156th Contingency Response Group. “When this crew comes here, they are bringing expertise from the CR world to help us train our folks. “One of my goals is to get our maintainers and crew chiefs’ hands back onto aircraft so that they are fully familiarized, so that when we go on the road as a CRG, they are comfortable handling the aircraft that come in and accomplishing the mission.”

Some of these are aircraft that were at Maxwell and went to AMARG a few years ago. The idea being retire them while they still had time left on the CWB and could still be sold off to FMS. First of five C-130Hs delivered to the Polish Air Force In September 2019, the Polish Ministry of Defense issued a Letter of Request to the US for acquiring five C-130H transport aircraft. On 13 April 2021, the Polish Defense Minister Mariusz Blasczak signed a government-to-government contract with the US for the delivery of these five Lockheed C-130H Hercules' to the Sily Powietrzne RP (Polish Air Force). This contract is part of the US Excess Defense Articles grant programme and has a total value of USD 14.3 million. The first C-130H was expected to arrive in 2021, but it finally arrived on Friday 15 July 2022, at Wojskowe Zaklady Lotnicze Nr.2 (WZL2), Bydgoszcz. The aircraft will undergo a PDM periodic inspection before being put into service. The final delivery is scheduled for mid-2024. All C-130s will be based at Powidz air base where they will be added to 33.BLTr. This transport squadron is using five ageing C-130Es which are fifteen years older than the C-130Hs Poland is acquiring now. The five aircraft involved were produced in 1985 and decommissioned in 2017. They are currently stored at the 309th Aerospace Maintenance And Regeneration Group (AMARG) facility in Tucson (AZ). At AMARG, the aircraft will be partially retrofitted with new equipment, made airworthy and fly over to Poland. The serial number of the first ferried C-130H is 85-0035. Scramble expects that the Polish serial number will be 1509 to continue the numbering initiated with the first C-130E.

Where did u apply the sealant, can u be specified

‘We’re leaking fuel and we might be on fire’ How a Pair of KC-130J Pilots, Crew Saved Their Plane After a Collision with an F-35 By: Gidget Fuentes June 21, 2022 6:27 PM A Marine KC-130 crash lands in California Sept. 29, 2020. SAN DIEGO, Calif. – The first F-35B Lightning II pulled up to the KC-130J Super Hercules aerial tanker, took its sip of fuel from the left-wing tank and pulled away, just as planned. The Miramar-based KC-130J – call sign “Raider 50” – was flying the Sept. 29, 2020 refueling mission to support the fall class of the Weapons and Tactics Instruction Course run by Marine Aviation Weapons and Tactics Squadron 1, based at Marine Corps Air Station Yuma, Ariz. Initially, the plane was to fuel F/A-18 Hornet fighters. But they were no shows, and instead the Marine Aerial Refueler Transport Squadron (VMGR) 352 crew awaited the second F-35B to tap the fuel line, which was extended off the external fuel tank under the right-side wing. When the plane came, things quickly spiraled as the F-35B, call sign “Bolt 93,” collided with the tanker. Capt. Michael Wolff was flying in the right seat of the Super Herc as the aircraft commander. Next to him was Maj. Cory Jones, the copilot flying for the first time since the birth of his son. The actions of the aircrew over the next 12 minutes – fighting the aircraft for control and safely landing it in a field with no serious injuries – would earn the pilots the Distinguished Flying Cross, the military’s second-highest medal for valor that an aviator can get. “It was a really violent collision,” recalled Wolff, adding that momentary chaos all happening within “1.2 seconds or something. Not enough time to really react and do anything.” A ‘Hole in the Plane’ A Marine KC-130 crash lands in California Sept. 29, 2020. The collision sent headsets flying off the pilots’ heads and iPads off their mounts. “Anything that was loose in the cockpit went flying,” Wolff said earlier this month during a phone interview with USNI News. “It was pretty violent… I got my headset back on, grabbed the yoke and I got the plane back under control.” The cockpit crew quickly realized the crash ripped a hole into the KC-130J, Wolf said. “You have a slight, some rapid decompression going on,” he said. “And it’s also very loud.” The outside air now screamed into the fuselage, adding to the fireworks of lights and alarms raging in the cockpit. Cascading warning and caution messages went off as the displays lit up. Filled with shock and adrenaline, the crew grappled with the emergency at hand aboard the four-engine turboprop. The collision destroyed both of the KC-130J’s right-side starboard engines. But “the impact did not damage our ailerons, elevators or rudder, so we still have all of our primary flight control surfaces,” Wolff said. “At that point, I’m like, OK, let’s get figuring out what’s going on and the best course of action.” “That’s when – it’s kind of cliché – the training kicks in,” he said. They tapped into what they knew about the KC-130J, knowledge built from hours of flying and training in simulators practicing procedures for handling emergencies in the air and on the ground. Aircrews are famously known for their strict attention to and following of detailed checklists, seemingly unconscious habits and embedded memory built from repetitive training. “We start running through everything,” Wolff said, “and figuring out where to go and communicating to the crew and then outside” to air traffic control. Fireworks in the Sky A Marine KC-130 crash lands in California Sept. 29, 2020. Federal Aviation Administration air traffic controllers were handling typical afternoon traffic, according to an air traffic control recording posted online, when someone radioed seeing “pyrotechnics” about five miles away “or a collision or something like that?” Several minutes later came the Marines’ emergency call. “L.A. Center! L.A. Center! This is Raider 5-0 declaring an in-flight emergency. Major collision with Bolt-93. We have two engines out and we are leaking fuel and might be on fire. In an emergency descent at this time. Raider 5-0,” Wolf said, according to a recording of the emergency call. Wolff, his voice calm amid the cascading problems, added: “We are declaring an emergency. We still have partial control of the aircraft.” At one point, an aircraft traffic controller asked if the Marines were headed toward the Imperial County Airport near El Centro, Calif. To the south along the long, fertile valley that includes the Salton Sea is Naval Air Facility El Centro, in Imperial County, and to the north are smaller airfields, including an airstrip in Thermal, southeast of the Palms Springs area. An F-35B Lightning II with Marine Fighter Attack Squadron (VMFA) 121 takes off during exercise Red Flag 16-3 at Nellis Air Force Base, Nev. US Marine Corps photo. The collision and ATC radio calls prompted chatter about the location of the KC-130J and the F-35B. At one point came the call to keep the frequency unclogged. Unbeknownst to Raider 50, the F-35B crashed into the desert, but the F-35 pilot ejected before impact. The pilot, with the “Green Knights” of Marine Fighter Attack Squadron 121, landed safely, with no major injuries, according to Marine Corps officials. Officials have yet to release the investigations into the collision. On the ground, someone camping captured on their smartphone the jet with light smoke trailing behind as it flew down to the ground, and posted the video on Twitter. Other people told local media they had spotted a parachute. Midair Maneuvering U.S. Marine Corps Capt. Michael Wolff, a KC-130J Super Hercules pilot with Marine Aerial Refueler Transport Squadron 352, Marine Aircraft Group 11, 3rd Marine Aircraft Wing (MAW), receives the Distinguished Flying Cross from Maj. Gen. Bradford J. Gering, 3rd MAW commanding general, at Marine Corps Air Station Miramar, California, May 25, 2022. US Marine Corps Photo Black smoke trailed Raider 50 as fire bellowed from the burning fuel tanks. Inside the Super Herc, momentary chaos turned to a nervous focus to retain control and get their aircraft safely to ground. “I can see the far right engine – the #4 – from my seat, but I can’t see the #3,” Wolff said. The crew in the rear compartment “gave me confirmation that [the] thing was toast, and we pulled the fire handle and [made] sure nothing got worse.” He needed to know if the flames were dissipating or if fuel was still flowing from the wing, he said, as “that communication from the back [crew] is extremely vital to get down safely.” With fuel trailing from the pods, the wing was possibly on fire. With the starboard landing gear obviously damaged, the crew focused on landing as soon as possible. They had practiced scenarios with two engines out, but never with multiple emergencies. “We do train to handle compound emergencies, including two engines out on one side,” such as a bird strike, Wolff said, but “not all together at once.” Adding to the dangers, the KC-130J was loaded with fuel held in the pods under the belly and wings. But there was no option to ease the danger and dump fuel “due to time constraints and the possibility of fire” in flight, he said. The airplane’s high altitude was a plus, as it provided space and time “to build airspeed and begin the descent,” Wolf said. They scanned the area and figured they could land at the Thermal airport, known as Jacqueline Cochran Regional Airport. “We had a lot of open space between where we were and there – the Salton Sea and a lot of farmland – and we’re not worried about populated areas,” Wolff said. The crew was on track to land their aircraft on the runway, but the plane started to turn right as a result of the malfunctions and distance, he said. That wasn’t planned as they approached Thermal airport – its 5,000-foot runway sits at 114 feet below sea level – about a half-mile from the runway. Initial Shock, Then Teamwork Marine Corps Col. Stephen J. Acosta, the assistant wing commander for 2nd Marine Aircraft Wing (MAW), praises Maj. Cory T. Jones during a ceremony at Marine Corps Air Station Cherry Point, North Carolina, Aug. 13, 2021. Jones is a KC-130J Hercules pilot assigned to Marine Aircraft Group (MAG) 14 and was awarded the Order of Daedalians 2020 USMC Exceptional Aviator Award for his actions that saved the lives of his crew after an accidental mid-air collision that occurred during an exercise in September 2020. US Marine Corps Photo A typical KC-130J crew is five – two pilots and a flight engineer or a qualified loadmaster in the cockpit and two loadmasters in the back who also act as observers during the refueling mission. On the mishap flight, eight Marines were aboard, with an instructor and loadmasters getting training to maintain currency. In the immediate seconds after the collision, Jones thought of friends he’d lost in two fatal KC-130 crashes and of his infant son, born just 19 days earlier. Training then kicked in, that muscle memory of checklists and procedures and actions memorized to respond to flight emergencies. Grabbing the controls, he recalled in a Marine Corps video posted online about the incident how he “started moving them and realized that the airplane was actually flying. That was kind of like the shock moment, like, okay … maybe we’ve got a chance here.” Talking to the crew, Jones got no response before he realized his headset was on the floor. He put his headset back on and checked in with the rest of the crew before they all assessed the situation and the damage to the plane. “We gotta get this plane on the ground,” he thought. “We’ve got to do … whatever we can to save everybody’s life.” They’d have few options if they lost all flight control. “We don’t have an ejection seat,” Jones said. “We’ve got parachutes [for the crew], but not enough for everybody.” Despite its right-side engines going out, the KC-130J was still flyable. “We worked together as a team,” Jones said, “and we just took it step by step … for the entire descent until we were able to walk away from the airplane.” Over those 10 to 12 minutes, the flight crew got to work. “You could hear it in the voices of everybody with the severity of the situation, but we all had a job to do,” Jones said. Nobody quit or froze up, and “everybody remained focused on what they had to do because we all knew that it was going to take a team effort to safely get that aircraft on the deck.” “Each person on that crew played an integral role in getting the aircraft safely on the deck, from our flight engineer to all the load masters in the back,” he said. Mission to Land About 10 minutes after the collision, the KC-130J made the approach to Thermal. But “there was no way for us to continue our approach to the airport. The aircraft made an uncontrolled right turn due to getting below our minimum control airspeed,” Jones recalled. Now assigned as a crew resource management program manager at Marine Corps Air Station Cherry Point, N.C., he was awarded his DFC medal during a Feb. 28 ceremony there. Outside of the aircraft, farm fields stretched out before them, and they quickly decided to land in one. The crew still had power during the descent. “It was controllable most of the way down,” Wolff said. Nearer to the ground, dropping the remaining landing gear and setting flaps slowed the speed, and “that’s when you run into some controllability issues.” They set the airplane down in a cauliflower field, full of wet dirt, said Wolff, who received his DFC medal during a May 25 ceremony at Marine Corps Air Station Miramar in San Diego, Calif. “It was definitely a relief. I’m still kind of surprised how smooth the touchdown was,” he said. He estimates the airplane skidded some 300 to 400 yards before stopping. “It wasn’t quite like the movies where you see you have like a 747 that plows through … We came to a stop pretty quickly,” Wolf said. It wasn’t long before he and the rest of the crew exited the airplane. Lessons and Crew Training Capt. Michael Wolff, a KC-130J Super Hercules pilot with Marine Aerial Refueler Transport Squadron 352, Marine Aircraft Group 11, 3rd Marine Aircraft Wing addresses Marines after receiving the Distinguished Flying Cross, at Marine Corps Air Station Miramar, California, May 25, 2022. US Marine Corps Photo The multiple, simultaneous emergencies the crew faced went beyond what Wolff and Jones had normally trained for in the flight simulator. Lessons from the mishap weigh on Jones’ mind, particularly in his current assignment. “The biggest lessons learned from this event [is] … to continue to emphasize emergency procedure training and continue to make the emergency procedures training realistic for each crew position,” he said, and “continue to make sure that we are instilling that in the new pilots and the new load masters, and that they understand how each person on the aircrew plays an integral role in mission accomplished.” “We work on doing things just over and over and over and over again” to make it habitual and instinctual, Jones added. Wolff said the experience gave their training “a new meaning. You do these compound emergencies in simulation. It is great training. You have to replicate handling a lot of stuff at once, even though, relatively, it doesn’t normally happen. Now this is a case where … you never know what’s going to happen.” “The training that we do works,” he said. “We had eight people … coming together, coordinating and everyone remained calm and just working together as a team.” He’s read the mishap report and believes “the end result speaks for itself how everyone handled themselves.” After stepping away, the reality of what happened – and what they went through – started to sink in. “To be able to walk away definitely makes you appreciate the little things in life and every day that you have,” Jones said. “So it’s given me a better outlook on that. It’s made me … respect the aircraft more and its capabilities. The maintainers that keep the aircraft flying every step of the way, the manufacturer … every piece of the puzzle that went into getting us safely on the deck that day. “Taking that amount of damage – an unheard of amount of damage and still being able to fly and get the crew on the ground – speaks volumes to that airframe,” he said. Aftermath U.S. Marine Corps Maj. Corey Jones, a KC-130J Super Hercules pilot with Fleet Replacement Detachment gives remarks during an award ceremony at Marine Corps Air Station Cherry Point, North Carolina, Feb. 28, 2022. US Marine Corps Photo The traumatic flight became a bond. “Everyone was in shock that it happened,” Jones said. Although some of the Marines have moved onto other duty stations, they keep a group text and occasionally check in with each other. “Maybe we’ll all get back together and go get our photos there [at Miramar] with our V.F.W. hats on,” he said. Wolff said he was “just happy, that everyone … walked off the plane with maybe a couple of bruises but nothing serious … I’m not sure if it will ever sink in.” That day, Jones had texted his wife, “We just had a mishap. I won’t be home for dinner.” Wolff’s family in Pittsburgh hadn’t seen the news reports that had widely circulated in the San Diego area. He messaged his parents, saying “I can’t discuss the details but I’m fine. I’ll call you later.” The refueling mission marked the final flight for KC-130J, bureau number 166765. The collision and fire damage and emergency landing rendered it a spare parts contributor. It took about a week for Marine Corps crews to remove the aircraft from the field, after investigators combed through it and VMGR-352 maintenance personnel brought in a crane and salvaged parts that would be used for other aircraft. “It was a lot of work just taking that plane off the field and getting the usable parts,” Wolff said. They salvaged the rear stabilizers, the tail of the aircraft, placed it outside the squadron, and painted in the squadrons’ Raider black, as a display and reminder. “We fly as a crew,” Wolff said. “I’m proud of how everyone handled themselves and kept calm.” While the DFC is an individual award, he noted, “it’s still everyone coming together and doing their part. That one single action could be the thing that saved us in the end.” https://news.usni.org/2022/06/21/were-leaking-fuel-and-we-might-be-on-fire-how-a-pair-of-kc-130j-pilots-crew-saved-their-plane-after-a-collision-with-an-f-35?fs=e&s=cl

LAWS FOR ENGINEERS: Engineering is a science that runs on the laws of physics. We have all studied these laws in our formal education. There are other laws that are equally powerful, however. These are found through experience in the classroom of applied technology. Here is a summary of the laws of physics for your entertainment. The authors are unknown (or perhaps wish to remain unknown). We thank them for their insight into real-world broadcasting. GRUNDMAN'S LAW -- Under the most carefully controlled conditions of pressure, temperature, humidity and other variables, the system will perform as it damn well pleases. KNIGHT'S LAW -- A pat on the back is only a few centimeters from a kick in the pants. HIDLEY'S LAW -- Nothing is impossible for a man who doesn't have to do the work. DUNCAN'S LAW -- When in doubt, mumble. EVAN'S LAW -- Every man has a scheme that will not work. HULKO'S LAW -- A theory is better than its explanation. STORYK'S LAW -- The amount of work done varies inversely with the amount of time spent in the office. WORAM'S LAW -- Any sufficiently advanced technology is indistinguishable from magic. NORDAHL'S LAW -- Everything goes wrong at once. EMERMAN'S LAW -- In a crisis that forces a choice to be made among alternative courses of action, people tend to choose the worst possible course. TARSIA'S LAW -- The obvious answer is always overlooked. SNODDY'S LAW -- It works better if you plug it in. HARRISON'S LAW -- There is always an easy answer to every problem-- neat, plausible, and wrong. MEADOW'S LAW -- It won't work. WESTLAKE'S LAW -- The first 90 percent of the project takes 90 percent of the time, and the last 10 percent takes the other 90 percent. HARNED'S LAW -- Once you open a can of worms, the only way to recan them is to use a larger can. SCHNEE'S LAW -- Anything that begins well will end badly. (Note: The converse of this law is not true.) STONE'S LAW -- Necessity is the mother of strange bedfellows. GOLDEN'S LAW -- A man with one watch knows what time it is. A man with two watches is never sure. PERRY'S LAW -- If the facts do not conform to the theory, they must be disposed of. GARAY'S LAW -- An object will fall so as to do the most damage. KELSEY'S LAW -- Make three correct guesses consecutively and you will establish yourself as an expert. LIGHTNER'S LAW -- If it happens, it must be possible. GUY'S LAW -- The probability of a given event occurring is inversely proportional to its desirability. MOYSSIADIS' LAW -- As soon as you mention something, if it's good, it goes away; if it's bad, it happens. CAPPS' LAW -- If it can find a way to wear out faster, it will. LIPPELL'S LAW -- If a research project is not worth doing, it is not worth doing well. NEUMANN'S LAW -- Whoever has the gold makes the rules. CALBI'S LAW -- Nothing is as easy as it looks. MARINO'S LAW -- Everything takes longer than you think it will. TODRANK'S LAW -- There are two types of people: those who divide people into two types, and those who do not. BROSIOUS' LAW -- The components you have will expand to fill the available space. INGOLDSBY'S LAW -- You cannot determine beforehand which side of the bread to butter. MERTEN'S LAW -- The more time you spend in reporting on what you are doing, the less time you have to do anything. Stability is achieved when you spend all your time reporting on the nothing you are doing. ZENTZ'S LAW -- Inside every large problem is a small problem struggling to get out. LUDWIG'S LAW -- The other line moves faster. DOZIER'S LAW -- Negative expectations yield negative results. Positive expectations yield negative results. ** RETTINGER'S LAW** -- Nothing is ever a complete failure; it can always serve as a bad example. RICKER'S LAW -- Experiments should be reproducible. They should all fail the same way. BODEN'S LAW -- If an experiment works, you must be using the wrong equipment. HANSCH'S LAW -- Work expands to fill the time available for its completion. EBERLE'S LAWS -- 1. Once a job is fouled up, anything done to improve it makes it worse. 2. No matter what results are expected, someone is always willing to fake it. 3. No matter what occurs, someone believes it happened according to his pet theory. 4. No matter what the result, someone is always eager to misinterpret it. FULGINITI'S LAW -- In a hierarchical organization, the higher the level, the greater the confusion. SAX'S LAW -- All laws are basically false.

AC-130J Crews Awarded 2021 Mackay Trophy for Safeguarding Afghanistan Evacuation June 30, 2022 | By Greg Hadley A pair of AC-130J Ghostrider crews have been tapped to receive the 2021 Mackay Trophy, awarded by the Air Force and the National Aeronautic Association for the year’s most meritorious flight. The trophy is in recognition of their actions during the withdrawal from Afghanistan that aided in the rescue of some 2,000 American diplomats. All told, 18 Airmen from the 73rd Expeditionary Special Operations Squadron, Hurlburt Field, Fla., received the recognition June 30. As the U.S. completed its withdrawal from Afghanistan in the summer of 2021, the Taliban seized territory at a rapid rate. On Aug. 15, Taliban fighters entered the capital city of Kabul, forcing the U.S. to rapidly evacuate its embassy in the city. In the midst of that evacuation, two AC-130Js, call signs Shadow 77 and 78, alert-launched from Al Dhafra Air Base in the United Arab Emirates to provide close air support for the evacuating personnel. According to the NAA citation, the crews “maintained visual custody of all American personnel” headed to Hamid Karzai International Airport and provided real-time video to Defense Secretary Lloyd J. Austin III and Chairman of the Joint Chiefs of Staff Gen. Mark A. Milley. The citation also notes that the crews flew the longest unaugmented flight in the AC-130J’s young history—the gunship first flew in 2014. With the AC-130Js providing close air support, 2,000 Americans were able to evacuate with zero casualties. The following Airmen crewed Shadow 77 and 78: Shadow 77 Capt. Lawrence S. Bria Capt. Sam B. Pearce Capt. Aaron M. Rigg Maj. Joshua T. Burris Capt. Michael G. Shelor Staff Sgt. Daniel J. Mayle Staff Sgt. Kevin P. Heimbach Senior Airman Denver M. Reinwald Senior Airman Timothy J. Cisar Shadow 78 Capt. Culley R. Horne 1st Lt. William A. Bachmann Capt. Ryan M. Elliott Capt. Benjamin A. Hoyt Staff Sgt. Dylan T. Hansen Staff Sgt. Andrew J. Malinowski Staff Sgt. Tyler J. Blue Staff Sgt. Gregory A. Page Senior Airman Miguelle B. Corpuz The crews of Shadow 77 and 78 are the latest Airmen to be recognized for their efforts in the evacuation of Kabul amid chaotic conditions. A number of C-17 crew members, who landed at Hamid Karzai International Airport to airlift personnel and civilians out, have been recognized with the Distinguished Flying Cross and the Air Medal. The Mackay Trophy was first awarded in 1912 and is on permanent display at the Smithsonian’s National Air & Space Museum in Washington, D.C. A ceremony to present the trophy to the crews of Shadow 77 and 78 will occur at a date to be determined, the NAA said.

Old thread but I designed a lot of the equipment that flew on those "trash haulers" at DET4 at Ontario airport....

We had 10 Rescue birds at Hill AFB Ut. in 1971 when we stood up The 1550 ATTW. Had H. N and P models and all of them had the ODS rails. And as stated before we used the winch on the ODS to lift the end of the 1800gal. tanks and drag them to the end of the ramp. We also removed the Fulton booms on the nose at Hill as they made too much noise and no one was qualified on the system anymore. Some tails, 971 and 851 and 224 I think. Been so many years ago. We crew chiefs were trained on the IFR pods also, what a mess when the hose unwound inside the pod. Max hacksaw time.

I was stationed at Sewart from 63 to 66. Was assigned to either the 61st or 62nd ,don't remember which,for about 2 months on B models then the 18th was formed with A models and I being a newbe was transferred to the 18th. Didn't take me but a day to realize the A models were a baaaaad deal. I survived 18 months and 2, 60 day rotes to Clark and TDY in country to VN on the A models. Found out about Scanner openings on brand new E models in the 4442/4446 CCTW down the flight line and jumped at the chance to be a crew member and a full time flying job. Did that till I left Sewart in Nov.66. Great job. Anybody know Joe Tidwell or Clyde Cook at Sewart? 61st or 62nd. Worked with Clyde as an ART for many years.

Netherlands Selects Embraer C-390M To Replace C-130H Fleet June 17, 2022 The Royal Netherlands Air Force (RNLAF) has announced that it plans to purchase the Embraer C-390M to replace its C-130H Hercules fleet. Secretary of State for Defense Christophe van der Maat wrote to the House of Representatives that the first C-390M is aimed to be obtained by 2026. The Netherlands will become the third NATO member to buy the C-390 after Portugal and Hungary. RNLAF currently has four C-130H aircraft that have reached the end of their lifespan. While the initial plan was to use these till 2031, RNLAF decided to replace them in 2020 due to low serviceability rates and defects. RNLAF also decided to purchase five aircraft to replace the four C130Hs. This is to increase flying hours from 2,400 to 4,000, which has been necessitated by the security situation in eastern Europe as well as scenarios like the evacuation from Afghanistan in 2021. The additional capacity will help RNLAF support units better, contribute to European needs and respond to calamities quicker, wrote van der Maat. The C-390M is also intended to be used in the seven nation European Air Transport Command. The Ministry of Defense found that the C-390M met requirements better than the Lockheed Martin C-130J, which was seen as the favorite. C-390M has greater availability, requires lower maintenance and has better operational characteristics. The C-390M can also meet the 2,400 flying hour minimum requirement with just four aircraft while the C-130J needs five aircraft for this. Due to the expanded flying hour requirement, cost would be between €1 to €2.5 billion instead of the estimated €250 million to €1 billion. The selection comes as a boost to Embraer’s efforts to find customers for the C-390M. In February 2022, the Brazilian Air Force had reduced its order quantity from 28 to 22. Portugal and Hungary had purchased five and two aircraft respectively. Multiple nations like Argentina, Chile, Columbia, Czech Republic and others had expressed interest in purchasing the C-390, signing letters of intent for a total of 27 aircraft. Recently, Embraer stated to Financial Express Online that the C-390 would be offered to India.

The following are actual statements found on insurance forms where car drivers attempted to summarize the details of an accident in the fewest words as possible: The guy was all over the road. I had to swerve a number of times before I hit him. I collided with a stationary truck coming the other way. I had been driving for forty years when I fell asleep at the wheel and had an accident. The other car collided with mine without giving warning of its intentions. I thought the window was down, but I found it was up when I put my head through it. The indirect cause of the crash was the little guy in a small car with a big mouth. An invisible car came out of nowhere, struck my car, and vanished. A truck backed through my windshield and into my wife's face. A pedestrian hit me and went under my car. Coming home, I drove into the wrong house and collided with a tree I don't have. I pulled away from the side of the road, glanced at my mother-in-law, and headed over the embankment. In and attempt to kill a fly, I drove into a telephone pole. I had been shopping for plants all day and was on my way home. As I reached the intersection, a hedge sprang up, obscuring my vision and I did not see the other car. As I approached the intersection a sign suddenly appeared in a place where no stop sign had ever appeared before. I was unable to stop in time to avoid the accident. I was on my way to the doctor with rear-end trouble when my universal joint gave way causing me to crash. I told the police I was not injured, but on removing my hat, found that I had a fractured skull. To avoid hitting the bumper in front of me, I struck the pedestrian. My car was legally parked as it backed into the other vehicle. The pedestrian had no idea which way to run, so I ran over him. I was thrown from my car as it left the road. I was later found in a ditch by some stray cows. I was sure the old fellow would never make it to the other side of the road when I struck him. The telephone pole was approaching. I was attempting to swerve out of its way when it struck the front end.. I saw a slow moving, sad faced old gentlemen as he bounced off the hood of my car.

Actually, the ring segement would probqbly be right under the panel, though I don't know why they would mark it there.