mc130fe

Hit the ramp here at Cannon as a Whisky this week.

Funny thing...I have two C-17 convert LMs in upgrade training as we speak. No prior C-130 experience, they were "force shaped" into AFSOC. Neither wanted to leave NC, but they both will be excellent LMs once they are fully mission qual'd. As we speak, only Tallon II's are the only AFSOC unit that has requirment for prior C-130 experience.

You know I started my AFSOC career in a left hand orbit and it looks like I will finsh back that way. Seems like it always comes back full circle (or I mean orbit). Tell all the boys in Hurby chello for me. Rumors has it you're heading out here to teach the H-moel guys???

Making for some interesting times in the unit theses days

If you remember back when the wing-box problems started with the T-IIs and AC-Us there wasn't near enough Helo-AR or SOF mobility platforms (i.e. same time the MC-Ws came into AFSOC). Well since then, we have a new administration, we're working on doubling our ground SOF troops, a sift from OIF back to OEF, and slick C-130s doing more SOF type NVG work, maybe our "US" priorities might have sifted from mobility to ISR. DOD is doing their best to reach the 50 UAS orbits required by CENTCOM, but having something as a Gunship with more CAS/ISR capabilities. Hence....

Beleive me...everything comes full circle. Just wait and see what happens next.

Now US Herk you know we can't comment on the testing....

As an FE in the 73 SOS flying this and all the other MC-130W's daily, the thanks needs to go to the 73 Aircraft Maintenance Unit. They are the ones doing all the hard work so we can take them out and treat them like our bitches, oops, I mean ladies of the night. Just had her out on a MLAT and she was the one that made every flight...good job girl.

CTII Raven...I know exactly what you mean.......

With USSOCOM/AFSOC losing its AC-27/JCA, I wonder what else is on the chopping block. It seems everytime you turn around something else is losing funding. http://www.airforcetimes.com/news/2009/05/airforce_JCA_socom_050109/

I guess the C-17s will be receiving DFCs for all engaged. Kind of like the DFCs for dropping CDS loads in A-Stan from 25+K in 2001.

The question first and foremost should be...why is my engine on fire. If you think back 15 yrs or so, we had an AC-130H with the left wing on fire, and dumping hurt them more than helping. I understand that they had more than an enigne (full wing on fire) and a ruptured dump manifold dump more fuel on the fire, but dumping could be worst than better. As Dan Wilson said, getting the weight off is the best thing to do, but then agian, I would land at 155K+ if needed. Easier to talk about it on the old mans carpert, than 6 feet under ground.

All US Herk said it true and good on going back for another tour. I just finished my second three year tour (six out of the last ten years) at Mole-hole. Bird-n-Hand is the place for all TDY crews to hang out now since the place across the street has been leveled for more base housing. Sherwood Forrest is now a Shopette and gas station. All areas out the "back gate" are new (over the past eight years) base housing. They entire side of the base that was unsecured, has been fenced in. So no more shipping the local hotte's in for the weekends. Front gate has changed locations numerous times over the past ten years (GWOT to thank).

It wasn't I who was stuck, but someone else...in Zumwalt LZ (I know I spelled it wrong). I wish it was the white sands?

Now that we have pissed on every ones leg, and have "agreed to disagree", lets get back to the real question. Is it better to lower pressures or not. I have run with tires at the normal pressures and with under-inflated tires into/out of unimproved LZs. Luckily, I have never blown a tire or been stuck, but I think the best thing a crew can do is risk-mitigate all the situations/possibilities and what-ifs. If you are operating from a FOB that has a robust Mx package, then you might opt to run lower pressures. If you're at a location with very limited Mx and know you will be operating day in and day out (initial OEF) into areas that only SOF were allowed to land, then you might run with higher pressures. Getting an asset stuck at an LZ in a combat area is something that you do not want to do. Not just having an acft stuck, but having people there in a hostile environment might digging it out and running security may not be the best choice (MC-130E in eastern A-Stan Jan-Feb 2002). Flew overhead comm for that one. We just recently had one stuck in in a LZ (whitesands), luckly the crew was able to dig their way out. G

I'm sure he is out cleaning his weapons awaiting Jan 20th...I'm sure you can bet who Dan voted for.

Hey wasn\'t our CSAF the copilot on the Sport crash at Duke?

Just spent a rough weekend at March on a cross country msn...yes MC-E X 4 are still there.

Col I\'m sure you have seen the same pic\'s I have. The way I see it all four were still turning on touchdown. None of them looked feathered.

Woops here is the link. http://www.af.mil/news/story_media.asp?id=123106351

Take a look at the below link off the AF webpage for pic\'s.

It will be interesting to see pic after acft destroyed. I watched UAV feed of MC-P being destroyed in A-ghan mountains in 2002, WOW.

Another off topic, but bad luck for Kalitta Air. Our prayers to the company and crew. http://edition.cnn.com/2008/WORLD/americas/07/07/colombia.crash.ap/index.html

Best way to find out any info will be to get with a bases local safety office for most current info. Pic\'s are sucured up on different web link. Word of mouth or arm-chair quarter backing will be the worst thing to do. What ever happened will come out in the safety report, so until then it is best to stay tight-lipped.

Saw the pic\'s...excellent job on the set down. This bird will fly again.