Railrunner130

Personally, I like being on a legacy airplane. If they'd just do the basic mods like new radios, digital engine monitors and perhaps some enhancements to the engines and we're good.

Thanks for that link. Looks like we're safe! Whew!

It would be nice to see the tail swap plan. I'm a little confused. I see a bunch of upgrades, but can't figure out what's going to the boneyard. Obviously the PR ANG birds are gone and it looks like the 50th will go from H3s to H1s. Unless someone else at the Rock has H3s.

The AMP kits themselves have been paid for?

If so, I wonder if it would be cost effective to install the AMP either locally during ISOs (maybe in pieces?) or at Depot. Or maybe at one specific location with military people doing the work.

I heard something about we'll get our loaners back from Little Rock quicker. I don't know what that exactly means though.

It's supposedly spread across the board between ANG, AFRC and Active Duty.

I thought the 36th was getting Js after Dyess. So I wonder if some of this is preprogrammed and won't be as bad as the headline states. Granted, either way, it sucks because there are definate losers in this deal.

I thought the E-models all went out before FY-12 began. If that's true, this proposal is going to hurt.

I'm with Larry. As a result of the above mentioned party plans, we are now required to attend three more sexual harassment classes and have ten more CBTs to do....

Sam,

I don't know if this is related to whatever ails this site, but when I click the links above, McAfee warns me that it's a dangerous site. I figured you might want to know.

Could this also be an oxygen system issue, somewhere in the tubing?

A slick H these days weighs in around 84K. I don't know how much the LAIRCM adds, but I'd guestimate it's another grand.

Dumb question-----Is the J-Model longer???

Ken

The current production Js for AMC are the stretch variety. Spec Ops and a few of the early slicks (the ones Baltimore had and the Hurricane Hunters) are not stretched.

Eeeks!! I wonder what that wing box looks like.... It can't be good, new airplane or not.

We only do 50% flap take-offs. However, we do no-flap, 50% and 100% landings.

Technology is what happned. All this heart doc stuff is to prevent those sorts of things from happening. It's kinda like plugging the car in at the shop.

Personally, I'm more worried about the damn boots on concrete destroying my back.

I know it'll fly much slower than any charted speeds...

At least one Herk operator will hold the yoke back until the plane flies (usually in the mid-upper 70s) and then lowers the nose in ground effect. I know another Herk operator will routinely unstick them in the low-mid 80s at training weights...for training. Vmca be damned.

That sounds about right. Watching the wings on a Max-effort T/O, the wings lift in the upper 70s. By the time you get to 80, she's ready to get up and git! She's pretty much a Cessna on steroids.

I've only been on the 124 at the USAF Museum, but I think any form of airdrop would have to come out and drop to clear the tail. I'm pretty sure that CDS predates heavy equipment airdrop, so that would make sense.

I used to have a professor in college that was a 124 pilot. Unfortunately, he passed away eight years ago.

I've always wanted a photo of myself with feet dangling off the ramp, taken from a trailing airplane. I know it'll never happen, but it doesn't hurt to dream.

I know in the EPs, it mentions not jettisoning rolling stock, because of the possibility of it getting caught up in the ramp area. How did you guys do it? It looked like there may have been a drift strap involved?

I'm not much of a country music fan, but after seeing that video I bought it from Itunes. Heck of a kick in the gut.

It appears that the troops' first and middle initials are on his nametag. I don't know that US troops ever did that. It would appear that his name is R.C. Cooper or something along those lines.

Last name Pelosi?

I heard a story from an active duty Loadmaster that managed (along with the rest of the crew) to talk a suicidal aircraft commander into a safe landing. That could've been the perfect case if things had gone even slightly different.

There are several reasons why the co-pilot would learn to steer the airplane.

1. It makes him/her a better pilot. Energy management is huge.

2. In the event of incapacitation of the pilot, the co can more than adequately fill in.

3. I think it also helps some during the take-off and landing phases of flight.

We wouldn't be able to get away with any parts of that story today...

"The Run-a-way" comes to mind. A dog running down the runway with a broken leash in trail.