Crown

Completely agree about the problems with a controllability check, several individuals have recommended a Warning to prevent aircrews from intentionally blocking or binding the flight controls. Should be added to the -1 shortly.

The last HC-130Ps will be leaving Kirtland at the end of the summer (Aug/Sept timeframe), KIKR will keep the ground training/sim phase and individuals will go to Patrick for the rest of their mission qual training.

I'm here now as well...no language requirement, but taking a language is optional in the afternoons (outside of the normal class schedule). They told us that they would put something nifty on your training report like "followed CSAFs vision with advanced language program," for whoever partook. But the languages have no grading or quantifying criteria other than sitting through the class, or at least as many as you would like to attend. Either way, its nice that the instructors are available for those who want to pursue, but it is not needlessly forced on everyone. As far as the language requirement, I think the DLAB is mainly for applying to certain foreign schools through the 3849 process, rather than ACSC itself.

Him, Him. Godspeed, brother.

Not really the place for specific equipment questions...PM me and I can point you in the right direction.

As I feared...not sarcasm.

I'm guessing sarcasm? If not then you've never been in a one of these aircraft for a zero illumination AMP-4 landing on a 60 ft wide (or less) dirt strip. Not to mention the avg. number of landings per flight hour logged in airlift type aircraft compared to fighters or tankers...kinda like saying fighters have more air-to-air collisions so they must be disconnected from AF Aviation. I'm done.

Big kudos to leadership recognizing the AFI mess currently...how many competing/supplementary regulations are we expected to reference to get the job done "correctly"? And when the AFIs disagree, we either stick our necks out and come up with a common sense solution and hope that it isn't second guessed at a later time or spend countless hours drafting MFRs to the understaffed MAJCOM--so the guys on staff can decide what's best for the guys flying the line/deploying everyday. More authority needs to be given to the Squadron and Group COMMANDERS--allow them to actually lead their men and women in a way that makes sense. JMTCs.

Agreed...unfortunate to see the negative spin on such an exemplary career and American.

By The Associated Press FILE - This Feb. 2, 2012 file photo shows CIA Director David Petraeus testifying on Capitol Hill in Washington. Petraeus has resigned because of an extramarital affair. (AP Photo/Cliff Owen, File) WASHINGTON — David Petraeus has resigned as director of the CIA after admitting he had an extramarital affair. According to his letter of resignation, Petraeus asked President Barack Obama on Thursday to allow him to resign, and on Friday the president accepted. Petraeus said in a statement that he had shown "extremely poor judgment" in having an affair.

Beat me to it. From your post, I gathered you were coming through the Pensacola pipeline and somehow your records did not make it to big blue. I cant say this is surprising or uncommon, but a lesson learned early in your career that is hopefully corrected quickly. As much as we all hate the trend of promotions in the AF and the increased amount of associated queep that seems to matter, it is important to remember that you don't get to stand before the board, your records do. So take it in stride and be sure you are as proactive as possible in making sure they adequately reflect what you have done and are doing. **of course in UPT I didn't give a sh*t...I was too worried about learning to be a pilot

That's correct, CA ANG--129th Rescue Wing, they fly "MC-130Ps" for Rescue. For the record, most MC-130Ps in the inventory started out as HC-130s modified to perform HAR in Vietnam, then later transferred to AFSOC.

Heard today that the 6th will be losing its FID mission. Sad if it's true, very unique capability just never seemed to fit.

Definitely one of the finest. Lt Col Routt still runs the MC/HC-130 RTU, but retires this summer in Albuquerque. Cheers to a true badass.

While I dont really know what AFPC is doing, I would say your instructor is probably correct. The RTU at Kirtland will teach the first class of transition CSOs and pilots in March of 2012. Due to the compressed timeline in getting the operational unit spun up, I imagine pipeline slots will be far and few until at least the end the year.

I think we are finally overcoming amany of the negative effects from the VSP, at least at the tactical/operational level. Most of the guys that were junior pilots/navs when the VSP hit are now instructors and evaluators. If anything there might be a shortage of FGOs available to man key staff billets at ACC and due to the high ops tempo and experience needed in the squadrons--but again the guys that were not in the VSP window are now Majors and Sr Captains and beginning to branch out into those areas.

Depends on where you go and who you are operating under as to the ops tempo. In certain AORs you will see standard 72-hour alert cycles with lots of time prepping for missions that will hopefully never go, but in other places our guys are maxing out crew duty day everyday and getting waivers to go over maximum flight hour restrictions. Both ways can wear on you, but its also what makes the job fun...flying one of the most diverse mission sets in the AF in one of the most capable and diverse aircraft ever built. As to the EXs, yes the standard exercises and whatever training that benefits the whole community (ie HH-60s and PJs). As for flying, there is no shortage of hours...just operators. I dont think there is a single person in the community that is wanting to fly more than they are right now.

The HC-J is fragged for IOC mid-2012 with deployments expected shortly afterwards, the first airplane will be delivered by the CSAF on Sept 24th at Davis Monthan. The HC is the same configuration (currently) as the MC-130J and has no FE but dual CSO stations ( with only one being used right now). As far as FE duties, the CSOs (former navs) are responsible for a most of the fuel panel operations because the system is right over their head, however the computer (90%) and the pilots/loadmasters (10%) now perform the majority of the jobs formerly done by the FE. Overall the community, although small, is full of a great group of individuals and should only get better as new aircraft and capabilities come online. As far as deployments, the HC-130Ps is currently one of the, if not the highest deployed MWSs in the AF right now. Our guys are sitting at or below a 1:1 dwell, which means that for every day home (or TDY) expect to be deployed an equal amount. Of course as with any small community is it the standard feast or famine wrt deployments. Personally I'd recommend HCs to any new operator coming in. The flying is phenomenal and the mission is the best in the world.

Best post I've seen in a long time. These sentiments aren't only in the fighter community, they are in every (actual) operational unit out there. At SOS our commandant told everyone in the auditorium to stand up if they thought they'd be promoted to Major, naturally everyone stood up. He then told everyone to sit down, noone would be promoted to Major. Only records get promoted. This is our service and the messsage at formal PME. How can I tell my young pilots to be in the vault, studying systems, tactics, OPLANS, etc. when getting their masters and fluffing their OPR are the only things that get noticed? I love my actual job and the people I work with more than anything, and so does my wife. But the queep and the family drain is mounting. Suddenly the ANG and a 9-5 makes a lot more sense...

Excellent post, many familiar names in that story. True professionals.