Chuck17

That kind of response is how a thread gets derailed and locked. Move on. Chuck [ 05. September 2006, 20:42: Message edited by: Chuck17 ]

Its not a pure version one or the other IMHO. Id say the C5 is pure strat, the 130 is pure Tac. The C17 is what the AF does when it comes to designing an aircraft: "Oh! Lets have it do this too!"... much like what happened to the F-16 way back when (drop nukes, air to air, air to mud, etc.) Jack of all trades, masters of none. The 17 doesnt have the fuel economy or useful payload to be the best Strat platform out there. But it does well. The 17 cant haul as many paratroopers as the 141(we can only haul 102), or land in a field as short as the 130(we need 3500'x90' by regs). The 17 has a HUGE footprint in theatre, a substantial MX requirement and it just cant land in the dirt or on unprep'd surfaces as well as the Herk, like a tac-airlifter should be able to. Those are just some of the things I can think of that hurt the case for tac v strat name arguement. Regardless, I love this airplane and I love my job. Chuck [ 04. September 2006, 10:14: Message edited by: Chuck17 ]

This is no joke! At the end of a long haul day about 2 years ago I damn near had this happen to me... We were flying from Ramstein to Miramar with a load of Marines in the back. After the AR we settled in to mind the radios and do morale speed into Cali. On the descent into Miramar, you fly right over some great mountains and cliffs where the high desert starts. TCAS was alive and well with multiple unidentified targets. We continued our descent, warned by ATC that there was a large amount of glider activity in the area. TCAS starts to chirp up, we are eyes outside. It goes from TA to RA and starts to give us "Climb, Climb." We STILL cant see the little bastard. We go right over the top of the TCAS hit and as we pass it, I see the glider slip under our left wing. We querry ATC only to find out he is 'gliding' up into the arrival corridor altitudes... regardless, it scared the B'Jesus out of me. ATC started to vector guys around him. Wake Turbulence created by a C-17 is hellatious, hence our spread-out formations for airdrop. When we landed back home that evening, I checked the local news in California for word if a glider had crashed. I figured we killed the dude. Im sure he tells the story about seeing the "big, grey airplane up close" to this day. Chuck

The entire 17 world has been doing this for the last 2 years. Its great. Going on the road or a local? Take a pubs kit. It is updated by Stan/Eval in the squadron so its up-to-date. I take a thumb drive with all my pubs and any I choose to carry, other than that, they are in the pubs kit. Come on GF, get with the program! Chuck

Harrumph! Mr. Gillis - YGBSM. Thats an offical Air Force term I believe. Chuck

Dude - get the facts. Since about 2002, few, if ANY UPT washouts have gone through UNT. CAPS LOCK - OFF. Chuck [ 14. August 2006, 18:07: Message edited by: Chuck17 ]

Was at the Deid last year for this one - still a 'teflon LT' (nothing could stick to me) - just got done with a 20+ hr day playing in the sand, four stops downrange, standard fun stuff, broke the jet twice - that kinda day. Entire crew goes off to shower and hit the sack as we are alerting again in 14 hrs. I head to the CHOW HALL because its omlette time, baby. Much to my surprise there is a line to get in. So I stand in said line as the first light of the sun is slipping above the horizon and day is breaking. I get to the door and there is a MSgt in his crisp BDUs, light belt and pointy Marine hat and a 2 striper with her clipboard. I can already see whats going to happen... Trying to be smooth I slide past with some Aussies and get held up by a large MSgt paw in my chest. "Sorry sir, you dont have a reflective belt on. Im going to need you to return to your quarters and retrieve that before I can let you into the chow hall." I stare in absolute disbelief as he then calls me out on the fact that I have a 'non-regulation' cover on as well (I wear an old desert style BDU hat, not the gay marine hat and I hate the boonie). He didnt mention my sleeves, even though they were up to my elbows. "Its still light out and I just landed from a 20 hour day of flying... In Iraq. All I want is an omlette, a shower and a bed before I get to go do it all over again in 14 hours." "Sorry Sir, I cant let you in." "Sgt, are you going to physically keep me out of the chow hall for not having a light belt on?" "Well, I will have to report you and your squadron to the wing leadership." (Apparently light belt enforcement was a big priority for J.C.V.) I grab my nametag - "Here you go, make sure you spell my name right." 2-Striper writes down my name, I say "Have a nice day. I'll see you tomorrow," and go inside. I thought the MSgt was going to explode. Never heard a thing about it. Our Canadian exchange pilot said it best: "You guys sure do know how to take all the fun outta being in the Air Force." Chuck [ 16. August 2006, 11:10: Message edited by: Chuck17 ]

Again, shouldnt have used ABSOLUTE terms on this board of all places... BUT, unless you are a T-38 type in UPT, dont expect to have the opportunity to drop bombs... unless you do some crazy crossflow or are a secret squirrel. Chuck

DAMN. I was just about to edit. No use now! True! Chuck

If you dont track 38s you will not drop bombs. Thats the way it is now, who knows if it will change again. Chuck

WOW. Do you trust your man? Doesnt exactly sound like it. Contrary to popular belief, some of us do have morals. I dont have to cruise for chicks and hump everything that moves, despite my natural instincts. Do I look? I dont look, but I wont turn away either. Do I touch? Hell no. Not worth my time. I simply live in fear of my wife! I have no doubt that straying would bring about the end of my marriage. She has told me that on several occasions and I have told her the same. In addition, shed most likely kill me. Then she'd go to jail and I'd be dead. So where does that get me? All for a piece of a$$ that 'no one will ever know about'? Hell no, thank you! And let me tell you... someone will ALWAYS know. Not only that, if people dont know, they will still talk... people are people, even in the Air Force. They love gossip. My wife is stationed in Texas and I am in Washington. So far she has had 3 people ask her how the divorce was going because they'd heard she was divorcing me. They have also asked her how some of her male doctor friends were in the sack because they 'heard' they were sleeping together. YGBSM if you think its only pilots that have the opportunity to shack up. My wife is more faithful than anyone I know. She shrugs off the idiocy of the masses because she knows I am faithful to her. Thats what it comes down to. Is your man faithful to YOU? Dont get me wrong, temptation is everywhere. Especially after a long day and a few drinks. Thats usually when the British Airways stewardesses show up wanting to talk to you and have a couple more. Ive always gone home alone. Its not that difficult. AND, by choice, I am in a military relationship since my wife is in the USAF. So we are apart for over 10 months a year. On average, I see her every other month for about a week at a time. We still make it work. Its HARD work, but its so worth it. YOU will be in a situation where your husband will come home to you EVERY NIGHT, except when deployed. YOU SHOULD BE SO LUCKY. Good luck. Hope I dont sound preachy, but its all true, love it or hate it. Chuck

The B-2 program is no longer available to guys who didnt track 38s. When this changed General Handy, AMC/CC at the time, informed AETC and ACC that AMC units would no longer be taking guys who washed out of IFF or RTU... so goes the story I heard. Both are relatively new policy changes (within the last 2 years). Chuck

I think you may have mis-interpreted what you heard. If you hook 3 rides in a row in UPT, you are sent to a performance review (88 Ride). Same thing happens if you hook a checkride. If you hook the review, or any subsequent checkride and you are sent to an elimination ride (89 Ride). Hook that and you are standing tall in front of the man. Its up to the WG/CC to re-instate you or send you packing. You are in no way 'forced' through UPT. You can tell very quickly those who dont have the desire or drive to be there. They dont last. If you dont want to be there, it will show. No one has a gun to your head saying 'you WILL pass this flight.' Thats how UPT works. Someone with nav school experience educate us on how it works there... Chuck [ 21. July 2006, 11:14: Message edited by: Chuck17 ]

TINA! Chuck

I went to KRND for the old 'records review' last month and found there was no record of my time as an ADD Lt at the Det prior to UPT. It was a period of supervision of approx 3 months and a month of that I was at ASBC. However, you have to have accountability for your ENTIRE time in service. The TSgt behind the desk changed my UPT supervision start date to my EAD date. End of problem. My advice - keep track of everything and make sure you get all your training reports, etc. to include hard copies. Then, after you get done with all your training and have been a captain for a few years, do the permissive TDY to Randolph and check out your records in person. Chuck

Lately I have recieved a lot of PMs asking what C-17 life is like and what to expect when arriving from Altus. Here is an article on how we are deploying now from AF.mil. This is the new thing. Example: In May, my squadron had 10-13 crews on the road for 3 week trips. In mid-June we were down to 2. Thats a big change. Guys are home a lot more (a nice break from the 250+ days TDY a year like I had the last two). We are getting proficient instead of just 'current' as far as training goes. It's a good thing and its good to see AMC on-board with this. I know there are a few Colonels (and maybe a general or two) at HQ AMC that are eating their words right about now... C-17 deployment length, efficiency increase 7/10/2006 - SOUTHWEST ASIA (AFPN) -- In a break from the past, C-17 Globemaster IIIs and Airmen supporting the aircraft are deploying to the theaters and operating from one location for an entire air and space expeditionary force rotation. Previously a squadron traveled to an area, flew 14-15 days, then returned home. About one-third of its deployment was traveling to and from the operating location. Prior to June, C-17 deployments varied according to combat demand, subjecting crews to an unrelenting operations tempo. In an effort to slow that tempo, ongoing since 9/11, and increase aircrew efficiency and aircraft utilization rates, Air Mobility Command leaders implemented a two-expeditionary-airlift-squadron initiative for C-17 squadrons. One squadron, the 816th Expeditionary Airlift Squadron, is operating from a forward deployed location in Southwest Asia, and the other, the 817th EAS, is based at Incirlik Air Base, Turkey. "This way of operating gives both the combatant commander as well as the aircrews the continuity needed to improve reliability and efficiency. Aircrews get accustomed to the combat environment and users get accustomed to the crew and squadron leadership. It's a win for everyone," said Lt. Col. Lenny Richoux, 816 EAS commander. "Air Mobility Command leadership decided to take the two squadrons, the 17th Airlift Squadron from Charleston Air Force Base, S.C., and the 7th Airlift Squadron from McChord Air Force Base, Wash., and deploy them under the 385th Expeditionary Airlift Group," said Colonel Richoux, the Charleston-based squadron commander. "So, now we have two full squadrons in theater operating at a more a stable, predictable, efficient and disciplined manner than in the past." The change has given the air mobility division tactics folks at the Combined Air Operations Center predictability. "Having the 816 EAS on regular AEF rotations helps us," said Maj. Brian Wald, an air mobility division tactics chief deployed from Scott AFB, Ill. "They have a full-time person who handles tactical-level plans, leaving us to focus on the operational-level plans. Previously we handled both. Also, in previous rotations, the C-17 squadron had only one qualified crew and if (it was) in crew rest, we had to take care of any changes that may have come up. This isn't the case anymore. "Ultimately," said Major Wald, "if I find out I need an aircraft two days from now, I know they will be there." The new way of doing business also has allowed the squadron commander an opportunity to structure the deployed squadron more efficiently. "When we stood up this operation, it allowed me to arrange it in a way where we could predictably fly about a dozen C-17s every day," said Colonel Richoux. "We have to. "I organized the fliers into hard crews (a set crew of two pilots and one loadmaster who always fly together), which is not the way airlift has been done in the past," he said. "Airlift used to be done with ‘pools' of pilots and loadmasters pulled together as a mission came up. "I did not want to do that. I wanted my officers to lead their aircrew for the entire deployment. I also have augmented crews (three pilots and two loadmasters). We use augmented crews on long missions, allowing time for one of the pilots and loadmasters to get out of their seat, into a bunk and get a couple hours of sleep so they can safely operate the mission," said the colonel. According to Colonel Richoux, the change has worked. The 816 EAS has, in their first month in the theater, flown 854 sorties and moved roughly 23 million pounds of cargo and 23,530 passengers. The squadron also played a key part in the airdrop of nearly 813,000 pounds of troop re-supply and humanitarian civil assistance throughout the theater. "While we mainly provide troop re-supply to coalition forces, we also deliver humanitarian aid for the local communities surrounding that combat zone," said Colonel Richoux. "And it's done with airlift, C-17s and C-130 (Hercules)." Aircraft are loaded quickly and operators are flexible enough to adjust where a load is going even while in flight. "We can also get in there under (the) cover of darkness so the bad guys can't see us," said the colonel. "We can get in there low; we can get in and out of there fast, and we can deliver the load with precision, within 25 yards of where it is supposed to go." He attributed much of the success to 8th Expeditionary Aircraft Maintenance Squadron maintainers, who retained a 95.2-percent aircraft reliability rate for June. "We are literally coming together, saving lives and delivering hope to fledgling democracies," said Colonel Richoux. "We are all proud to be a part of it." Not only is the mission rewarding to the deployed members, but it benefits those at home stations who, thanks to this new approach, now have more time to focus on issues the operations tempo normally puts on the back burner. "Since the two EAS construct achieved initial operating capability June 1, current operations at Charleston Air Force Base has experienced a 50-percent reduction in required crews," said Lt. Col. Keith Parnell, 816 EAS director of operations, in a study he conducted. "With a significantly lower aircrew and aircraft tasking system rate, squadrons at home station are offered the opportunity to maintain currency, improve proficiency, complete upgrades, work on professional military education and take leave." This evolution of C-17 deployments has transformed with the adaptation of the AEF cycle. According to Colonel Richoux, the stand-up of two rotational squadrons has and will continue to ensure the coalition ground forces are re-supplied when needed, and the people caught in the midst of the war on terrorism are provided with assistance and hope.

True! Chuck

Burt - Piece of Cake IS available on DVD. I have the 3 DVD set. Not bad! FWIW: https://www.amazon.com/gp/product/B00004W5P...?v=glance&n=130 Chuck

For a GREAT novel... Piece of Cake by Derek Robinson. About a fictional RAF Hurricane squadron during the first year of WW2. Awesome book. Chuck

Gimmie, A sense of humor you have... Far you will go... Great post. Chuck

So... how long is a BUFF mission that you get go pills for? My reason for asking is that the newest thing on the C-17 plate seems to be missions where we make 3-4 stops in theater and end up being awake for 18-22 hrs of time from alert to engine shutdown, depending on the mission and how many times MX has to look at the broke jet they shouldnt have alerted me to. If you have to transit Salem more than once, kill yourself (another topic altogether). We cant get go pills despite flying hour to 2 hour legs and then spending 2 hrs on the ground and doing that 3 or 4 times a day... it doesnt allow much if any time to relax and more than once Ive been too tired to see straight after doing that for 2 weeks on end... Herk guys are feeling that to a power of ten Id think. But we cant get go pills? Reasoning? Chuck

Im not (granted its always briefed prior to step that I will push the flight, no check ins). If I push you and you dont go, you suck. Debriefed item, I'll call you out on interplane. At least thats how its done in the 17 world. Others will differ. While we're at it, if youre a command post guy and you say the words "I say again" or "Be advised" more than once per conversation with the same aircraft, kill yourself. Chuck [ 16. February 2006, 14:22: Message edited by: ChuckFlys17s ]

Convieniently located just adjacent to the 'Jesus Nut', which is explained in this thread. https://www.dynamictruth.com/cgi-bin/ultima...1/t/000473.html Chuck

Damn! Thats good info. Chuck

No KC-135's. They are all Pacer Crag now. C-5's dont have navs either. Chuck