Is The Air Force C-17 Better Than The C-5 Aircraft?

Is The Air Force C-17 Better Than The C-5 Aircraft?

All I hear about are C-17's and how they are going to make our work load a lot easier and not what they are going to do with the C-5's. The C-17 it's primary transport for outsized equipment. It seems the Air Force is doing the something with the 17's as the Marine Corps wants to do with the MV-22, and that is to put all their eggs in one basket. The C-5 (A model?) has among the longest "down" times of any aircraft in the inventory.

Yes, only applies to this base; I have no idea what's going on at any other bases. The C-17 is a new bird, and as such it gets used a lot to show it off. The generals are playing with their new toy, so to speak. It has some advantages over the C-5. It has shorter takeoffs & landings, shorter downtime, easier to maintain, etc. But it's obvious just by looking that the C-5 is still the big boy on the block. Both planes have their own roles to fill, but a C-5 can just plain move a lot more things then the C-17 can. From what I see at this base.

So, the AF is upgrading all the C-5 B models here at Travis with all new engines & cockpits (avionics). The A models are going out the window, and for every A model that leaves we're going to acquire a C-17. So, as far as I know, this will be the only base with C-5s, KC-10s, and C-17s. (Not to mention our detachment of F-16s and TACAMO). I think they're going to give the A models to reserve bases, but I'm not to sure on that. All this is supposed to happen in the next 5 years.

It doesn't make you a little uneasy that our heavy lift long haul capabilities will be going down. There was an article today about how our air mobility will be strained if we have to go into Iraq. I can already see it, a stretched C-17. They did it to the 141's and 130's and they'll do it again once they decide they need an aircraft like the C-5's.

From what I understand they're not getting rid of the C-5. They're just not going to have so many at once base. They're moving the A models to different bases. Some are actually increasing there airlift capabilities be upgrading the C-5 and buying a lot more C-17s.

Affirmative, on the C-5. None are being retired. All are being re-engined, and the electronics in the A's are being upgrade to the B standard. Supposedly this will alleviate the lack of mission readiness issues that plague the C-5. The AF did just order 16 more C-17s, and plans to do it again next year. It just seems to me that we need more C-5's as well. But I do like the C-17 replacing the 141s. That is a great improvement in itself. I thought they were letting the C-5 run their life cycles and going with C-17's. These upgrades will keep the big boys going for many years to come.

All A-Model C-5's have been upgraded to B-Model specifications except for certain engine bearings. That's pending right now. Lockheed offered a C-5 C model and 2 C-130J's for the same price America paid for one C-17. A great deal for airplanes that were already tried and true but the pentagon likes to take chances; or play favorites.

During the maiden flight of the C-17 in front of members of the Senate, there was an identical C-17 with the same tail number painted on it in case the number 1 plane had problems. It was flying just over a mountain range near the base and could take the place of the primary should it fail. During the time that the C-17 was being tested it couldn't take a full cargo load from the East coast to Europe as advertised. The C-5 and C-141 could do it easily.

What was the Pentagon's response? Make ALL airplanes stop in the Azores to refuel. We never had to refuel nor did we have cargo for Portugal normally, but because the C-17 couldn't make it, we had to pretend that we couldn't make it either. It was the biggest charade in the non-cold-war world. We were trying to fool our own taxpayers.

Becoming An Aerial Gunner, Navigator, Or Crew Chief For The Air Force

Becoming An Aerial Gunner, Navigator, Or Crew Chief For The Air Force

I have interviewed an Air Force Crew Chief: "What are the criteria for becoming a aerial gunner/navigator? Is it better than being a crew chief? First, you need to join a unit that flies helos if you want to be a gunner (aka Aerial observer A/O). You can't be a Crew chief unless you lat move and go to the schoolhouse for the MOS - there is an exception to that in the case of 'homegrown', but that's not in your cards unless you've been flying as an A/O previously."

"Second - there has to be a need to have you as an AO - squadrons only have so many people they can have on flight orders at one time (it's all about the money) and number of aircraft vs. T/O - it's all spelled out in the Training and Readiness (T&R) manuals. Third - you need to be recommended by the squadron in the form of a Standardization Board (Stan Board) - which consists of the XO, Ops O, Natops O - and a few of the more senior SNCOs who have been flying for a long time)."

"Fourth - you need to be fit for the duty - swim quall, physiology and a flight physical. Fifth - If you make it this far - you should be able to start flying an initial A/O flight syllabus which includes different types of flight regimes."

"It depends on aircraft maintenance, aircraft availability and scheduling - and if you don't show your mentors, the'gods', the crew chiefs, a desire to learn or willingness to help out with maintenance effort - you will gain no credibility or respect and your aspiring dreams to be a fly-boy will be squashed to the amount of a mis-formed cat turn that missed the litter box."

"There is a gunner/observer that is part (part time that is) of a helo crew. No it is not better than being a Crew Chief. Although if you are in another shop and not a Crew Chief, then yes, it is a cool extra gig to do."

"Remember, Crew Chiefs are god like. And if you don't show your mentors, the gods, the crew chiefs, a desire to learn or willingness to help out with maintenance effort - you will gain no credibility or respect and your aspiring dreams to be a fly-boy will be squashed to the amount of a mis-formed cat turn that missed the litter box."

"Delta probably included the most info. First you need to be in a squadron that 'need' aircrew. You can imagine, like working at a tanning booth rubbing massage oil on hot ladies, Flying jobs are easy to fill. 'Make yourself marketable'! You have to be able to swim and you WILL need to be a Plane Captain. If you don't know what a Plane Captain is then you should probably give up now."

"It depends on the squadron. I was a Huey Crew Chief. We had the following chain of Learning. Get on Flight Orders. Observer (Go to NVG Classes) Responsible to keep your side of the aircraft from hitting stuff at night. You really got to fly at night unless needed for another mission. Gunners (Take the Gun Syllabus) are responsible for shooting all targets on your side. 'Also', responsible to 'not' shoot remember , you get whatever gun the Crew Chief does 'not' want to shoot that day."

"We had 3 gun quails M60, .50 cal, and Mini Gun. Crew Chief are responsible for 'every' thing. You are the senior guy in the back and make 'all' decisions from the back of the pilots head to the rear of the bird. You are the go to guy for the pilots for mechanical issues and make sure nothing falls out. "

"You are equally responsible to keep the plane in the air as the pilot". Each mission is different. As a Crew Chief you can fly as an observer -- but, as an observer you 'cannot' fly as a Crew Chief. My squadron did not wing you until you finished the Crew Chief syllabus. We had guys in fight suits with EGA's instead of wings because they were gunners 'not' Crew Chiefs. I 'think' the C-130 may use an enlisted navigator."

B-52H Stratofortress: Cadillac of the United States Air Force

B-52H Stratofortress: Cadillac of the United States Air Force

Known as Americas "Big Stick" the B-52 Stratofortress is the longest-serving front line combat aircraft in history. Its first flight was on April 15, 1952 and since entering service it has been flying operationally for more than 50 years. Its primary role for decades was as a strategic nuclear bomber during the cold war, but other than being on atomic alert the B-52 never deployed its devastating payload of hydrogen nuclear bombs. While the aircraft was a significant nuclear deterrent it only saw action during the extensive conventional bombing campaigns in Southeast Asia, Iraq, and Afghanistan.

One of the most notable missions it has flow was the non-stop 35 hour bombing mission on the first night of the gulf war. B-52Gs took off from a Louisiana AFB, deployed cruise missiles from Saudi airspace hitting key military targets in Iraq, before flying all the way back to home base. The B-52s exceptional range and air to air refueling capability was utilized to achieve this raid which was the longest in history. The engines and avionics have been significantly upgraded in recent years, which have extended the aircraft service life for the coming decades.

The B-52H is operated by 5 crew members consisting of two pilots, an electronic warfare officer, one navigator, and a bombardier. Boeing built 744 B-52's between 1952 and 1962 with each aircraft containing 90km (56mi) of electrical wiring. The aircraft eight 17,014-lb thrust Pratt & Whitney TF33-P-3 turbofans and 185ft wing span allow it to lift off at its fully loaded weight of 504,860 lbs. The latest B-52H variant can carry a wide variety of weapons including 20 nuclear or conventional cruise missiles, or up to 81 free-fall bombs and anti-ship missiles.

Another notable aircraft feature is the radar directed 20-mm M61A1 tail cannon operated remotely from the cockpit by the electronic warfare officer. The Stratofortress also employs a bicycle type landing gear which greatly assists the pilots during crosswind landings by slewing the fuselage down the runway. The aircraft can perform very high or very low-level under the radar missions and high explosive or cluster bombs can be mounted externally on the wing pylons, further adding to its payload and capabilities.

The B-52 Stratofortress is one of the most versatile and admired aircraft in United States Air Force service and has proven itself time and again over the years. Not only has it performed exemplary in service but it continues to remain operational as a key part of the American bomber fleet. Its ability to efficiently deliver it devastating payload to any target in the world within 18 hours gives the aircraft a truly global reach. The B-52 is expected to remain in service for years to come and continue its very important role as a global deterrent to terrorism and nuclear threat.

Air Force One: A Detailed History of Every Aircraft Flown As the Flying White House

Air Force One: A Detailed History of Every Aircraft Flown As the Flying White House

Air Force One
By Robert F. Dorr
2002, MBI Publishing Company
Hardcover, 156 pages, $29.95

Former president Theodore Roosevelt wasn't scheduled for a biplane ride in 1910, but as he told a reporter afterward, "You know, I didn't intend to do it, but when I saw the thing there, I could not resist it." That was just seven years after the Wright brothers' historic flight at Kitty Hawk.

The first sitting president to take to the air was the other Roosevelt, FDR, who flew across the Atlantic to meet with Prime Minister Winston Churchill in 1943. For that historic meeting he rode in a seaplane, a four-engine Boeing 314 called the Dixie Clipper.

Aviation and American history buffs will find a wealth of such detail in Air Force One, a reference book chronicling all of the aircraft assigned to transport the U.S. presidents. Author Robert F. Dorr, a U.S. Air force veteran and retired diplomat, has been writing about military aircraft for decades and brings his years of expertise to bear in this handsome coffee table book. With over 150 color and black-and-white photographs, the authoritative volume allows you to climb aboard and catch a glimpse of what goes on behind the scenes of the flying White House.

Dorr was aboard SAM 27000, a Boeing 707-353B, on its final flight from Andrews AFB, Maryland to San Bernardino, California on September 8, 2001. This famous Air Force One had flown every American president since 1972. It carried Richard Nixon to China, Jimmy Carter to Germany (to meet the Iran hostages after their release) and George W. Bush to Texas. At San Bernardino the historic aircraft was disassembled and trucked in pieces to Simi Valley, California where it is now on permanent exhibit at the Ronald Reagan Presidential Library.

Today, two identical Boeing 747s, a special military version of the familiar passenger plane, wear the imposing presidential livery of Air Force One. The first of the twins was delivered (15 months late) to the 89th Airlift Wing in August 1990, the second followed in December. The first president to fly in it was George H.W. Bush on a trip to Topeka, KS in September, 1990.

Here's a photo caption under a classic shot of the huge aircraft lifting off:

One Air Force officer described Air Force One as "magnificent... like a cruise ship." The high angle of attack is made possible by the enormous push of the four General Electric F103-GE-180 turbofan engines, each rated at 56,750 pounds thrust. Although the aircraft is not aerodynamically capable of it, the engines are powerful enough to stand the 747 on its tail and make it climb straight up.

For extensive coverage of the top secret aircraft currently used by President Obama and exactly what happened in the air on September 11, 2001, Air Force One has the inside information. The book has recently been updated and is available at most bookstores or directly from the publisher: http://www.motorbooks.com