posted 06-27-2002 02:11 PM            

I have seen the movie of that plane (C130) that lost his both wings while spraying the fire in the US on local TV. Airplane was going level over the hill ridge going towards the target when both wings simply snapped up and back, causing the fuel spill from the wing reservoirs to inflame. No special G load there. I would think that the periodical check of that plane was long overdue. Wings could snap-off that way only if the cracks caused by the material fatigue (to many changes in the direction of the dynamic load - like when you snap the wire by bending it few times) were of monumental proportions and/ or number. Concentration of such stress is at the root of the wing at the area of the mayor change of the wing cross section moment of inertia.
It could be that this plane was called in from other, long assignment, because of the emergency.

Perhaps spraying chemtrails.

When I sow this I understood that the US chemtrail sprayer fleet is in tremendously bad shape, because they did not expect that the Chemtrail operation would last that long, so those planes which are not putting out the fires (C130 chemplane must be refitted to do that), or chemtrailing above the US because of the need of the protection from spy satellites and special radar/ population control operation requirements, are now grounded because of the repairs and wait for those 100 new sprayers Senate voted for.

Or/ and they have concluded that prions and mycoplasma population contamination is well completed.

Best regards.

posted 06-28-2002 10:40 AM            

They have switched to a lot of night spraying, to be sure. But the planes are still overhead during the day, spreading trails as always.

My guess is they are trying to ruin the harvest out here.

After months and months of inducing drought , we still had enough moisture (crops grow here on lots of moist wind) for most wheat to make it to harvest.

Some wheat has died though from drought.

The spraying has picked up and temps have soared.

It was 106 here two days ago, and the sky was covered with a chemtrail induced white filthy haze.

Seems as if they are trying to burn crops.

And they may very well succeed.

So there is no harvest in the midwest.

There might be no harvest in the northwest.

Much of the west is on fire and much that is not may very well be if chemtrail induced drought and high temps continue.

No food. No water. Very little wildlife as much of the deer and elk are contaminated with chronic wasting disease.

What does it all sound like to you?

Sounds like the first stages of an attack.

Cut off food, water, destroy wildlife, burn forests, create thousands upon thousands of refugees who have been burnt out of their homes, and when the US gov't finally defaults on its loan to the Federal Reserve, well the picture starts to get clearer and clearer.

Have any of you seen photos of the murals at the new Denver Airport?

posted 06-28-2002 11:43 AM            

IZAKOVIC http://www.deepspace4.com

posted 06-29-2002 02:54 AM            

This week it was announced that Croatia will be not accepted in the NATO anytime soon. This came as a surprise because, just few weeks before, our government has announced that we could join the NATO at the end of this year.
As local sprayings started the next day after Croatia was accepted in NATO's Partnership for Peace, this speaks volumes. For example, if it is true, as I suspect, that only western world and US military outposts get now sprayed, this means that the sprayings are not under UN command. And NATO is still US operation.

Of course, it all could be caused by the shortage of airworthy sprayers.

Anyhow, local weather is out of control, which is good. Let's hope it stays like this.

Best regards.

posted 06-29-2002 01:23 PM            

I was commenting on important local developments. As U.K. is a part of Western Europe (and home of important US operations) it is normal that sprayings there continue, or are even intensified. You've probably got some of my sprayers that still could fly and I do not miss much.

If civilian airliners are used, because of technical reasons listed above, they must be refitted for this kind of operation and, given the length, complexity and total absence of leaks, their crews must be under total military control, with no passengers around.

It is nice to hear from somebody that lives in this part of the world.
10 years of troubles, without tourists, were good for our natural resources, so now our sea is clean as never before. One of few planes I see during the week now is a London-Rijeka-London charter that lands on the nearby isle of Krk. It flies once a week, it was introduced just few moths before.
I find England and Scotland fascinating, all that green and rain.

All the best.

posted 06-29-2002 04:20 PM            

The last "A" model C-130s in the USAF inventory were retired around 1994. They were AC-130A Spectre gunships, and since gunships don't carry cargo, they could extend the life of those airframes.

posted 06-29-2002 05:49 PM            

Now that's a cool fireworks display.

posted 06-30-2002 01:02 PM            

This is an interesting diagram but we're looking for jets and not prop jobs unless they can be retrofitted with jet engines. Even the C-130J is a prop job.

posted 07-01-2002 10:44 AM            

In chemtrail sprayings operation C130 is used for cargo duties. Chemtrail compounds must be distributed to airfields worldwide.
For firefighting adequate gear must be installed. Good ground crew can do it in 2 hours or less.

posted 07-02-2002 07:46 PM            

Additionally, the service ceiling is a maximum demonstrated altitude. The Learjet has a service ceiling of 45,000 feet, but we rarely operate over 41,000 feet. In fact, we usually stick to the lower 30s, because various combinations of weight and temperature can keep us from even climbing to the 40s.

posted 07-02-2002 10:18 PM            

I have a couple friends of mine that fly the C-130E, which is about the oldest model the USAF currently flies in the cargo model. Most are early 1960's models. They say that the C-130E normally cruises around 18,000-20,000 feet, and that's for the longer legs. Short legs, they stay below 18,000 feet.

Another good friend of mine flies C-130H2 Herks here at Maxwell, and they can get a bit higher, but they still don't cruise very high....mid-20s on down, depending on the length of the flight and the takeoff weight.

David, there are a couple C-5 pilots in my unit. Since the C-21 isn't considered a "Major Weapon System", everyone kinda sticks to their community roots during their Learjet tour. I'm a "first assignment pilot", or in other words, my first fixed-wing assignment was the C-21, but all the FAPs have a "follow-on" community, which is the airframe type I will fly at the conclusion of my Learjet duty. Mine happens to be the C-130.

I'm not a normal FAP, because I flew helicopters before switching to fixed-wing...most of the FAPs never flew anything other than trainers before coming to the Learjet.

On the other hand, we also have some "prior qualified pilot" types, or PQPs. These guys were originally flying other types, but took a Learjet assignment for whatever reason they have (family reasons, just wanted to fly Learjets, etc). Right now, we've got a couple of KC-135 pilots, a KC-10 pilot, one C-5 pilot, one guy who flew both C-5s and KC-10s, and a couple of C-141 pilots.

Usually, after flying the Learjet, they will go back to their original aircraft or get out of the Air Force.

Anyways, the C-5 pilot is one of my best friends in the unit. I've been to Dover AFB with him, and he talks at length about the C-5...he absolutely loves it. They mostly carry oversized cargo....tanks, trucks, helicopters, etc. They also carry pallets, but they are pretty much the "Tonka Toys" of the Air Force.

posted 07-02-2002 10:35 PM            

The last USAF C-130A was retired in the early 1990's, and it was an AC-130A. The last B models were retired in the late 1990s, and most were operated by fighter units in the Air National Guard. They were used for support runs, picking up spares, dropping off maintenance crews to fix the fighters stuck out, etc.

There are still a number of E models in the inventory, and most are operated by the active-duty. These have the older engines, and the old "steam gauge" flight deck with all the round dial instruments.

The H models are divided into three groups: H1, H2, and H3. The H1s are basically E models with the -15 engines. But still very old nonetheless. There aren't very many H1s around, and the few that do exist are operated by the active AF. The H2s have a more "modern" cockpit, but otherwise are very similar to the H1. It still has round dials, but they aren't the old 1950's technology (instead they are 1970s technology). Most "slick" H2s are operated by the Guard/Reserve, but the active has a few H2s modified for other work, like the EC-130H, and the AC-130U.

The H3 is the last version of the H model, and has a full "glass" cockpit, with the round dials replaced by computer screens and modern digital avionics. The active AF has one squadron of these in Arkansas, but the bulk of them are operated by the Air National Guard.

The C-130J is the very latest Herk, and has a third generation glass cockpit, with upgraded electrical wiring, Allison engines (with a huge power boost) and six-bladed curved props. Most are with the Air National Guard and the Reserve, but a few are expected to come on line with the active AF in the next couple of years at Pope AFB in North Carolina. A derivitive of the C-130J is the CC-130J(sometimes referred to as the C-130J-30), a stretched version. It is supposed to enter service with the Guard and active units in 2004.

Finally, the Air Force, wishing to standardize the C-130 fleet, is going to upgrade all existing E and H models to the C-130X standard. The C-130X will have a similar glass cockpit flightdeck like the C-130J, but will retain the older T56-A-15 engines. The E models, which have the -7 engines, will receive -15 engines.

In the future, the AF will have three models: The C-130J, with the Allison AE2100D engines and a modern digital flightdeck. The CC-130J, a stretched version of the original J. And the C-130X, with a similar flightdeck, but with the T56-A-15 engines.