jetlaggy

Aeromedical Evacuation is very rewarding also

DustoffVT

Agreed. Not only was dustoff personally rewarding (saving soldiers/airman/marines from all over) but also a major way to gain the trust of a skeptical populace. Many many of our patients were locals who had no other option. Humanitarian flying was something I wasn't expecting but what I think about the most.

At CBP, same thing. Surveillance work rarely pays off in the moment. Federal investigations take forever. But an SAR is an immediate benefit to my community which builds massive goodwill.

Whew

A few questions, 1. First of all, why is guard bumming looked down upon? 2. I would like to be able to fly as much as possible while serving and realize reserves is the way to go but I would like some help understanding the difference in potential hours someone who guard bums a c-17 vs kc-135 could earn. 3. Lastly if down the line if I wanted to change locations, how easily could someone switch from let's say a reserve kc-135 unit switch to a guard c-17 unit or vice versa?, or is that just plain stupid and not possible?, thanks to anyone willing to take the time to answer my questions (:

rickair7777

I hadn't heard that. If the mil has work that's legit enough to be funded they are happy to have you. The airlines are happy with any and all mil time you bring to the table regardless of your status when you acquired it.

An airline will not be too excited about folks who do a lot of mil drop but there's really nothing they can do about it.

At the application/interview phase, there's nuance (which probably hurt me). They might be less excited about you if they think you're looking forward to decades of extensive mil drop and long-term AD. If they get the impression that you're looking forward to getting on with a major, tapering off the mil to the min, and settling down to enjoy normal life that might work in your favor.

It's possible, availability would depend on staffing and outflow from the AD. Any unit will naturally prefer someone who's current in type. Probably be in your favor if both units are in the same state (guard likes locals, although some units are too remote to be picky).

galaxy flyer

Filler, posted inside the quoted

C17B74

Guard Bumming was fantastic as I did it for nearly three years before securing a mil full time gig. As a former Chief of Scheduling my Guard Bums were crucial to executing our mission sets when activated or not, during lean times or not. The experience level varies and can help immensely when required. Regarding Air Evac, definitely one of the most rewarding missions out there. Our unit did the majority of dedicated Air Evac to/from Iraq/Afghanistan than any other ANG unit from 2002-2012 before I left to a D.C. tour. Other infamous runs aside from OIF/OEF, Hurricane Katrina, Haiti, Tomodachi (Japan Earthquake/Nuclear Reactor issue), one mission into China transporting L.A. firefighters for earthquake rescue - Very fulfilling, humbling and greatful to be a part of such humanitarian relief efforts. Towards the end of my mil career the airline was more than accommodating regarding mil leave. Major Kudos to all involved in the Afghanistan debacle, Top Leaders Suck! To those given the sh*t sandwich = Planners, Crews and support You ALL Rock!!!

Fuseplug

Both fan and core have blocker doors on the 17. If an ERO is performed, they would be in reverse for a ramp onload. Some guys (myself included) will shut down with the T/Rs deployed in windy conditions (or if windy conditions are expected while parked overnight) to reduce the fan windmilling that can occur with a strong tailwind. As far as I know, it's not a -1 procedure, but it's what I learned from some smart dudes/dudettes.

rickair7777

Have to admit that I always wondered why it's OK for the N1 spool to spin freely (maybe backwards) for hours on end when parked in a stiff breeze without any oil flow.

TheMooseDriver

100% correct. We had FCC's but no dedicated mx ground support and a broken jet would have destroyed the ground flow for offload/onload ops. Also, the ability to taxi and takeoff at a moments notice was worth the minimal risk/negligible fuel burn of leaving the engines running.