Comments by "verdebusterAP" (@verdebusterAP) on "Simple Flying" channel.

  1. The simple reality of that situation is that it should have never existed in the first place The last KC-135 was delivered to the USAF in 1965 and the last B-707 rolled off the production line in 1978 The USAF buy of KC-10s should have been at least 200 plus not a mere 60s Why the USAF came up with the idiotic of idea of trying to lease KC-767 instead of flat out buying them no one knows Buying the KC-767 would allow for cheaper buy of the E-10MC2A which was supposed to replace AWACS, JSTARS, Nighwatch and the entire RC-135 family with common frame similar to the B-707 That would have saved billions and modernized the USAF tankers, AWACS and other C4ISTAR fleet However when that tanker program fell apart, it had a domino effect
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  2. Engines for commercial aircraft are designed to operate for days or longer its why planes turn around so quickly at airports There videos from PW, GE and RR that show them running engines on test stands for days or till failure Those tests are designed to make the engine as efficient as possible with minimal maintenance Look up operation chrome dome The USAF keep a number B-52 armed with nukes airborne 24/7 for 7 years At peak, they had between 44-75 planes flying sorties between 6-12 hours or longer
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  3. Italy will still buy the KC-46
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  4.  @cruisinguy6024  The PW4000 needs 6.5 gallons of oil per engine I would wager they probably had one 55 gallon drum full of oil onboard and there was likely a way to transfer for it to engine if needed 45 hours I need to cot , a lots of tv shows to binge watch , coffee and some damn good food
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  5.  @cruisinguy6024  They likely do Just a simple transfer to the oil pan to keep it topped up
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  6.  @WorldLetsDoRandomShit  Its not being patriotic its just been practical if you honestly pull back the layers and trace the route of the problem. The USAF waited entirely too long to replace its KCs
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