Honestly if we could setup oil rigs, that would be handy.
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It would be good.
Be interesting to see if anyone thought to put some sort of SAM on the coast or not. 
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Didn’t get any RWR hits with the Strike Eagle last night, but I also wasn’t at 5000 ft. We’ll find out shortly! Time to stop watching youtube and do sim pilot stuff I guess.
Not sure what the max crosswind for a rough field landing officially is in the C-130, but 41 knots was outside of my capabilities. I guess we’ll just have to commute from the carrier. I might run a FARP in via CH-47 but I’m kinda done with long helo flights for right now.
You can make it from the Tarawa to Tolhuin in an Apache, but without the robbie tank it’d be tight, and it’s about a 2 hour flight. I’m good. Hornets for HARMs and Harriers for JDAM’s I think. I know I’m in the minority on fighting at night, so I’m going to stay logged in so the clock continues to run. I’ll probably hop back on in an hour or 2.
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Maybe @BeachAV8R can tweak the weather again and set daylight. That’s pretty gusty. If I do long flights in the dark I’ll fall asleep.
Got admit though, looks killer.
Good news is I think the sun comes up in about 3 hours, so hopefully by the time most of us are flying it’ll at least be dawn.
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That’s a challenge I might have to accept later this evening. 
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A quick Google search suggests a max crosswind component for landing in a C-130 is 35 Knots…
AI Overview
The Lockheed Martin C-130 Hercules has a demonstrated crosswind component limit of 35 knots for dry runways. This limit is heavily dependent on having both good runway braking action and proper aircraft configuration. [1, 2, 3, 4]
The exact maximum crosswind can vary depending on several factors:
- Aircraft Model: While the C-130E, H, and J variants share similar baseline parameters, exact structural and wind limitations are dictated by the specific C-130J Technical Orders and the Air Force’s C-130 Operations Manual.
- Runway Conditions: The maximum allowable crosswind decreases significantly on contaminated or slippery surfaces (e.g., limits can drop to 5–15 knots on ice or heavy snow). [1, 2]
- Blade Strain Restrictions: For the C-130J, specific propeller blade strain limitations apply if the aircraft is not facing directly into the wind and crosswinds exceed 35 knots. [1]
- Rudder Deflection: Takeoff and landing crosswinds greater than 15 knots may require specific power and braking techniques to maintain directional control. [1, 2]
If y
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Wait, if you were landing without a strip why is there a crosswind? 
EDIT: Did the Lockheed Martin sniper take out Paul mid flow?
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lol… Almost.. it was a close call 
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But… I am thinking I could get it down using differential thrust in addition to rudder. Not the safest proposition, but we are at war here!..
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The orientation of the area I found that was flat enough and long enough is at a pretty good angle to the wind. When I tested it off line late last night, it was fine. But, I didn’t think to throw a heavy wind into the mix.
I have the advantage of flying in VR and I would be using a good yoke and throttle (Honeycomb Bravo)… it all helps. I will be holding a glass of single malt for Ace.. you may have to hold it for me!
I appreciate the out of it just being my equipment 
. And I may have a hand tied up for a beverage as well now that you mention it.
Sorry I have been visiting the parental units at the beach and was in my kayak fishing all day.. I think y’all could have used my kayak. Looks like you are making good progress…
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Getting there, man that moon rise looks good.
We ride gentleman.
About 20-25 minute trip in the Harrier. So Hornet should be 10-15 depending on how you want to push it.
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Not to Rio Grande, but it’s a start.
I’ll add details tomorrow, but we owe a debt of gratitude to @PaulRix for his rough field skills in the C-130.
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Established a…
FOOTHOLD..!
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It was a very productive evening for @jenrick and me. I flew the Herc at 300 ft to stay below radar. When I arrived at the field Jenrick had surveyed as a good spot for a FARP I made several passes to get a feel for the area. In the end, rather than deal with the crosswind, I spotted a nearby open area where I could approach into the wind and was able to successfully put the bird on the ground without bending anything. Doing all this in VR using NVGs was pretty cool… so FARP Dallas was established.
I had loaded up with two FARP packages. With the sun up and Jenrick heading out in his AH-64 to wreak havoc on the airfield at Tolhuin, I figured a second FARP near Puerto Williams would aid the war effort. I was able to land on a protected hillside and set up FARP Paris. If you operate out of there be aware that there is a SA5 at Puerto Williams and the enemy is quite feisty.
Jenrick and I noticed that the enemy is more aggressive this round. This is going to be a long hard fight I think.
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Sterling work, gentlemen! I’ll try to get on this evening and lob some HARMs or something equally passive. Hopefully it’s not super dark or I’ll be too scared in my $84m technojet.
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As I already covered logging hours of the very South Atlantic, culmenating in crashing and burning in an Argentinian tree line, lets pickup there.
I grabbed a Harrier, proceeded to get shot down by the SA-15 at Tolhuin. I grabbed a Hornet, fired 4 HARMs at said SA-15, proceed to fly into the water making my turn to final for a night carrier landing. Which considering my normal day time carrier landing MO is a ramp strike, is not out of charecter at all.
By this point @PaulRix was getting close to the point I had thought might work for a FARP. As he covered above, he found a better spot. Using only his superior equipment (having nothing to with being a better aviator…) he put that C-130 down perfectly.
And shortly thereafter we’re in business.
Took that Apache down to Tolhuin where to my shock and dismay, I find out that the SA-15 can shoot down hellfires! I had fired probably a half dozen with no kills, and was wondering WTF was going on. Finally saw the missile launch plume in the PNVS and saw it smack my hellfire. I ended up having a Hellfire and Tor pass each other. He was dead, I autorotated in and climbed out.
Take 2 with an Apache. While I was doing this, Paul was busy finding a good spot for the second FARP. I had transitioned to the MK1 eyeball, so I didn’t see him until he pulled up in front of me. By the time I could get a picture he was passing my right side.
Went to work at Tolhuin. With the FCR back in play, it was shoot-shoot-shoot. 15 Hellfires and 400 rounds of 30mm later Tolhuin was cleared.
Was about to head back to the FARP, when a red cargo plane comes headed in. Well only one solution to that:
Who’s got two thumbs and a fixed wing guns kill in an Apache? This GUY!
Paul landed the CH-47 with just a few seconds to spare before the red Mi-8 showed up. I had a few technicals and troops circling my shot down self, so headed back and cleaned all that up and rescued myself. By this point red air was showing up, and the air defenses were earning their pay.
I debated getting up into the mix above for a little A2A, but then I measured the length of the runway. Decided calling it a night was a better option, and Paul came in for a landing for the mandatory selfie.
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