My take on the incident is similar to that of TT. Starting the engines of a C130 of that era is not straightforward. You have to know how to start the GTC/ATM combo (an early form of APU) and then start the engines in turn. Not a problem of course if you are trained in these things. Taxy is aided by the nosewheel steering. He may well have been cleared to do this. Our groundcrew never were.
Once on the runway, fifty flap, full throttle, keep straight with the nosewheel steering until the rudders bite and she flies.. Gear up flaps up and away you go.
Reports say he was intoxicated so perhaps this is when his problems started as he is now in unfamiliar territory. He may not have set the pressurisation up so as he climbed hypoxia could have become an issue especially with alcohol in the bloodstream. Mishandling the fuel panel could have had a hand in it as could unfamiliarity with the autopilot .
As for shooting him down, the only suspects are the RAF/USAF. My take is once the C130 became airborne there would have been a delay before this fact was reported up the chain. More delay as the usual buck passing took place and the decision to launch a QRA a/c. More delay whist 'they' decide what to do and who is to do it. All this while the C130 is 'speeding' away. Was he tracked on radar ? If a fighter did catch up with him then surely he would have had to carry out a vis ident to ensure that he had the correct target. More time ! Then under then current ROE he would surely need permission to open fire. This again would probably have to come from on high. Would the C130 be well beyond the channel by then ?
All speculation of course, and I was 'only' a loadmaster on the RAF C130K for 30 years not a pilot. But I know I could have nicked one of ours as I knew how to start the a/c and had flown it several times (and held a PPL and IMC rating) in the sim so I offer these thoughts for comment by those with better info.
Last edited by ancientaviator62; 2nd Jan 2019 at 10:09.