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Posts posted by Metalbasher

  1. Those look like drill chuck marks from when the holes were initially drilled in the structure.  Structure technicians not paying attention and/or not using drill stops when drilling holes...just punching holes.  Sad to say, not uncommon to see but typically of little concern unless in primary structure, i.e. longerons, end fittings etc where stress is high.  In my 30 years experience as structural technician, I would not be too concerned about it, possibly blend out the deeper ones but that would be the extent of it, no straps etc.  However, I don't work for your company and I'm not your engineer.  

  2. Anyway to get a photo of the area in question?  It can be sanitized, i.e. fairly close so as not to divulge geographic location, owning nation etc, just the damage.  Sounds like an external doubler or strap would likely do to resolve the problem.  Fairly straight forward, thickness of the doubler/strap would depend on the original skin thickness as well as size of fasteners currently installed or what will be installed (if you have to upsize them).   

  3. Lockheed Martin is anticipating its forthcoming LM-100J aircraft to garner demand for some unique missions, including oil spill clean-ups among other roles. The aerospace and defense manufacturer will also make a major announcement regarding its latest non-military aircraft program at next week's Farnborough International Airshow.

    In February, Lockheed announced it will be pursuing an amended type certification from the FAA for the LM-100J. The aircraft is a modern version of the L-382J—which was a commercial variant of the C-130J Super Hercules that went out of production in 1992.

    14-07-16 LM-100J.png

    Lockheed Martin is anticipating its forthcoming LM-100J aircraft to garner demand for some unique missions, including oil spill clean-ups among other roles. The aerospace and defense manufacturer will also make a major announcement regarding its latest non-military aircraft program at next week's Farnborough International Airshow.

    In February, Lockheed announced it will be pursuing an amended type certification from the FAA for the LM-100J. The aircraft is a modern version of the L-382J—which was a commercial variant of the C-130J Super Hercules that went out of production in 1992.

    Now, the company is ready to re-enter the commercial airframe market, and is working closely with the FAA on a project-specific certification plan, according to Ray Fajay, director of air mobility business development at Lockheed Martin.

    "Following the type design update, we envision the LM-100J serving a range of customers as broad as the aircraft’s multi-role capabilities," Fajay said in an interview with Avionics Magazine. "Growth provisions built into the LM-100J enable it to support a variety of operations that include: oil spill clean-up, oil exploration logistics, mining logistics, aerial firefighting and delivery, humanitarian relief and aerial spray for oil spill response."

    According to Fajay, the military components and capabilities of the C-130J "are removed for this civil variant." If Lockheed keeps the latest glass cockpit avionics setup from the C-130 for the LM-100J, it will feature flight management systems, displays, autopilot, weather radar, and a Traffic Alert Collision Avoidance System (TCAS) from Rockwell Collins.

    The LM-100J will also be in the "stretched" configuration of the C-130J with a cargo floor measuring 55 feet in total length. That could lead to the most demand for the aircraft coming from air cargo operators, Fajay said.

    "We anticipate the demand for the LM-100J to exist in the air cargo market," said Fajay. "The LM-100J is designed to support - with minimal material handling equipment — rapid on-load and off-load of cargo at truck-bed height."

    Lockheed expects flight testing of the LM-100J to begin in 2017, followed by entry into service in early 2018.



    View full article

  4. Not sure about that.  Guess it would all depend on how the schedule shakes up.  Having a PDM at one point and then 2-3 years later an opening in the CWB replacement schedule opens up.  Doing a full PDM 203 years after it was already completed upsets the 72 month inspection calendar etc. 

  5. My understanding is the MC-130J will not be fully capable to replace the MC-130H until late 2019/2020 due to radar upgrades, etc.  But that is dated info so it might have changed and moved up.

  6. What about new CWBs?  I thought some of the older Hs received new CWBs after AFSOC and the others that were priority got them so we had plenty of tails available until till such time when the fielded J model #s were sufficient in strength.  It would make some sense to keep older acft with new CWBs and wings around vs. keeping a slightly newer acft that will need a new CWB in the near future.  Just a thought.

  7. 10 hours ago, Old A/R Guy said:

    Not sure how you achieve this, but from the aerial photos that are starting to come out, it looks like it did an inverted flat splash.  The acft appears to be belly-up.  May they rest in peace.  Pray for their families.

    The acft seems to be missing most of the right horizontal stab.  Rudder/elevator/flap (?) surface seems to be laying in the soybeans aft of the beaver tail.  Both elevator surfaces seem to be missing?

    Very sad indeed.  May they rest in peace.

    I was just thinking the same thing...looks like it fell out of the sky inverted.  What's puzzling is looking the pix, it appears everything forward of the center wing, i.e. forward fuselage is gone.  The other thing is why the FBI is involved and no mention of NTSB.  Just not accustomed to seeing/hearing FBI involved so fast and no references to NTSB being on the scene. 

  8. Never saw the nut issued by itself.  I know I was always told that you could not re-swedge/re-pull a nut (old or new) therefore mandating removal and replacement of the sleeve assembly.  The reasoning was the sleeve is stretched and formed during the initial installation and re-swedging/re-pulling a second nut assembly (new or used) would add stress to the sleeve and could cause it to fail.  That's not to say I haven't done it before in a pinch but always been told technically it cannot be done.  What does the TO say?  How do you sign off the red x...re-swedged/re-pulled nut assembly IAW what?  


  9. Air National Guard receives first HC-130J Combat King II


    June 1, 2017 (by Stephanie Stinn) - Airmen from the Alaska Air National Guard today accepted the first HC-130J Combat King II assigned to an U.S. Air National Guard unit at the Lockheed Martin facility on June 1st.




    The Alaskan Air National Guard received its first HC-130J Combat King #14-5815 which departed for 211th RQS on June 1, 2017.



    This HC-130J will be operated by the 211th Rescue Squadron (RQS), 176th Wing stationed at Joint Base Elmendorf-Richardson, Alaska. The 211th RQS previously operated legacy HC-130P aircraft to support personnel recovery missions in Alaska and the Pacific Theater. These aircraft also act as aerial refuelers, providing support to the HH-60 Pave Hawk search-and-rescue helicopters that are also assigned to the 176th Wing. This is the first of four HC-130Js that will be delivered to the Alaska Guard.

    "The delivery of this HC-130J Combat King II represents a new era for both the Air National Guard and the Alaska Guard. This aircraft provides the increased capabilities and enhanced performance that is essential for these Airmen to support their search and rescue mission," said George Shultz, vice president and general manager, Air Mobility & Maritime Missions at Lockheed Martin. "These men and women live their motto – 'That Others May Live.' We're proud the HC‑130J Combat King fleet plays an essential role in supporting this commitment."

    The HC-130J replaces HC-130N/P aircraft as the only dedicated fixed-wing personnel recovery platform in the Air Force inventory.

    The HC-130J supports missions in all-weather and geographic environments, including reaching austere locations. The HC-130J is also tasked for airdrop, airland, helicopter air-to-air refueling and forward-area ground refueling missions. It also supports humanitarian aid operations, disaster response, security cooperation/aviation advisory, emergency aeromedical evacuation and noncombatant evacuation operations. The HC-130J is also operated by active duty Air Combat Command personnel recovery units.

    The HC-130J is one of eight production variants of the C-130J Super Hercules, which is the world's most proven and versatile airlifter.


  10. 25 May, 2017, 17:43 ET

    MARIETTA, Ga., May 25, 2017 /PRNewswire/ -- The first Lockheed Martin (NYSE: LMT) LM-100J commercial freighter aircraft achieved a critical milestone with the completion of its first flight here today.

    "I was proud to fly the first flight of our LM-100J. It performed flawlessly, as is typical of our military C‑130J new production aircraft," said Wayne Roberts, chief test pilot for the LM-100J Program. "This new model will perform many commercial roles in the decades to come, like humanitarian service following natural disasters and others like nuclear accident response, oil spill containment, and firefighting. This aircraft will also enable remote area development such as mining and oil and gas exploration. This day marks the beginning of a tremendous commercial capability that only the LM-100J can deliver."

    Lockheed Martin’s LM-100J commercial freighter had a successful first flight, May 25, 2017. by Todd R. McQueen

    This first flight followed the same test flight route over North Georgia and Alabama that is used for all C-130J Super Hercules aircraft. The LM-100J will complete initial production flight tests and then begin Federal Aviation Administration (FAA) type certificate update flight test requirements.

    "This first flight is a source of pride for Lockheed Martin and serves as a proof-point to the ongoing versatility of the Super Hercules aircraft," said George Shultz, vice president and general manager, Air Mobility & Maritime Missions, and Marietta site general manager. "I'm continually impressed by the commitment to quality and relevance that our employees, industry partners and customers have invested into the LM-100J. Like its military counterpart, the LM‑100J is exceeding all expectations in terms of performance and capabilities."

    The LM-100J is the 17th different mission capability developed for the C-130J Super Hercules and it is an updated version of the L-100 cargo aircraft, which Lockheed Martin produced from 1964-1992. Lockheed Martin officials submitted a Program Notification Letter to the FAA on Jan. 21, 2014, for a type design update to this aircraft, a civil-certified variant of the C-130J Super Hercules to be marketed as the LM-100J.

    Through select design innovations, the LM-100J will perform as a commercial multi-purpose air freighter capable of rapid and efficient cargo transport. The LM-100J is an ideal airlift solution for delivering bulk and oversize cargo, particularly to austere locations worldwide. Like its military counterpart, the LM-100J will be able to support multiple missions, ranging from firefighting to medevac to VIP transport.

    The LM-100J incorporates technological developments and improvements over the existing L‑100s that result from years of C-130J operational experience, including more than 1.5 million fleetwide flight hours. The result of this experience and advancement translates to an aircraft that will deliver reliable service in a multi-role platform for decades to come.


  11. Compass Call cross-deck continues despite Bombardier protest


    • 23 March, 2017

    • SOURCE: Flightglobal.com

    • BY: Leigh Giangreco

    L3 Communications and the US Air Force will continue their Compass Call cross-deck effort, despite a recent protest from Bombardier over a possible sole-source contract.

    The protest will not affect the USAF’s Compass Call acquisition strategy, the service’s military deputy for the assistant secretary of the air force for acquisition says this week. L3 Communications will lead the US Air Force’s Compass Call cross-deck effort, which will transfer existing technology from the EC-130H onto a new aircraft, dubbed the EC-37B.

    “[L-3] will make the selection of the aircraft...and they will incorporate and put the mission systems into the platform,” Lt Gen Arnold Bunch said during a 22 March defense conference in Washington. L-3 will not be able to select the platform until Congress has passed the fiscal year 2017 defense spending bill.


    “But we have made the decision on how we’re going to go forward,” he says. “We’ve already signed all the paperwork off and what we’re waiting to do is get a bill and then we’ll go forward.”

    Last year, the USAF determined Gulfstream’s G550 conformal airborne early warning type the only suitable aircraft to host the Compass Call mission. That sparked concern from competitors Bombardier and Boeing, whose 737 Wedgetail and G6000 were nixed by the service.

    Bombardier filed a protest with the Government Accountability Office arguing the USAF’s decision and process for Compass Call was non-compliant with US government procurement rules. Boeing has not issued a bid protest.

    “The Air Force’s decision to move forward on the Compass Call program by awarding it to a sole source systems integrator and apparently indirectly to a single source aircraft platform is non-compliant with the procurement rules,” Bombardier tells FlightGlobal. “This process denies Bombardier of a fair opportunity to compete for this contract.”

    GAO dismissed the case as premature on 10 March, noting that there is consideration of a sole source contract but that the USAF has not yet issued a solicitation. Bombardier’s protest was anticipating improper action that hasn’t happened yet, a GAO spokesman tells FlightGlobal. However, the GAO did not make a ruling on the merits of Bombardier's protest and the company will have another opportunity to raise concerns with the procurement, Bombardier says.

    Bombardier argues the company demonstrated that all technical and schedule requirements could be fulfilled, but air force documents state the G6000 BACN does not meet aperture requirements without modification and will require a supplemental type certification that could incur up to $180 million in additional costs and a three-year schedule delay. The USAF also called the G6000’s payload capacity “marginally insufficient.” The USAF’s Compass Call requirements call for a total cargo capacity of 20,000lb including 13,000lb of prime mission equipment.

    The air force called out the Wedgetail’s aperture requirements and also stated the aircraft could not meet performance requirements without caveats. The Wedgetail must burn significant gas to reach its maximum 41,000ft altitude, trading loiter time for altitude, and is unable to meet both, according to the USAF.

    Although the Compass Call recapitalisation would represent a substantial win on its own, defense contractors might also be wary about the award outcome’s impact on other E-model programmes within the USAF. In September, Boeing military aircraft’s director of global sales Fred Smith told reporters he believed the sole source could impact the JSTARS competition.

    Last year, the Air Force Office of Transformational Innovation explored the use of a common business jet for multiple battle management command-and-control platform recapitalisations. The office considered using a commercially available aircraft for several recapitalisation efforts, including the EC-130, E-8 JSTARS and E-3 AWACS. The study looked at "space, payload, power, cooling, in-flight refueling, and mission growth potential” on the jet, according to OTI.

    While OTI determined last June that a common business jet would not garner significant savings for the USAF, the study intimates that the service sees commonality between those platforms and recapitalisation efforts. In September, then-Air Combat Command Chief Gen Herbert Carlisle maintained the Compass Call acquisition strategy would not affect the JSTARS recapitalisation, noting the EC-130H mission set, sensor suite and crew configuration vary from JSTARS.

  12. Air Force’s ‘meanest, toughest, most tactical machine’ arrives at Yokota

    The first of 14 new C-130J Super Hercules cargo planes lands at Yokota Air Base, Japan, Monday, March 6, 2017.

    By SETH ROBSON | STARS AND STRIPES Published: March 6, 2017

    YOKOTA AIR BASE, Japan — The Air Force began the deployment of its “meanest, toughest, most tactical machine” — the C-130J Super Hercules — to western Tokyo on Monday.

    The first of 14 Super Hercules, which will replace aging C-130H planes at Yokota Air Base, was delivered by Maj. Gen. Mark C. Dillon. The Pacific Air Forces vice commander landed the aircraft, its distinctive six-bladed composite propellers whirring, in front of a crowd of airmen, family members and Japanese guests.

    Waiting on the ramp was U.S. Forces Japan and 5th Air Force commander Lt. Gen. Jerry P. Martinez, who told the crowd the new plane’s arrival showed America’s “ever, ever, ever strong commitment” to Japan.

    The first of 14 new C-130J Super Hercules cargo planes lands at Yokota Air Base, Japan, Monday, March 6, 2017.

    “Today the United States of America delivered its premier, meanest, toughest, most tactical machine in the world, the J model,” he said. “When you look around the world at the threats that exist in this region, our friends in Japan, they need to know that the United States sends its best … we have the premier tactical airlifter now on Japanese soil.”

    Dillon said flying a C-130J is akin to driving a sports car.

    “It’s like driving a Ferrari or a Maserati,” he said. “It has a lot of power. You can land it exactly where you want to on the runway.”

    The C-130J needs two fewer crewmembers thanks to automated navigation and engineering systems, and its new Rolls Royce engines provide more power, fuel efficiency and range.

    Larry Gallogly, a former Air Force C-130 pilot and one of several Lockheed Martin representatives who helped welcome the plane, said the J models would add significant airlift capability in the region.

    Already flown by Special Forces on Okinawa and at Marine Corps Air Station Iwakuni, C-130Js can carry eight cargo pallets — two more than the H models — and 128 passengers compared to the 92 who could ride in the older plane, he said.

    The J models are 30 percent cheaper to fly and more reliable than the older aircraft, and their mission capability rates routinely surpass 80 percent. High-tech avionics mean the planes are also very safe. Only eight C-130Js have crashed or been put out of service by accidents to date, Gallogly said.

    The cockpit has more space than the older models since there’s no seat for the flight engineer and the navigator’s chair is spare. Those jobs have been automated on the J models.

    A striking thing about the cockpit is two clear Heads-Up Displays in front of the pilot and co-pilot’s seats. From the side they are completely transparent, but from the flyers’ viewpoint, bright green flight instruments seem to hang in the air.

    There’s more space in the new plane’s cargo bay, too, along with a flush toilet — a luxury denied to passengers on the old Hercs.

    “I’m very excited to have an aircraft to fly,” said Capt. Chase Hessman, 25, a Yokota-based pilot who showed off the new plane for visitors.

    Hessman, who grew up at nearby Camp Zama where his father was stationed with the Army, trained to fly the J model, but he’s been doing office work for weeks waiting for the new planes to get to Japan, he said.

    374th Airlift Wing commander Col. Kenneth Moss, whose name is painted on Yokota’s first J model, said some of airmen spent years planning for its arrival.

    “Today marks the beginning of the transition for the 374th Airlift Wing from operating the world’s greatest airlifter … to now operating the world’s most advanced tactical airlifter, the C-130J,” he said.

    Video Link of aircraft taxiing in below.


  13. On 2/24/2017 at 4:51 PM, madmark said:

    Yokota's first C-130J-30 14-5807 left Greenville for its new home today

    So why is a new J off the production line departing Greenville...just curious?  Was it there for the LAIRCM mod prior to delivery?  I saw it on the delivery line in Marietta in Oct

  14. From today's AFA Daily Report, 23 Feb 2017

    Flight Tablets Approved Throughout AMC

    Air Mobility Command has approved the use of tablet computers in place of paper flight manuals at all AMC wings, according to a press release. AMC began the electronic flight bag initiative in 2010 as a cost-saving measure, and they estimate that replacing 120 pounds of paper with a tablet saves almost $3.8 million per year across the command. The savings come in reduced fuel consumption and paper printing and distribution costs. AMC has also taken security precautions with the new system. “Working with the Defense Information Systems Agency’s security technical implementation guide, we know how to configure the tablet for government use, and how to configure each tablet to ensure it has the most secure cyber posture,” said Richard Quidgeon, requirements manager for the program.

  15. Lockheed Martin rolls out first LM-100J Super Hercules commercial freighter

    February 9, 2017 (by Stephanie Stinn) - Lockheed Martin today officially introduced the world to the latest member of the C-130J Super Hercules family: the LM-100J commercial freighter.


    Members of staff from Lockheed Martin pose in front of first LM-100J Commercial Freighter which rolled out of the Marietta plant on February 9, 2017. [Lockheed photo]



    Employees who designed and built the aircraft celebrated this new Super Hercules with a traditional "rollout" ceremony held at the Lockheed Martin Aeronautics facility located here. Team members walked this LM-100J out of the building that is home to the Super Hercules production line. The next stop for this milestone Super Hercules is the flightline, where it will prepare for its first flight this spring.

    Lockheed Martin announced its intent to manufacture and market the LM-100J in February 2014. Lockheed Martin has filed for an FAA civil type certificate update and this first LM-100J will participate in flight test activity to support this process.

    "Today's rollout not only marks another accomplishment for Super Hercules, but it also reflects the aircraft's capability to evolve to meet customer requirements. The LM-100J program has exceeded all expectations in moving from an idea to a reality," said George Shultz, vice president and general manager, Air Mobility & Maritime Missions at Lockheed Martin. "We are at this point thanks to hard work and dedication of Lockheed Martin employees and suppliers, who have literally designed and built this new chapter of Super Hercules operations. The FAA has been an essential partner in this aircraft's production and we look forward to continuing to work together as we move into the LM-100J's critical flight test phase. "

    The LM-100J incorporates technological developments and improvements that result from years of military C-130J operational experience, including more than 1.5 million flight hours achieved by operators in 16 nations. This experience and advancement translates to an aircraft that will deliver reliable service in a multi-role platform for decades to come. The LM-100J is the ninth production version of the Super Hercules aircraft and its commercial capabilities have the distinction of being the 17th different mission capability supported by the C-130J.

    Like its multi-tasking military counterpart, the LM-100J will support a variety of tasks, including: oversized cargo transport; oil dispersion/aerial spray; oil and gas exploration; mining logistics operations; aerial fire fighting; aerial delivery; medevac/air ambulance; humanitarian relief operations; personnel transport; austere field operations; and search and rescue.

    The LM-100J is the updated version of the L-100 Hercules, which was built by Lockheed Martin from 1964-1992. More than 100 L-100s were delivered to both global commercial and government operators, supporting cargo delivery requirements in almost every operating environment in the world.

  16. I think that was speed tape and it was likely applied over some wiring routed externally for retrieving test data associated with firing the gun.  Seen this before when out at Edwards, except everything Edwards Test did was colored orange for everything.  Panels, brackets, wiring, everything was orange that was associated with test.. 

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