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Posts posted by Metalbasher

  1. The original sea foam green is Fed Std 595 color number 34424 (should be able to go to any number of places and have them mix it up for you...should even be able to get latex.  It may appear blue because in the early 90s, the USAF went to what was called the "Proud AMC Image" which transitioned away from the European 1 exterior paint scheme to the Equipment Excellence system (still in use today).  At the same time, they changed the colors of the interior from sea foam green to a blue and tan...I can dig at home tonight to see if I still have the color #s but painting it sea foam green is the more accurate color.

  2. I'd be curious as to how much fuel would really get to the underfloor area and eventually the flapper valves given the floor panels, D-rings etc are all sealed during installation.  Even with the use of Av-DEC tape, there is a requirement for a fillet seal on the floor panels.  Different story on J models though, especially if equipped with ECHS (roller conveyor storage in the floor), then fuel or any liquid for that matter will fill the underfloor structure. 

  3. AMC has workcards listed in AMCI 21-118, refurb cards for E/H models.  LR has something locally for J and the contractor at Hurlburt works off something local.  At one time there were official Refurb Workcards, similar to HSC and ISO workcards, that's what I'm looking for.  I believe they went away in the early 90s after Desert Shield/Desert Storm when the ops tempo increased due to the long standing efforts in PSAB and other locations.     

  4. 2015-07-10_Afghanistan_Robins.thumb.png.
    7/10/2015 - ROBINS AIR FORCE BASE, Ga. -- A fourth C-130H Hercules was delivered June 20 at Hamid Karzai International Airport in Kabul, Afghanistan, and its significance can be traced back to planners, program managers, engineers and maintainers at Robins.

    Prior to its delivery to the Afghan Air Force, it first made a stop here for something quite interesting and unique - the complete separation of the aircraft's nose from its fuselage in March 2014. 

    The move to build a C-130 fleet in support of the AAF - which received its first two C-130s in the fall of 2013 - will bring increased tactical airlift capabilities for troops engaged in various missions, as well as resupply and casualty evacuation capabilities. 

    The new fleet of four C-130s is a complete departure from anything the Afghan Air Force has owned before, according to Lt. Col. Tyler Faulk, Combined Security Transition Command-Afghanistan's Security Assistance Office deputy     director. 

    "These C-130s are the Afghan Air Force's first four-engine aircraft with this type of expanded capability," he said. "This fleet allows them to transport supplies or troops within Afghanistan, as well as to partner nations where they can execute missions, trainings and exercises, and a whole host of international activities." 

    With Robins' support, the 560th Aircraft Maintenance Squadron, which includes more than 800 personnel, along with the 402nd Aircraft Maintenance Support Squadron and 339th Flight Test Squadron, successfully completed 2,890 maintenance operations and logged over 17,904 labor hours on the aircraft. 

    Among those operations were the removal and replacement of the entire nose assembly, accomplishing inspections and maintenance tasks necessary to make the aircraft flight worthy. It also included painting the aircraft, and accomplishing the functional test flight. 

    Because of a hard landing experienced by the C-130H, major structural damage occurred to the aircraft's nose, which was later removed and replaced with a nose from a second donor aircraft that was scheduled to be retired.   

    This unscheduled depot level maintenance nose repair was disassembled at the factory break, and took about three weeks, with the final nose separation taking place in about 90 minutes.           

    "This team took two 1974 model aircraft that were slated for retirement and built a combat ready aircraft to support our foreign military sales partners," said Jim Russell, 560th Aircraft Maintenance Squadron director. "Our maintenance professionals took on this never before performed task and excelled. This just goes to prove the professionals at the Warner Robins Air Logistics Complex are force multipliers who are willing and ready to support when the call of duty comes our way." 

    The C-130's versatility, including its short takeoff and landing capabilities, makes it an ideal aircraft for use in Afghanistan's rugged terrain.

    Posted 7/10/2015 
    by Jenny Gordon
    Robins Public Affairs

    View original article...

    View full article

  5. http://www.military.com/daily-news/2015/06/18/vas-new-rules-on-agent-orange-reject-most-previously-filed.html?comp=7000023317843&rank=1

    Jun 18, 2015 | by Bryant Jordan

    New rules posted to the federal register on Thursday make it possible for American service members exposed to Agent Orange years after the Vietnam War to be awarded compensation from the Department of Veterans Affairs for related health problems.

    But it is unlikely that many of the now-eligible, dioxin-sickened veterans who previously applied for compensation will have an active date-of-claim any earlier than tomorrow -- June 19, 2015 -- when the rule change takes effect.

    "The effective date will generally be the date of publication of the interim final rule -- in this case, June 19, 2015 -- as long as the veteran or reservist files a new or reopened claim with VA within one year of that date," VA spokeswoman Meagan Lutz said.

    The rule change applies to 2,000 or more veterans, most of them Air Force reservists who served aboard or maintained C-123 Providers contaminated with Agent Orange for years after the planes' defoliation missions over Vietnam ended.

    Until now, the VA has not recognized these service members for the purposes of Agent Orange compensation, and denied claims based on exposure to the dioxin.

    One VA official, talking on background because he was not authorized to speak for the department, said one exception to the June 19 date-of-claim would be if a C-123 veteran has a claim that has not yet been denied. In that case, he said, compensation would commence from the original file date if the claim is approved.

    The official was uncertain if there were other exceptions.

    Bart Stichman, an attorney and joint executive director of the National Veterans Legal Services Program, expressed disappointment in general with the VA's decision to not reconsider denied claims from the original file dates.

    "That's what I feared," he told Military.com on Thursday. "They're not going to go retro. That hurts people with longstanding claims. And they could have gone retro, so it's giving [veterans] half a loaf."

    Stichman, who has been involved in Agent Orange cases and litigation with the VA for decades, said there are many veterans who filed claims in connection with exposure to Agent Orange aboard post-war C-123s, though he does not know just how many.

    The VA said on Monday that the rules change was imminent and only awaited approval of the White House Office of Management and Budget. That happened on Thursday.

    The Associated Press reported that the cost of the compensation will be about $45.7 million over the next 10 years, with separate health care coverage adding to that cost.

    Stichman said the VA has, by its long delays in recognizing these veterans as victims of Agent Orange, harmed them. By refusing to honor the dates of previously filed claims, he said, "the delay is doubly harming."

    It's not the first time the VA has done this, he said.

    In 2011, the VA expanded compensation eligibility to troops exposed to Agent Orange along the Korean DMZ, but would pay claims only from the date of the rule change, he said. The NVLSP has a case in federal court seeking to change that, Stichman said.

    In a statement announcing the change, VA Secretary Bob McDonald said the department will begin accepting and processing claims immediately.

    The NVLSP and other veterans' organizations have pressed Congress and the VA for years to honor claims filed by service members who served aboard the C-123s after Vietnam. Studies, including one published in January by the Institute of Medicine, backed veterans' claims that the planes remained contaminated by the dioxin and were making the airmen ill.

    The IOM study was requested by the VA.

    Between 1972 and 1982, the study found, some 1,500 to 2,100 Air Force Reserve members trained and worked on the planes that had conducted the aerial spraying over Vietnam. Samples taken from the aircraft showed the presence of Agent Orange residues, the IOM found.

    McDonald on Thursday said the decision to expand benefits following receipt of the IOM report was "the right thing to do."

    The evidence was needed, he said, "to ensure we can now fully compensate any former crew member who develops an Agent Orange-related disability."

    Those eligible included Air Force and Air Force Reserve flight, medical and ground maintainer personnel who served on the contaminated planes. The VA will now presume that development of Agent Orange-related conditions was caused by exposure to the residue.

    The VA identified several specific units and bases where members could have been exposed to the residue, including the 906th and 907th Tactical Air Groups, or 355th and 356th Tactical Airlift Squadrons at Lockbourne/Rickenbacker Air Force Base in Ohio; the 731st Tactical Air Squadron and 74th Aeromedical Evacuation Squadron, Westover Air Force Base in Massachusetts; and the 758th Airlift Squadron during the period 1969 to 1986 at Pittsburgh, Pennsylvania, International Airport.

    Airmen who served at these units and locations may file for a disability compensation claim online through the joint VA-Department of Defense web portal, eBenefits.

    The VA also said in its statement that the contaminated aircraft may have been used at several active-duty Air Force bases following their service in Vietnam.

    Those who served on an active-duty base where the aircraft were assigned or who had "regular and repeated contact with the aircraft through flight, ground or medical duties during the period 1969 to 1986, and who develop an Agent Orange-related disability" may apply by going to this VA website.

    Claims not filed through eBenefits should be mailed to Department of Veterans Affairs, Claims Intake Center, Attention: C123 Claims, P.O. Box 5088, Janesville, WI 53547-5088. Alternatively, the claims may be faxed to the Wisconsin center at 608-373-6694.

    Veterans with specific benefit questions related to dioxin exposure on C-123s may call the VA's C-123 Hotline at 1-800-749-8387 (available 8 a.m. to 9 p.m. EST) or e-mail VSCC123.VAVBASPL@va.gov.

  6. FYI

    The C-130 TCG is pleased to invite you to attend the C-130 International Technical Program
    Review (ITPR) which will be held in Charleston SC, October 26th – 30th 2015 at the
    Charleston Area Convention Center. Participation in this annual event provides opportunities
    for the TCG staff, DOD employees, Commercial Contractors and C-130 Foreign Military
    Sales (FMS) customers, to discuss items of common interest and receive information on new
    or improved technologies important to the worldwide operation of the C-130 aircraft.

    A special lodging rate of the prevailing Gov’t per-diem rate has been arranged for all
    participants. You will be provided a link to reserve a hotel room at the special rate upon
    successful registration to the ITPR.
    Please register to attend at our website link:


  7. FYI

    Lockheed Martin invites you to attend the 27th Hercules Operators Council (HOC) in Atlanta, Georgia, October 19-22. This annual event offers pertinent briefings on the C-130B-J, L-100 and LM-100J model aircraft and encourages the global Hercules community to share operational, technical, modification and maintenance insights among Hercules owners/operators, suppliers and service centers.


    Registration/Event Information: HOC 2015 registration opens on June 15 and may be accessed on the HOC website: www.lockheedmartin.com/us/aeronautics/eoc/hoc.html.

  8. Robins Corrosion Flight (C-130 Paint) in Action

    13 WMAZ Special Report


    People recognize the grayish-blue of Air Force aircraft around the world.

    Many of those planes get their trademark color inside hangars at Robins Air Force Base.

    The people in the Corrosion Control shop call it their patriotic duty to put a top notch coat of paint on every plane.

    Inside Building 89, the hands of a 20-man crew fly over, around, and under the body of a C-130 aircraft.

    Its makeover in the paint shop is the last stop before she returns from maintenance to duty.

    "We take a lot of pride in making sure the plane does look good," says painter Tim Davis.

    Davis compares it to an industrial-sized arts and crafts operation replete with stencils and an armory of paint. However, the job lacks the safety of an 8x10 canvas and brush strokes.

    "It can be a very dangerous process," says Terry Lowe.

    Lowe says a lot of the action happens 30 feet off the ground.

    "45 to 50, once you get to the very top," says Davis.

    Not to mention the plane sways.

    Davis explains, "You feel the movement of the plane because it's sitting on its struts. It's bouncing just like it would if it was sitting out on the runway."

    Then, there's the chemicals involved. Electromagnetic guns spray a paint that works like a magnet.

    Ronnie Harrell says before the new coat of color goes on, the old comes off, or rather oozes off.

    A powerful chemical eats away at it. High powered pressure washers finish the drill.

    "I relate my job to being like a coach on a football field," says he says.

    Harrell, a supervisor, moves his men across every inch, no crack, no cranny left uncovered.

    Terry Lowe says, "May seem like a lot of confusion. You have people everywhere."

    Their meticulous work seals out corrosion, lengthening the life of the aircraft, and if the job's not done right, the Air Force will know. The crew inks their signature on every one.

    "That marking is to let everyone in the world know where this great aircraft was painted. That's Robins Air Force Base," says Davis. "There is a sense of patriotic duty that I feel when I'm painting this aircraft, because for me, this is my America. This my airplane."

    And Davis says there's no detail too small, no job too big to support those who serve.

    "That's what makes it all worthwhile," Davis says.

    Painting and detailing the aircraft takes about a week. Each C-130 needs about 150 of those stencils before leaving the hangar and going back into service.

  9. The AC-130J Ghostrider Will Get A Big Ass Gun Afterall

    It is no secret that the AC-130 fleet is changing. Once defined by their bristling cannons, the new breed of AC-130s are all about guided bombs and a slew of smart weapons, with just a single, direct fire 30mm cannon being fitted. Luckily, sharper minds have prevailed at AFSOC and now the AC-130Js will get the massive 105mm cannon they rightfully deserve.

    Lt. General Bradley Heithold, the head of the AFSOC, swears by the AC-130's 105mm howitzer, told Breakingdefense.com that it's both more accurate and way less expensive than the precision guided munitions it was intended to replace. He credits the gun's precision to its lower explosive yield than even small guided bombs and missiles. The cost differential is also no secret – a 105mm howitzer shell costs hundreds of dollars, while a guided bomb can cost at a minimum tens of thousands of dollars or easily into the hundreds of thousands. Additionally, the AC-130's big shell can arrive on station in just a few seconds and re-attack rapidly, which is much faster than smart glide weapons or even missiles.


    General Heithold's plan is to slowly retire some of his middle-aged AC-130Us (the Vietnam era AC-130Hs are already on their way out) while awaiting the introduction of his newest gunships, with hopefully the third AC-130J receiving the 105mm cannon fresh from the factory. The first two AC-130Js will have to rely on a single bushmaster 30mm cannon, bombs and missiles until they can be upgraded with the new-old big gun. This will leave a fleet of about 26 AC-130s available at any given time going into the future.

    Originally, the plan was to shrink the AC-130 fleet as the war in Afghanistan drew down and Iraq was supposedly in the review mirror. That didn't happen and considering a terror state controls a land mass reaching almost from the Mediterranean to the Persian Gulf, not to mention the mess that remains in Libya and the one that is growing in Yemen, there are few better weapons to take on these threats than the AC-130. In other words, demand may have dipped for the big bristling gunships, but now it is climbing again, with no end in sight.

    Here's to General Heithold for doing-up America's next AC-130 the right way and keeping with what is inexpensive and highly effective over what is technologically flashy. And here's to the upcoming AC-130J Ghostrider, an aircraft that is now looking more promising than ever, maturing into something more deadly, versatile and survivable, with directed energy weapons and advanced radar jamming capabilities on the horizon.

    Although the AC-130J is still yet to take to the skies operationally, take a few minutes and fly along on a some training missions aboard AFSOC's "legacy" AC-130 Specter and Spooky flying gunships.

    Top shot, 105mm perspective shot via Tyler Rogoway, bottom shot of AC-130J via USAF

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