casey

Anyone know when it arrived in Yokota?

C-130 delivery fills out training fleet at Little Rock Air Force Base Lt. Col. Jared Paslay, who commands the 62nd Airlift Squadron, said the base now has more capacity to train roughly 1,300 students a year who come through Jacksonville before they're assigned to their posts worldwide as pilots and crew on C-130s. A ceremonial landing heralded the completion of the air base's transition to the newest model of the C-130, the so-called Hercules line that has a 60-year-old legacy as a plane known for the amount of cargo it can carry and variety of missions it can fly. The phase-in of the C-130J, nicknamed the Super Hercules, at Little Rock was first planned 20 years ago, Paslay said. The base has more Super Hercules planes than any other in the world. "I think it marks the completion of a 20-year promise, really, for a simulator and a C-130 fleet that can train the world's best air-lifters," Paslay said. "We've been kind of working with reduced resources since [2003], so it will be really nice to be at full capacity." The Super Hercules flies farther, faster and higher than its predecessors and requires less space to take off and land. The model flown to Jacksonville on Monday can hold up to 23 tons of cargo, including helicopters and six-wheeled armored vehicles, and has space to fit 128 combat troops or 92 paratroopers. Aside from panes above its nose, the nearly 133-foot-long gray airplane with a 132½-foot wingspan is windowless. A ramp at the rear lowers to load and release the cargo -- anything from airmen, parachutists or food to ammunition, gasoline or vehicles. New technology has made the plane's navigator and engineer obsolete, reducing the onboard staff to two pilots and one person responsible for the cargo, Paslay said. C-130s, the oldest continuously produced military aircraft in history, can be configured for combat delivery, aerial and ground refueling, and electronic warfare, among other uses, according to Lockheed Martin, the plane's producer. Maj. Gen. James Hecker, commander of the 19th Air Force, flew the plane from Greenville, S.C., with help from co-pilots Maj. David Pearce and Maj. Gordon White. "I think you mentioned I was aided by the crew," said Hecker, who had only flown the C-130 three times. "They pretty much carried me." Staff Sgt. Joshua Shields accepted the key to the airplane, which was the 368th J model Lockheed Martin produced, Hecker said. Lockheed Martin delivered the first C-130, or Hercules, in 1956 after the Air Force recognized a need to "take all of the aspects -- passengers, cargo, you name it, airdrop -- and combine it into one airplane" when crossing the 89th parallel during the Korean War, Hecker said. More than 2,500 C-130s have been manufactured, and they are spread across more than 70 nations, Hecker said. No air base in the world has more Super Hercules aircraft than Little Rock, which has 42 -- 14 assigned to the 62nd Squadron, Hecker said. Counting the Arkansas Air National Guard's Little Rock wing, the number of C-130s is 61, Hecker said. Little Rock Air Force Base, also home to C-130 simulators, trains operators of the planes not only for the Air Force but for the U.S. Coast Guard and U.S. Department of Defense. Partnerships with allied nations send Japanese, Iraqis, Afghans and others to the base for training. "I think of us as stewarding the heart of tactical airlift for the Air Force," said Paslay, who has commanded the 62nd Squadron for a month but has been stationed at the base for more than a year. "We're going to pretty much have a say in the majority of C-130 personnel in the Air Force and also in our international partners' [forces]." The 62nd Air Squadron, which only handles C-130s, is staffed by 105 airmen. Training for students in Little Rock can span a few months to half a year. "When they leave here, they should be fully qualified -- if they do a full course -- to do assault procedures, tactical low-level, night-vision goggles, airdrop and airlift," Paslay said. "Students who graduate here could find themselves in a war zone in a couple of months." Lockheed Martin has manufactured two versions of the C-130J, one shorter in length and with less cargo capacity. The plane delivered Monday is considered the "stretch" version. Of the 14 in Paslay's squadron, about half are the stretch model, he said. Lockheed will continue producing the Super Hercules for the federal government until at least 2020 through a $5.3 billion contract signed in 2015, a company official said. Larry Gallogly, sales director of Lockheed Martin's air mobility programs, said the company plans to develop more variations of the C-130J and increase the types of missions it can fly. "We will depend on our current operators, including the Little Rock team, to help us define the [Super Hercules'] present and future -- their insights and support have been key to the ongoing relevancy and evolution of the C-130 Hercules," Gallogly said by email. "We plan to manufacture the C-130J as long as needed to meet our customers' needs." Source: http://www.arkansasonline.com/news/2017/feb/28/c-130-delivery-fills-out-training-fleet-1/?f=news-arkansas

Anyone know the tail number or c/n?

C-130J Super Hercules finally returns to its main base A C-130J Super Hercules aircraft of IAF, which was damaged while taxing at Thoise airbase in Ladakh, returned to its main base in Hindon, Ghaziabad. A court of inquiry is on to ascertain the cause of mishap in which one of the engines was damaged after the plane hit a post at the tarmac after landing. The incident took place on December 13 last year and the plane flew back to Hindon two weeks later after the IAF engineers repaired the engine. The plane is now undergoing maintenance, sources said here on Thursday adding it had taken off from Hindon to Thoise base located at an altitude of more than 10,000 feet when the incident took place. he plane was being flown by Group Captain Jasveen Singh Chatrath, the commander of 77 Squadron which has C-130Js, and his co-pilot and weapons systems operator. It was learnt that Chatrath was relieved of his command pending the court of inquiry. Asked about time taken to repair the engine, officials said given the altitude of Thoise, the team of engineers flown from Hindon had to get used to the weather there for at least three to four days before performing the given task. The IAF had procured six C-130Js from the US in 2011 at a cost of nearly one billion dollars. One of the aircraft crashed nearly Gwalior in 2014 killing the five personnel on board. In August last year, the Defence Ministry gave the go-ahead for procuring one C-130J to replace the crashed aircraft. Meanwhile, the Government has inked another deal for buying six more C-130Js for one billion dollars. Source: http://www.dailypioneer.com/nation/c-130j-super-hercules-finally-returns-to-its-main-base.html

More than a year since news broke that Air Force Special Operations Command planned to install and test lasers on its fabulously lethal AC-130 Gunships, the plan now is to get its top unfunded requirement tested within a year. Lt Gen Brad Webb, head of AFSOC, told me that was now the plan. General Atomics and other companies have been spending their own research and development (IRAD) money on the capability, as we reported in late 2015. More than a year since news broke that Air Force Special Operations Command planned to install and test lasers on its fabulously lethal AC-130 Gunships, the plan now is to get its top unfunded requirement tested within a year. Lt Gen Brad Webb, head of AFSOC, told me that was now the plan. General Atomics and other companies have been spending their own research and development (IRAD) money on the capability, as we reported in late 2015. AFSOC is eager to run tests so it can determine whether the laser is effective and to demonstrate to possible skeptics that it works. “Can we control the beam accurately? There’s enough scar tissue that exists from programs in the past that we should show this can be done,” he said, referring to the late and largely unlamented Airborne Laser, which was enormously over-budget and late and eventually determined to be unfeasible for military use. Webb said AFSOC hasn’t “decided where the laser would go.” The tests will help determine that, as well as which mix of weapons is most effective. His predecessor, Lt. Gen. Bradley Heithold, said the laser would probably go on the left side of the plane. Why does AFSOC want a laser on the gunship? Heithold put it clearly: “The reason that I want it on an AC-130 is, right now, when an AC-130 starts firing kinetic weaponry, everybody knows you’re there. What I want on the airplane is to be able to silently disable something.” Source: http://breakingdefense.com/2017/03/afsoc-expects-c-130-laser-tests-within-year/ View full article

The first of 14 Lockheed Martin C-130J-30 Super Hercules transports that will be assigned to the U.S. Air Force installation at Yokota Air Base, Japan, departed the Lockheed Martin Aeronautics facility on Feb. 24, 2017. This marks the first U.S. Air Force combat delivery C-130J-30 to be permanently assigned to the Pacific region. The first of 14 Lockheed Martin C-130J-30 Super Hercules transports (14-5807, c/n 5807) that will be assigned to the U.S. Air Force installation at Yokota Air Base, Japan, departed the Lockheed Martin Aeronautics facility on Feb. 24, 2017. This marks the first U.S. Air Force combat delivery C-130J-30 to be permanently assigned to the Pacific region. The C-130J-30s will be flown by 36th Airlift Squadron crews at Yokota, and the new aircraft will recapitalize the unit’s existing C-130H fleet. The C-130Js will be used to support critical peacekeeping and contingency operations in the Western Pacific region, including cargo delivery, troop transport, airdrop and aeromedical missions. The 36th AS - known as the “Eagle Airlifters” - is one of several flying squadrons under the 374th Airlift Wing. “It is an honor for Lockheed Martin to deliver this milestone C-130J to the Airmen who fly, support and maintain the 374th Airlift Wing’s Hercules fleet,” said George Shultz, vice president and general manager, Air Mobility & Maritime Missions at Lockheed Martin. “The 374th has a long, distinguished history with the C-130 and its C-130J fleet will continue — and expand — the wing’s unmatched and vital airlift capabilities.” The C-130J Super Hercules is the current combat delivery C-130 production variant, offering superior performance and new capabilities, with the range and flexibility for every theater of operations and evolving requirements. The U.S. Air Force operates the largest C-130J fleet in the world and its C-130 crews have been large contributors to the global Super Hercules fleet’s more than 1.5 million flight hours. Source: http://www.yokota.af.mil/News/ArticleDisplay/tabid/2053/Article/1096653/first-c-130j-super-hercules-is-heading-yokotas-way.aspx View full article

Thanks for the update. I have added it to the database.

The largest C-130 base in the world recently marked the end of a transition that first began 13 years ago. The 314th Airlift Wing at Little Rock Air Force Base received its final, new C-130J aircraft from a Lockheed Martin facility, Feb. 27, 2017. The 19th Air Force commander delivered the C-130J; and spoke about the future of the 314th AW and its international C-130 Center of Excellence training school. The 19th Air Force executes operational-level command and control of all formal aircrew flying training missions within the Air Education and Training Command. The largest C-130 base in the world recently marked the end of a transition that first began 13 years ago. The 314th Airlift Wing at Little Rock Air Force Base received its final, new C-130J aircraft from a Lockheed Martin facility, Feb. 27, 2017. The 19th Air Force commander delivered the C-130J; and spoke about the future of the 314th AW and its international C-130 Center of Excellence training school. The 19th Air Force executes operational-level command and control of all formal aircrew flying training missions within the Air Education and Training Command. 1. You mention that Airpower starts in the First Command. What does that phrase mean and how does the 314th Airlift Wing play a part in it? The First Command is what we call AETC because our command is the first that many encounter when entering the Air Force, the first command to touch the lives of our newest Airmen. From the moment they work with recruiters, head to basic and then to tech school, our Airmen are interacting and part of the First Command, literally, their first command within the Air Force. But beyond the literal definition, we are their gateway to the Air Force. We mold them and develop them into the Airmen they will become and we instill in them the values as well as provide them the tools and skills for success. Here at the 314th AW, you train and prepare Airmen for their first duty. You instill in them the values of the Air Force, the skills to be a pilot and the heart and drive of a Combat Airlifter. When they leave this unit and head into the operational force, they are well-trained, well-prepared and ready to complete their mission and provide combat airlift anywhere we ask them to go. 2. With this C-130J, the 314th AW now has its full complement of C-130Js. How will this help the 314th AW train to better prepare U.S. and coalition forces? Now that we have 30 C-130Js in AETC, with 14 of them in the 314th AW, the 314th AW will continue to play a large role in training and educating not only our Airmen but our coalition partners and allied nations to deliver airpower across the globe. The ability to provide interoperability between partner nations has been a key aspect to success in our missions across the world and the unique ability of the 314th to train these partners as well as our own Airmen together. With the full complement of aircraft along with the extensive simulator program, the 314th is able to train students more efficiently than ever before and will continue to produce qualified and committed Combat Airlifters. 3. Why it is so important that the Center of Excellence is co-located with operational C-130J squadrons/mission? By having both the training and operational arms of Combat Airlift located in one location, we are able to partner and better strengthen our capabilities to provide Combat Airlift across the world. When our Airmen training within AETC are able to look across the street or even the room and see the application of the training they are currently receiving, they are able to better understand the lessons taught and how they will apply them once they enter the operational side of things. The fact that the operational arm is co-located also allows our Airmen to network and find mentors within the operational units that can help tie the lessons and real world applications together. When there are examples of Combat Airlift surrounding our Airmen, their ability to connect the two aspects of Combat Airlift increases and the lightbulb goes off above their head. 4. The 314th AW operates the DoD’s largest international flying training program; how does the academic partnership with other countries strengthen operational partnerships? When students are able to train together and learn the functionality of the aircraft from the same source, they are better able to understand how each other thinks as well as speak in the same technical language. In addition, when students return to their home countries, they have networked and know many of the individuals they may work with in the future during coalition exercises or missions. These personal ties and partnerships allow a freer flow of communication when it really counts. Improving these partnerships through the international training program truly does improve interoperability during exercises, and more importantly, during missions. The 314th AW enables combat airlifters from over 45 different countries to come together as a team and complete the mission efficiently and effectively not only in training but in real life as well. 5. One of AETC’s strategic vectors is “Motivational Mission Accomplishment”, what does this mean to the units and for the students who might go on to another MAJCOM after tech school? Although our students may leave AETC, they don’t leave behind the ideals we uphold. We not only train our Airmen, but instill within them a sense of duty, a yearning for a challenge, the understanding that each day brings new learning and that if they push themselves, they are capable of so much. These values are more than just the skill to fly the aircraft; they are the driving force behind why our Airmen continue to soar both in the sky and on the ground. When Airmen leave AETC and head to another command, they bring with them these values and live them out each and every day. In doing so, they contribute not only to our Air Force as they challenge themselves but as they challenge those around them to strive for more and to push to accomplish the mission. Although they are no longer in AETC, they motivate and challenge those around them to take it to the next level and in doing so, improve our Air Force and our nation. 6. What advice would you give to the C-130 aircrew and maintenance students going through the programs offered by the 314th? Don't lose focus. Our Air Force is made great by the hardworking, dedicated individuals like yourself. This constantly and rapidly changing world demands we find innovative ways to meet our mission. We need you. 7. How will the new T-X requirements potentially change undergraduate pilot training process and ultimately the follow-on formal training units such as the 314th AW? There are a number of possibilities. The Air Force could stick to two aircraft training tracks, cargo and fighters, or try something entirely different. The real goal is to leverage the fourth and fifth generation technology in our newest aircraft and introduce it earlier in training. No matter what aircraft is chosen for the T-X trainer, AETC has full confidence the 314th AW will adapt the training to produce world-class aviators who can meet our Nation's future challenges. 8. How will you take the lessons learned here as a numbered Air Force commander and bring them to your next command? If you never try something new, you will never improve your unit. In my next job, I will make sure to delegate authority to wing commanders. If you have a good wing commander, let them be commanders and don’t micromanage. As Gen. Goldfein said, to revitalize a squadron you must empower commanders to take risks and let them do what they think is right. If they fail, at least they tried something new. Give guidance, have them keep you informed, but let them do their job. Most squadron commanders know what’s going on in their squadron better than a wing or numbered air force commander. Source: http://www.littlerock.af.mil/News/Article-Display/Article/1099945/qa-19th-air-force-commander-delivers-final-c-130j (14-5804 c/n 5804 ) View full article

The C-130H FuT provides a controlled environment where personnel can schedule realistic, high-fidelity task training and mission simulation, ensuring that AE crew and ground support personnel remain proficient in providing high quality and reliable patient transport. The FuT also allows for hands-on muscle memory of configuration, placement of in-flight kits, electrical, oxygen and emergency exits. . The C-130H FuT provides a controlled environment where personnel can schedule realistic, high-fidelity task training and mission simulation, ensuring that AE crew and ground support personnel remain proficient in providing high quality and reliable patient transport. The FuT also allows for hands-on muscle memory of configuration, placement of in-flight kits, electrical, oxygen and emergency exits. Maj Mark Hassett, 375th Aeromedical Evacuation Squadron (AES) operations flight commander, said: 'The C-130H FuT provides an innovative, cost effective, improved training platform for total force AE and ground support personnel in terms of aircraft configuration familiarisation and realistic, high-fidelity task training and mission simulation. '(The 375th) AES worked with AMC and C-130 training resources to determine what parts were needed to sustain a realistic training platform. Critical components deemed unnecessary for AE training were removed from the aircraft and recycled so other agencies could use them.' The C-130 is the primary aircraft for the 375th AES and performs a large amount of patient evacuations during operations. Source: https://www.shephardmedia.com/news/training-simulation/scott-airmen-receive-c-130h-hercules-fut/ C-130H 74-2131 c/n 4718 View full article

The "War Eagle" C-130 aircraft left its military legacy of valor to a newer model on Friday. An official transfer of heritage and retirement ceremony took place at Maxwell Air Force Base when the 908th Airlift Wing reserve unit transferred the heritage and "War Eagle" nose art from aircraft 85-0040 along with the memorabilia to the newer aircraft 91-9142. Cadets from the university's Air Force ROTC Detachment were on hand and take part in the ceremony. The "War Eagle" C-130 aircraft left its military legacy of valor to a newer model on Friday. An official transfer of heritage and retirement ceremony took place at Maxwell Air Force Base when the 908th Airlift Wing reserve unit transferred the heritage and "War Eagle" nose art from aircraft 85-0040, c/n 5083 along with the memorabilia to the newer aircraft 91-9142 c/n 5295 . Cadets from the university's Air Force ROTC Detachment were on hand and take part in the ceremony The "War Eagle" used by the 908th Airlift Wing at Maxwell contains more than the blue and orange moniker for the Auburn University football team. Stepping inside to climb the cockpit, one can't help but notice the painted emblem of the Purple Heart, the military decoration awarded to those wounded or killed while serving. This particular plane saw war, was wounded and still brought its precious cargo of troops to safety. While in Iraq in 2005, "War Eagle" took a rocket through one of its engines and managed to land safely, while still on fire with 55 soldiers on board. The maintenance personnel downrange swapped out the propeller and engine, put some temporary patches on it and sent it home for a complete repair, said Col. Jerry Lobb, chief of public affairs for the 908th. Despite being badly damaged and repaired, the aircraft continued to fight and carry university memorabilia around the world since then. "War Eagle" is the third of eight C-130 Hercules aircraft to retire from the 908th since January when it was announced that the Reserve unit will be replacing their eight older model planes with newer planes from the 914th Airlift Wing at Niagara Falls Air Reserve Station, New York .oembed-asset-link { border-bottom: 1px solid #e1e1e1; } .oembed-link-anchor { display: block; clear: both; } p.oembed-link-desc { font-size: 100%; color: #666; font-weight: normal; margin: 0 14px 14px 14px; font-family: 'Futura Today Light'; text-align: left; line-height: 120%; } Source: http://www.montgomeryadvertiser.com/story/news/local/dispatch/2017/02/24/war-eagle-c-130-leaves-combat-legacy-newer-model/98309996/ image: http://www.montgomeryadvertiser.com/picture-gallery/news/2017/02/24/908th-retires-older-c-130-war-eagle/98369044/ View full article

The Indian Air Force is definitely one of a kind in the world. What makes it so unique is the varied mix of aircraft its inventory comprises of, which makes it the most diverse force in the sky. Its family members include the Russian Migs, Sukhois, the brilliant Mirage 2000s and Jaguars, and the indigenous Tejas. However, aging machinery, crashes and a painfully slow procurement process has been causing a lot of frost to accumulate on its wings lately. Back in February 2011, six C-130J tactical airlifters were procured from the United States, of which the IAF had earlier lost one during “a tactical low-level training sortie” after it crashed near Gwalior in March 2014, killing five personnel on board. Now, another C-130J Super Hercules, being flown by Group Captain Jasveen Singh Chatrath, the commanding officer of the elite 77 Squadron (Veiled Vipers) of the IAF, has been left badly-damaged after it crashed into a pole and other structures while taxing on the tarmac in the high-altitude Thoise airfield in Ladakh on December 13th 2016. The Indian Air Force is definitely one of a kind in the world. What makes it so unique is the varied mix of aircraft its inventory comprises of, which makes it the most diverse force in the sky. Its family members include the Russian Migs, Sukhois, the brilliant Mirage 2000s and Jaguars, and the indigenous Tejas. However, aging machinery, crashes and a painfully slow procurement process has been causing a lot of frost to accumulate on its wings lately. Back in February 2011, six C-130J tactical airlifters were procured from the United States, of which the IAF had earlier lost one during “a tactical low-level training sortie” after it crashed near Gwalior in March 2014, killing five personnel on board. Now, another C-130J Super Hercules, being flown by Group Captain Jasveen Singh Chatrath, the commanding officer of the elite 77 Squadron (Veiled Vipers) of the IAF, has been left badly-damaged after it crashed into a pole and other structures while taxing on the tarmac in the high-altitude Thoise airfield in Ladakh on December 13th 2016. Group Captain Chatrath, along with his co-pilot and weapons systems operator, was on a night sortie on the C-130J which was being flown to the military airfield at Thoise, a staging area for the Siachen region, when the accident took place. The IAF, which has kept the incident under wraps till now, has refused to comment on the matter. Sources, however, said the pilots apparently failed to keep the C-130J on the “centreline of the taxiway” after landing at the airfield at an altitude of over 10,000-feet. According to this report’s source, “They mistook another line to be the centreline (which provides obstacle clearance) at the airfield which has restricted space for manoeuvre. One of the wings and propeller of the aircraft then hit the pole and some other objects with great impact. Whether the centreline and other lines were marked properly and all other factors are being examined by the CoI.” The Lockheed Martin C-130J Super Hercules is a four-engine turboprop military transport aircraft and hods the record for the longest continuous production run of any military aircraft in history. India has ordered 13 C-130J’s, of which, 6 have been inducted, while the rest 7 have been reserved for a new squadron to be based at Panagarh in West Bengal. Source: http://www.gizmoids.com/2017/02/another-c-130j-super-hercules-damaged-ladakh-iaf-now-4-left/ View full article

As promised by the Air Force Special Operations Command vice commander, Warner Robins Air Logistics Complex C-130 sustainment workers were treated to a Feb. 9 tour inside an AC-130W gunship fully loaded with the latest modifications. Maj. Gen. Eugene Haase, AFSOC vice commander, and his crew brought the AC-130W from Hurlburt Field, Fla., to the Robins flight line to keep a vow he made during a similar visit in 2016. “I promised if you guys continued your magic that we would come back with one of our ‘Whiskeys’,” Haase said. “I would tell you that you have, and it’s just been a huge success story up here for us. I mean, you’ve set new standards.” As promised by the Air Force Special Operations Command vice commander, Warner Robins Air Logistics Complex C-130 sustainment workers were treated to a Feb. 9 tour inside an AC-130W gunship fully loaded with the latest modifications. Maj. Gen. Eugene Haase, AFSOC vice commander, and his crew brought the AC-130W from Hurlburt Field, Fla., to the Robins flight line to keep a vow he made during a similar visit in 2016. “I promised if you guys continued your magic that we would come back with one of our ‘Whiskeys’,” Haase said. “I would tell you that you have, and it’s just been a huge success story up here for us. I mean, you’ve set new standards.” Standing on the base operations red carpet leading to the gunship, Haase thanked an assemblage of about 150 C-130 workers for the highly-successful AFSOC acceleration project performed at the Warner Robins Air Logistics Complex. “You probably didn’t realize this, but you set history this fall,” Haase said. “For the first time in the history of AFSOC, we only had two airplanes (here). That was the minimum – the least number of airplanes that we’ve ever had at Robins going through the depot line. So you should be very, very proud of yourselves and what you’re doing – what you’re doing for us; what you’re doing for the country. “These airplanes are over in the AOR, over in the CENTCOM AOR, taking it to the bad guys every night,” he said. “So know that your work is allowing us to provide combat power down range day in and day out.” AFSOC identified a need for improved gunship availability in June 2015. Subsequently, six AFSOC aircraft – three AC-130U gunships and three MC-130H Combat Talon aircraft – arrived at Robins in fiscal 2016 as part of a hard-hitting “acceleration” plan. Partnered with AFSOC, the 560th Aircraft Maintenance Squadron -- with support from throughout the WR-ALC production machine – exceeded all expectations. An AC-130U target was set for a 30 percent acceleration from 180 to 120 flow days. The Robins team delivered three-of-three at an average of 118 flow days. The MC-130H target was set for 27 percent acceleration from 200 to 145 flow days. WR-ALC delivered all three at an average of 135 flow days. Fiscal 2017 requirements have been expanded to include two AC-130W, increasing the Robins total to eight aircraft in the acceleration plan. All of the fiscal 2017 deliveries remain on or ahead of schedule. Prior to the workers tour of the gunship, the general detailed the firepower of the newest AC-130 configuration. He said the aircraft was equipped with 30mm and 105mm guns. The gunship also featured missile launch capability and wing stanchions for small-diameter bombs. The crew of the Spectre 67 remained on board the plane to answer any questions the workers may have had as they toured the inside of the weapon system. “We’re proud to be up here today to let you walk through there,” Haase said. The general pledged to stay until “every person on this base that wants to come out and see this airplane” had a chance to do so. On behalf of the 19,000 men and women of AFSOC, Haase presented a commemorative 105mm shell to Doug Keene, special assistant to the WR-ALC commander. Haase read from the shell inscription saying the gift was a thanks to the complex “for helping AFSOC deliver violence to the enemy anytime, anyplace.” “It always makes us really proud when AFSOC comes to visit us,” Keene said. “It makes us feel like part of the team.” Lt. Gen. Brad Heithold, AFSOC commander, toured the 560th AMXS to see the accelerated PDM work on March 22, 2016. During the visit, Heithold said: "This is not by accident that we have come here to show our appreciation to all of you. We don’t have a lot of these airplanes – every one of them matters.” Haase, a command pilot with more than 3,500 flying hours including 114 combat hours, visited Robins a year ago, bringing an AC-130U “Spooky” gunship as a static display for Robins maintenance crews to tour. “Really appreciate what you do day in and day out for us,” the general said to the team in parting. “Thanks. Proud of y’all. Happy to be here to do this.” Headquartered at Hurlburt Field, AFSOC is the Air Force component of U.S. Special Operations Command. It provides Air Force special operations forces for worldwide deployment and assignment to unified combatant commanders Source: http://www.robins.af.mil/News/Article-Display/Article/1085437/afsoc-general-returns-to-thank-robins-maintainers-provides-gunship-tour View full article

Throughout the Air Force, Airmen depend on each other to ensure the mission is completed. Just as pilots depend on an array of career field specialists to guarantee an aircraft is mission-ready, weapons undergraduate pilots in the C-130 Weapons Instructor Course depend on loadmasters to help understand what goes on in the back of the aircraft. The 29th Weapons Squadron at Little Rock Air Force Base, Arkansas, is home to the C-130 WIC. Only the top tier of instructor pilots and instructor navigators are selected to attend the course. Weapons officer cadre train weapons undergraduate pilots, or WUGS, to become tactical experts and leaders in the art of battle-space dominance. This requires weapons officers to be well-rounded in all aspects of managing a C-130. Throughout the Air Force, Airmen depend on each other to ensure the mission is completed. Just as pilots depend on an array of career field specialists to guarantee an aircraft is mission-ready, weapons undergraduate pilots in the C-130 Weapons Instructor Course depend on loadmasters to help understand what goes on in the back of the aircraft. The 29th Weapons Squadron at Little Rock Air Force Base, Arkansas, is home to the C-130 WIC. Only the top tier of instructor pilots and instructor navigators are selected to attend the course. Weapons officer cadre train weapons undergraduate pilots, or WUGS, to become tactical experts and leaders in the art of battle-space dominance. This requires weapons officers to be well-rounded in all aspects of managing a C-130. “My job entails anything from assisting students throughout multiple mission planning scenarios to flying as a loadmaster during the various WIC phases,” said Staff Sgt. Jonathan Stager, 29th WPS instructor loadmaster. “We give [students] the information needed so they can plan accordingly when it comes to airdrops and transportation of cargo and personnel.” Trust and understanding are hallmark characteristics between pilots and loadmasters to ensure each mission is safely and accurately completed. Crew resource management, or CRM, plays a big factor in ensuring both pilot and loadmaster are aware of what’s going on and have clear communication within all phases of flight. CRM aids in the decision making process that takes place amongst each crewmember. “It is critical to know what the loadmaster is doing through all phases of flight,” said Capt. Scott Schavrien, 29th WPS weapons officer instructor. “Whether it comes to executing an airdrop, loading cargo or taking care of passengers, knowing what the loadmaster is doing ensures mission success.” Once the students graduate WIC, they are in charge of planning a vast multitude of complex missions. With the knowledge passed from cadre and loadmasters, weapons officers know exactly what an aircraft can do, what it can carry and how it can be used effectively and efficiently in all scenarios. The purpose of WIC is to both teach pilots and navigators how to employ a C-130 in a cross-domain battlespace, as well as train their units which increases overall combat capability. Flying squadrons depend on their knowledge of the latest tactics, techniques and procedures for all air-to-air and air-to-ground combat in a joint environment. Source: http://www.mcchord.af.mil/News/Article-Display/Article/1082136/c-130-tactical-expertise-starts-at-little-rock View full article

'If you can't talk, you can't fight': Compass Call planes confuse ISIS The Vietnam War-era airplane sitting on the flightline at the 386th Air Expeditionary Wing’s home base here may not look like much, but it is packed to the gills with electronics dedicated to sowing chaos in the ranks of the Islamic State terror group. The EC-130H Compass Call is the Air Force’s main electronic attack weapon, said Lt. Col. Josh Koslov, commander of the 43rd Expeditionary Electronic Combat Squadron, in a Jan. 10 interview. The modified C-130 Hercules uses its broad array of systems to jam enemy communications and radar, leaving ISIS leaders and fighters blind and deaf, and with no idea what one another are doing. “The bottom line is, if you can’t talk, you can’t fight,” Koslov said. “It’s that simple. Our job is to create massive confusion in the Daesh [a pejorative Arabic nickname for ISIS] network. We are attacking their ability to command and control their forces and preventing them from executing against our Iraqi allies as they support the freedom of their country.” But keeping electronic warfare tactics up to date to stay ahead of the enemy is a constant struggle, he said. “From the very beginning, electronic warfare has been a game of cat and mouse,” Koslov said. “The adversary is going to adapt and move on to a new technology, and it’s our job to find them and fix them … and be able to destroy them. Daesh is a very clever enemy. We are just a little bit better.” ‘A new threat’ One new tactic adopted by the Islamic State has been the use of off-the-shelf technology such as commercially available drones — including arming them with explosives. Koslov would not discuss whether the EC-130H has been used to counter them, aside from saying, “If it radiates, they’ll use it.” But the booby-trapped ISIS drones are a growing concern for U.S. troops. Capt. Clayton Schmitt, a security forces officer deployed to Combined Joint Task Force-Operation Inherent Resolve, said Jan. 12 that ISIS’ use of small drones such as quadcopters and fixed-wing remote-controlled airplanes is one of the newest and most unique tactics the task force has had to respond to in this war. “This is a new threat,” Schmitt said. “We are used to [indirect fire]. We are used to someone dropping a rocket or a mortar on us. We are used to someone setting up an IED on the roadside. We have plenty of good [tactics, techniques and procedures] in place to cover that sort of thing.” This is a different kind of menace, he said. “This is an evolving threat. We have had to come up with … new [tactics to address] how are you going to react to someone bringing a little five-pound drone over your installation, having it hang out and surveil you or attempt to attack you?” he said. While Schmitt would not discuss how the military deals with ISIS drones, he said the methods include electronic warfare to jam the drones and try to bring them down. “The Air Force plays a big role in this, to use other systems like airborne systems to combat UASs,” Schmitt said. “The Army, the Air Force, and several other services as well as coalition partners are all working on implementing systems that use electromagnetic jamming and electromagnetic frequency effects to counter UASs. We have seen a lot of success with those programs. We are going to continue using them and expanding on them.” When asked if the military is trying to make jammed ISIS drones seize up in midair and crash, or hijacking their controls to safely capture them and study them, Schmitt said, “Different systems come with different effects. All of those are options.” And the military is again using camouflage netting, like it did during World War II, to protect against drones trying to fly overhead and spy on their aircraft. “We are used to people just trying to look at us with binoculars,” Schmitt said. “We are not used to somebody flying their own airplanes over us and surveilling us with a video camera.” Troops also use small-arms fire to shoot drones out of the sky, Schmitt said. “It is totally within the rules of engagement to go ahead and shoot that down,” Schmitt said. “We have seen friendly forces do a lot of that. It has been relatively successful. Yet, of course, it is determined entirely on how close to a threat you are. If you are forward in a fight, it is a great option. If you are back at a hard location, where you are out of the fight, then maybe you have to be a little bit more concerned about where those bullets might be landing.” In need of some love As for the EC-130Hs, there are four from the 55th Electronic Combat Group, out of Davis-Monthan Air Force Base in Arizona, deployed to the U.S. Central Command area of responsibility — an area stretching from Egypt to Kazakhstan. Koslov would not say how many the 386th has, but said the wing’s Compass Calls fly daily. One of the wing’s EC-130Hs dates back to 1973, he said, and another was built in 1964, before the airframes were converted to become electronic attack aircraft. “The aircraft is old and does require some love from our maintenance guys very often,” Koslov said. Providing that love can sometimes be tricky, said 1st Lt. John Karim, the aircraft maintenance unit officer in charge for the 43rd, who oversees 34 maintainers who work around the clock to keep the EC-130Hs in the air. “This is a pretty old airframe,” Karim said. “They break more often than not. … And these are breaks that have to be fixed before we can launch the aircraft safely again. ... Doing that in a quick, timely manner — that fixes it right the first time — is one of the challenges in our job.” The four- or five-decade-old airframes need to be inspected regularly for structural weaknesses, Karim said. The wiring is old, as are the engines. Trying to make the newer electronic warfare technology work with the older airframes can sometimes present challenges, he said. As a result, Compass Call maintainers need to know the ins and outs of every single piece of technology they’re installing or repairing. The airframe “was never really designed to do what we’re doing with it,” Karim said. “Sometimes we’re finding problems, and then we’re having to figure out how to fix those problems, whereas on another airframe, that’d all be right there in the tech data. It’s more than just, ‘this is a box, and I’m going to change the box.’ It’s, ‘where is the wiring? Do I understand how the cards are actually working inside the box?’ It takes a lot of brain cells.” A constant struggle The Air Force in recent years has struggled to field enough experienced maintainers, particularly with a skill level of seven, stretching many flightlines thin. Karim said his maintainers are no exception. “Maintenance needs that seven-level technician working on the line,” Karim said. “And the way the Air Force is set up right now, either they’re going to get promoted out of that tech sergeant rank up to the master sergeant rank, where they’re no longer allowed to work on the line, or they’re going to get out of the Air Force. That’s just the way the Air Force is set up for maintenance right now.” While the Air Force is trying to hold on to more experienced maintainers through retention bonuses and other incentives, Karim said that so far he hasn’t seen that effort yield results on the ground. Because his maintainers are short-staffed, he said, it takes them 12 hours to change a propeller blade — a job that would take a fully staffed crew eight hours. “I can’t do anything without good people,” Karim said. “When it comes to doing that heavy, hard maintenance work, I need seven-level technicians that are experienced. I need that guy who’s been working maintenance for a decade. He knows the air frame, he knows the systems. That’s hard to replace.” But the maintainers also find time for humor in their jobs. For example, maintainers often use a black sticker to mark which propeller blade should be pointed down after the EC-130H lands, to keep oil from leaking out as the prop cools. Sometimes, those stickers are inside jokes — a Miller Lite logo, or the “Heisenberg” caricature of the villainous Walter White character from the show “Breaking Bad.” Compass Call planes have been continuously deployed to support CENTCOM since 2004, but have also served in every major U.S. contingency operation since it was created in 1983, including Kosovo, Haiti, Panama, Libya, Iraq, Serbia and Afghanistan. Each Compass Call has a combat crew of 10 to 16 airmen, Koslov said. Aside from the typical four-airman crew that flies and navigates the plane, it also includes electronic warfare operators, cryptologic language analysts, special signal operators and airborne maintenance personnel. Koslov, whose call sign is Mule, said the electronic warfare officer — also known as the mission crew commander — is responsible for prioritizing and executing all the jamming the plane does. For the ISIS fight, that means working with commanders of ground forces to figure out what kind of jamming effect is needed for a particular operation, and to jam their communications at precisely the right time and place. Koslov wouldn’t discuss what kind of communications the plane can jam or how it works, to avoid giving ISIS any clues about how to counter them. Another on-board weapon the Air Force has are the cryptologic linguists. “Their weapon is language,” Koslov said. “When you’re jamming communications, being able to discern and prioritize language is incredibly important. Their ability to tell me — from the strategic down to the tactical level — what Daesh is doing allows me, as an electronic warfare officer, and allows my crews to prioritize their effects in support of operations in support of Iraqi allies in order to defeat and destroy Daesh." Source: https://www.airforcetimes.com/articles/target-isis-ec-130h-compass-call

Lockheed Martin rolled out the first LM-100J Hercules airlifter from its Marietta production facility in Georgia on 9 February. This milestone for the civil variant of the military C-130J came approximately two years after the concept was launched by the company as it sought to broaden its market in the face of shrinking of global defense budgets in general, and of Pentagon budgets in particular. Lockheed Martin has filed for a Federal Aviation Administration (FAA) civil type certificate update and this first LM-100J will participate in flight test activity to support this process. Lockheed Martin rolled out the first LM-100J Hercules airlifter from its Marietta production facility in Georgia on 9 February. This milestone for the civil variant of the military C-130J came approximately two years after the concept was launched by the company as it sought to broaden its market in the face of shrinking of global defense budgets in general, and of Pentagon budgets in particular. Lockheed Martin has filed for a Federal Aviation Administration (FAA) civil type certificate update and this first LM-100J will participate in flight test activity to support this process. As with the earlier L-100 variant of the Hercules that was built between 1964 and 1992 (during which time 115 were delivered), the LM-100J is earmarked for a range of civil applications such as oversized cargo transport; oil dispersion/aerial spray; oil and gas exploration; mining logistics operations; aerial firefighting; aerial delivery; medevac/air ambulance; humanitarian relief operations; personnel transport; austere field operations; and search and rescue. Although billed as a commercial platform, the LM-100J will also be targeted at governmental and military users who perhaps do not require some of the more advanced, and consequently more expensive, features of the C-130J. For example, secure communications and electronic warfare equipment, racks, and wiring are all eliminated in the civil aircraft. As well as reducing the procurement cost (Lockheed Martin has previously given a unit cost of about USD60 million and USD70 million for an LM-130J, compared to approximately USD100 million for a C-130J), this reduces weight and fuel costs, as well as maintenance and sustainment costs. As such, the company sees a particular application with the militaries of some of the less developed parts of the world, such as Latin America, Africa, and parts of Asia. Some military-specific software functions, such as a Computer-Aided Release Point (CARP) for airdrops, are retained however, and the LM-100J features the Enhanced Service Life (ESL) center wing-box, enhanced icing protection, and the numerous reliability and maintainability improvements that are a part of the basic C-130J design. Source: http://www.janes.com/article/67635/lockheed-martin-rolls-out-first-civil-lm-100j-airlifter View full article

Airmen conducted a training flight using the first C-130J with a Block 8.1 upgrade at Little Rock Air Force Base, Arkansas, Feb. 3, 2017. The Block 8.1 upgrade enhances GPS capabilities, communications systems, updated friend-or-foe identification and allows the C-130J to comply with worldwide air traffic management regulations. Additionally, the upgrade program will standardize aviation systems to improve interoperability Airmen conducted a training flight using the first C-130J with a Block 8.1 upgrade at Little Rock Air Force Base, Arkansas, Feb. 3, 2017. The Block 8.1 upgrade enhances GPS capabilities, communications systems, updated friend-or-foe identification and allows the C-130J to comply with worldwide air traffic management regulations. Additionally, the upgrade program will standardize aviation systems to improve interoperability. “This update will truly allow us to have unhindered global access,” said Capt. Kyle Gauthier, 61st Airlift Squadron C-130J instructor pilot and flight commander. “It will also provide pilots improved situational awareness, and a greater ability to communicate with command and control around the world.” Over the next two years Airmen from the 19th Airlift Wing and 314th Airlift Wing will team together to test the only two Block 8.1 upgraded C-130J’s in the world over. “We have put thousands of maintenance hours into this plane since it arrived,” said Master Sgt. Brian Johnson, 19th Aircraft Maintenance Squadron production superintendent. “We’re excited to see it finally up in the air.” Airmen from the 19th Airlift Wing and 314th Airlift Wing will team together on the only two Block 8.1 upgraded C-130J’s in the world over the next two years at Little Rock AFB. Loadmaster, pilots and maintainers will work with Lockheed Martin to report any bugs or potential issues. Gauthier said, “Flying with such a new system can be difficult, but it is exciting to know you’re shaping the future of C-130J operations worldwide.” Source:http://www.mcchord.af.mil/News/Article-Display/Article/1073763/little-rock-airmen-test-first-c-130j-with-block-81-upgrades View full article

Chemical tanks, conveyer belts and intricate machines line the walls of the 19th Maintenance Squadron nondestructive inspections shop. The lights are turned off as one ultraviolet light shines a new spectrum of colors to an NDI technician. Shades of purple, blue and neon-green light up the dark as the Airman searches for what the naked eye can’t see. Just as a special investigator uses black lights searching for clues, NDI Airmen use them to identify potential cracks in a variety of aircraft parts. “We specialize in preventative maintenance,” said U.S. Air Force Staff Sgt. Derik Shannon, 19th MXS NDI craftsman. “We use noninvasive ways to inspect aircraft for defects.” Chemical tanks, conveyer belts and intricate machines line the walls of the 19th Maintenance Squadron nondestructive inspections shop. The lights are turned off as one ultraviolet light shines a new spectrum of colors to an NDI technician. Shades of purple, blue and neon-green light up the dark as the Airman searches for what the naked eye can’t see. Just as a special investigator uses black lights searching for clues, NDI Airmen use them to identify potential cracks in a variety of aircraft parts. “We specialize in preventative maintenance,” said U.S. Air Force Staff Sgt. Derik Shannon, 19th MXS NDI craftsman. “We use noninvasive ways to inspect aircraft for defects.” NDI Airmen stationed at Little Rock Air Force Base, Arkansas, use five methods to detect discrepancies: magnetic particle, fluorescent penetrant, X-ray, ultrasonic and eddy current. Each method uses a distinct technique to safeguard a C-130J’s structural integrity. Two procedures unique to the NDI shop are magnetic particle and fluorescent penetrant which use fluorescent liquid, and ultraviolet lighting to illuminate small structural flaws. X-ray and ultrasonic are two other methods that enable NDI Airmen to inspect the structural inside of any part without disassembling it completely, using radiation and sound energy. Eddy current, the most common method, consists of infusing electricity into an object creating an opposing magnetic field. Interruptions found within the field are identified as cracks and marked. This enables the NDI team to perform inspections in their shop and on the flight line. “Last week, we inspected the entire exterior of a C-130J for hail damage,” Shannon said. “Using an eddy current probe, we combed over it in what was expected to be a 48-hour inspection that we finished in eight hours.” The NDI team has five methods at their disposal. Every technique is a sure-fire way to identify even the smallest crack before it becomes a major problem. “We do the small stuff to keep the big aircraft flying, making sure every little piece is intact,” said U.S. Air Force Airman 1st Class James Schwein, 19th MXS NDI journeyman. The NDI shop inspects approximately 3,000 parts annually. Even down to an aircraft’s smallest bolt, the shop’s ultimate goal is to keep the aircrew safe and the C-130J in flight to provide combat capabilities across the globe. Source: http://www.littlerock.af.mil/News/Features/Article/1071231/airmen-conduct-preventative-mxs-on-c-130j-fleet View full article

As the train, advise and assist missions continue in Afghanistan, the Afghan Air Force is taking the lead from Coalition in supporting ground troops through air power. Maintenance air advisors from Train, Advise, Assist Command-Air (TAAC-Air), 440th Air Expeditionary Advisory Squadron, are working side-by-side with their AAF counterparts to develop a professional, capable and sustainable air force. At the beginning of 2014, the AAF received C-130H models in which currently four crews are trained and in full mission capable status. “Providing a platform like the C-130H to the AAF increases their capacity for airlift, casualty evacuation, and troop transport,” said Maj. Elbert Waters, 440th AEAS commander. “This capacity allows Afghanistan to combat their war on their own terms. This strategic advantage could never be realized without the hard work of these air advisors.” As the train, advise and assist missions continue in Afghanistan, the Afghan Air Force is taking the lead from Coalition in supporting ground troops through air power. Maintenance air advisors from Train, Advise, Assist Command-Air (TAAC-Air), 440th Air Expeditionary Advisory Squadron, are working side-by-side with their AAF counterparts to develop a professional, capable and sustainable air force. At the beginning of 2014, the AAF received C-130H models in which currently four crews are trained and in full mission capable status. “Providing a platform like the C-130H to the AAF increases their capacity for airlift, casualty evacuation, and troop transport,” said Maj. Elbert Waters, 440th AEAS commander. “This capacity allows Afghanistan to combat their war on their own terms. This strategic advantage could never be realized without the hard work of these air advisors.” For the past six months, maintenance air advisors have worked with their AAF counterparts becoming trained and qualified as level three maintainers. On Jan. 11, 2017, a group of 44 AAF C-130H maintainers were the first in-country trained to graduate and receive their level three certification. The recent graduates were trained by Total Force Airmen from Youngstown Air Reserve Station, Ohio and Dobbins Air Reserve Base, Ga., that specialize in various maintenance Air Force Specialty Codes from; engine and propulsion, hydraulics, fuel, electrical and environmental, avionics, and crew chief specialist. “The AAF is trained in accordance with their Career Field Education and Training Program and progress from zero level to three level, then from three to two, and then two to one,” explained Senior Master Sgt. Kevin Pratt, 440th AEAS C-130 maintenance team lead. “It varies on the amount of training time, but usually a one year progression in each step due to the language barrier and the use of interpreters.” Both enlisted and officer Afghan maintainers who score higher than a 55 on an English examination have the opportunity to attend the Defense Language Institute in the United States. They then move forward to their respective career field specialty technical training in various parts of the U.S. This helps AAF maintenance crews get a better understanding of technical and mechanical terms that do not translate well with the use of interpreters, explained Pratt. Currently, maintenance on the AAF C-130H is accomplished by contractors, while TAAC-Air advisors teach both in a classroom and hands-on setting. “The maintenance that keeps the C-130s in the air is heavily dependent on (Contractor Logistic Support) at this time, and this will transition to being heavily AAF only in the next five to ten years,” said Waters. “The maintenance training occurring right now is building the force of qualified technicians that will take the lead as CLS decreases.” Advisors continue to work toward an end state of AAF maintenance becoming self-sufficient. Plans are currently in the works for a train-the-trainer program, which will have qualified AAF maintainers teaching classes. “Building a maintainer is a long process. The increased capabilities will not be seen or realized for several more years,” said Waters. “The AAF has had a jump in capabilities due to the lift missions that are being executed daily.” Before any training takes place, advisors are taught to build a trusting relationship with their AAF counterparts. The group of Total Force Airmen worked to build a connection that breaks the communication barrier. Although only few of the AAF maintainers speak English, crews can often be seen laughing and telling jokes with advisors during down time. However, when training takes place focus is then returned to learning their craft. “These students are very motivated and have a strong desire to contribute to their country,” said Tech. Sgt. Toron Bordain, 440th AEAS C-130 maintenance advisor. “It was a great experience working with the AAF, and we were able to build strong and lasting bonds.” The time for the Youngstown ARS and Dobbins ARB advisors is coming to an end, but new teams from the Air National Guard are now in place to ensure training continues. Training of aircraft maintainers is just one facet that helps the AAF continue to grow and lead operations in their country. In the short time the AAF has had the C-130H in inventory, the airframe has proven to be a major asset to the Afghan’s mission success. As of 2016, the AAF C-130H crews flew more than 1,065 sorties and transported more than 29,900 passengers and 880 metric tons of cargo, according to TAAC-Air operation advisors. “We are making a difference every day, and the gains that have been made are historic,” said Waters. “The members of the AAF are people that take great risks for their country…they eagerly want to learn to make their force stronger.” Source: https://www.dvidshub.net/news/222121/afghan-maintainers-level-up# View full article

Rolls-Royce has secured a $73.6 million task order to sustain the propulsion systems of the US Air Force's fleet of C-130J Super Hercules transport aircraft. The company will also provide inventory control point management, repair, sustaining engineering and technical data support services under the task order, the Defense Department said Thursday. Rolls-Royce has secured a $73.6 million task order to sustain the propulsion systems of the US Air Force's fleet of C-130J Super Hercules transport aircraft. The company will also provide inventory control point management, repair, sustaining engineering and technical data support services under the task order, the Defense Department said Thursday. Work will occur in Indianapolis, Indiana, and is scheduled to finish July 31, 2017. The Air Force Life Cycle Management Center obligated $54.8 million at the time of award from the military branch’s fiscal 2017 operations and maintenance funds. Source: https://www.govconwire.com/2017/01/rolls-royce-awarded-74m-air-force-c-130j-propulsion-sustainment-task-order/ View full article

Thanks fro sharing @Robert Podboy. I have added it to the C-130 videos section. --Casey

With the new C-130J Super Hercules coming to Yokota Air Base, the 374th Operations Support Squadrons Aircrew Flight Equipment Flight has been preparing for their arrival. The AFE flight is responsible for all the flight crews and passengers’ survival and life support equipment on an aircraft. From oxygen masks, helmets, life-rafts and parachutes the AFE flight ensures that all the equipment functions properly so the aircrew can accomplish their mission; and if the worst should happen, the aircrew will have the necessary equipment to get them through. With the new C-130J Super Hercules coming to Yokota Air Base, the 374th Operations Support Squadrons Aircrew Flight Equipment Flight has been preparing for their arrival. The AFE flight is responsible for all the flight crews and passengers’ survival and life support equipment on an aircraft. From oxygen masks, helmets, life-rafts and parachutes the AFE flight ensures that all the equipment functions properly so the aircrew can accomplish their mission; and if the worst should happen, the aircrew will have the necessary equipment to get them through. The transition from the old H-model to the new J-model C-130s has given the AFE flight a chance to show their capabilities to overcome the many challenges that come with the airframe switch. According to Master Sgt. Brock A. Atchley, 374 OSS AFE Flight NCO in charge, each C-130J Super Hercules has around 1,500 life support and survival items. When the old H-models leave they must be fully equipped and ready for their next home. This means coordinating with the gaining unit whether it’s a national guard or reserve base on what requirements they need for each aircraft. Yokota will be getting 14 new C-130J Super Hercules, eight brand-new form the factory and six coming from Dyess Air Force Base, Texas. The six new J-models that will be arriving from Dyess, will be equipped with all the necessary equipment as well; but that does not mean the AFE flight is free from work. Once the Dyess C-130J Super Hercules arrive at Yokota the AFE flight will unload all the life-support and survival equipment, inventory, disassemble, inspect, reassemble and re-pack all the equipment onto the aircraft to ensure that everything is ready for the specific Pacific Air Force mission. While the eight brand-new J-models coming from the factory will be ready for almost any mission, the 1,500 required items will still have to be acquired and placed onto the aircraft at Yokota by the AFE flight. “We don’t just get a new parachute straight from the manufacturer and put it on the plane,” Atchley said. “We get a canopy, then a harness, then the other bits and pieces that go into it; and then put it all together and ensure it’s functional.” For all the parachutes needed for one aircraft it may take up to a month to get all the necessary parts, build it and ensure it functions correctly. “We have to prepare over nine months in advance in order for us to get everything on time in order to execute the mission,” said Atchley. The challenge of overcoming the time frame of shipping all the necessary equipment, constructing items and inspecting them to be ready once the aircraft arrives has taken a lot of planning. Tech. Sgt. Shakuntala M. Willis, 374 OSS AFE Flight NCOIC of the C-130J transition, has been tasked to lead a team to ensure that all the equipment is ready once the new aircraft come in. The preparation started in May 2016, and has encountered many challenges along the way. “Being overseas does not make the job any easier between ordering, waiting on parts to ship and customs,” said Willis. “It makes it difficult to project our timeline when the ordering is so different for every item.” While it is a lot of work for the AFE flight to get all new equipment for the new aircraft, they are excited about the future. “The new quick-dawn mask is safer and easier for the aircrew to use than the old ones,” said Staff Sgt. William H. Chapmon, 374th OSS AFE flight NCOIC of chemical defense. “The old quick-dawn masks took six seconds to put on while the new ones take two seconds.” With Yokota getting new equipment on all new aircraft, Atchley sees this transition as a chance for Yokota to set a new standard for the highest quality. “This is our chance to have a clean slate on equipment that has historically been a bit aged here,” said Atchley. “This is really a great way for us to reset the bench-mark for the equipment that goes on these C-130’s” From new equipment, to carefully crafted stenciling on containers; all the little touches the AFE flight members can implement to hit the highest of standards is being done. The AFE flight is accomplishing vital work and preparation for the new C-130J Super Hercules; ensuring the new birds have everything they need to accomplish the various missions in their new Pacific home. Source: https://www.dvidshub.net/news/221577/yokota-prepares-new-c-130j-super-hercules Photo: http://www.airforce-technology.com View full article

Did you see this article?

Now I remember. Fist video I had seen. Thanks!

Anyone have any info on this incident?