The AMARC Experience - Aircraft Profiles - Non-Listed

Fairchild Republic A-10A Thunderbolt II 81-0987

2018-03-01T10:22:12+00:00

Most aircraft arrive at AMARG in an airworthy condition, either having been flown there under their own power or dismantled onboard a transport aircraft. However, occassionally unairworthy aircraft arrive for storage that have been used as instructional airframes, or as display exhibits museums, or aircraft that have been severely damaged due to an accident or enemy action during armed conflict.

One such example was Fairchild Republic A-10A Thunderbolt II 81-0987, which was flown into AMARC on September 18, 2003 onboard a Lockheed C-5 Galaxy from Almed Al-Jaber Air Base, Kuwait. It was dismatled on pallets but damage that could be seen to the rear of its fuselage made it instantly recognizable as one of the most famous A-10 Thunderbolts to have ever been in service. During Operation Iraqi Freedom 81-0987, piloted by Capt. Kim Campbell, hit news headlines around the World when it was severely damaged by anti-aircraft fire after flying a support mission. Due to the toughness of the aircraft and the skills of Capt. Campbell both managed to make it back to base and successfully land without further incident.

Due to the potential cost of repairing the extensive damage, the aircraft was withdrawn from service and sent to AMARC for reclamational use. Luckily, due to Capt. Campbell's and 81-0987's achievement the aircraft was saved from scrapping and departed AMARG on the April 26, 2004 for display at Seymour Johnson AFB, NC.

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The 332nd Air Expeditionary Wing Public Affairs and AF News write-ups of this event can be read below.

Pilot brings battle-damaged A-10 home safely

By Staff Sgt. Jason Haag
332nd Air Expeditionary Wing Public Affairs

OPERATION IRAQI FREEDOM (ACCNS) -- An A-10 Thunderbolt II pilot deployed with the 332nd Air Expeditionary Wing safely landed her "Warthog" at her forward operating base after it sustained significant damage from enemy fire during a close air support mission over Baghdad April 7.

Capt. Kim Campbell, deployed from the 75th Fighter Squadron at Pope Air Force Base, N.C., and her flight leader had just finished supporting ground troops and were on their way out of the area when her aircraft was hit with enemy fire.

"We were very aware that it was a high-threat environment -- we're over Baghdad," she said. "At the same time, those are the risks you are going to take to help the guys on the ground, that's our job, that's what we do. Our guys were taking fire and you want to do everything you can to help them out.

"We did our job with the guys there on the ground and as we were on our way out is when I felt the jet get hit. It was pretty obvious -- it was loud," Captain Campbell said.

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After sustaining the hit, she said the aircraft immediately became uncontrollable and she noticed several caution warnings -- all over a very hostile territory.

"I lost all hydraulics instantaneously, so I completely lost control of the jet. It rolled left and pointed toward the ground, which was an uncomfortable feeling over Baghdad," she said. "The entire caution panel lit up and the jet wasn't responding to any of my control inputs."

Captain Campbell tried several different procedures to get the aircraft under control, none of which worked, she said. At that point, she decided to put the plane into manual reversion, which meant she was flying the aircraft without hydraulics. After that, the aircraft immediately began responding.

"The jet started climbing away from the ground, which was a good feeling because there is no way I wanted to eject over Baghdad," she said.

Because the aircraft sustained hits to the rear of the aircraft, including the horizontal stabilizer, tail section and engine cowling, Captain Kim said she could not see the damage. Her flight leader, Lt. Col. Richard Turner, positioned his aircraft where he could view the damage.

"The jet was flying pretty good and the damage had not affected the flight control surfaces or the (landing) gear," Colonel Turner said. "If (Kim) could keep it flying, we would get out of Baghdad and might be able to make it (back to base).

Once they assessed the situation, the two worked closely together to determine the best course of action. Captain Campbell said the colonel’s calm demeanor and attention to detail were instrumental in her being able get the airplane home.

"I could not have asked for a better flight lead," she said. "He was very directive when he needed to be, because all I could concentrate on was flying the jet. Then, once we were out of the Baghdad area, (he) just went through all the checklists, all the possibilities, all the things I needed to take into account."

Captain Campbell said she and Colonel Turner discussed all her options, which ultimately came down to two: fly the aircraft to a safe area and eject or attempt to land the disabled plane.

"I can either try to land a jet that is broken, or I can eject...which I really didn't have any interest in doing, but I knew it was something that I had to consider," she said. "But the jet worked as advertised and that is a tribute to our maintainers and the guys who work on the jet. It's nice when things work as advertised."

Colonel Turner said that even though he could advise her, only one person could make the decision about whether to eject or attempt to land the aircraft.

"She had a big decision to make," he said. "Before anyone else could throw their two-cents worth into the mix, I made sure that she knew that the decision to land or eject was hers and hers alone."

To Captain Campbell, the decision was clear.

"The jet was performing exceptionally well," she said. "I had no doubt in my mind I was going to land that airplane."

After getting the aircraft on the ground, the final task was getting it stopped and keeping it on the runway, she said. "When you lose all the hydraulics, you don't have speed brakes, you don't have brakes and you don't have steering," she said.

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"One of the really cool things that when I did touch down, I heard several comments on the radio -- and I don't know who it was -- but I heard things like, 'Awesome job, great landing,' things like that," she said.

"I guess we all think we are invincible and it won't happen to us," she said. "I hadn't been shot at -- at all -- in all of my other missions. This was the first. Thank God for the Warthog, because it took some damage but it got me home." (Courtesy of AFPN)

Capt. Kim Campbell, an A-10 Thunderbolt II pilot deployed with the 332nd Air Expeditionary Wing, surveys the battle damage to her airplane. Her A-10 was hit over Baghdad during a close air support mission April 7. The A-10 can survive direct hits from armor-piercing and high explosive projectiles up to 23mm. Manual systems back up their redundant hydraulic flight-control systems. This permits pilots, like Captain Campbell, to fly and land when hydraulic power is lost.

A-10 Pilot Wows Smithsonian Crowd

by Senior Master Sgt. Rick Burnham
Air Force News
March 30, 2004

WASHINGTON -- The Iraqi republican guard may have had luck on their side that miserable Baghdad day, but they did not know who was flying the A-10 Thunderbolt II they had just hit with a rocket.

It was April 7, 2003, and an elite unit of Iraqis had U.S. forces pinned down along the Tigris River, firing rocket-propelled grenades into their position, not far from the North Baghdad Bridge. The word from the forward-air controller on the ground with the U.S. forces indicated assistance was needed immediately.

Capt. Kim Campbell of the 75th Fighter Squadron, speaking to a large crowd at the Smithsonian Institution's Air and Space Museum on March 24, said she knew there would be considerable risk involved in the mission. But she said that it is the nature of the beast for an A-10 attack pilot.

"These guys on the ground needed our help," said the captain. "That's our job -- to bring fire down on the enemy when our Army and Marine brothers request our assistance."

The day's mission had not been ideal by any means. Once she and her flight leader were airborne, with instructions to target Iraqi vehicles and tanks in the city, they had trouble finding the tanker for gas, because of inclement weather conditions in the area. Before leaving Kuwait, the weather prompted Captain Campbell's flight leader, who was also her squadron commander, to ask if she had her lucky rabbit's foot.

"I did not know how much luck I would later need," she told the Smithsonian crowd.

As soon as the call for close-air support came through, Captain Campbell said she knew the two planes would be over the target area within minutes. The pilots kept their planes above the weather as long as possible before descending in time to identify both the friendly and enemy locations. Then they unleashed their fury, beginning with the flight lead applying his 30 mm cannon on the enemy, and ending with both pilots making several passes, firing both cannon and explosive rockets.

Captain Campbell was leaving the target following her last rocket pass when she felt and heard a large explosion at the back of the aircraft. There was no question in her mind, she said, that the plane had been hit by enemy fire.

"The jet rolled fairly violently to the left and pointed at the city below, and the jet was not responding to any of my control inputs," she said. "I had several caution lights, but the ones that stood out in my mind the most were the hydraulic lights. I checked the hydraulic gauges and both read zero."

With both hydraulic lines gone, the only option was to put the jet into "manual inversion," a system of cranks and cables that allows the pilot to fly the aircraft under mechanical control. The captain said she saw it as her last chance to avoid a parachute ride down into the city.

It was a huge relief, she said, when the jet started to climb out and away from Baghdad. But that relief was short-lived. She still had to maneuver the plane back to Kuwait, much of the way through hostile territory.

"I knew that if I had to eject, my chances of survival and rescue would be much better if I could get out of the city," she said. "As we started maneuvering south to get out of Baghdad, we noticed that anti-aircraft artillery was coming at us from several locations."

With little control to keep the jet moving in the manual inversion configuration, Captain Campbell said she could only hope for the best.

"I was hoping that the theory of big sky, little bullet would work out in my favor," she told the crowd. "Amazingly, we made it out of Baghdad with no further battle damage."

The design of the A-10 restricts how much the pilot can see of the rear portion of the jet, so Captain Campbell was limited to her flight lead's description of the damage to her aircraft. His words were not encouraging.

"He did an initial battle-damage check and told me that I had hundreds of small holes in the fuselage and tail section on the right side, as well as a football-sized hole in the right horizontal stabilizer," she said. "I wasn't really sure what to expect, but I knew that that didn't sound great."

Soon thereafter, the captain began the long process of going through several emergency checklists. She said she had a decision to make -- stay with the jet and try to land, or get to friendly territory and eject. Pilots do not train very often in manual inversion -- only once during initial training to find out how the jet will respond, she said. In fact, one of the items on the checklist is to "attempt manual inversion landings only under ideal conditions," she said. Still, Captain Campbell said she was confident she was going to get the jet back safely on the ground.

"I felt that I had a lot of things going my way that day," she said. "The jet was flying extremely well, the winds at our home base were down the runway, and I had a very experienced flight lead on my wing, providing me with mutual support."

At the same time, the captain also said that A-10 manual-inversion landings had been attempted three times during Operation Desert Storm, and not all had been successful. One pilot had been killed when his jet crashed, and one survived after touching down only to find out that his jet had no brakes.

"The trip back to Kuwait was probably one of the longest hours of my life," she said. "I didn't know exactly what was going to happen when I slowed the aircraft down in an attempt to land."

After she completed the emergency-gear extension, the gear came down with three green-light indicators, telling Captain Campbell that the gears were down and locked. Now it was just a matter of flying the aircraft through the continual haze of dust storms associated with Kuwait. The pilots contacted the tower and the supervisor of flying to say they were on the way in.

As Captain Campbell started on final approach, the aircraft was flying extremely well, she said. But, as the A-10 crossed the landing threshold, the aircraft started a quick roll to the left. The captain quickly counteracted that with flight controls, and the A-10 touched down.

"When all three wheels hit the ground, it was an amazing feeling of relief, but I still had to get the jet stopped," she said. "So I accomplished the procedure for emergency braking, and once again, that jet worked as advertised."

Looking back on the ordeal, Captain Campbell said she has nothing but kind words for those responsible for building the A-10, and for those responsible for maintaining it.

"I am incredibly thankful to those who designed and built the A-10 as well as the maintainers who did their part to make sure that that jet could fly under any circumstances, even after extensive battle damage," she said.

Captain Campbell told the Smithsonian crowd that experts believe a surface-to-air missile hit near the right rear stabilizer, a missile fired without the aid of any type of navigation system -- it was a lucky shot.

But that luck pales in comparison to the good fortune of Captain Campbell's A-10. Thanks to her, the plane has since found a nice resting place amongst the heroes of days gone by -- in the Aerospace Maintenance and Regeneration Center at Davis-Monthan Air Force Base, Ariz. -- instead of becoming a burning heap of metal in Iraq.

Lockheed A-12 Oxcart

2018-01-23T11:02:01+00:00

The Lockheed Skunk Works is now famous for the many black projects that it has been involved in since the early 1960s. The most famous of which is the Lockheed SR-71 Blackbird which, from its secretive history, has become one of the most familiar and popular aircraft types ever. Not to be confused with the SR-71 Blackbird, which entered service later and was operated by the U.S. Air Force, the A-12 Oxcart was the SR-71 forerunner and was developed for and operated by the CIA.

It may seem strange that the type is receiving attention on this website as no examples of it have ever actually been stored at Davis-Monthan AFB, however, there have been several interesting A-12 connections to the base over the years which are not well known. During 2017 the CIA released a vaste amount of FOIA documentation to the general public including a many details on the Oxcart and Tagboard projects, including the investigation into the possibility of A-12 storage at Davis-Monthan AFB.

The A-12 Oxcart was originally developed to carry reconnaissance overflights of Cuba during the heights of the Cold War, however, by the time it had entered into secret operation with the CIA, this original mission was deemed risky due to the improved air defense capabilities of the Soviet Unions facilities installed within the country. The loss of a Lockheed U-2 over Cuba in 1960 re-emphasized how capable these capabilities had become. The Soviet SA-2 missile system, with its state of the art S-band radar, had been installed widely across Cuba and it would easily detect and alert defense units to launch their missiles at a range of 30 nautical miles. The SA-2 was not being underestimated and was seen as a serious threat to the A-12, even with its top speed of Mach 2.8 at a height of 78,000ft.

Another problem identified was the valuable intelligence (performance, tactial operation and defensive system characteristics) that the Soviets could gather while tracking A-12 flights over the area and this in turn would 'stimulate the introduction of more sophisticated air defense weaponary'.

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Two A-12s were

The loss of 60-6941 on 30th July 1966 while releasing its D-21 drone, resulted in the immediate cancellation of Project Tagboard. The D-21 drone project was

Oxcart phase down announced in late December 1966.

Final Missions

Due to delays in the Air Force getting up to operational SR-71 readiness the OXCART program was extended twice to cover for the missing reconnaissance capability. The two three month extensions were announced on 23rd October 1967 and 29th December 1967. During this time three operational A-12s were stationed alongside three Air Force SR-71s at Kadena Air Base Japan, where they provided a contingency overlap on reconnaissance operations.

The three deployed A-12s were 60-6937 on 22-MAY-1967, 60-6930 on 24-MAY-1967 and 60-6932 on 26-MAY-1967. Due to an inertial navigation system problem the pilot of the 3rd A-12, 60-6932, elected to make a precautionary landing at Wake Island and actually completed the deployment flight the next day.

The twilight missions for the A-12 consisted of overflights of North Korean SAM missile sites (2 missions), North Vietnam (24 missions) and Cambodia (2 missions) from Kadena.

Following the completion of their eleven month deployment the first of the three Kadena based A-12s, 60-6937, departed Kadena AB on 8th June 1968 but had to divert into Wake Island due to a fuel leak on the right engine which was noted by a tanker crew during inflight refueling. After repair it was able to depart Wake Island on 14th June 1968 for a subsonic flight to Hickam AFB, HI. 60-6937 once again took to the air on 19th June 1968 for a final supersonic flight back to the U.S.A.

The second A-12 departed on 9th June 1968, and after an incident free flight arrived in the U.S.A 5.29 hours later.

Upon phase down the remaining fleet consisted of one two seat trainer, two test, one M-21 Tagboard mothership and five operational aircraft.

By February 1967 A-12 60-6925, which was allocated as a Test aircraft, and M-21 60-6940 had already been placed in indefinite storage in the South Base hangars at Lockheed's Palmdale site. The other seven remaining aircraft joined them between 28th May and 21 june 1968. while plans were undertaken for a more long term solution.

The processing of the A-12s into storage consisted of the;

Removal of ejector seat pyrotechnics
Cleaning, lubrication and preservation of interior, gear, fittings, etc.
Covering of hatches and openings
Removal of engines
Draining and flushing of engine oil from remote gear box
Defuelling and flushing with Nitrogen
Removal of specialist electrical equipment
Placement if 25lbs of desiccant in cockpit
Bleeding and flushing of brake and hydraulic systems

Due to space restrictions in the South Base hangars the A-12s and their engines where stored

Longer Term Storage Decision

Three long term A-12 storage sites were considered during Scope Cotton. Lockheed's Palmdale plant, Davis-Monthan AFB and another site whose name was redacted in the FOIA documents (for use on this web page this site will be referred to as 'Option 3.'>. This is probably either Groom Lake/Area 51 or Tonopah, but may well be another site which has not been associated with black projects.

Option 3. was described as having a number of alert hangars which could provide sealed .the best security.

Lockheed A-12 on AMARC Inventory

With the official release of the AMARC Inventory dated 18th June 1998, the nine remaing A-12s suddenly started to appear on the listing with an incorrect MDS of 'A010A', the 'AAAF' PCN prefix and a location stated as 'PALMDALE'. The serial numbers were listed incorrectly using a '99' fiscal year instead of using the correct 1960 one. The A-12s finally left the inventory after a year and a half following the 7th January 2000 release.

PCN	Location	Serial	In Date	MDS
AAAF0009	PALMDALE	99006940	15-APR-77	A011A
AAAF0001	PALMDALE	99006924	15-APR-77	A011A
AAAF0005	PALMDALE	99006931	15-APR-77	A011A
AAAF0007	PALMDALE	99006937	15-APR-77	A011A
AAAF0006	PALMDALE	99006933	15-APR-77	A011A
AAAF0008	PALMDALE	99006938	15-APR-77	A011A
AAAF0004	PALMDALE	99006930	15-APR-77	A011A
AAAF0002	PALMDALE	99006925	15-APR-77	A011A
AAAF0003	PALMDALE	99006927	15-APR-77	A011A

Lockheed A-12 Production

Serial	Article #/CN	Model	Delivered	Notes	Fate
60-6924	121	A-12		Test Aircraft	Displayed at Plant 42, Palmdale, CA.
60-6925	122	A-12		Test Aircraft	Displayed at USS Intrepid Museum, New York, NY.
60-6926	123	A-12			W/o 24-MAY-1963. Crash probably caused by pilot disorientation while in clouds leading to stall and spin. Blocked total pressure port could have been primary or secondary cause. Crash site was 14 miles south of Wendover, UT. Pilot ejected safely.
60-6927	124	A-12		Dual-seat Trainer	Displayed at California Science Center, Los Angeles, CA.
60-6928	125	A-12			W/o 05-JAN-1967. Pilot killed. Cause of crash was probably a fuel gauging error which led to fuel starvation and engine flame-out 67 miles from base.
60-6929	126	A-12			W/o 28-DEC-1965. Crash during take-off caused by pitch gyros being mis-connected during maintenance to the yaw gyros and vice versa.
60-6930	127	A-12	14-MAY-1963		U.S. Space & Rocket Center, Huntsville, AL.
60-6931	128	A-12	11-JUN-1963		Displayed at CIA HQ, Langley, VA.
60-6932	129	A-12	30-JUL-1963		W/o 05-JUN-1968
60-6933	130	A-12	11-SEP-1963		Display at San Diego Air & Space Museum, CA.
60-6937	131	A-12	22-OCT-1963		Displayed at Southern Museum of Flight, Birmingham, AL.
60-6938	132	A-12	11-NOV-1963		Displayed at Battleship Memorial Park, Mobile, AL.
60-6939	133	A-12	17-DEC-1963		W/o 09-JUL-1964. Crashed happened just short of the runway at Area 51 at an airspeed of approx. 200 knots. Aircraft rolled to 45 degrees to the left due to a partially stuck valve in the right outboard elevon servo. This caused the right outboard elevon to move to the full down position. The insuing roll could not be corrected by the pilot. Pilot ejected safely.
60-6940	134	M-21			Displayed at Museum of Flight, Seattle, WA.
60-6941	135	M-21			W/o 30-JUL-1966. Aircraft was destroyed when it was impacted by a D-21 drone which it had just released.

Specifications

Crew	1
Length	101 ft 7 in (30.96 m)
Wingspan	55 ft 7 in (16.94 m)
Height	18 ft 6 in (5.64 m)
Wing area	1,795 sq ft (166.8 m2)
Max takeoff weight	117,000 lb (53,070 kg)
max landing weight	52,000 lb (24,000 kg)
Payload	2,500 lb (1,100 kg)
Fuel capacity	10,590 US gal (40,100 l; 8,820 imp gal) of JP-7 (68,300 lb (31,000 kg) at 6.45 lb/USgal)
Powerplant	2 × Pratt & Whitney JT11D-20B (J58-1) After-burning turbojet / ramjet, 20,500 lbf (91 kN) thrust each dry, 32,500 lbf (145 kN) with afterburner

Performance

Maximum speed	Mach 3.35
Range	2,500 nmi (2,877 mi; 4,630 km)
Service ceiling	95,000 ft (29,000 m) +
Rate of climb	11,800 ft/min (60 m/s)
Wing loading	65 lb/sq ft (320 kg/m2)
Thrust/weight	0.56 lbf/lb (0.0011 kN/kg)

Botswana Defence Force C-130 Hercules

2018-01-06T09:29:21+00:00

Press release from Derco Aerospace

Lockheed C-130B Hercules, 58-0742, c/n 3539

Release Data: Feb 18, 2000

Derco Aerospace, Inc., Milwaukee, Wisconsin, USA, has been awarded a contract estimated to total over $10.0 million for upgrade of C-130 aircraft for the Botswana Defence Force.

The Botswana Defence Force, which currently operates two C-130B aircraft, has obtained a third aircraft from Davis-Monthan Air Force Base's Aerospace Maintenance and Regeneration Center (AMARC) in Tucson, Arizona as part of the Excess Defense Article (EDA) Program. Derco is under contract and has completed recovery of this aircraft from AMARC, and is currently performing Programmed Depot Maintenance (PDM), and various systems upgrades, including the addition of multi disc brakes.

The avionics upgrade will include all three aircraft and will replace obsolete avionic systems with new digital units and also will introduce equipment to meet new CNS/ATM requirements. Equipment will be installed to improve system reliability including, dual digital autopilots, multi-function display systems, color weather radar, digital engine instrument display systems and an electrical system upgrade. System improvements to meet new CNS/ATM requirements include the introduction of VHF communications systems (with 8.33 channel spacing) with datalink capability, navigation system update to include FM immunity, introduction of flight management systems (dual) with embedded PGS, and retrofit of ringlaser gyro INS. Mode S tranponders will be installed and future growth paths are incorporated in the upgrade to include systems such as TCAS II.

Technical manual updates and training on the new equipment will be included as part of Derco's complete upgrade services. In addition, Derco currently has three technical representatives in Botswana who are training the Botswana Defence Force and offering technical support for all C-130 operations.

The Botswana Defence Force contract is the latest in a series of contracts Derco has been awarded to support foreign military operators. Derco initiated the retrofit of new digital avionics on aging C-130B, E and H model aircraft, including installation of VHF with datalink and TCASII on C-130H aircraft for an undisclosed customer. In 1999, Derco was awarded the contract to provide total support for the Romanian Air Force C-130 fleet; in late 1998 Derco was awarded a $50 million contract to upgrade C-130E aircraft for the Brazilian Air Force which included updates to the INS and VHF as well as TCASII installations as part of the SIVAM program. Derco also recently completed PDMs for two the South African Air Force C-130 aircraft that were obtained from AMARC under the EDA program.

According to Max Dermond, president of Derco Aerospace, "This latest contract with Botswana reinforces our position as a leading provider and integrator of avionics upgrade packages that are customized to meet the end user's requirements. The combination of avionics packages, program management, system integration, OEM product support, maintenance coordination and component places Derco at the forefront of industries supplying total aircraft services."

Moreover, while Derco Aerospace has developed a strong reputation in the C-130 support market, the company has extended its capability to include support for fighter platforms and is currently pursuing several upgrade and program management opportunities for F-4, F-5, F-16 and A-4 aircraft.

Press release reproduced with the kind permission of
Sharon Aspenleiter,
Advertising/Creative Manager,
Derco Aerospace, Inc.

For further information on Derco Aerospace visit their web site at http://www.dercoaerospace.com

Republic of Korea T-38 Talon

2018-01-06T09:26:07+00:00

30 T-38 Talon's for the Republic of Korea

In 1996 a lease agreement was signed between the United States and the Republic of Korea for a total of thirty surplus T-38s that deemed Excess Defense Articles and were being stored at AMARC. During a one and a half year program the aircraft were upgraded and delivered to the Republic of Korea air force in operational condition. The descision to purchase surplus aircraft instead of new ones direct from the manufacturers was made due to the follow-up support that would be provided by the U.S Air Force. This support will consist of logistics, technical and engineering support and a yearly visit to Korea by U.S. Air Force personnel.

Initially any missing or damaged parts were replaced or repaired, periodic inspections were carried out, and Safety of Flight Time Compliance Technical Orders performed by AMARC personnel. Functional check flights were also carried out at AMARC by Fighter/Trainer Directorate pilots to ensure the aircraft were fully operational.

Following all this work to get them airworthy the aircraft were then flown to Randolph AFB, Texas. The Lear Sieglar company carried out 7 modifications to bring them upto the required operational standard. From here the aircraft flew the short distance to Amarillo, Texas were they received a respray with the ROKAF colours.

The actual delivery to Korea was made by ship from San Diego. The aircraft were flown to North Island Naval Air Station where they were prepared for their long onward sea journey. They were de-fuelled and then wrapped in polyurethane covers which would also be used by the ROKAF to protect the aircraft after their delivery.

A total of 3 shipments were made, six during March 2000, nine in July 2000 and the last 15 in November 2000.

In addition to checking the aircraft after they have been modified, a US Air Force pilot is sent to Korea to accomplish an acceptance flight when the T-38s arrive on station when this is completed delivery is logged as "complete." Two ROKAF pilots were trained to fly the T-38s at Randolph, returning to train other pilots. In addition, a U.S. Air Force team was sent to Korea to teach Korean technicians the maintenance differences between the F-5 aircraft, which ROKAF currently flies, and the T-38.

In total, AMARC, 3 major contractors, 4 air logistic centres and the U.S Navy were involved with this large undertaking.

Follow up support for the program will continue through 2001.

Aircraft supplied to the Republic of Korea

Inventory No.	Serial No.	Aircraft Type	Construction No.	Arrival Date	Deletion Date
AATF0206	62-3615	Northrop T-38A Talon	N.5320	14-JUL-93	19-NOV-98
AATF0226	62-3646	Northrop T-38A Talon	N.5351	30-SEP-93	09-JUN-99
AATF0279	62-3652	Northrop T-38A Talon	N.5357	03-OCT-94	28-APR-99
AATF0243	62-3662	Northrop T-38A Talon	N.5367	14-SEP-94	11-MAY-99
AATF0271	62-3680	Northrop T-38A Talon	N.5385	21-SEP-94	27-MAY-99
AATF0259	62-3683	Northrop T-38A Talon	N.5388	19-SEP-94	09-FEB-99
AATF0250	62-3691	Northrop T-38A Talon	N.5396	15-SEP-94	02-SEP-98
AATF0307	62-3699	Northrop T-38A Talon	N.5404	08-DEC-95	27-OCT-98
AATF0216	62-3702	Northrop T-38A Talon	N.5407	23-JUL-93	30-SEP-98
AATF0254	62-3706	Northrop T-38A Talon	N.5411	16-SEP-94	24-AUG-98
AATF0131	62-3722	Northrop T-38A Talon	N.5427	17-JUL-92	01-JAN-99
AATF0281	63-8131	Northrop T-38A Talon	N.5478	09-JAN-95	01-APR-99
AATF0269	63-8133	Northrop T-38A Talon	N.5480	21-SEP-94	08-MAR-99
AATF0245	63-8147	Northrop T-38A Talon	N.5494	14-SEP-94	29-APR-99
AATF0297	63-8154	Northrop T-38A Talon	N.5501	14-FEB-95	22-OCT-98
AATF0294	63-8163	Northrop T-38A Talon	N.5510	03-FEB-95	01-JUN-99
AATF0263	63-8218	Northrop T-38A Talon	N.5565	20-SEP-94	22-SEP-98
AATF0286	63-8229	Northrop T-38A Talon	N.5576	12-JAN-95	18-DEC-98
AATF0239	63-8239	Northrop T-38A Talon	N.5586	07-SEP-94	12-APR-99
AATF0252	63-8243	Northrop T-38A Talon	N.5590	15-SEP-94	18-NOV-98
AATF0240	63-8246	Northrop T-38A Talon	N-5593	07-SEP-94	24-NOV-98
AATF0299	64-13167	Northrop T-38A Talon	N.5596	02-MAR-95	24-SEP-98
AATF0300	64-13176	Northrop T-38A Talon	N.5605	09-MAR-95	13-MAR-99
AATF0296	64-13181	Northrop T-38A Talon	N.5610	10-FEB-95	15-DEC-98
AATF0277	64-13204	Northrop T-38A Talon	N.5633	26-SEP-94	22-JAN-99
AATF0295	64-13241	Northrop T-38A Talon	N.5670	07-FEB-95	07-JUN-99
AATF0309	64-13278	Northrop T-38A Talon	N.5707	11-DEC-95	27-APR-99
AATF0308	66-8404	Northrop T-38A Talon	N.5989	08-DEC-95	04-JUN-99
AATF0311	67-14828	Northrop T-38A Talon	T.6023	15-DEC-95	18-AUG-98
AATF0310	67-14923	Northrop T-38A Talon	T.6064	11-DEC-95	17-MAR-99

VR-57 'Conquistadors'

2018-01-05T18:28:48+00:00

Fleet Logistics Support Squadron FIFTY SEVEN (VR-57) have recently started their transition from the aging McDonnell Douglas C-9B Skytrain II to the new Boeing C-40 Clipper, the chosen replacement for the C-9B. May 26, 2005 saw the last departure from NAS North Island of a VR-57 C-9B after serving the squadron for more than 25 years.

VR-57 started flying the C-9B in 1978 and since then have flown more than 140,000 hours all of which have been class A mishap free. VR-57 C-9B's have flown all over the world and have had passengers ranging from Dolphins to distinguished visitors and also flew blood and plasma to New York the day after September 11th, 2001.

VR-57 is the first West Coast squadron to convert to the C-40. The squadron will start operating the new type by August 2005, initially flying aircraft which are sourced from VR-59 and VR-58. By October 2005 they should receive their own aircraft as well as brand new hangarage at NAS North Island in which to house them.

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Squadron History

Established	November 1977
Base	NAS North Island, San Diego, CA.
Tail Code	RX
Squadron Name	Conquistadors

Fleet Logistics Support Squadron FIFTY SEVEN (VR-57) is a Naval Reserve Force squadron which was established at NAS North Island, California in November 1977 and comprises of both active duty and reserve personnel. Fleet Logistics Support Squadrons and their aircraft serve as the Navy’s own airline in transporting personnel, high priority spare parts, cargo and mail, into and out of every theater of operations worldwide.

VR-57 is one of eight jet logistics squadrons in the United States Navy. The Commanding Officer of VR-57 reports directly to the Commander, Fleet Logistics Support Wing based at Naval Air Station Dallas, Texas.

Between April 1978 and May 2005 the Conquistadors operated four McDonnell Douglas C-9B Skytrain II. These aircraft provided a most capable and reliable platform on which the squadron provided around-the-clock, world-wide logistics support for the Navy and Marine Corps regular and reserve forces. Each aircraft was normally manned with a crew of six, and was capable of carrying 100 passengers or 27,000 pounds of cargo or a combination of both.

In December 1990 VR-57 was mobilized to support Operation Desert Shield operations. Operating from Sembach Air Base in Germany over a period of 4 months, VR-57 carried troops, supplies and munitions throughout Europe, the Mediterranean and the Arabian Gulf. VR-57 also carried out operations in support of Operation Desert Storm.

Over the years VR-57 has achieved an impressive record of an almost 100% mission completion rate.

Awards and Firsts

1987 and 1990, the VR-57 "Conquistadors" were awarded the Noel Davis Trophy for the Reserve Force Squadron achieving the highest level of mobilization readiness.
1988 and 1992, the squadron was awarded the CNO Safety Award for its outstanding safety record.
1988, VR-57 was the recipient of the Commander, Fleet Logistics Support Wing's Retention Excellence Award. For service during Operation Desert Shield VR-57 was awarded a Navy Unit Commendation by the Secretary of the Navy.

VC-8 'Redtails'

2018-01-05T18:25:47+00:00

153526 Douglas TA-4J Skyhawk sitting in the AMARC arrival area very shortly after arriving on 25th April 2003. Looking immaculate in it's soviet style 'Aggressor' colors.

Composite Squadron Eight (VC-8) retired it's TA-4Js from active service during May 2003, this event also signified the formal retirement of the Douglas A-4 from US Navy active service. The last active duty flight was the delivery of the very last VC-8 TA-4J (154649) to Palm Springs Airport in California. Here it was demilitarized, rendered incapable of flight and handed over to the Palm Springs Air Museum for display. The disestablishment VC-8 and the closure of Naval Station Roosevelt Roads has come about as a result of the closure of the Vieques Naval Training Range which lies off the east coast of Puerto Rico. The primary VC-8 mission was to support all aspects of fleet training undertaken on these ranges and as a result was directly impacted by this closure.

During Naval tracking exercises the VC-8 Skyhawks played the part of incoming missiles for the fine tuning of ship's radars, this was due to their radar 'signature' being very similar to that of anti-ship missiles. The Skyhawks were also used to launch AQM and BQM aerial target drones during more realistic live firing exercises. Another aspect of the VC-8 mission was that of carrying out Air Combat Manoeuvring (ACM) training. Due to the A-4s flying characteristics, which closely match those of early Russian MiGs, the Skyhawks have been used extensively over the years as adversaries during ACM exercises. VC-8, like other US 'Aggressor' squadrons, had their aircraft painted in vivid Soviet style camouflage and given other Soviet style markings. The picture above clearly shows how the aircraft are painted to keep as realistic as possible, even as far as having red stars on the tails and large 'buzz' numbers on the noses.

The adversary role is now carried out by FA/18 Hornets and Northrop F-5 of the remaining US Navy Aggressor squadrons.

Much of the time VC-8 aircraft operated out of their home base but they were also detached to other Naval Air Stations on a regular basis throughout the year to contribute their skills to exercises undertaken in other training ranges. The squadrons H-3 Sea King helicopters were not retired to AMARC, they were reassigned to other operational units. Two units that have been mentioned are the Naval Air Station Key West and Helicopter Combat Support Squadron Two but the exact assignments are not currently known.

As for Naval Station Roosevelt Roads, it was handed back to the Department of the Interior and will become a wildlife refuge.

The Douglas A-4 Skyhawk served with the US Navy and Marines for over 45 years, starting active service during September 1956. Since then it has proved to be a very successful aircraft (hence the types long service life) and extremely popular with those who have flown the type. The aircraft has also proved popular with Air Forces from other countries and are still flying with serveral armed forces including those of Argentina, Brazil, Singapore and Indonesia.

UPDATE

On December 16th, 2010 TA-4J 153526 was transferred over the fence (literally!) to the adjoining Tucson US Navy recruitment offices for display.

First Coast Guard C-27J Delivered

2018-01-05T18:24:02+00:00

U.S. Coast Guard Acquisition Directorate News Article

November 14, 2014

The first C-27J to complete the Coast Guard’s regeneration process arrived at the C-27J Asset Project Office in Elizabeth City, North Carolina, Nov. 13, where it will be used to train and qualify Coast Guard aircrew and maintenance personnel, as well as develop flight and maintenance procedures for Coast Guard-specific mission profiles. Ultimately the aircraft will receive the equipment and systems needed to perform the full spectrum of Coast Guard missions.

Regeneration is the complex process that leads to flight clearance of planes being re-activated from long-term preservation. Working at the 309th Aerospace Maintenance and Regeneration Group’s facility in Tucson, Arizona, where 13 of the 14 C-27Js being transferred to the service are stored, the Coast Guard’s regeneration team investigated the aircraft's history, verified the details of its configuration and inventoried the installed components, performed extensive inspections and necessary maintenance actions, and conducted a functional check flight. The plane was then released for transit to the APO.

CG-2714 arrives at Elizabeth City, North Carolina, Nov. 13. U.S. Coast Guard photo.

While CG-2714 underwent regeneration, the APO commanding officer, Capt. Shannon McCullar, sent his executive officer, Cmdr. Peter Beavis, and operations officer, Lt. Cmdr. Kenneth Bethea, to Italy for training to be rated as C-27 pilots. The APO also prepared the hangar at the Aviation Logistics Center in Elizabeth City to house and support the aircraft.

A second C-27J should complete regeneration before the end of this year, and two others are expected to finish by mid-2015.

For more information: C-27J project page

Lockheed MC-130E Combat Talon Retires

2018-01-05T18:23:17+00:00

by Tech. Sgt. Samuel King Jr.
919th Special Operations Wing Public Affairs

4/18/2013 - DUKE FIELD, Fla. (AFNS) -- The Air Force's last four MC-130E Combat Talon I's spread their wings for a final mission from their home at Duke Field on April 15.

The Talons will be officially retired in a ceremony at Duke Field on April 25 and the aircraft will then be flown to the "boneyard" at Davis-Monthan Air Force Base, Ariz.,. April 25th commemorates the 33rd anniversary of the Desert One mission to free the Iranian Hostages - several of the MC-130E's at Duke Field took part in that mission.

"This is an emotional and historic day for the Airmen of the 919th Special Operations Wing," said Col. Andy Comtois, 919th SOW commander. "Since our inception, the 919th SOW has primarily been a C-130 wing and, for almost 20 years, a Combat Talon wing. We will miss these great warbirds."

The four Talons took off as two 2-ships carrying more than 40 of the Wing's Airmen who had a long association with the Talon I's and wanted to be a part of the historic final flight.

"I was glad we were allowed to be a part of it," said Tech. Sgt. Lora Huett, of the 919th Force Support Squadron. "The best part was when they opened up the ramp and took people back to sit on it. It was a beautiful view."

Chief Master Sgt. Tom Mason, the wing's new command chief, flew his last mission as a loadmaster on Aircraft 64-551. The chief transitioned to the loadmaster career field when the Talons arrived at Duke in 1995.

"I've had many great missions over the years both at home and in war," said Mason. "I don't know that I could have planned a more honorable way to end my career as an enlisted aviator than with the last flight of the mighty Combat Talons."

The final flight and the upcoming retirement of the Talons are large steps in the continuing transition to the new Aviation Foreign Internal Defense mission for Air Force Special Operations Command. More than five of the wing's new aircraft, the C-145A, already populate the Duke flightline.

"As our future mission emerges, we must say goodbye to the past," said Comtois. "The sun has set on the Talon mission. The 919th looks forward to a new aircraft and a new mission. Our Citizen Air Commandos are more than ready and capable to take on this new challenge."

The MC-130E made its first Air Force flight in 1966 and has taken part in every major U.S. conflict since. The Talon's primary mission was to provide infiltration, exfiltration, and resupply of special operations forces and equipment in hostile or denied territory.

Secondary missions include psychological operations and helicopter and vertical lift air refueling.

Source Article Here

McDonnell Douglas C-9B Skytrain - Units

2018-01-05T18:19:55+00:00

Fleet Logistics Support Wing

VR-46	'Eagles' Fleet Logistics Support Squadron 46	Based at NAS Atlanta, GA. Operated 3 C-9B Skytrain 1985 – 2007
VR-52	11th Airlift Squadron	Based at Scott AFB, IL. Operated 10 C-9A Nightingales
VR-56	'Globemasters'	Based at NAS Norfolk, VA. 1992 - 2003
VR-57	'Conquistadors'	Based at NAS North Island, CA. 1978 - 2005
VR-58	'Sunseekers'	Based at NAS Jacksonville, FL. Operated 4 C-9B Skytrain 1978 - 2002
VR-59	'Lonestar Express'	Based at NAS Fort Worth, TX. Operated 4 C-9B Skytrain. 1992 - 2003 Transitioned to 3 C-40A Clipper.
VR-61	'Islanders'	NAS Whidbey Island, WA. Operated 4 C-9B Skytrain 1992 - 2003

McDonnell Douglas C-9A Nightingale - Units

2018-01-05T18:18:35+00:00

AMC - Air Mobility Command

374th Airlift Wing

30th Airlift Squadron

Based at Yokota AB, Japan
Operated 4 C-9A Nightingales

1993 – 2003

375th Airlift Wing

11th Airlift Squadron

Based at Scott AFB, IL.
Operated 10 C-9A Nightingales

1968 - 2003

86th Airlift Wing

75th Airlift Squadron

Based at Ramstein AFB, Germany
Operated 6 C-9A Nightingales

1992 - 2003

AFRES - Air Force Reserve Command

932nd Airlift Wing

73rd Airlift Squadron

Based at Scott AFB, IL.
Operated 3 C-9A Nightingales

1969 - 2005