A steady stream of F-4G, F-4E and RF-4C were regenerated from AMARC with several of them being worked on or flight tested ath the facility at any time. In October 2000 the final suitable F-4G left for Mojave, it was 69-7583 which was retired on December 19, 1990 from the 3rd Tactical Fighter Wing based at Clark AFB in the Philippines. Its departure was soon followed by the first F-4E and in the second quarter of 2008 the first RF-4C were being dispatched for conversion. It is planned that RF-4Cs will continue to be converted through 2013 and along with the surviving QF-4Gs and QF-4Es, they will be undertake the FSAT role until 2015. By November 2012 BAE Systems had completed and delivered its 300th converted QF-4.

Before the aircraft are delivered to BAE Systems at Mojave they go through the Process-Out process which takes them from storage to airworthy condition. The engines are completely rebuilt and thorough system checks are carried out in all it has been taking around 3 months to complete this work. Once completed the aircraft is fully tested by the AMARC flight test team to verify everything is working as expected.

The conversions carried out include the replacement of the conventional control systems with remotely operated ones, the installation of electronic scoring systems and the painting of high visibility patches on the tail and wingtips. Each conversion takes around 4 months from the time the aircraft arrives from AMARC.

The main nerve centre of the drone system is housed in the vacant gun compartment below the front of the cockpit. Two systems provide primary and secondary functionality, the secondary system is used when a problem occurs with the primary one and only has limited capabilities. This may be reviewed in time and revised so that both systems are identical. The nose of the aircraft is also fitted with replacement electronics and lead ballast is added to make up the weight of original equipment that is removed. Although the conversion effects much of the aircraft, there are only four external signs of it to be seen. The most noticeable difference is the addition of a 'hump' on top of the fuselage. This houses transponder equipment used to locate and identify the drone.

The second most obvious change can be seen on the port side of the aircraft (see picture 3. above). A crude looking box contains the electronic scoring system that measures and records the direction, velocity and distance of missiles used against the drone on trials. The scoring system used to be housed internally in a compartment behind the cockpit, but has changed to this new location probably for easier installation and access.

The third noticeable difference is the addition of 2 small mounds, one under each wing where the wing joins the fuselage. These mounds house the steering servos used by the guidance systems. The last difference are four sensors that are located on the tail, one on each wing and one underneath the fuselage (see picture 3. above). These sensors provide information to the scoring system on missile speed, direction and distance during trials.

One addition to the airframe during the conversion and which cannot be seen is a self-destruction installation. In the event of a communication loss between the QF-4 and the controller, or if the aircraft becomes unstable in flight, a mobile remote system will attempt to re-establish contact and fly the aircraft from a position near the drone runway allowing the operators to see the aircraft. If attempts to restore communications fail, or stable flight cannot be re-established, the aircraft self destruction mechanism will activate, destroying it and preventing it from crashing into an undesirable location.

After the conversion and before delivery to Tyndall AFB the drones go through a series of flight tests to ensure that the newly installed systems are effective and that the extensive re-wiring has not affected the reliability of the aircraft. Once finished the drone is capable of taking-off, navigating to designated locations, flying programmed flight profiles and manouevres and even carrying out landings, all controlled by remote operators many miles away. Unlike the US Navy QF-4s these drones do not carry TV broadcast capability and this makes their whole operation that much more impressive. To provide the visual information to the controllers, the remote QF-4 is followed by a manned QF-4, acting as a chase aircraft during takeoff and landing.

Final QF-4 Phantom

The last F-4 to be selected for the QF-4 program was RF-4C 68-0606 (PCN AAFP0195), this was the 318th F-4 to be re-generated. Its delivery to BAE Systems will take place sometime in January 2013.

QF-16 Fighting Falcons

Due to the number of available F-4 airframes running out in the foreseeable future a replacement FSAT platform has been selected in the shape of the General Dynamics QF-16. A contract for a batch of six pre-engineering and manufacturing development QF-16s was signed with Boeing in March 2010, these will be built at Cecil Field near Jacksonville, FL. It is planned that the first production batch will be delivered in 2014 ready for the type to take over the role from the QF-4 in 2015. On November 22, 2012 the first QF-16, 85-1569, was delivered to the 53rd Weapons Evaluation Group at Tyndall AFB, FL. It is to undertake six months of testing and evaluation to ensure that its capabilities are as expected and its compatibility with the Gulf Range Drone Control System which is used to control and record the QF testing activities. From here it will move to Holloman AFB, NM. for a further four months of testing before returning to Tyndall. It is envisaged that approximately 210 F-16s will be re-generated for conversion to QF-16 drones.

My thanks go to Bob Miller at BAE Systems for the invaluable help he has given to the production of this web page.

Flight Systems F-4D Phantom

To support the QF-4 drone program a number of leased F-4D Phantoms were flown from Mojave by BAE Systems. Each carried a civilian registration as they were not operated by the Air Force but each also retained its military serial number. During December 2003 these were retired to AMARC and turned over for reclamation where they will again support to the QF-4 program, this time as a source of spare parts.

These F-86F were originally supplied to the Republic of China Air Force (RoCAF) under MAP (Military Assistance Program) and evidence of this can be seen on the fuselage of 55-5026 where chinese writing is present. After retirement from the RoCAF these F-86 and many others were returned to the USA for conversion to QF-86 pilotless drones at Naval Air Weapons Station China Lake. When the QF-86 drone program had finished a number of unconverted F-86s remained stored at China Lake, over time many of these found there way into museums and private hands.

It appears that 55-5026 left China Lake in the late 1990s to the Budd McGhee Air Park collection in nearby Inyokern. The USAFM acquired the F-86 and it was moved to Wright Patterson AFB, from here it was delivered to AMARC. 55-5035 left China Lake and eventually ended up at the Southern Museum of Flight, Birmingham, AL. The main fuselage was restored to display condition using the tail from another F-86F. Its original tail is what is now at AMARG.

These aircraft will most probably be used for trade to obtain additional display aircraft or material for the Museum.

The North American F-86 Sabre was a highly successful fighter aircraft and served in large numbers during the Korean War. Many foreign air forces flew the type, supplied new from the factory and also through MAP. MASDC (as AMARC/AMARG used to be known) saw several hundred of the type arrive in the 1960s from Air National Guard, Tactical Air Command and also from various foreign customers. The vast majority were scrapped by the first years of the 1970s although a few were still stored up until the middle of the decade.

Specifications

A total of 27 C-9Bs were delivered to the US Navy. The earliest 12 were produced in the early 1980s by converting civil DC-9 airliners, the other 15 were produced on the McDonnell Douglas production line during the 1970s and 1980s. The major difference between the airliner and military versions of the DC-9 is the large cargo door which was added to the port side of the aircraft and other necessary cargo-handling features which allows for the conversion to either a full or partial cargo configuration.

The C-9B has proved to be a capable and flexible asset with the ability to change interior configurations to specifically meet cargo or passenger airlift mission requirements. During 2002 alone, the US Navy C-9B fleet accumulated more than 25,600 flight hours, transporting more than 250,000 personnel and 7 million pounds of cargo to locations throughout the world.

In common with the C-9A Nightingale, the Air Force Aeromedical Evacuation version of this aircraft, age, increased support requirements and noise regulations has prompted their replacement with a newer type. The upgrade of the C-9B fleet was initially considered but even with the replacement of engines and avionics the fleet would still consist of 30 year old airframes with considerably less performance than some of the more modern aircraft types now available.

The aircraft chosen to replace the C-9B, the Boeing C-40 Clipper which is a military version of the Boeing 737-700C airliner, has provided the US Navy with a faster aircraft with an extended flight capability, which meets the strict international noise regulations. The US Navy is very keen on replacing their older aircraft types and the C-9 is just one of the many US Navy types arriving at AMARC over the last few years.

Fleet Logistics Support Squadron FIFTY SEVEN (VR-57) have recently begun their transition to the new Boeing C-40 Clipper and as a result one of their C-9s (164605) arrived at AMARC on June 9, 2005 for long term storage. It joins three other C-9Bs which have been retired to the Center since the end of 2001.

The C-40 has had a slow and steady introduction into service, with Fleet Logistics Support Squadron FIFTY NINE (VR-59) being the first squadron to convert to the type at the end of 2001. The Naval Reserve believes that the C-9Bs should be replaced by C-40s on a one-for-one basis but studies are currently underway to assess what the actual airlift requirements are and the final aircraft purchases will be based on the results of these studies.

Specifications

General Specifications

Performance

On July 23rd 2003 the Air Force made an announcement that it was retiring their entire C-9A fleet and that this would be completed by 30th September 2003. The age of the aircraft has been one of the contributory factors in this decision. The noisy and inefficient engines would not meet strict new noise regulations without an expensive refit.

The C-9A has an outdated cockpit and navigational aids and as time has passed support costs have increased considerably. The second and probably the main reason behind the decision is the reduction in transported patient numbers. In 1995 the C-9A fleet transported over 70,000 patients. By 2000 that figure has dropped to 15,000 and new estimates quote a figure of 3,000 patients by the year 2005, it was felt that this level of work does not justify maintaining a dedicated aeromedical capability.

Currently there are no plans for a direct C-9A replacement. It was announced that the medical airlifts that the 30th AS fleet carried out from Yokota AB, Japan will be taken over by Boeing KC-135 from Kadena AB and the C-141 Starlifter and C-17 Globemaster fleets already carry out long distance aeromedical flights from many parts of the world back to CONUS. However, the C-141 is currently being withdrawn from active service and the C-17 is considered an overstreched resource. One idea that may be investigated further is the utilization of yet another military version of the Douglas DC-9, the VC-9C. The 89th Airlift Wing operates three of these aircraft from Andrews AFB, but they themselves are due to be replaced in the near future by the Boeing C-40B, a military version of the Boeing 737-700 commercial airliner.

During 2002, due to the reduced aeromedical requirement, the Air Force made the decision to utilize the C-9s for non-medical missions, including the movement of combat troops. To remain within Geneva Convention rulings the distinctive red crosses which were worn on the tails of the C-9's since their introduction into active service were painted out. The tails have remained plain white until their arrival at AMARC.

Specifications

General Specifications

Performance

Carson Helicopters, a major civilian operator of the S-61, is a joint developer with Sikorsky of the S-61T Triton which is a fully modernized version of the elderly S-61 which was designed and entered service in the early 1960s. Despite its age the S-61 has an excellent reputation as a reliable workhorse with a strong and durable construction, and it is these qualities which make their re-manufacture a viable alternative. Each conversion takes six months to complete and provides a full Sagem “glass cockpit”, a modular wiring harness, engine and transmission improvements, and composite main rotor blades in order to add extra speed and another 1,200 pounds of lift capacity.

Over twenty SH-3 Sea Kings, the military version of the S-61, comprising of SH-3D, SH-3G and SH-3H have been sourced from AMARG and provided with civilian registrations prior to being overhauled. Several more have been allocated for the project but remain in AMARG, awaiting their turn.

The first converted airframe was delivered to the U.S. State Department on December 2, 2010.

Sikorsky Press Releases

Troy Facility Completes S-61 Airframe Modernization for U.S. State Department

23-MAY-2012

Sikorsky - TROY, Alabama - Sikorsky Aircraft’s Troy, Ala., facility announced today it has completed the structural modernization of its first S-61T™ airframe, which will now undergo completion at Carson Helicopters for eventual delivery to the U.S. State Department for diplomatic service in Afghanistan. Sikorsky is a subsidiary of United Technologies Corp.

The State Department signed an agreement in 2010 to purchase up to 110 modernized S-61™ aircraft that Sikorsky is refurbishing under its S-61T™ Program, managed by its aftermarket business Sikorsky Aerospace Services. The program includes the upgrade and installation of composite main rotor blades, state-of-the-art glass cockpit, modular wiring harness, and modern survivability and force protection enhancements – all of which dramatically improve aircraft capability and supportability. These enhancements result in an aircraft with improved safety, and 15 percent greater performance with a lower operating cost. The number of aircraft the State Department purchases will depend upon need and availability of government funding.

“With its rugged endurance, spaciousness and lift capabilities, the Sikorsky S-61 helicopter has proven to be a dependable, multi-mission aircraft and provides a capable solution for our customers looking for a utility aircraft with a legacy of strength and reliability. Our S-61 helicopter is the best value proposition in the industry,” said John Johnson, S-61 Program Director, Sikorsky Aerospace Services.

Sikorsky Aerospace Services launched the program in 2010 with Carson Helicopters, and so far has delivered 14 modernized S-61 aircraft to the State Department.

The Troy facility employs more than 640 people and produces SEAHAWK® airframes, and BLACK HAWK and CH148 Cyclone™ subassemblies for U.S. and foreign military customers. In 2012, the facility also began modernizing S-61 airframes for the upgrade program to take better advantage of available production capacity. Previously the airframes were all modernized at Carson Helicopters in Perkasie, Penn. The Troy facility has developed capacity to refurbish up to six aircraft in flow, with the program employing more than 100 people.

The S-61 helicopter has long been acclaimed as an industry workhorse. For more than 50 years, the aircraft have reliably and safely performed missions for U.S. and foreign allied militaries. The latest airframe first entered service as an SH-3D aircraft with the U.S. Navy in November 1966 and primarily performed antisubmarine warfare.

“Our workforce here in Troy is highly skilled and understands the importance of the work we do in support of our nation and military allies,” said facility General Manager Jason Lambert. “Completion of this first modernized airframe represents a big milestone for us. Our team is extremely proud of our ability to utilize world class lean manufacturing techniques to create capacity for this important program.”

Sikorsky Aerospace Services, a Sikorsky company, provides comprehensive support to rotary- and fixed-wing operators throughout the world. It offers its military and commercial customers a full portfolio of support services, including material distribution, maintenance, overhaul & repair, aircraft modifications and life-cycle support. Sikorsky Aircraft Corp., based in Stratford, Conn., is a world leader in helicopter design, manufacture, and service. United Technologies Corp., based in Hartford, Conn., provides a broad range of high technology products and support services to the aerospace and building systems industries.

US Department of State Orders Three Additional Upgraded S-61 Helicopters

Sikorsky - SHELTON, Connecticut - Sikorsky Aerospace Services today announced that the U.S. Department of State (DoS) has ordered three additional upgraded S-61 utility helicopters, bringing the total number purchased by DoS to 29 aircraft to date. Sikorsky Aerospace Services (SAS) is the aftermarket division of Sikorsky Aircraft Corp., a subsidiary of United Technologies Corp.

“The S-61 helicopter is known as an industry workhorse and for decades has reliably performed missions for U.S. and foreign allied militaries. The upgraded S-61helicopter can be outfitted to meet a wide variety of requirements, and we believe it provides ‘best-in-class-value’ for a mid-size, multi-mission helicopter. In December 2010, we proudly delivered the first upgraded S-61 aircraft to the U.S. State Department for passenger and cargo transport missions,” said John Johnson, Director, S-61 Programs.

The three aircraft will transport diplomatic personnel in Iraq and Afghanistan. Building on the S-61 helicopter’s 50-year legacy of dependability, SAS initiated the S-61 Upgrade Program in early 2010. As Sikorsky’s launch customer, the DoS has entered into a five-year IQ (indefinite quantity) agreement with the option to purchase up to 110 upgraded S-61 aircraft. This IQ purchase agreement serves as the contracting vehicle for any U.S. government agency to purchase upgraded S-61 aircraft.

The upgraded S-61 helicopters will undergo a full structural refurbishment with all major dynamic components zero-timed and key upgrades provided, including new composite main rotor blades (CMRB) and a survivability suite. The customer can select additional options such as a state-of-the-art glass cockpit and crashworthy primary and auxiliary fuel systems.

Sikorsky Aerospace Services, a Sikorsky company, provides comprehensive support to rotary and fixed wing operators worldwide. It offers its military and commercial customers a full portfolio of aftermarket support services, including material distribution, maintenance, overhaul & repair, aircraft modifications and life-cycle support.Sikorsky Aircraft Corp., based in Stratford, Conn., is a world leader in helicopter design, manufacture and service. United Technologies Corp., based in Hartford, Conn., provides a broad range of high technology products and support services to the aerospace and building systems industries worldwide.  

S-61T Project Termination

Summary of Regenerated SH-3

These Google Maps aerial images of the Specialized Aircraft yard show the 14 Sikorsky SH-3 Sea Kings shortly after they left the facility. They were delivered to the yard, which was situated right next to the southern boundary of AMARC before it was closed, to await their onward delivery to Carson Helicopter's base located in Perkasie, PA.

The D-21 was powered by a Marquardt XRJ 43-MA20S-4 Ramjet engine, a modified version of the XRJ 43-MA20 engine which powered the Bomarc surface-to-air missile. The modifications were neccessary to ensure the engine would operate efficiently at the much lower pressures and higher temperatures that would be experienced while operating at speeds in excess of Mach 3 and altitudes of over 90,000 feet. The ramjet, by its design, can only start delivering thrust at a very high airspeed and as a result the D-21 required a delivery platform which would accelerate the aircraft to its operational velocity.

Lockheed converted two of their Mach 3+ capable A-12 Blackbird aircraft, serial numbers 60-6940 and 60-6941, to become D-21 motherships, these modified aircraft were designated M-21. The modifications allowed the D-21s to be carried 'piggyback' on top of the M-21 rear fuselage to designated launch points. Before launching the D-21 engine would be started to help accelerate the paired aircraft to the Mach 3 launch speed. After reaching the launch speed the D-21 fuel tanks would be topped off, the combination would seperate with the use of ballistic charges and the D-21 would continue its mission powered by its ramjet engine. On completion of its mission over a designated landmass and its return to 'friendly' airspace the D-21 would enter an unpowered descent. At 60,000 ft a hatch assembly was ejected and the drone's camera and exposed film would be jetisoned and recovered in mid-air by a Lockheed C-130 Hercules transport aircraft. Having no landing gear or other means of recovery, the D-21 would self destruct at 52,000 ft after completing its mission.

The first flight of a D-21 took place during December 1964, the first actual launch of a D-21 took place on March 5, 1966, followed by two others on April 27, 1966 and June 16, 1966.

The fourth launch which took place on July 30, 1966 ended in disaster when D-21B #504 lost control after seperation and struck M-12 Blackbird 60-6941 resulting in both aircraft being destroyed. The two M-21 crewmen successfully ejected but unfortunately Launch Control Officer (LCO) Ray Torrick died while in the water of the Pacific Ocean awaiting rescue. This incident prompted the cancellation of the entire M-21/D-21 program.

In late 1966 a request was made by the Director of the National Reconnaissance Office (DRNO) to 'reorient' the drone program to be launched from B-52H motherships instead of the A-12. Approval was received and in January 1967 Contractor go ahead for the conversion of two B-52 aircraft and neccessary modifications to the remaining D-21 assets was issued. The programme was renamed to 'Senior Bowl'.

A 60 foot long, solid-propellant rocket booster (in essence a second stage) was manufactured by Lockheed which would be used to propell the D-21 to ramjet ignition speed after being gravity dropped from the B-52. All remaining D-21s were modified to support this new configuration and were re-designated D-21Bs. Two B-52Hs (61-0021 and 60-0036) were modified to carry the D-21Bs by adding pylons under each wing, electrical launch control systems and high-speed cameras to record the drone releases.

Between July 1967 and February 1968 all 15 remaining D-21 were upgraded to the D-21B standard by Lockheed at their Burbank, CA. facilities. In addition another 19 D-21B were manufactured taking the total number of available aircraft to 39;

During the the D-21's active service the following aircraft were expended during testing and operational launches;

In total four operational missions were carried out using D-21Bs over China to collect data from the Lop Nor nuclear test area, 2,000 miles from the China/Mongolia border. Due to various technical problems not a single mission resulted in the film being recovered, however three of the D-21s did complete their missions and return successfully only for the film to be lost due to parachute and recovery issues.

In 1971 diplomatic relations with China were improving and the Senior Bowl programme was cancelled by President Nixon.

Between July 1976 and January 1977 seventeen of the thirty eight D-21s built arrived for long term storage at AMARC. Since then many have left for display at various museums across the USA, however, two were transferred to NASA and are currently being stored at one of their facilities at Barstow, CA.

In the late 1990s a proposal was drafted to utilise three D-21s in NASA's possession as vechicles to test and develop a revolutionary DRACO (Demonstration of Rocket and Air-Breathing Combined-cycle Operation) engine. The plan was to use a B-52 as a launch platform, although a ground launch set-up was not ruled out and to develop a recovery system which would allow the D-21s to be re-used. Due to its original mission no low speed flight characteristic data availeble for the D-21 so any idea of multiple landing techniques would need to be proven before incorporated into the final design. When the three NASA D-21s were visually examined they were found to be in relatively good shape with the inlet and engine areas appearing to be clean and well preserved, although the composite leading edge elements had degraded from exposure. No details of the internal condition of the aircraft were noted and it was assumed that they may have been stripped of some parts.

It appears that the NASA proposal was not successful and that the three NASA D-21s are still in storage.

Specifications

General Specifications

Performance

Designed with a pressurized cabin and crew station, the C-141 is very versatile, able to be quickly converted to any of about thirty cargo or troop-carrying configurations. The C-141 can carry a variety of palletized cargo including most wheeled vehicles in the US inventory, as well as 205 passengers, or 168 fully equipped paratroopers. For medical evacuation, the –141 can carry 103 litter patients, or 113 ambulatory patients, or a combination of the two. Some C-141’s were modified to carry the LGM-30 Minuteman intercontinental ballistic missiles in their special containers.

The StarLifter participated throughout the war in Vietnam, making nearly daily trips to Southeast Asia with troops and supplies for the effort, and evacuating casualties back to the States. They were the aircraft that landed in Hanoi to return US POWs to America during 1973’s Operation Homecoming.

Early on, a major flaw was found in the StarLifter. It was discovered that the aircraft was volume-limited, that is, it was often fully loaded well before it reached its maximum weight limit. In the mid-Seventies, Lockheed proposed “stretching” the –141’s fuselage. Under an ambitious contract, 270 of the existing 274 StarLifters were fitted with two “plugs”, one forward and one aft of the wing, adding twenty-three feet to the fuselage length, as well as an in-flight refueling receptacle for extended range. The first converted C-141B took to the air in December 1979, and the conversion program was completed on 30 June 1982.

The StarLifter “stretch” provided a thirty percent increase in cargo capacity, or looked at another way, the increased length gave Military Airlift Command the equivalent of 90 additional aircraft.

The four -141's that were never converted to "B's" were the oldest StarLifters in service. They served at Wright-Patterson, and later Edwards AFB as test aircraft, the NC-141A's. These airframes, from the initial batch of StarLifters off the Lockheed production line (including the very first production C-141), were used throughout their careers for various test work, including projects for NASA and developing fly-by-wire systems for large aircraft. The last of the NC's was retired to AMARC on 7 August 1998.

Lockheed's StarLifter has participated in every major US action since 1964. The Cold War, Vietnam, and Operation Nickel Grass, the emergency airlift of arms and equipment to Israel during the Yom Kippur war in October 1973. Since 1974, C-141's have operated from Christchurch, New Zealand in support of Operation Deep Freeze, shuttling personnel and supplies to the Antarctic Continent. It was the StarLifter that brought the hostages home from Tehran, Iran in 1981.

The C-141 participated in Operation Urgent Fury in Grenada in October 1983, and Operation Just Cause, the invasion of Panama in December 1989, dropping paratroopers during each action. On 20 December 1989, StarLifters dropped 2,000 troopers over the Omar Torrijos Airport near Panama City, the largest airborne assault since World War Two.

The shining moment for the StarLifter though, was during the Desert Shield buildup between August and December 1990. It was a StarLifter from the 437th Military Airlift Wing, Charleston South Carolina that brought the first US forces into Saudi Arabia, transporting an airlift control element from the 438th Military Airlift Wing out of McGuire Air Force Base to begin the oversight of the huge volume of airlift traffic coming in from the United States.

Over the next year, the StarLifter fleet flew the most airlift missions- 7,047 out of 15,800 in support of the war against Iraq, carrying more than 41,400 passengers, and hauling better than 139,600 tons of freight.

Following Desert Storm, Special Operations Command put Lockheed's StarLifter to use for covert ops as well. Thirteen examples of C-141B have received the Raytheon/E-Systems SOLL/SOLL II (Special Operations Low Level) modification, which added low-level penetration and self-protection systems to the airframe. Various "lumps and bumps" have sprouted on the fuselage, housing upgraded navigation/communication systems, Forward Looking Infrared (FLIR) turret, Radar Warning Receiver, and infrared and missile plume detectors.

The aging of the fleet through the Nineties and into the turn of the century became a major concern. The fleet was nearing the seven million flight hour mark. Following conversion to the 'B' model, airframe life was projected at 45,000 flight hours. Production delays of the -141's replacement, the McDonnell Douglas (now Boeing) C-17 Globemaster III, coupled with new USAF requirements for low-altitude penetration of strategic airlifters, had served to accelerate wear and tear on the StarLifter fleet. Wing cracks and other fatigue stresses had been discovered, far short of the projected airframe hour limits.

As a result, force reduction in active-duty Air Force units began. It was estimated that the StarLifter will be retired from the front line AMC wings by 2003. The "youngest" 63 airframes under went major modifications, such as the All Weather Flight Control System, (AWFCS) which incorporated a digital autopilot, advanced avionics displays, GPS, SatCom, and Ground Collision Avoidance System (GCAS). These airframes, the "glass cockpit" C-141C's, served with AFRC and ANG units through to 2004. The final flight made by an active service C-141 took place on September 16, 2004 when 64-0633 from the 305th Air Mobility Wing, McGuire AFB, NJ. retired to AMARC.

The proud career of Lockheed's Model 300 strategic airlifter came to its end on May 6, 2006 when C-141 66-0177, the famous 'Hanoi Taxi', performed its final flight at Wright-Patterson AFB, OH.

Specifications

General Specifications

Performance

On July 18th, 1970 the first prototype G.222 took to the air and after successful testing the Italian Air Force placed an order with Aeritalia (which by now Fiat was part of) for 44 of the type. Over the next twenty years the type went on to become reasonably successful with a number of sales to foreign military operators including Argentina, United Arab Emirates, Libya, Somalia, Thailand and Venezuela.

In 1990, after modification work by Chrysler Corporation to incorporate new radio communication sets, ten G.222s entered service with the U.S. Air Force as a Rapid-Response Intra-Theater Airlifter (RRITA) and with the designation C-27A Spartan. The Air Force requirement was for a tactical transport aircraft that could operate in rough fields of approximately 500 meters and the C-27A was considered the ideal aircraft.  They were assigned to the 24th Wing based at Howard AFB, Panama. where they provided support to Southern Command humanitarian, counter-drug and peace keeping missions in Central and South America.

Over the next 9 years the C-27s were kept very busy operating from mainly remote areas with only dirt or grass landing strips. They took part in a number of notable operations including the relief effort following Hurricane Mitch, which devastated several Central American countries including Honduras, Guatemala and Nicaragua in 1998. Another high profile operation was in support of Military Observation Mission Ecuador Peru or MOMEP, which was a peacekeeping mission to help settle a border dispute between Ecuador and Peru. The C-27As mission included the carriage of supplies and personnel from Howard AFB to the short dirt strip at Patuca, Ecuador twice weekly. The nearest airfield that could be used by a C-130 Hercules was more than 4 hours away by road!

The first three C-27As were retired to AMARC during 1997, the rest of the fleet arriving in January 1999. Despite the successes and the capabilities of the aircraft, the Air Force found the maintenance and parts expensive compared to other operational types and due to the reduction in funding decided to cancel the program.

For two aircraft, 90-0171 and 91-0106, the retirement did not last long as in July of 1999 they were regenerated to the U.S. State Department Bureau of International Narcotics and Law Enforcement Affairs for operation from Patrick AFB, FL. in their counter-narotics operations back in South America. These aircraft were later joined by 90-0104 in October 1999, and then 90-0174 and 91-0103 during October 2000 and March 2001.

In October 2008 90-0170 was regenerated to the Air Force Research Laboratory (AFRL) based in Eglin AFB, FL. The aircraft was used to trial the mounting of 30mm and 40mm guns in a feasibility study to develop the AC-27J gunship which was envisaged to replace the ageing AC-130 Hercules gunship platform. The trial was put on hold in 2009 due to cuts to the 2010 budget.

Retirement from U.S. State Department

During March 2013 three of the five C-27As which had been previously re-generated at AMARC for the U.S. State Department were retired once again to AMARG. These were followed by a fourth (91-0104) during May 2013. A full summary of AMARC/AMARG movements for these aircraft can be found below;

First Alenia C-27J Spartan Retires to AMARG

09-27021 is the first of 21 C-27J which are to be retired at the end of fiscal year 2013. This aircraft was operated by the 186th Air Refueling Wing which is based at Key Field AGS, Meridian, MS. which serves as the ANG C-27J Flying Training Unit. As well as providing training capability the unit's aircraft have also served in Afghanistan and provided airlift service during humanitarian operations.

These retirments are part of the Department of Defense's attempts at reducing its spending by $487 billion over the next 10 years. Other C-27J will be retired from Maryland, Michigan, Ohio Air National Guards.

Due to the age and capabilities of the C-27J its stay at AMARG may well be a short one with suggestions that the aircraft will find a future with operators. The National Defense Authorization Act allocated seven for the Forest Service for firefighting activities (more information can be seen here) and it has been reported that the Coast Guard and other Agencies may receive a share of the remaining fleet.

C-27J Spartans to be re-generated

The U.S. Coast Guard are to receive fourteen of the retired C-27J Spartans under an intra-service transfer between the Air Force and the Department of Homeland Security. It is planned that they will enter service within one year.

The C-27Js will join the USCG's fleet of eighteen Airbus North America HC-144A Ocean Sentry (a version of the twin turboprop powered CASA/IPTN CN235-300M) maritime patrol aircraft currently on strength. The 36 HC-144As which were to be acquired by the USCG are likely to be reduced in number due to the adoption of the C-27J.

Upon receiving the aircraft they will receive improvements to their operational capabilities with the addition of surface-search radars, electro-optical sensors and mission suites.

It has also been reported that the Special Operations Command is to receive the remaining seven C-27J.

Specifications

General Specifications

Performance

At first glance the choice of a single, turboprop-engined aircraft to replace the twin, jet-engined T-37 seems a bit strange but it was thought that the T-6 lower maintenance costs, larger fuel load and advanced avionics would provide a far better training platform for the 21st century. The biggest difference between the T-6 and the T-37 is that the instructor sits next to the student in the T-37 and behind the student in the T-6. To componsate for this the T-6 students will undergo more simulator time. The T-6 is also being introduced into the US Navy to replace their ageing T-34 Mentor aircraft and this will provide the obvious benefits of a uniform training fleet across the two services.

The T-37 made its first flight in 1955 and entered into service with the Air Force in 1956. Production of the type continued until 1975, by which time a total of 1,269 had been produced (444 T-37A, 552 T-37B). A combat version of the T-37 was also produced, designated the A-37 the first example left the production line in 1967. The A-37 was designed specifically to carry out the COIN (counter-insurgency) role in the Vietnam war and production eventaully stood at over 600 aircraft.

Many other countries have used the T-37 to train their pilots, including...

Over the more recent years there have been several plans to replace the T-37 with a more modern design. In 1982 the Fairchild T-46 Eaglet was put forward to take over the primary training role but this was cancelled by the Air Force in 1986 due to budget constraints. Two of the three T-46 prototypes produced were sent to AMARC for storage, one of these is still displayed on Celebrity Row.

On July 31, 2009, the last four Air Force T-37 were retired to AMARG, joining the 392 already in storage.

Re-Generation

Due to the popularity of this aircraft type there was always a chance that many of the T-37s arriving at AMARC would find a future home with a foreign Air Force. In 2007 Colombia, a nation that was already an experienced T-37 operator, was given a Grant Authority for the supply of 10 surplus T-37 aircraft, these were joined by another 4 in 2009. These aircraft allowed the resumption of training using the type after the existing T-37C fleet were grounded after a fatal accident involving FAC2104 on July 20th, 2006.

The Colombian T-37s supplied under the 2007 Grant Authority included;

(Tie-ups for FAC2124 and FAC2126 are not known at present).

The Colombian T-37s supplied under the 2009 Grant Authority were;

In 2008 a Grant Authority was authorized for the supply of 20 T-37 to Pakistan to add to their existing fleet, this was followed in 2010 by approval for the supply of an additional 20. These aircraft were re-generated from AMARG.

Specifications

General Specifications

Performance

Both of these countries had a requirement for additional Lockheed P-3 Orions and the aircraft selected to fill the orders formed part of the surplus US Navy stock on the AMARC inventory. The aircraft arrived at AMARC up to ten years before, since then they have been held in Type 1000 storage and undergone re-preservation at regular intervals to ensure deteriation is kept to the absolute minimum.

In 2004 the Republic or Korea government approved a defence budget which included the procurement of a substantial number of new aviation assets including Airborne Early Warning and Control (AEW&C) aircraft, VIP and multirole helicopters and maritime patrol aircraft. The $16.2 billion budget which was passed by the Korean National Assembly included the funding for a second P-3 Orion squadron of eight aircraft to supplement it's existing fleet.

The Republic of Korea Navy had purchased their existing P-3C Orion's during the 1990s, and were operated by 613 Navy Squadron based at Pohang AB.

On April 28, 2005 L3 Communications, the US based Intelligence, Surveillance and Reconnaissance (ISR) Systems provider, announced that they had won the $300 million contract with Korea Aerospace Industries (KAI) to provide system modernization and service life extension for the eight aircraft. After flight preparation work had been completed by the AMARC technicians the aircraft were flown to L3 Communication's facility at Waco, TX. where systems upgrades were carried out. Further refurbishments were carried out by Korea Aerospace Industries (KAI)before the aircraft were officially handed over to the Republic of Korea Navy. These upgrades would ensure that the new aircraft will match, as nearly as possible, the configuration of their existing P-3C fleet.

After a number of delays and technical problems the first aircraft was delivered to the South Korean Navy at the end of February 2010.All 8 are now in service with the 615 and 613 Navy Squadrons at Pohang AB. Given the designation of P-3CK the aircraft carry better surveillance equipment, including multipurpose radar capable of detecting fixed and moving targets, high-definition electro-optical/infrared cameras, digital acoustic analysis equipment and a magnetic anomaly detector, and enhanCed weaponry capability, such as Harpoon Block II air-to-ground missiles.

 In total, the refurbishment of the eight P-3s cost $550 million.

The nine P-3B Orions involved are detailed below.:-

Notes

1. 152728 was purchased by South Korea for spare parts and was eventually scrapped by HVF West, Tucson, AZ.