Flexing some muscle

risk management, mitigating the risks based on that.”

Herculean task

Former FLSW Commodore Capt Todd ‘TBo’ Boland explained: “With the KC-130Ts received from the Marines, we now have 30 C-130Ts in our ranks. We are starting to spread those out and many are serving as backup aircraft for the airframes in depot. We still have all of our original C-130Ts in service.

“In VR, we are that last mile of logistics and are fl exible to move to where the fl eet goes around the world. Ideally, we have it set up with the C-40A for speed, which has limitations on the load, and then the C-130T which specializes in cargo, all in support of fl eet operations. It all fi ts neatly on paper, but the actual execution is more challenging.

“It is a mission that is critical to our success, and you can relate it to infrastructure, something that no one pays attention to until you do not have it. Logistics is critical to enable any operation. You can have the best systems in the world, but if you cannot resupply them, it will end in failure. While the carrier cannot exist without the COD, the COD cannot exist without us. With the CMV-22 it is even more crucial. They need to move their forward operational logistics sites more often, and we are the ones that move them.

“During COVID-19, we were basically operating as though it were a wartime footing. If a squadron had an outbreak and had to be shut down, that is basically like a casualty. We would have to fl ex, move aircraft around (including within diff erent countries) and enable the fl eet to operate, in a bubble-to-bubble manner. That meant keeping our crews and small groups of others isolated from each other during the pre-immunization period. It was very complicated, but we managed to operate at 100% fl ight capacity and adapt.”

A US Navy Gulfstream C-37B from the VR-1 ‘Star Lifters’ cruises over the Atlantic Ocean. C-37s specialize in moving VIPs around the globe, and the aircraft is highly reliable

THE C-37A/B

The C-37A is based on the GV and B-model on the G550, also known as the GV-SP. The US Navy has a single C-37A and three C-37Bs, all attached to the VR-1 ‘Star Lifters’ at NAF Washington. VR-1 has a detachment at Hickam AFB, Hawaii, with that being the sole C-37A. The four Gulfstreams have been on the receiving end of communications, navigation and surveillance system for air traffi c management (CNS/ ATM) upgrades.

The aircraft specialize in VIP and executive airlift missions, and VR-1 now reports to NAF Washington’s Executive Transport Wing for administrative and operational tasking, although the FLSW still maintains oversight of the aircraft for now. Oversight of the aircraft will eventually be transferred to NAF Washington, after the staff is put in place to handle everything C-37 related. Their mission is Operational Support Aircraft (OSA) and they do not take part in the NUFEA role.

CDR Brian ‘Simple' Simonsen, the C-37 NATOPS evaluator and program manager, said: “Recent C-37 upgrades have been mostly avionics, which are continuously updated. One was ‘synthetic vision’, which modifi ed the primary fl ight display by using an overlay to make a computer-generated image, which aids situational awareness. We refurbished the cabins due to ageing, and we are looking at getting a bandwidth increase for the aircraft internet data protocol capability. We have done a good job of keeping the avionics on par with contemporary systems. We can fl y anywhere and are fully certifi ed.”

US NAVY FLSW UNITS

Sqn Aircraft Nickname Base VR-1 C-37A/B Star Lifters NAF Washington, MD

VR-51 C-40A Windjammers

MCAS Kaneohe Bay, HI VR-53 C-130T Capital Express Andrews AFB, MD VR-54 C-130T Revelers JRB New Orleans, LA

VR-55 C-130T Minutemen VR-56 C-40A Globemasters NB Ventura (Point Mugu), CA NAS Oceana, VA

VR-57 C-40A Conquistadors

NAS North Island, CA VR-58 C-40A Sun Seekers NAS Jacksonville, FL VR-59 C-40A Lone Star Express NAS JRB Fort Worth, TX VR-61 C-40A Islanders VR-62 C-130T Nomads NAS Whidbey Island, WA NAS Jacksonville, FL

VR-64 C-130T Condors JB McGuire-Dix-Lakehurst, NJ Tail Code Note JK 5 RG AX 1 CW 2 RU 3 JU RX JV RY RS JW BD

Note: 1 VR-53 formerly sported the WV tail code before changing to AX 2 VR-54 only has 4 C-130Ts assigned (all others have 5) 3 VR-55 now operates fi ve former USMC KC-130Ts (all had the refueling pods removed). Two of these are the ‘stretched’ models 4 Although not affi liated with the FLSW, keeping on the topic of USN-related C-40As, the US Marine Corps VMR-1 'Roadrunners' will receive two C-40As, starting in FY22. Their two C-9Bs have already been retired and the Navy is currently fi lling in that void 5 VR-1 has a detachment at Hickam AFB, Hawaii, operating the C-37A 6 Currently non-operational units VX-20 has three KC-130Ts and VX-30 has two KC-130Ts

A Gulfstream C-37A, BuNo 166375 of VR-1 Det based at Hickam AFB, Hawaii, taxies out at NAS Pensacola, Florida. The US Navy has only one C-37A in its inventory

C-40A CLIPPER

Above: A US Navy Boeing C-40A Clipper, BuNo 165833 ‘RY’, of the VR-59 ‘Lone Star Express’ fl ies over Texas. The versatile Clipper can be confi gured before each mission for people, cargo or both Designed for long-range hauling, the Boeing C-40A Clipper has fully settled in within the ranks. The US Marine Corps (USMC) recently retired their two C-9Bs and will soon take delivery of two C-40As. The C-40A is based on the 737-700 airliner, but has a cargo door and can be reconfi gured internally to accommodate passengers and/or cargo. Typical Clipper detachments may include missions to Asia, Europe or the Persian Gulf.

The tail codes, stars and bars and ‘Navy’ markings have all been removed in order to maintain a low profi le when traveling abroad. All Clippers are void of any markings other than the longitudinal blue and gold stripes and bureau numbers. There are currently 17 C-40As in the US Navy inventory, which doesn’t include the soon-to-be-delivered USMC C-40As.

The C-40A is equipped with a glass cockpit including a pilot-side head-up display (HUD) that can be set for three diff erent display modes, giving the pilot a variety of data and symbology. The C-40 has a weather radar that can also detect wind shear, as well as dual fl ight management computers (FMCs) that receive input from navigational aids, including the GPS and INS systems. The aircraft is now Automatic Dependent Surveillance-Broadcast (ADS-B) compliant.

Other navigational aids and capabilities include RNAV, RVSM, TACAN, ILS, TCAS II and ADF. It has a full database of airports and airways permanently installed, which allow pilots to easily create an accurate route of fl ight, monitoring it using a digital waypoint map on the electronic fl ight instrument system (EFIS). For communications, the C-40 has a SATCOM system that allows the crew to talk to anyone via phone around the globe. It also has an Aircraft Communicating Addressing and Reporting System (ACARS) that is used to globally communicate using text messaging.

Technically, the C-40A airframe is the 737-700C, the ‘C’ representing ‘convertible’ and a product of having the side cargo door. The Clipper is a hybrid between the 737-700 and -800, with the closest civilian 737 model being the Boeing Business Jet (BBJ). Most of the C-40 is based on the -700, but the Clipper has the robust -800 landing gear and a beefi er wing, enabling the jet to have a higher gross weight limit. The winglets increase the wingspan by less than fi ve feet and give the Clipper a 5% increase in fuel effi ciency. The aircraft can also have a cargo space kit added or removed depending on the mission. A normal C-40A crew consists of fi ve or six depending on how the Clipper is confi gured. The aircraft can be confi gured for combined cargo and passengers (known as combi-rig), which is the most common set-up when the C-40 is out on the road. That allows space for three pallets and 69 passengers aft plus luggage. The C-40 can also be confi gured to accommodate a full cargo rig, allowing for eight pallets, with all seats (in groups of three) being removed. Capt Hawley said: “In Hawaii, VR-51 transitioned from the C-20G to the C-40A and took delivery of the last two C-40As that came off the assembly line. All of our C-40As have winglets, giving us a boost in climb, altitude and fuel effi ciency. There are certain fl ights we make in the Middle East and now we can go farther without having to stop for fuel. The modifi cation was very worthwhile.” “As for the eyebrow window removal modifi cation, there are four of the oldest airframes that cannot be easily modifi ed, but a few years from now they will make some airframe changes and have them removed. Recent upgrades have included our avionics system, which enhances our fl ight control computer and has modifi ed the CNS/ ATM. We now have ADS-B output and a military Mode 5 capability.”

C-40As are instrumental for transporting people and supplies/parts during deployments. They are the unsung heroes that keep things moving behind-the-scenes

C-130T HERCULES

Behind-the-scenes, Navy C-130T VR units are very busy moving important cargo and people to various destinations around the globe. The Navy originally procured 19 C-130Ts, with more added as the USMC transitioned from the T-models to KC-130Js. There are fi ve C-130T VR units, with four of the fi ve squadrons having fi ve aircraft assigned (VR-55 has ex-USMC KC-130T aircraft).

The fi rst C-130T was delivered to the US Navy in 1993. The aircraft has an endurance of more than 14 hours and a minimum crew of four, consisting of a transport aircraft commander (TAC), co-pilot, fl ight engineer and loadmaster. Powered by four Allison T56-A-16 engines, one of the latest upgrades is the NP2000 eight-bladed propellers, the same system that the E-2 Hawkeye uses. Originally all T-models were equipped with the more-problematic and less-effi cient 54H60 four-bladed propellers. The T-model can carry up to 75 passengers, a variety of palletized cargo and just about anything else.

Small upgrades in the past have included the installation of new radios, Traffi c Alert & Collision Avoidance System (TCAS), an ADS-B capability, a Ground Proximity Warning System (GPWS), and an Electronic Information Display System (EIDS) with fl at screens. The Horizontal Situation Indicator (HSI) was upgraded to an electronic EHSI version. Garmin GNS-480 navigation GPS systems were installed, as well as a digital electronic fl ight book (EFB) mounted on the yoke using a tablet (it includes digital airport approach plates, a moving map, falcon view and more). The Control Display Navigation Unit (CDNU) database has a pre-programmed brick that is installed for each mission. An ergonomic PC card adapter is linked to the EFB, doubling the capacity while decreasing the physical size.

The primary role of the Hercules fl eet is to off er logistical support, moving cargo and/or personnel whenever and wherever required. The T-model rotation overseas places them at the control of the theater and combined task force commanders, fl ying missions supporting whatever tasking or needs come their way. Their offi cial primary role is to provide the Navy with unique fl eet-essential airlift in support of the global theater commanders, providing responsive on-demand service moving passengers, mail and cargo to anywhere in the world to meet the demands of the fl eet.

Within the US, the mission tasking comes from NALO, which prioritizes and validates the requirements, after which it identifi es the aircraft type needed and associated squadrons that fall

Above: A US Navy Lockheed Martin C-130T BuNo 165158 ‘CW’ of the VR-54 ‘Revelers’ on the ramp at NAS JRB Fort Worth, Texas. Right: C-130T BuNo 165160 ‘CW’ of the VR-54 ‘Revelers’ fl ies near NAS JRB Fort Worth, Texas. At the helm is former FLSW commodore Capt Todd ‘T-Bo’ Boland. Below: C-130T BuNo 165160 ‘CW’ of the VR-54 ‘Revelers’ prepares for a night mission at NAS JRB Fort Worth, Texas under the Commander, Fleet Logistics Support Wing (CFLSW) umbrella are accordingly tasked. A secondary role is humanitarian relief.

The Hercules can carry a lot of gear that most other aircraft cannot take. Some of the bigger aircraft, such as C-5s and C-17s, can carry larger items, but the C-130T brings a short fi eld capability to the table, including being able to operate from runways around 4,000ft long. The US Navy’s C-130 community is very fl exible compared to other services, being able to deliver cargo and personnel on very short notice.

C-130T pilot LCDR Ryan ‘Priceless’ Harris is the NATOPS evaluator for the FLSW. He said: “The NP2000 propellers have been a great upgrade, since now we do not have to transport entire blade assemblies with associated parts. It also reduced maintenance requirements. Now all parts can be removed or changed out individually. The NP2000 has less vibration, defi nitely has more ‘get up and go’ down low, but up high, we do lose a bit of range capability. However, when descending, we get more glide out of it. It has not impacted our mission sets and the diff erences are minor. It does not leak as much oil as the old four-bladed aircraft did and we rarely have to shut down the props for oil loss.

“The AOU upgrade is getting close and we have a prototype at VX-20, with another at Hill AFB, Utah. The AOU will take us closer to having a modern glass cockpit by adding VCFMS, EGI, RNAV capabilities, ACARS, SATCOM and Controller Pilot Data Link Communication (CPDLC). Not all C-130Ts are the same – they are essentially hybrids. As the Marine Corps received J-models, the Navy received fi ve hand-me-down T-models that all went to VR-55. Two stretch models were included and we received some from VMGR-452. We received a total of 15 and are using them as some go into mod and supplement the needs of the fl eet while others are undergoing maintenance and AOU upgrades.

“At some point we will get J-models. Three Js made it on the CNO’s list as a critical-need item, but they ended up on the unfunded list. Since we are in the Pacifi c a lot, it is important to get things to austere locations. The C-130 is a great aircraft due to its short fi eld capability, being able to carry oddly shaped things and for a variety of other reasons.

“Unfortunately, our birds are pretty tired and unanticipated components are breaking. Some were built in the early-1990s and lack the newer technology, including airspace structure. After Afghanistan and the past 20 years, there are a lot of hands out there and only so many coins left in that purse, at the end of the day.”