B-17 undergoing Wing Repairs

B-17 undergoing Wing Repairs



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B-17 undergoing Wing Repairs

This picture shows Oscar Nybaken in front of a B-17 undergoing wing repairs, with the leading edge of the wing removed,

Pictures provided by Sgt. Robert S. Tucker Sr. (Member of: The American Air Museum in Britain {Duxford} ).
Robert S. WWII Photo Book, Mighty 8th. AF, Ground Crew


Boeing B-17D Flying Fortress “The Swoose”

Along with the Memphis Belle (41-24485), The Swoose (40-3097) is one of the most famous B-17s. Incidentally, as of 2015, both Memphis Belle and The Swoose are undergoing restoration at the National Museum of the United States Air Force located at Wright-Patterson Air Force Base, near Dayton, Ohio.

The Swoose is the oldest surviving B-17. Not only did it fly in combat during World War II, but it fought during the first days just after the Japanese attack on Pearl Harbor. The Swoose was named after a popular song in the 1940s (“Alexander the Swoose, Half Swan-Half Goose”) because it was a hybrid with a tail section from another aircraft. In early 1942 The Swoose received depot repairs. The tail of another B-17 (40-3091) was grafted onto The Swoose. At this time, the now famous depiction of the fanciful bird was painted on the starboard side of the fuselage. For a detailed history of The Swoose, you can read “The Swoose – Odyssey of a B-17”, by Herbert S. Brownstein.

This model is painted to represent how The Swoose appeared during a visit to Seattle, WA in 1942. To achieve authenticity, the model is a combination of the 1/48 Revell B-17F and the Monogram B-17G along with the Koster B-17C/D conversion and True Details wheels.


It Sure Looks Like Cats Can Contract COVID-19

Posted On April 29, 2020 16:12:06

A Belgian housecat may be the first feline with a confirmed case of COVID-19, joining the more than 800,000 humans around the world who have contracted the disease to date.

Belgium’s Federal Public Service announced that the cat’s owner contracted the disease after a trip to Northern Italy, one of the most infected regions in the world. About a week after the onset of their human’s symptoms, the cat followed suit, with diarrhea, vomiting, and respiratory issues. Poor kitty.

Tests conducted at a veterinary school in Liège on vomit and feces samples from the cat confirmed the vet’s suspicions: High levels of the SARS-CoV-2 novel coronavirus were found. Blood tests will be conducted once the feline exits quarantine and antibodies specific to the virus are expected to be found.

When COVID-19 first hit our shores, many media outlets (ahem, New York Times) were quick to jump on the fact that the virus was not yet shown to infect dogs. This has proven untrue — two dogs in Hong Kong were infected — and is beside the point. Dogs are not a primary vector for the disease, but if their owner is infected, they can certainly pass on the virus. This is why experts advise steering clear of strange dogs when you’re on solitary walks no matter how friendly they are.

Still, the experts don’t seem too panicked about this development.

“We think the cat is a side victim of the ongoing epidemic in humans and does not play a significant role in the propagation of the virus,” Steven Van Gucht, virologist and federal spokesperson for the coronavirus epidemic in Belgium, told Live Science.

That’s good news for the humans of the earth, especially the cat people. The good news for the felines of the earth is that the cat in question recovered from the virus after just nine days with all nine of its lives intact.

This article originally appeared on Fatherly. Follow @FatherlyHQ on Twitter.

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Operation Rice Bowl

Operation Rice Bowl, Iran Hostage Rescue Force. Mike Vining is in the front row, fourth from the left, wearing glasses. Photo courtesy of Mike Vining.

When Vining and other members of B Squadron returned to their unit’s compound, they were briefed on the situation and put into isolation to begin planning. The planning stages were dubbed Operation Rice Bowl. The name was picked to suggest, in the event their mission brought scrutiny, that something was going on in Southeast Asia away from the Middle East.

“We were really fearful of any satellites picking up any indication of what we were trying to do,” Vining told Coffee or Die Magazine in a recent interview. “The Russian satellites and so forth. We were worried that the Russians would alert the Iranians.”

The assault teams moved to Camp Peary in Virginia, home to “The Farm,” where CIA operations officers are trained to perform covert missions. The site was transformed to create a mock replica of the US Embassy in Tehran. The CIA even built a 3D model similar to the one used in preparation for the Son Tay Raid in Vietnam, where one could take the roof off and see the interior within.

“When you do military operations and stuff like that you create what’s called a sand table,” Vining said. “The Rangers do that in Ranger School. You draw in the sand what the objective looks like, points that you need to know about. And so it’s just like a sand table, but very elaborate, very sophisticated. It was a great model.”

In Iran, the 27-acre US Embassy compound housed 50 hostages guarded by some 500 Iranian Revolutionary Guards, while three additional hostages were kept in the Iranian Ministry of Foreign Affairs building 16 blocks away. Throughout the crisis, several hostages were released early, and a secret operation dubbed Canadian Caper helped others escape to a safe house and use Canadian passports to leave the country. This operation was later chronicled in the Hollywood movie Argo.

The planned assault on the embassy was the easy part. It was getting there that was the challenge and that would spiral out of control for the ill-equipped joint-military operation.


91 thoughts on &ldquo Saying Farewell To Another B-17 And Its Crew &rdquo

Maybe a stupid idea, but why not build a copy of these machine for airshow and keep the “real” one safe inside a hangar ?

i bet the ntsb will recommend grounding significantly antiquated aircraft, ban them from carrying passengers, require more stringent inspections, etc. flyable replicas are a thing for a lot of smaller warbirds, though idk about bombers. that seems like quite a bit of effort to build a bomber from scratch.

Those old birds are actually required to meet modern safety regulations, often requiring updating and modification to be declared airworthy. This includes regular inspections of all critical structure and systems, as well as regular re-builds of the engines.
This wasn’t a failure of FAA regulation or a manufacturer’s quality issue, it was a failure of one engine. Engine failures occur in ALL types of aircraft (including those that carry hundreds of people), so there’s no point in changing the laws because of one tragic plane crash that was probably caused, at least in part, by an unpredictable issue.

Just because it’s old doesn’t mean that it’s any less airworthy than any other aircraft.

It’s strange that one out of four engines out would lead to a crash though. There’s probably more going on than just an engine failure. The FAA report will clear that up for sure (Aviation authorities are very good at this – someone I know crashed which sadly killed him, and the whole engine was put back together to find out exactly what had happened – and this was only a 2-seater!)

Seeing the aftermath of the crash, I’m amazed any of them made it out alive.

Look up TF-51. There’s one at JNX. I’ve helped wash…and sat up front and thought wishful thoughts. Years ago it was 3500 an hour for the plane…dry….and you had to fly with the owners instructor (based on the other side of the US). The fuel cost is nothing to snicker at󈼲 gallons per hour at cruise. During takeoff the problem is getting enough fuel to the engine. Seems as though the 3 inch diameter fuel line is the choke point.

The one thing the FAA hasn’t caught up to is the NAVAIR standard of JOAP (Joint Oil Analysis Program), which mandates oil samples pulled from the operating engines over a certain interval. These samples are burned in a spectrometer, and trace elements are counted. Each engine has a tracked life and when certain trends start, such as unusual metal content, silicon, or carbon, it allows the oil lab to predict an engine failure. It can even alert to things like rubber seals failing. It won’t catch catastrophic failures if it relates to structural or external engine components, but it could have saved a lot of lives when there are “unknown” circumstances for crashes in private aviation.

Could bad or incorrect fuel be the issue? Seems strange that it had trouble climbing….yes one engine was out, but were the others hampered?…if so fuel would impact all of them. This was a plane designed to take off with bombs and much ammo…this flight was light.

Oil analysis can identify impending internal failures before total failure. Oil screen checks are primitive in comparison. What I’m saying is for example oil analysis shows fine metal and type before it is large enough for the screen to pick up. You will find if the oil is performing and life expectancy. Yhe FAA is remiss in not requiring periodic oil analysis on a periodic basis.

I feel deeply effected by this. My heart is with all. Sincerely journeyman aircraft mechanic Dennis Chalut

For the same reason we can’t re-manufacture Saturn V or the F-22. Tooling has been scrapped / gone missing and important shop floor fabrication notes have been lost. I refer to this as “knowledge entropy” and it’s a potent force. I’ve worked on many consumer electronics products from ID rendering all the way through MP and I can say getting the product into manufacturing is only HALF to job. The other half is getting it through manufacturing.

I’ll let you guess as to how much of the engineering effort is captured in any meaningful way.

The tooling was recycled a long time ago. Same for the wooden forms to make the tooling. 3D manufacturing on a large scale won’t work, because the loads would be all wrong. Add to that the seemingly endless rivets that someone needs to drive, and the many specialized third party assemblies that haven’t been manufactured in more than 70 years. End result: the first copy would cost a good portion of a stealth fighter.

And you forgot that workers of today do not necessarily know how things have been usually done in their trade 70-80 years ago, the set of skills is different today.

The people working in WWII factories were not skilled aircraft assemblers, they were mostly unskilled workers pulled in from civilian businesses. They did not have special skills, there was no time for training. The airplanes were designed to be built by these unskilled workers. It is this exceptional design that has kept them working in the hands of unskilled tinkerers over the decades.

Look up the videos of the B-17 being restored to flying condition in Ohio. They are fabricating many of the parts, Champaign Lady.

Well yes and no they have done restorations that amounts to completely manufacturing an aircraft and they even remade some of the old tools.
https://www.youtube.com/watch?v=ycPmZ85xn5M
Most of the flying WWI aircraft are replicas.
https://www.youtube.com/watch?v=zOTxPEPyEiw
A replica B17 though would likely use different engines and be built using modern airliner techniques for reasons of practicality.

If it was made once it can be made again – it’s mostly just a question of money.

A lot of it is far more easily done today than it ever was – hell you can 3D scan & machine / print new parts from scratch… but where you need some massive jig the size of a building to fabricate a large assembly, there’s just no cheap substitute.

Also, without all the engineering detail (EG material specs, treatments, calculations etc.) you can make a part that is identical in every way but might fail in operation because you didn’t know they did some heat-treatment to it in production.

Friend of mine looks after classic race cars, they’re re-casting a small gearbox housing to fix one car and the tooling alone is costing 50k – back in the day that was spread across 10, 100, or even 1000+ units so it amortises quickly – but imagine having to do that for some major large lump of aircraft like an engine block or huge wing strut where the setup costs could be 250k+ for one part.

Build a whole B17 from scratch? Are you kidding?

I rode on this exact aircraft as a passenger back in 2013. They would sell tickets for an about 30min flight or so. It was a fantastic experience.

So sad to see the loss of life and the loss of an iconic aircraft. I just saw it fly overhead this last Memorial Day when they were in the Bay Area (I live in the flight path of Moffett Airfield).

MAAM is “rebuilding” a P-61 that when done is expected to have at least 70% of its airframe newly constructed. Despite it having crashed with only around 10 hours flying time, the crash and decades of weather exposure and vandalism did bad things to it. Looks like as they’ve gone through every part, they’ve been taking absolutely every bit of it apart, only re-using pieces that have no sings of corrosion, cracking, or bending. I assume that any doubt causes a piece to be tossed and a replacement fabricated.

Out of only four Black Widows that remain, it will be the only one that will fly. It’s about 2/3 the size of a B-17 so it’s not beyond a determined group of people to pool their knowledge and skills to re-create a B-17.

Another very massive undertaking to re-create an antique vehicle was the new Tornado steam locomotive in the UK. But for that project they adopted some new technologies such as using ball and roller bearings everywhere the original had plain bearings, and the project was able to get the frame rails made in a single piece instead of the two piece rails of the originals. Externally the new engine is identical, except for the engineer cab roof being slightly flatter so it’s 1 inch lower to meet the maximum height allowed on UK rails.

I just flew on this particular plane a few months ago in Oklahoma. A great experience, a great loss.


B-17 undergoing Wing Repairs - History

The B-17G has a remarkable story. One filled with daring missions and personal sacrifice.

You're now invited to relive that story on a historic flight aboard the EAA's beautifully restored B-17 Flying Fortress, Aluminum Overcast.

More than just an airplane, the B-17 is living history that holds a remarkable connection to the past and is the most iconic image of World War II.

Today, it serves as a tribute to those known as the greatest generation: the bold men and women who built and served on the heavy bombers in the 1940s.

Relive the story. Join the flight.

We graciously thank Tempest for helping to keep the B-17 flying. All the ticket proceeds support the Experimental Aircraft Association, a non-profit organization dedicated to sharing The Spirit of Aviation with everyone. Our tour stops are hosted by volunteers who are passionate about sharing the B-17's stories.

For any questions, or if you are interested in booking a full flight at a location, please contact Membership Services at 800-359-6217. Revenues from the B-17 tour help cover maintenance and operations costs for the aircraft and aid our ambition to "keep 'em flying" for many years to come.

***GROUND TOURS OF THE AIRCRAFT WILL NOT BE AVAILABLE FOR THE REMAINDER OF THE 2021 TOUR.


Famed B-17 Memphis Belle gets careful restoration

DAYTON, Ohio — Stripped of paint and shorn of a nose section and internal components, the Memphis Belle these days looks less like the battered World War II bomber that spent nearly six decades displayed in its namesake city and more like a plane still lurching down the assembly line.

In a cavernous hangar at the National Museum of the Air Force here, the fabled B-17F Flying Fortress shares floor space with a Titan IV rocket, C-82 and C-119 cargo planes and other machines undergoing painstaking restoration work carried out by a skilled but overstretched group of staff and volunteer technicians. The ball turret, flaps, tail-gun assembly, horizontal stabilizer and other parts lay elsewhere in Building 4-D, each the focus of highly detailed rehab efforts.

A decade has passed since the Belle arrived in Dayton, and it&rsquoll be 2 1/2 more years, probably in May 2018, before the plane takes its spot in the formal exhibit area of the museum devoted to World War II aircraft. But if the pace of restoration seems slow, museum officials say, it&rsquos because of the importance, if not reverence, they attach to the plane.

“It&rsquos the most important restoration of our generation, hands down,” said museum curator Jeff Duford. “When you look at the icons, the truly important aircraft, most of them are already restored.”

To Duford, who had a model of the Memphis Belle hanging from the ceiling of his boyhood home in Michigan, the plane ranks among the five most important individual aircraft in American history. The other four are the Wright Flyer flown by the Wright brothers in Kitty Hawk, North Carolina the Spirit of St. Louis, in which Charles Lindbergh made the first nonstop transatlantic flight the Enola Gay, the B-29 that dropped the atomic bomb on Hiroshima and the X-1 rocket plane in which Chuck Yeager broke the sound barrier.

When the museum received the plane from Memphis, where it had been exposed to the elements for 59 years, there was “quite a bit of corrosion” on the airframe and some damaged or missing parts, said museum restoration supervisor Greg Hassler. But he credits a “dedicated effort” by the Memphis Belle Memorial Association with maintaining the plane as well as possible and minimizing damage while it was in Memphis.

“For an aircraft to have been outside its entire life, it wasn&rsquot as bad as I anticipated,” Hassler said.

The Belle will never fly again, but the museum aims to have it restored as closely as possible to its condition in May 1943, when the bomber completed its final mission.

There&rsquos no estimate available as to how much has been spent, or will be spent, carrying out that work. A part of the Air Force, the museum has an annual budget of $15 million and staff of 16, augmented by 40 volunteers. Many of the machinists are retirees, and they don&rsquot have access to advanced computer numerical control equipment or 3-D printers. A lot of the drill presses, lathes and milling machines, in fact, date to the same era as the Belle.

“The people who work on this are absolutely world-class. They can do anything,” Duford said.

That skill level is appropriate for such an iconic and historic aircraft, he said.

Named for Memphian Margaret Polk, fiancee of pilot Robert Morgan, the Belle was one of the first — but, contrary to popular myth, not the actual first — B-17 to complete 25 missions over Nazi-occupied Europe. Flying in daylight without fighter cover, the lumbering bombers sustained such heavy losses in the early part of the war that the odds were against them surviving the required number of missions. Still, the strategic bombing campaign, which cost the lives of some 30,000 American airmen, inflicted serious damage on Germany&rsquos industrial might, took a huge toll on its air force and exerted pressure on the Nazis until the Allies could launch a second front with the Normandy invasion.

The Belle&rsquos fame grew partly because of the romance behind its name – hyped relentlessly by Army public relations staff – and partly because, as a few bombers neared the 25 mission threshold, it was chosen as the aircraft to be the focus of a color documentary to be filmed for wide release. Directed by William Wyler, “The Memphis Belle: A Story of a Flying Fortress” was released in 1944.

Following its final mission, the Belle returned to the U.S. and attracted huge crowds as it made a triumphal, morale-boosting tour across the nation to help sell war bonds.

After the war, however, the plane languished at an Oklahoma air base, ready to be scrapped, when the city of Memphis bought it from the government for $350 in 1946.

The Belle was flown back to what was then Municipal Airport, where it stayed until a new site at the armory was dedicated in 1950. There it stayed, ravaged by souvenir-hunters and vandals, until 1977, when it was sent back to the airport area to undergo repair and restoration work. By then, the plane hand been deeded to the Air Force museum, which loaned it to the newly chartered Memphis Belle Memorial Association.

In 1987, a canopied exhibit site funded through public donations was dedicated on Mud Island, where the plane remained until being moved to a former Navy facility in Millington in 2003. There, volunteer technicians and aircraft mechanics, many of whom worked at FedEx, did “really quality work” on the Belle, said Dr. Harry Friedman, board member and archivist with the MBMA.

Under pressure from the Air Force museum, the group sought to raise money to move the Belle to a permanent, climate-controlled site. But efforts to raise money for the project flagged.

This time, the MBMA, which had fought efforts by the Air Force museum to take the Belle to Dayton, was ready to surrender.

“Contrary to popular opinion, they did not just come and take it,” said Friedman. “We called them.”

Once at the museum, the stripping of paint from the Belle produced a surprise: thousands of names had been scratched into the fuselage — and still present in the aluminum skin — during the war-bond tour. “V. Papa, Lynn, MA 12-31-44” is just one example.

Delving through vintage photos, restorers are trying to reconstruct all the alterations and repairs made to the Belle. “There were all kinds of modifications done in England (where the bomber was based) that weren&rsquot documented,” Hassler said.

Even though the Belle will never be airworthy again, museum officials want every detail to match the plane&rsquos condition at the end of its service. That includes the painstaking hand-stitching of cotton onto the horizontal stabilizer and the reproduction of the specially designed metal fabric clips holding it to the frame.

“This is an incredibly slow process,” Hassler said.

When the Belle is formally put on display, the various plaques and signs telling its story will include the plane&rsquos history in Memphis. The MBMA plans to help write that history, which dates back to the plane&rsquos near demise in a postwar scrap yard.


B-17G “Flying Fortress” Undergoing Restoration

The Flying Fortress is one of the most famous airplanes ever built. The B-17 prototype first flew on July 28, 1935. Although few B-17s were in service on Dec. 7, 1941, production quickly accelerated after the U.S. entry into World War II. The aircraft served in every combat zone, but it is best known for the daylight strategic bombing of German industrial targets. Production ended in May 1945 and totaled 12,726.

B-17G serial number 44-83690 is a representative G-series B-17. The aircraft was delivered to the USAAF on May 9, 1945. First assignment was to Patterson AFB, Ohio, where it was put into storage. In November 1945, it was assigned to South Plains Field, Texas. In June 1947 it was transferred to Pyote Field, Texas.

In July 1950, 44-83690 was fitted with special drone control equipment and re-designated DB-17G. Conversion of the plane was accomplished at Olmsted AFB, Middletown Air Depot, Pennsylvania. She was transferred to the 3200 Drone Squadron at Eglin AFB, Florida. In February 1951 the aircraft was dispatched to Kwajalein, Eniwetok, in the Marshall Islands as part of the 3200 Proof Test Wing to participate in Operation Greenhouse, a series of nuclear tests for the Atomic Energy Commission. The aircraft was transferred to Patrick AFB, Florida in May of 1951. Additional drone equipment was installed in 1955, and 44-83690 was re-designated DB-17P. From 1956 to 1959, it was part of the 325th Drone Squadron, Missile Test Center, Patrick AFB.

One of the last active military B-17s, 44-83690 was removed from the official Air Force inventory in August 1960. Her last flight was to Grissom AFB (then known as Bunker Hill) for permanent display in 1961. In 2015 the aircraft was moved to the Museum of Aviation at Robins AFB, Georgia and is currently undergoing a lengthy restoration.

SPECIFICATIONS:
Span: 103 ft. 10 in.
Length: 74 ft. 4 in.
Height: 19 ft. 1 in.
Weight: 55,000 lbs. loaded
Armament: Thirteen .50-cal. machine guns normal bomb load of 6,000 lbs.
Engines: Four Wright Cyclone R-1820s of 1,200 hp. each
Serial Number: 44-83690

PERFORMANCE:
Maximum speed: 300 mph.
Cruising speed: 170 mph.
Range: 1,850 miles
Service ceiling: 35,000 ft.


B-17 undergoing Wing Repairs - History


Aluminum Overcast tours extensively visiting airports across the country offering tours and rides. The tour wraps up each year with Aluminum Overcast returning home to the EAA Airventure convention in Oshkosh the last week of July and first week of August.

The tour last year resulted in a landing accident where the main gear collapsed on landing. The landing gear has a mechanisms that is supposed to lock the gear down, and something went wrong. While you never want to see an airplane have an accident, you know that if you fly long enough, it is only a matter of time. Aluminum Overcast ended up on her belly, with damage to the underside of the aircraft and 4 bent props. The B-17 Fuddy Duddy stepped in to complete the tour. Aluminum Overcast was ferried back to Oshkosh after a few weeks of field work, and she is undergoing full repairs as this was written 10 months after the accident.


The only two B-52H “Stratofortress” bombers to be resurrected from the Arizona desert have been undergoing programmed depot maintenance at the Oklahoma City Air Logistics Complex.

As explained by Ron Mullan, 72nd Air Base Wing Public Affairs, in his article Two B-52H bombers regenerated to active service undergoing simultaneous maintenance at Oklahoma City Air Logistics Complex, Ghost Rider, the first of the bombers to be brought back to life, returned to service in 2015 after being mothballed for seven years at the 309th Aerospace Maintenance and Regeneration Group’s National-Level Airpower Reservoir located at Davis-Monthan Air Force Base, Arizona. Wise Guy spent 10 years in the desert before being resurrected late last year.

Ghost Rider, tail number 61-007, is currently undergoing routine PDM. This is an intensive process where the team inspects, repairs, modifies and restores the aircraft to ensure serviceability and prolongs its service life. According to Dan Frey, 565th Aircraft Maintenance Squadron Production Flight chief, each B-52 in the fleet undergoes PDM every four years.

On Dec. 30, 2020, Wise Guy, tail number 60-034, finished the process of regeneration that formally began in 2018 with an in-depth structural analysis and logistics support review completed by the Air Force Life Cycle Management Center’s B-52 System Program Office to bring the aircraft back to active service. When Wise Guy rejoins the fleet, it will join Ghost Rider at the 5th Bomb Wing at Minot AFB, North Dakota, and will bring the number of B-52 bombers mandated by Congress to full strength at 76 aircraft.

Though they are both the same type of aircraft, there were many challenges to overcome with each aircraft as it travelled through the regeneration process.

John Raihl, 565th AMXS aircraft section chief, said the biggest challenge with Ghost Rider was establishing a plan to ensure all required inspections, maintenance, and modifications were accomplished on schedule and within budget. The plan was implemented in coordination with the B-52 System Program Office, Logistics and Engineering, as well as the 76th Aircraft Maintenance Group’s 76th Expeditionary Depot Maintenance Flight.

“Using scripting tools, the enterprise team drafted a script that achieved this in addition to maximizing concurrent work across different maintenance disciplines,” said Raihl.

Wise Guy presented the enterprise team with a different challenge: two major electrical wiring projects.

“Rewire I and II projects were the biggest challenges due to the scope of the project, as well as the limited experience we had with those specific wire bundles,” Jennifer Smith, 565th AMXS avionics/electric section chief, said.

Main landing gear structural defects also presented unique challenges for Wise Guy during the initial regeneration phase, as well as during the PDM cycle.

Travis Reese, AFLCMC lead regeneration engineer, said, “Repairs necessary to prepare Wise Guy for first flight presented risk to the overall project. Additionally, these temporary repairs had to be removed and permanently addressed, adding scope and complexity for the technicians in the 565th AMXS structural repair section.”

Additionally, the 76th Commodities Maintenance Group partners had to manufacture all of the wire harnesses from original drawings. This process alone took more than four months prior to the aircraft arriving at Tinker Air Force Base, Smith said.

Lessons learned from regenerating Ghost Rider enabled the enterprise team to apply what they learned when working on Wise Guy.

“By utilizing enterprise team meetings ahead of the aircraft’s arrival, we were able to expand Ghost Rider’s process script into a precise script,” said Mike Bassham, 565th AMXS sheet metal section chief. The script process enabled the team to measure milestones for all major jobs for the purpose of keeping the aircraft on schedule and determining where they needed to apply additional resources to tackle constraints, he added.

Jeff Base, 565th AMXS director, explained that hundreds of people across the OC-ALC are involved in regenerating and, or overhauling aircraft requiring a total Team Tinker effort.

“AFLCMC provides engineering and logistics support, the 76th EDMX traveled to the 309th AMARG to prepare aircraft for flight after years in storage, the 76th CMXG overhauls and manufactures parts, the 76th Propulsion Maintenance Group overhauls engines and manufactures parts,” Base said.

David Strawderman, AFLCMC’s B-52 System Program Office regeneration project manager, echoed Base’s comments, adding the motivation and dedication of everyone involved ensured both regeneration programs were successful.

“For Wise Guy, over 100 personnel from nine organizations supported critical maintenance tasks to deliver the aircraft from AMARG to Tinker – in less than four months,” he said. “The abilities are truly remarkable and a testament to the resolve of the B-52 enterprise.”

In addition to the production side, Base said the OC-ALC, 76th AMXG Business Offices and the 76th Maintenance Support Group ensure the team has the resources, while the 76th Software Maintenance Group provides the required software. The 565th AMXS has over 600 people, Base said, and each person will either touch the aircraft or support it at some point during the PDM cycle.

Jason Puder, 565th AMXS deputy director, summed up the importance of regenerating aircraft to provide combat air power to America’s warfighters.

“The success of regenerating these two aircraft has proven the Air Force’s ability to generate war power. Hidden in the details are countless hours of planning, engineering, logistics, and maintenance that began the moment the aircraft entered long-term storage at Davis-Monthan AFB until the culmination of each aircraft departing Tinker AFB fully airworthy again years later,” said Puder.

“The PDM effort was just one of many obstacles overcome, which, ideally, are unnoticed by the frontline Airmen charged with maintaining and flying these aircraft going forward,” Puder added.


Watch the video: 3 Hours B-17 Ambient