Military Flight Line Operations: Parts (part II)

In our last episode, our deployed caped crusaders had just been dispatched by MOC (Maintenance Operations Control) to fix a broke aircraft. We now join the program in progress.

We arrive at the aircraft that has just been refueled, and the first thing we do is check the forms called the 781’s. These are the equivalent of the civilian aircraft maintenance logbooks. We’re checking to make sure there are not any open write-ups that could affect safety or our system. That done we get to the flight deck. Electrical power is already applied, and the crew chief is finishing his paperwork for the refueling operation. With ‘glass cockpit’ aircraft, the first thing you have to do is energize the FMS (Flight Management System) to get all the displays lit up. To do this we go through our checklists and wait for the various systems to come on line. Our write-up is for the #1 VOR (VHF Omni Range, a primary navigation system). This airfield does not have a VOR on the airport, so I have to simulate it with a portable tester we lugged with us. Sure enough, the #1 system has a ‘flag’ (the red flag meaning something is wrong) on the pilot’s display, confirming for us the problem. The #2 system is working fine. We remove power from both systems, and pull their circuit breakers. Then the panels to the avionics rack are removed and we swap VOR Receivers from the #1 and 2 systems. We then engage the circuit breakers, apply power to both systems, and there it is; the flag has migrated to the #2 VOR. 

As in the civilian world, every write-up gets assigned a unique tracking number. In our case it’s called a Job Control Number, or JCN. I copy this number from the logbook and head in to the hangar. My buddy will remain with the aircraft and restore the VOR receivers. In the hangar I pull out the QRL, or Quick Reference List, which lists all the part numbers and ordering information we’ll need. With this in hand I head to the supply desk and order the part. Of course I have to fill out paperwork for it. The supply person informs me there’s one in stock, so I wait for it. Fresh coffee in hand and the VOR Receiver in the other, I rush back to the aircraft. We remove the offending part, install the serviceable part, and do all the operational checks. We sign off the logbook, reinstall the access panels, and head back to the van. I pull out the brick (radio) and call our boss:

Pro Super, AV1 (AV1 is my call sign)
AV1, go ahead
Pro Super, the job is complete on aircraft xxxxxxx
Pro Super Copies, MOC did you copy?
MOC Copies

Behind the scene MOC calls Operations and informs them the aircraft they wanted to use for a mission tonight is FMC (Fully Mission Capable). He also updates the MOC’s ‘big board’ to reflect the FMC status. Of course there is more paperwork to fill out for the bad part. My buddy and I fill out the three tags and hand the part into supply. Behind the scenes supply has tapped into the Air Force Logistics system to bring our stocking level back up for this part. To completely finish this job we have to get into the Air Force Maintenance tracking system (for us called the GO81 system), and sign off the write-up there too. We stow our manuals and test equipment.

I head into the MOC office to find out about the status of the inbound missions. When they are approximately 20 minutes out, they radio in to advise of the status of the aircraft. I’m informed that the first inbound bird has called in “Code 1”, meaning there will be no write-ups. “Code 1” is a delightful term endeared in the hearts of all flight line troops. It also means I won’t have to be around to get a debrief from the flight crews. Had the mission called in another status, the applicable maintenance shop would have to be on hand to hear from the flight crews what problems were encountered. In the meantime, we see that the flight crew has arrived at their aircraft for the night’s first mission launch. My brick crackles: Flight crew on aircraft xxxxxxx
This is my cue to gather a launch crew. The crew chiefs are already at the aircraft with the flight crews, but we have a van of specialists parked nearby in case the flight crew has any problems, this making up the launch crew. We load up some tools, equipment, and head out to the aircraft. The launch crew specialists usually consist of two avionics, one electrician, one hydraulic, and if available, and engine troop. Our number one priority is to get the mission launched! We’re shipside for only ten minutes when the crew chief, who is on the headset with the flight crew signals for us to come over. He says that they’re having problems loading the ‘Mode IV’ codes. Mode IV is a part of the IFF system, or Identify Friend or Foe. IFF is used on missions so the good guys can electronically interrogate each other to assure they are ‘friendlies.’ This is not a system you’d like inoperative on a mission; it could spoil your whole day! An assigned avionics troop, me, has the day’s codes loaded and available in a pocket sized data loader. I scramble on board, load the data, observe that the Warning Light has extinguished, and get back into the van. Before engine start, we go out on the ramp with a tester and test the IFF system to assure it’s functioning. A thumbs up to the crew and they’re happy. We test the IFF system Mode IV before every mission for safety’s sake. 15 minutes later the aircraft is taxiing out. Godspeed.

It’s getting close to midnight and maintenance crews have been rotating for chow. A C-130 taxi’s in and starts unloading supplies. And so the rest of the night goes. A cycle of coffee, briefings, fixing, paperwork, launching missions, recovering missions, and more paperwork. It’s now 530 am and I put on a fresh pot of coffee for the next shift. We assure that portable test equipment is being charged, leave a written turnover of special issues, and clean up our areas. It’s time to head back to the tents.