C-5A Galaxy fitted with new air defense system

  • Published
  • By Stacy Vaughn
  • 445th Airlift Wing Public Affairs
WRIGHT-PATTERSON AIR FORCE BASE, Ohio --  Contractors from L3 Communications, based out of Fort Walton Beach, Fla., spent the last two months here installing a new defensive system on one of the wing's C-5A Galaxy aircraft. The modification, along with the recently completed armor installation, will allow the C-5 to fly into a higher threat environment. 

"We're modifying and installing the AN/AAR 47 Missile Warning System and the AN/ALE 47 Countermeasure Dispensing System for flares on one of the wing's C-5s. Both of these systems tie together," Jim Depew, lead equipment specialist, Warner Robins C-5 System Program Office, said. He also added that having the system installed will provide the C-5s some protection and allows them to fly in higher threat areas of the AOR (Area of Responsibility). 

The AN/AAR-47 Missile Warning System warns of threat missile approach and automatically initiates flare ejection. The system enables the effective employment of evasive maneuvers and electronic and infrared countermeasures. 

The AN/ALE-47 employs the latest in flare decoy dispensing technology and along with the utilization of modern flares, can provide a robust deterrent against modern man-portable air-defense missiles, known as "manpads," currently deployed throughout the world. Chaff and flares are employed to deflect heat-seeking missiles. The system uses information from integrated electronic warfare sensors such as radar warning receivers and missile warning receivers to determine the correct response to defeat infrared and radio-frequency guided missiles. The ALE-47 can be manually controlled and provides the aircrew with a "smart" countermeasures dispensing system, allowing the aircrew to optimize the countermeasures employed against anti-aircraft threats. 

"The AR 47 detects the missile and tells the ALE 47 to kick the flares out. Both work hand-in-hand," Mr. Depew said. 

Master Sgt. Russell Leganik, quality assurance inspector, 445th Maintenance Group, said having the defense system installed on the C-5A model will take some of the burden off the B models that are currently flying into the combat zone. 

"Installing the aircraft defense system on all the C-5A models had been talked about for a long time now. We can get more utilization out of the A models if we can go into combat zones," Sergeant Leganik said. 

Master Sgt. Paul Adducchio, electronic counter measures supervisor, aircraft maintenance squadron, said only one C-5A had the defense system installed and that process took place in 1998. That aircraft is currently assigned to the wing. 

"Lockheed Martin did one of the C-5A models 17 years ago and the instructions may need to be tweaked because they only did one airplane. The C-5 being modified now will show us what needs to be tweaked before others go through the process," Sergeant Adducchio said. 

According to Mr. Depew, the aircraft currently undergoing the modification will be the kit proof, or final plan, used when the process is approved to start the modifications on the rest of the C-5A models. Kit proofing means that all the drawings used in the process are correct and all the required parts and material are included in the final kits that will be built up or created for each tail number of specific aircraft. 

"We are taking data that was developed back in 1994/1995. We had all the C-5B models and one C-5A model installed and then the government stopped the requirement to modify the rest of the aircraft. Now we're re-instating the TCTO (time compliance technical order) with another kit proof," Mr. Depew said. 

Since the process has not been done in a long time, the aircraft currently undergoing the modification will take longer than the next one. 

"Basically, we have to certify the manufacturer of the kit and the installer to be qualified to do the install. So modification on the aircraft we're currently working on is going to be a little slower because we're proofing all the drawings and the parts as we're going. We're also cleaning up discrepancies in drawings as we're going, which is essentially the purpose of the kit proof- to make sure you have a good data package so all the aircraft that have to be modified will be the same," Mr. Depew said. 

The current aircraft undergoing modification is scheduled to take two months, but eventually the process should take less than 30 days. 

"Normally after the first couple aircraft are completed, you will cut your hours down and keep cutting them down because you'll get into a routine. After awhile, as much as you cut you may shave a little bit here and there but normally you'll get them down," Mr. Depew said. 

Modifications done in the 1990s took about 21 workdays to install. Mr. Depew anticipates it will take between 20-30 days per aircraft once they get a flow going. 

Sergeant Leganik said once the modification is done on the current aircraft, the kit proof is approved, and the process can start, 38 more aircraft will be waiting for their turn for the installation. The final location of where the installation will take place and who the contractor will be is to be determined.