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It looks like a mini-Hercules. It must be the same manufacturer.
-
Steel Soldiers now has a few new forums, read more about it at: New Munitions Forums!
309th Aerospace Maintenance And Regeneration Group
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B-52G, 61-0007, regenerated from 309 AMARG a year ago February, now undergoing depot maintenance at Tinker AFB, Okla.
4/1/2016 - TINKER AIR FORCE BASE, Okla. -- The "Ghost Rider," B-52 Stratofortress tail number 61-007, is at Tinker Air Force Base for its first Programmed Depot Maintenance since 2004.
Ghost Rider was pulled from the 309th Aerospace Maintenance and Regeneration Group, also known as the Air Force's "Boneyard," at Davis-Monthan AFB, Ariz., after a B-52 was damaged beyond repair during a fire in 2014. Until its arrival at Tinker last fall, the aircraft had been in storage for more than seven years.
Production of the B-52H Stratofortress ceased in the 1960s and resurrecting the aircraft from deep storage was the only way to meet the nation's required strategic bomber capability.
"This aircraft has been exceptionally well preserved and maintained by the 309th AMARG team, which made the B-52 System Program Office's and Air Force Global Strike Command's recommendation to Air Staff to regenerate this tail number an easy choice," said Capt. Chuck McLeod, a logistics career broadening officer assigned to the 565th Aircraft Maintenance Squadron.
The aircraft is currently going through the Oklahoma City Air Logistics Complex's extensive PDM process and will be ready to rejoin the B-52 fleet later this year.
"This is more than just a regular PDM," said Janis Wood, deputy director for the 76th Aircraft Maintenance Group. "After seven years in storage, there are many modifications and inspections that must be done to ensure a safe and reliable aircraft."
The aircraft is scheduled to be complete in December and will re-enter the inventory at Minot AFB, N.D., shortly thereafter.
Jamin Alato, an aircraft mechanic with the 565th Aircraft Maintenance Squadron, replaces nut plates on “Ghost Rider’s” vertical stabilizer. The B-52 Stratofortress, tail number 61-007, is currently undergoing extensive programmed depot maintenance here at Tinker Air Force Base. (Air Force photo by Kelly White/Released)
Tim Abshire, a sheet metal mechanic with the 565th Aircraft Maintenance Squadron, works on the structure of the fuselage of “Ghost Rider,” the B-52 Stratofortress which was pulled from the Boneyard at Davis-Monthan AFB, Ariz., and has made its way to Tinker to undergo programmed depot maintenance. (Air Force photo by Kelly White/Released)
Chris Carson and Martin Harpster, both aircraft mechanics with the 565th Aircraft Maintenance Squadron, work on throttle cable pulleys on the right wing of “Ghost Rider.” (Air Force photo by Kelly White/Released)
4/1/2016 - TINKER AIR FORCE BASE, Okla. -- The "Ghost Rider," B-52 Stratofortress tail number 61-007, is at Tinker Air Force Base for its first Programmed Depot Maintenance since 2004.
Ghost Rider was pulled from the 309th Aerospace Maintenance and Regeneration Group, also known as the Air Force's "Boneyard," at Davis-Monthan AFB, Ariz., after a B-52 was damaged beyond repair during a fire in 2014. Until its arrival at Tinker last fall, the aircraft had been in storage for more than seven years.
Production of the B-52H Stratofortress ceased in the 1960s and resurrecting the aircraft from deep storage was the only way to meet the nation's required strategic bomber capability.
"This aircraft has been exceptionally well preserved and maintained by the 309th AMARG team, which made the B-52 System Program Office's and Air Force Global Strike Command's recommendation to Air Staff to regenerate this tail number an easy choice," said Capt. Chuck McLeod, a logistics career broadening officer assigned to the 565th Aircraft Maintenance Squadron.
The aircraft is currently going through the Oklahoma City Air Logistics Complex's extensive PDM process and will be ready to rejoin the B-52 fleet later this year.
"This is more than just a regular PDM," said Janis Wood, deputy director for the 76th Aircraft Maintenance Group. "After seven years in storage, there are many modifications and inspections that must be done to ensure a safe and reliable aircraft."
The aircraft is scheduled to be complete in December and will re-enter the inventory at Minot AFB, N.D., shortly thereafter.
Jamin Alato, an aircraft mechanic with the 565th Aircraft Maintenance Squadron, replaces nut plates on “Ghost Rider’s” vertical stabilizer. The B-52 Stratofortress, tail number 61-007, is currently undergoing extensive programmed depot maintenance here at Tinker Air Force Base. (Air Force photo by Kelly White/Released)
Tim Abshire, a sheet metal mechanic with the 565th Aircraft Maintenance Squadron, works on the structure of the fuselage of “Ghost Rider,” the B-52 Stratofortress which was pulled from the Boneyard at Davis-Monthan AFB, Ariz., and has made its way to Tinker to undergo programmed depot maintenance. (Air Force photo by Kelly White/Released)
Chris Carson and Martin Harpster, both aircraft mechanics with the 565th Aircraft Maintenance Squadron, work on throttle cable pulleys on the right wing of “Ghost Rider.” (Air Force photo by Kelly White/Released)
Another Ahab
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"Throttle cable pulleys"; that's old school isn't it!?
But who knows maybe actually MORE reliable that the latest fly-by-wire technology. Does anybody know?
But who knows maybe actually MORE reliable that the latest fly-by-wire technology. Does anybody know?
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https://www.youtube.com/watch?v=CwRUrq9F1gA
This year is the 70th anniversary of what we now know as the 309th AMARG. The name has changed over the years, but the service it's provided has remained constant.
And this is just the beginning. Over the coming weeks as we'll have some historical background on Davis-Monthan's "boneyard" from 1946 all the way up to today.
This year is the 70th anniversary of what we now know as the 309th AMARG. The name has changed over the years, but the service it's provided has remained constant.
And this is just the beginning. Over the coming weeks as we'll have some historical background on Davis-Monthan's "boneyard" from 1946 all the way up to today.
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I was fortunate enough to visit the Pima museum http://www.pimaair.org/ and tour your facility in 2010. The public needs to get out there and pay the admission to see these museums. The bus tour took us through the boneyard and we even got to see Just Another Non Existent Airline. Down the map just a little, is the Titan Missile Museum, then there's Jacks and the Airliner boneyard just west of Tuscon.
I can't express enough, how much your effort to share the story is appreciated, Thank You.
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Heard on the radio news today that B52's are being deployed to the Middle East region.
Another Ahab
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The aircrews go where they are told:
- And for that they're to be saluted.
But I bet French Tahiti would be a whole lot more fun.
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Struck by the Thunderbolt
In the heart of the Sonoran Desert lies a 2,600-acre piece of land, a “boneyard,” where it is commonly understood a unique bond exists between an Airman and his aircraft.
Since the days shortly after World War II, this particular piece of land, located on Davis-Monthan Air Force Base, Arizona, has been the final resting place for tens of thousands of military aircraft, many of which have played a significant role in shaping the world since the early 1940’s.
The boneyard is home to the 309th Aerospace Maintenance and Regeneration Group. It’s where 600 technicians, from dozens of specialties, ensure the preservation or perform the “cannibalization” of the sleeping fleet. Most of the technicians have decades of experience, both military and civilian, spanning multiple generations of airframes. However, not many have the level of relationship Richard Brunt has with the A-10 Thunderbolt II, which pilots and crews lovingly refer to as the “Warthog.”
Those who come across Brunt in the boneyard, may assume he’s just another mechanic. He has that seasoned maintainer demeanor, sun-scorched skin, roughly calloused hands, and sarcasm perpetuated by thousands of hours of knuckle-busting wrench turns.
Nevertheless, Brunt is far more than a junkyard part puller.
“I joined the military in 1975, but it wasn’t until my second tour of active duty that I worked as an aviation crew chief,” said Brunt. “I always had a passion for all things aviation, so I was excited.
“Initially I worked five years on F-4 (Phantoms), F-111 (Aardvarks), and as a quality assurance inspector. But, in 1987, after a three-year tour at Osan Air Base, Korea, that’s when I was struck by the Thunderbolt.”
Brunt joined a “hodge-podge of crew chiefs and pilots” from all over the world who were tasked with activating the Air Force’s first OA-10 forward air controller (FAC) airborne unit.
“We all had to learn a new aircraft; none of us had touched an A-10 … it made us a close-knit group,” Brunt said. “All of us worked together, the mechanics and the pilots. We had one goal in mind: get qualified.”
From 1987 to 1990, Staff Sgt. Brunt and the 23rd Tactical Air Support Squadron trained day in and day out, traveling throughout the country. They were also tasked with providing heavily armed airborne FAC to support the Army’s renowned and battle-tested 82nd and the 101st Airborne Divisions.
After two years of intense training, the Davis-Monthan AFB OA-10 unit was called upon to support Operation Desert Storm. The unit would formally usher in the new era of close air-support and give rise to a new term – “tank-plinking.”
The sight of the group’s hard work and preparation finally being utilized during Desert Storm is as vivid for Brunt as if it were yesterday. He calls it the fondest memory of his career.
“I remember the night we caught the (Iraqi) Republican Guard moving south along the Highway of Death (Highway 80, which runs from Kuwait City to Basra, Iraq),” Brunt said. “The first group of A-10s I launched came back and the pilots were all pumped up. They had spotted a whole convoy that spanned many miles.
“That night, we launched nearly 600 jets. Our pilots did a typical tactical attack; they knocked out the front, then knocked out the back, boxing them in. Each jet carried 1,150 pounds of (high-explosive incendiary), the 30 millimeter cannon, four bombs, and two to four air-to-ground missiles … each one came back empty. It was a great day.”
Although missions like that night were filled with adrenaline and affirmation, those moments were always short-lived. Most days were filled with nonstop sortie generation, harsh conditions and constant angst from the surrounding dangers.
Still, it was never just a job for Brunt, it was a sense of pride; it was never just his name on the side of the plane that connected him to the machine, it was much deeper.
“Every day, multiple times a day, that was my plane heading into danger, my pilot relying on my machine to respond accurately and protect his life,” Brunt said.
Unfortunately, one of the most defining moments in Brunt’s love affair with the A-10 was the loss of a dear friend and colleague.
“His name was Lt. Patrick Olson,” Brunt said. “We called him Oly. He was a great officer. I was his crew chief; it was our names on the side of aircraft 77-197.
“I remember it clear as day. There was a light drizzle and as we prepared for launch; Oly was talking about how he heard the war may end really soon. I got him in the plane, buckled him up and he took off up north toward the Republican Guard.”
That day, Feb. 27, 1991, Olson was directing fire toward Iraqi tanks when he was spotted and immediately engaged. He quickly yanked the A-10′s vertical to the ground, banked sharply and instead of disengaging, went directly for the Iraqi tanks. Olson’s aircraft took critical damage.
“He was hit with (anti-aircraft artillery), they disabled his rudder and elevator,” said Brunt. He was told to bailout… but he said ‘No, I’m going to land this thing.’”
Because of the damage sustained by the aircraft, as he was preparing to land, the gear in his wing broke through the skin, the plane slide sideways, flipped over and burst into flames.
“I took it very hard,” explained Brunt, “When the expediter pulled me aside and told me that Oly wouldn’t be coming back, I burst into tears; it was hard for me to process.”
The war ended the next day.
After an emotionally charged six months in Saudi Arabia, Brunt spent the next five years traveling the world with the A-10, supporting multiple operations. Then, in 1996, after 17 years and 10 months in the service, Brunt was the subject of the Air Force’s reduction in force efforts; he retired as a technical sergeant with full benefits.
Following retirement, Brunt looked for ways to stay with the A-10. It wasn’t until 2002, after six years of working multiple jobs in aviation, that he was finally reunited with the aircraft.
“For years I had been trying to get back to the plane that I knew the best, the one I spent 11 years with,” Brunt explained. “The wait had been too long.”
While the Thunderbolts were the same, Brunt’s new involvement with them was exactly the opposite of what it used to be. Instead of repairing them, he was tearing them apart.
“It’s a shame going through the save list and striping them down,” Brunt said. “It’s hard to imagine that the very aircraft that took me to all ends of the world would soon be crushed up, salvaged and probably turned into beer cans.
“At least for now, the A-10 will live on for a few more years and the parts I pull will keep the aircraft flying and save the tax-payers millions of dollars. When the A-10 is finally taken out of commission, it will not be forgotten. It has given me some of the greatest moments of my life. For that I owe it a great deal of gratitude.”
For those traveling to Davis-Monthan that get a chance to tour the boneyard, look for Brunt. You’ll find him hard at work, carefully stripping down the birds he once repaired. Ask him about his time with the A-10 and you’ll see a subtle grin and a sparkle in his eye…he’ll begin to point out his favorites starting with the NF (Nail FAC) Desert Storm aircraft.
In 2010, Brunt organized the 23rd CAMS (consolidated aircraft maintenance squadron) Reunion Group. Each year more than 40 people join their annual gathering. They joke about the good times, drink to the bad times, and commemorate the loss of their fallen comrades.
Story by Tech. Sgt. Brandon Shapiro // Photos by J.M. Eddins Jr.
In the heart of the Sonoran Desert lies a 2,600-acre piece of land, a “boneyard,” where it is commonly understood a unique bond exists between an Airman and his aircraft.
Since the days shortly after World War II, this particular piece of land, located on Davis-Monthan Air Force Base, Arizona, has been the final resting place for tens of thousands of military aircraft, many of which have played a significant role in shaping the world since the early 1940’s.
The boneyard is home to the 309th Aerospace Maintenance and Regeneration Group. It’s where 600 technicians, from dozens of specialties, ensure the preservation or perform the “cannibalization” of the sleeping fleet. Most of the technicians have decades of experience, both military and civilian, spanning multiple generations of airframes. However, not many have the level of relationship Richard Brunt has with the A-10 Thunderbolt II, which pilots and crews lovingly refer to as the “Warthog.”
Those who come across Brunt in the boneyard, may assume he’s just another mechanic. He has that seasoned maintainer demeanor, sun-scorched skin, roughly calloused hands, and sarcasm perpetuated by thousands of hours of knuckle-busting wrench turns.
Nevertheless, Brunt is far more than a junkyard part puller.
“I joined the military in 1975, but it wasn’t until my second tour of active duty that I worked as an aviation crew chief,” said Brunt. “I always had a passion for all things aviation, so I was excited.
“Initially I worked five years on F-4 (Phantoms), F-111 (Aardvarks), and as a quality assurance inspector. But, in 1987, after a three-year tour at Osan Air Base, Korea, that’s when I was struck by the Thunderbolt.”
Brunt joined a “hodge-podge of crew chiefs and pilots” from all over the world who were tasked with activating the Air Force’s first OA-10 forward air controller (FAC) airborne unit.
“We all had to learn a new aircraft; none of us had touched an A-10 … it made us a close-knit group,” Brunt said. “All of us worked together, the mechanics and the pilots. We had one goal in mind: get qualified.”
From 1987 to 1990, Staff Sgt. Brunt and the 23rd Tactical Air Support Squadron trained day in and day out, traveling throughout the country. They were also tasked with providing heavily armed airborne FAC to support the Army’s renowned and battle-tested 82nd and the 101st Airborne Divisions.
After two years of intense training, the Davis-Monthan AFB OA-10 unit was called upon to support Operation Desert Storm. The unit would formally usher in the new era of close air-support and give rise to a new term – “tank-plinking.”
The sight of the group’s hard work and preparation finally being utilized during Desert Storm is as vivid for Brunt as if it were yesterday. He calls it the fondest memory of his career.
“I remember the night we caught the (Iraqi) Republican Guard moving south along the Highway of Death (Highway 80, which runs from Kuwait City to Basra, Iraq),” Brunt said. “The first group of A-10s I launched came back and the pilots were all pumped up. They had spotted a whole convoy that spanned many miles.
“That night, we launched nearly 600 jets. Our pilots did a typical tactical attack; they knocked out the front, then knocked out the back, boxing them in. Each jet carried 1,150 pounds of (high-explosive incendiary), the 30 millimeter cannon, four bombs, and two to four air-to-ground missiles … each one came back empty. It was a great day.”
Although missions like that night were filled with adrenaline and affirmation, those moments were always short-lived. Most days were filled with nonstop sortie generation, harsh conditions and constant angst from the surrounding dangers.
Still, it was never just a job for Brunt, it was a sense of pride; it was never just his name on the side of the plane that connected him to the machine, it was much deeper.
“Every day, multiple times a day, that was my plane heading into danger, my pilot relying on my machine to respond accurately and protect his life,” Brunt said.
Unfortunately, one of the most defining moments in Brunt’s love affair with the A-10 was the loss of a dear friend and colleague.
“His name was Lt. Patrick Olson,” Brunt said. “We called him Oly. He was a great officer. I was his crew chief; it was our names on the side of aircraft 77-197.
“I remember it clear as day. There was a light drizzle and as we prepared for launch; Oly was talking about how he heard the war may end really soon. I got him in the plane, buckled him up and he took off up north toward the Republican Guard.”
That day, Feb. 27, 1991, Olson was directing fire toward Iraqi tanks when he was spotted and immediately engaged. He quickly yanked the A-10′s vertical to the ground, banked sharply and instead of disengaging, went directly for the Iraqi tanks. Olson’s aircraft took critical damage.
“He was hit with (anti-aircraft artillery), they disabled his rudder and elevator,” said Brunt. He was told to bailout… but he said ‘No, I’m going to land this thing.’”
Because of the damage sustained by the aircraft, as he was preparing to land, the gear in his wing broke through the skin, the plane slide sideways, flipped over and burst into flames.
“I took it very hard,” explained Brunt, “When the expediter pulled me aside and told me that Oly wouldn’t be coming back, I burst into tears; it was hard for me to process.”
The war ended the next day.
After an emotionally charged six months in Saudi Arabia, Brunt spent the next five years traveling the world with the A-10, supporting multiple operations. Then, in 1996, after 17 years and 10 months in the service, Brunt was the subject of the Air Force’s reduction in force efforts; he retired as a technical sergeant with full benefits.
Following retirement, Brunt looked for ways to stay with the A-10. It wasn’t until 2002, after six years of working multiple jobs in aviation, that he was finally reunited with the aircraft.
“For years I had been trying to get back to the plane that I knew the best, the one I spent 11 years with,” Brunt explained. “The wait had been too long.”
While the Thunderbolts were the same, Brunt’s new involvement with them was exactly the opposite of what it used to be. Instead of repairing them, he was tearing them apart.
“It’s a shame going through the save list and striping them down,” Brunt said. “It’s hard to imagine that the very aircraft that took me to all ends of the world would soon be crushed up, salvaged and probably turned into beer cans.
“At least for now, the A-10 will live on for a few more years and the parts I pull will keep the aircraft flying and save the tax-payers millions of dollars. When the A-10 is finally taken out of commission, it will not be forgotten. It has given me some of the greatest moments of my life. For that I owe it a great deal of gratitude.”
For those traveling to Davis-Monthan that get a chance to tour the boneyard, look for Brunt. You’ll find him hard at work, carefully stripping down the birds he once repaired. Ask him about his time with the A-10 and you’ll see a subtle grin and a sparkle in his eye…he’ll begin to point out his favorites starting with the NF (Nail FAC) Desert Storm aircraft.
In 2010, Brunt organized the 23rd CAMS (consolidated aircraft maintenance squadron) Reunion Group. Each year more than 40 people join their annual gathering. They joke about the good times, drink to the bad times, and commemorate the loss of their fallen comrades.
Story by Tech. Sgt. Brandon Shapiro // Photos by J.M. Eddins Jr.
pat038536
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Gone but not forgotten
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If any one has contact with Brunt , let me know, I remember the name and am sure he would remember me, I was in the 23 rd as well . I worked A 10s from 86 thru 94 Flightline Engine, Hydro, Crew Chief . Worked the AMUs as a Specialist Flight chief and then as the Jet Engine Intermediate Maintenance Shop Chief, Did many TDYs to DM and the lot, Then off to the Gulf war and then I was The Propulsion Overhaul main Shop Flight Chief of the only A-10 wing left in Europe. If not Hello Brunt, a blast from the past!
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Is that an Aardvark?
Another Ahab
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Jericho
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F111 YES WITH two TF30 turbofan engines with five zone afterburners, some guys liked them, but I would rather change all four engines on KC 135 by my self then change an FB engine, I worked them on the line for two years. Changed lots of Fuel Controls and engines
pat038536
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AMARG is part of a KGUN 9 news series on Davis-Monthan AFB being introduced tonight live from AMARG's display row. - May 9, 2016
http://www.kgun9.com/news/davis-monthan/take-a-tour-of-the-boneyard
-*//-*/-*/-*/
KGUN 9 News airs live tonight from the 309th Aerospace Maintenance and Regeneration Group at Davis-Monthan AFB, Ariz.
A segment on AMARG's role in regenerating the F-16 for the warfighter may be found here:http://www.kgun9.com/news/local-news/regenerating-aircraft-at-the-boneyard
http://www.kgun9.com/news/davis-monthan/take-a-tour-of-the-boneyard
-*//-*/-*/-*/
KGUN 9 News airs live tonight from the 309th Aerospace Maintenance and Regeneration Group at Davis-Monthan AFB, Ariz.
A segment on AMARG's role in regenerating the F-16 for the warfighter may be found here:http://www.kgun9.com/news/local-news/regenerating-aircraft-at-the-boneyard
Last edited:
pat038536
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SLV-5 (Space Launch Vehicle-5) payload section designed to carry two satellites into low Earth orbit atop a Titan missile departs for Johnson Space Center in Houston. Authentic except for the nose cone built with a window for museum display.
SLV-5 or payload section built to carry two satellites into low Earth orbit atop a Titan missile departs for the Johnson Space Center at Houston. — at 309 AMARG.
pat038536
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The first C-23C withdrawn from storage for the United States Forest Service was ready for flight in less than week and departed early Friday. Delivering code one (no discrepancies) to Kingman, Ariz., it will undergo a new red and white USFS paint scheme before departing for overhaul in Missoula, Montana. The aircraft will be ready for the front lines once certified and prepped to haul cargo, personnel and smoke jumpers for wildfire suppression efforts.
C-23C, 94-0311 departs for Kingman, Ariz. where it will receive the United States Forest Service red and white paint scheme before undergoing maintenance in Missoula, Montana. Once certified, the aircraft will deployed by the USFS to carry cargo, personnel and smoke jumpers for wildfire suppression.
Former U.S. Army C-23C Sherpa, now owned by the United States Forest Service departed Friday, May 27, 2016 for Kingman, Ariz. The aircraft will undergo a six-week paint job in the USFS red and white colors before flying to Missoula, Montana for maintenance and certification to haul cargo, personnel and smoke jumpers.
USFS C-23C Sherpa departs AMARG for Kingman, Ariz. where it will receive new paint in Forest Service colors. The aircraft will then undergo maintenance and certification in Missoula, Montana and begin its new mission to support wildfire suppression efforts by carrying cargo, personnel and smoke jumpers.
C-23C, 94-0311, departs AMARG for a new mission with the United States Forest Service. Leaving Friday for Kingman, Ariz., the aircraft will undergo paint before heading to Missoula, Montana for maintenance and certification to fly wildfire suppression missions delivering cargo and smoke jumpers.
C-23C Sherpa readies to depart AMARG for Kingman, Ariz. The aircraft will receive the US Forest Service paint scheme of red and white before a flight to Missoula, Montana for maintenance and certification to deliver cargo, personnel and smoke jumpers.
C-23C, 94-0311 departs for Kingman, Ariz. where it will receive the United States Forest Service red and white paint scheme before undergoing maintenance in Missoula, Montana. Once certified, the aircraft will deployed by the USFS to carry cargo, personnel and smoke jumpers for wildfire suppression.
Former U.S. Army C-23C Sherpa, now owned by the United States Forest Service departed Friday, May 27, 2016 for Kingman, Ariz. The aircraft will undergo a six-week paint job in the USFS red and white colors before flying to Missoula, Montana for maintenance and certification to haul cargo, personnel and smoke jumpers.
USFS C-23C Sherpa departs AMARG for Kingman, Ariz. where it will receive new paint in Forest Service colors. The aircraft will then undergo maintenance and certification in Missoula, Montana and begin its new mission to support wildfire suppression efforts by carrying cargo, personnel and smoke jumpers.
C-23C, 94-0311, departs AMARG for a new mission with the United States Forest Service. Leaving Friday for Kingman, Ariz., the aircraft will undergo paint before heading to Missoula, Montana for maintenance and certification to fly wildfire suppression missions delivering cargo and smoke jumpers.
C-23C Sherpa readies to depart AMARG for Kingman, Ariz. The aircraft will receive the US Forest Service paint scheme of red and white before a flight to Missoula, Montana for maintenance and certification to deliver cargo, personnel and smoke jumpers.
Another Ahab
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What was the original mission of the C-23's?
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Hauling whatever......A** and trash mostly. Their callsign was "boxcar" in Iraq.....
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I was wondering if it was STOL, but the wing didn't look right (shallow), but evidently it's LONG.
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The Titan Transtage, an upper stage of the Titan III rocket family, arrived at NASA's Johnson Space Center May 26 after a cross-country trek from the 309th Aerospace Maintenance And Regeneration Group in Tucson, Arizona, where it will be studied by scientists in our Orbital Debris Program Office in Houston, Texas, to obtain information to complete forensics that will help staff understand why things break up in space.
As the global leader and expert on orbital debris, NASA’s Orbital Debris Program Office is interested in information to help interpret telescope measurements and data to incorporate into computer models of the space environment. http://orbitaldebris.jsc.nasa.gov
As the global leader and expert on orbital debris, NASA’s Orbital Debris Program Office is interested in information to help interpret telescope measurements and data to incorporate into computer models of the space environment. http://orbitaldebris.jsc.nasa.gov