Every so often when I tell someone about my reserve status I’m met with an interesting response from them: “Really…and your job is ok with that?” My reply is that my company is pretty good about supporting my military service but that I’m also try to ensure that they are kept in the loop and that my absence is as minimum of an impact as I can possibly make it.

But that does lend itself to a good topic for discussion; are reservists valuable in the civilian enterprise?

Obviously everyone wants to be patriotic and support the troops, and the folks at ESGR will tell you most companies comply with the law and support their employees when they leave for temporary duty. There are definitely stories you hear about where employees are let go upon letting their boss know they will leave for duty or are turned down for a promotion. So why would cause that to happen? I think before we can understand that, it’s important to objective and examine the ‘pros’ and ‘cons’ of having a reservist who works for you.

Pro: Are they an asset?

A reservist in any of the branches brings an employer a wealth of experience and knowledge commonly not found through civilian training courses. Reserve service allows an employee to gain leadership and technical training at no cost to the company. They are familiar with the restraints of time, resource and the importance of ‘completing the mission’. A successful reservist has a good understanding of balance between all the responsibilities of life.  Service members are used to taking charge and making decisions that can seriously impact others lives. Military environments help teach a keen understanding of what it means to multitask and make sacrifices to accomplish the mission. Members learn an advanced understanding of the importance of teamwork and its impact on success. Employees can develop leadership skills and gain real management experience that directly translates to the civilian enterprise.

Con: Are they a liability?

Their absence requires additional manpower/project management by managers which can be viewed as a hassle. The laws about letting an employee who is a reservist may seem confusing and not favorable to the employer. Perception by some may be that reservist employees are away on ‘vacation’ or aren’t ‘pulling their weight’. Based on the assumption of reservist employee’s training schedule or likelihood for deployment, selection for work projects can be biased.

Most companies believe that through regular and open communication between employer and employees who serve is the key to success. Through empowering their citizen warriors, the company can better harness the employee’s unique skill sets to create a greater impact to their enterprise. In turn the employee feels valued, and supported in their service which creates loyalty.

I’d really like to hear your feedback about your experiences and opinions:

	Do you have reservists in your enterprise?
	What are your perceptions of them, and how are they perceived by  others in the company?

I’d love your feedback and examples!

Graduation picture from RTC Farragut in 1943 Transport Airman 2nd Class Russell Schlosser

On December 6, 1943 my grandfather, Russell Schlosser, enlisted in the Navy and shortly after was sent for recruit training at RTC Farragut, ID. Upon his completion of recruit training he was trained as a Transport Airman. Transport Airman was not a standard rate (a rate in the Navy is a job or what the other services call a Military Occupational Specialty or MOS). Because of the great need for logistics support during World War 2 the Navy created the Transport Airman rating which was classified as an ESR (Emergency Service Rate) which meant it was created for wartime.

Transport Airman 2nd Class Rating Badge

The job required him to act as an utility crewman (loading and transporting cargo) on the Navy’s version of a C-47 Skytrain (the Navy called it the R4D). All of the logistics aircraft that flew in support of the fleet were under the command of the Naval Air Transportation Service (NATS). During his time in the Navy, he was assigned to 3 different squadrons. His first was VR-10 based at in Honolulu, HI which was responsible for the major maintenance for the NATS fleet of aircraft in the Pacific. He also served at VR-12 which was attached to Headquarters, Pacific and where he spent a fair amount of time deployed to Los Negros Island in the Admiralty Islands. Before leaving the service, his final duty station was with VR-3 at NAS Olathe, KS. He was discharged from the Navy on December 8, 1945 as a Air Transport Specialist Second Class.

My graduation picture from RTC Great Lakes in 1993 Airman David Khan

Upon my release from active duty, I affiliated with the Naval Air Reserve Center (NARCEN) in Olathe, KS before I later transferred to NAS Dallas and eventually into the VR community. The majority of my career has been spent two different VR squadrons flying the C-9B Skytrain II and its replacement, the C-40A Clipper. The missions I fly are in support of the Commander Fleet Logistics Support Wing and who’s missions are assigned from Naval Air Logistics Office (NALO) which is what NATS later become.

What is ironic is that I never knew all of this. My grandfather died long before I was born, and when my mother was still a child. The only details I knew of my grandfather as I was growing up were what my grandmother shared with me. She told me that he spend time in the Admiralty Islands in the South Pacific and that he left the Navy as a 2nd Class Petty Officer. Only a few years ago, I helped my mother request a copy of her father’s service record. The results were so surprising after I discovered how our careers had truly paralleled.

Naval Aviation and Logistics; a newly discovered family legacy. A tradition I am proud to carry on. 

Commemorative patch created after Irish peace protesters vandalized a C-40 twice at the Shannon airport (represented by two band-aids)

In January 2003, during the initial build up for Operation Iraqi Freedom, a strange incident happened at the Shannon Airport in Ireland involving a brand new Navy C-40A and Irish peace protesters who were unhappy with the Irish government’s approval of U.S. and other military aircraft being allowed to stop for fuel in-transit to support the growing presence in the Middle East.

Trans-oceanic flights are not uncommon at all for both civilian and military transport aircraft and a common topic is where to plan a stop for fuel and to allow the crew to rest overnight. A popular location frequently selected was the fixed base operator (FBO) at the airport in Shannon Ireland. Its popularity was based on several factors (fantastic scenery, some great local pubs to get a meal and pint of Guinness, an excellent duty-free shop and because it was on the U.S. government contract list making it reasonable in cost).

The First Band-aid

The Navy had just received its 5th and newest C-40A the prior year (2002) and this was to be it’s first full fledged detachment in support of fleet operations in the Mediterranean region. But it wasn’t meant to be. On the night of January 29th, Mary Kelly, a 51 year old protester, climbed the airport’s perimeter fence and began to swing an axe at the parked C-40’s nose wheel strut and tires. With the tires inflated to 200PSI, she was lucky she didn’t subject herself to an explosion with enough force to kill a human caused by puncturing a tire with the axe. Instead she was arrested and charged with trespassing and criminal damage. She admitted to all of her actions.

The damage Ms. Kelly inflicted was significant enough to require the aircraft to be repaired before it could be ferried back to the States and it was moved into a hangar to allow for repairs. The total estimated cost for repairs: just under $1M.

The Second Band-aid

Over the five days after the incident with the hatchet, repairs were made to the aircraft and it was cleared for a ‘one-time’ ferry flight back to the US where the remaining repairs could be completed. The night before it was to return (February 3rd), a group of five individuals who call themselves the “Pitstop Ploughshares” broke into the hangar and again damaged the aircraft (this time using picks and hammers) and painted on the hangar door “Pitstop of Death”. They were arrested and charged with two counts of criminal damage. Like Kelly, they too admitted to all of their actions.

	The members of the Pitstop Ploughshares posing with actor Martin Sheen

The damage the group inflicted was more severe. The Irish authorities moved heavier security into the airport and forced the protesters camping on the grounds surrounding the airport to leave. The aircraft was again repaired and finally ferried back to the United States where it was sent to the Boeing facility in Wichita, KS for repairs. The total estimated cost for repairs (including the first incident): approximately $3.2M.

Angry Lucky Leprechaun with his hatchet

So by now you’re probably asking “Where exactly did the Lucky Charms patch idea come from?” After the second time the aircraft was damaged, one of the squadron maintenance personnel asked a rhetorical question: “Why do they keep going back at this aircraft for more?!” and without missing a beat, one of the squadron Chief’s responded “They’re Always After me Lucky Charms!” in a silly Irish accent like the cartoon cereal character, Lucky Leprechaun. The response of course evoked a lot of laughter, but also bore a nickname for the aircraft “Lucky Charms”.

The patch concept was born and quickly created (by yours truly). The patches sold out quickly, many to Boeing employees involved in the repair of the aircraft.

The aircraft was at the Boeing facility for several months during which the lower skin on the pilot’s side was replaced all the way back to the wing root and the skin on the co-pilot’s side was replaced back to the service door. Quite a shame for an aircraft that had been flying for less than 500 hours.

Aircraft 833 as it looked upon delivery to the Boeing facility in Wichita		Aircraft skin from the left side removed for making a template for the replacement skin

Aircraft 833 with its lower skin removed and the engines covered		A closer look at the left side; notice the engine cowling has been removed for replacement because of damage

A view of the copilot’s side with the replacement skin being attached		A close-up view of the port (left) wing root and the skin replacement

So you might be asking now what happened to the folks who damaged the aircraft. Shockingly not much. After 3 trials, Mary Kelly was found guilty and given a 4 year, suspended sentence of 2 years in prison. The Pitstop Ploughshares were never convicted after 3 separate trials.

The real losers were the people in the surrounding area of Limerick Ireland whose economy suffered as a result. Many were either employed by the airport or felt the effects of the lost revenue because of the decision by the U.S. wing commanders to cease allowing refuel or overnight stops at Shannon. In an attempt to try to recapture some of the lost revenue, the local authorities built a very large police facility at the airport and developed better tactics to ensure the security of transient aircraft.

Ever wonder as you’re sitting in that window seat and looking out at the engine hanging under the wing just exactly how does it work? 

I’d be willing to bet your extra bag of peanuts you scored from the flight attendant that a lot of folks don’t know exactly how it works. (most don’t even know how a car’s engine works either just that it takes gas)  No problem.  It can easily be explained with four simple terms that you’ll never forget.

“Suck”, “Squeeze”, “Bang” and “Blow”

No this isn’t some sort of dirty joke, but rather the simple terms used to describe the cycle of an internal combustion engine. This cycle is the same whether you’re talking about the engine in your automobile or in an airplane. There are 4 stages:

Intake (Suck) – Air is smoothed and introduced in a controlled manner
Compression (Squeeze) – The Air is compressed which increases the heat and pressure.
Combustion (Bang) – The compressed air is mixed with atomized fuel which causes the mixture to burn; the pressure and temperature both increase as does the velocity of the gases.
Exhaust (Blow) – Kinetic energy from the high energy exhaust gases push past the turbine blades which converts the kinetic energy into torque and transmitted through the internal shaft to the fan blades in the compressor in order to repeat the cycle, then the gases are purged. (in a car the force is exerted on the piston transmitting torque back to the crankshaft making it turn)

Combustion cycle of a jet engine compared to car engine

Each cylinder in your car does these in sequence with the other cylinders to remain balanced. In a jet engine, the process after initial start-up is all simultaneous. That actually makes a jet engine significantly more efficient than a 4 stroke automobile engine. So without going into too much detail, its important to understand the differences in jet engine types. There are in fact 4 major types:

• turbojet – the original design, fast, high energy, the least economic. Not commonly used much except in older business jets and fighter aircraft like the F-4 Phantom.
  

  turbojet

• turboprop – a small, high torque jet engine. Majority of energy produced is converted into torque to turn large propeller blades which produce the majority of the thrust. These are commonly used in regional commuter aircraft as well as large cargo aircraft like the C-130 Hercules.
  

  turboprop

• turboshaft – a small, extremely high torque jet engine similar to a turboprop, but instead of connecting to a prop, it is connected to a main shaft and its torque is converted through a main transmission into energy to rotate a helicopter’s rotor assembly. These are used in helicopters like the SH-60 Seahawk/UH-60 Blackhawk.
  

  turboshaft

• turbofan – a highly efficient design; almost like building an engine casing around a turboprop engine. Lower noise, smaller size than a turboprop and very reliable. These are the most commonly used engines today and are installed in everything from large commercial passenger aircraft to modern fighter jets like the F/A-18E.
  

  turbofan

Turbofan engines are the most commonly used jet engine in the world. Their failure rates are extremely low as are their maintenance requirements.

Animation showing the combustion cycle in a turbofan engine

Parts of a typical high-bypass turbofan engine

1. Engine Nacelle

2. Fan (N1)

3. Low pressure compressor (N1)

4. High pressure compressor (N2) *bleed air comes from the stages in this area*

5. Combustion chamber

6. High pressure turbine

7. Low pressure turbine

8. Core nozzle (exhaust cone)

9. Fan by-pass nozzle (thrust reverser components mounted in this area)

Above you see an animation of the combustion process of a high-bypass turbofan engine. This type of design is extremely efficient, and the majority of the thrust is not created in the center main section but rather from the by-pass area. Almost 80% in fact. (Thanks to Mr. Bernoulli!) In fact a high-bypass, turbofan engine like the CFM56-7 engine used in the C-40/737-700, is statistically less likely to have a mechanical failure (resulting in shutdown).

“The CFM56-7 also has one of the lowest in-flight shutdown rates in the industry: .002 per 1,000 hours. The rate is equivalent to one engine-caused in-flight shutdown every 500,000 flight hours. On a statistical basis, with a typical annual 737 utilization of about 3,000 hours, this rate would equate to one in-flight shutdown event every 165 years.” – CFM International

So now they next time you’re on-board that 737 on your way to a wonderful vacation, you can look at the wing with a knowing smile. Or perhaps strike up a conversation with your travel companions and place a wager for their bag of peanuts that you explain how jet engines work in 4, single syllable words.

I’m sure that everyone’s heard this question, “When we are flying, can a small hole in the airplane cause it to burst?” I know I have from new crew members in training as well as civilian passengers when I’m flying commercially. Its actually a very astute question but its based on the assumption that an airplane is a sealed metal can (a Coke can makes a great comparison).

This is definitely not a 737

Neither is this can of Coke

The thing to understand about an airplane like a 737 is that it is nothing like a sealed coke can but in fact has holes in the vessel on purpose that work with an aircraft’s Cabin Pressure Control System (CPCS) to regulate the pressure.

Cabin Pressure Control System (CPCS)

The CPCS is what regulates the air pressure for the vessel. This is accomplished using bleed air from the aircraft engines, mixed into an air pressure pump (called an air pack) which pumps air into the cabin and regulates the air temperature. Air that is pumped into the vessel has to be let out so the Main Outflow Valve is placed in variable positions based on the altitude of the aircraft. The valve can be controlled automatically by one of two pressure controllers, or if both fail, it can be controlled manually using the switch. This system is what allows the inside altitude of an airplane to be maintained a comfortable setting of 8,000 feet when the true altitude outside of the aircraft is 41,000 feet.

Pressure Valves on a 737-700

Here’s a close up of the Main Outflow Valve. It sure does look menacing but the ‘teeth’ are a recent redesign to smooth out the flow of the air and reduce the noise created as it adjusts in flight. But since putting your hand inside that opening is a good way to lose it, perhaps the design has a nice secondary preventative purpose as well.

Main Outflow Valve

Ok so now that you understand what the valve ‘that looks like a piranha’ does…I’m sure you’re asking “What happens if that thing gets stuck?!” Another good question that the engineers thought enough to design a solution for. Let’s go back to look at our trusty Diet Coke Can.

Positive Pressure on a Diet Coke Can

When you put a Coke can in the freezer and the contents freeze, it causes the can to bulge and expand. That’s not good for the can because obviously later after the coke thaws out, it won’t sit normally on the bottom and the can’s seals probably leak. Well the air pressure on the inside of an aircraft could do the same thing as well if there wasn’t a valve in place to relieve the pressure. That’s what the two Positive Pressure Relief Valves are for. They are located on both sides of the Main Outflow Valve and are engaged with the cabin pressure differential is is around 8.95PSI. It keeps the same thing that happened to the Diet Coke can from happening to the aircraft (and from causing some major trauma to the passengers and crew).

Positive Relief Valve

So on climb out the aircraft is not pressurizing right and the Main Outflow Valve gets stuck…what would keep it from crushing like the can below?

Negative Pressure on a Coke can

Yup, the engineers thankfully thought of that as well. In order to protect the aircraft from under pressuring (which can damage it as well), the aircraft has a Negative Pressure Relief Valve.

Negative Pressure Relief Valve

The spring loaded door is held in place but with a small amount of negative pressure in the cabin, it is ‘sucked’ back to allow the pressure to equalize.

So obviously aircraft aren’t solid metal sealed cylinders like a Coke can (and thank goodness). If a door seal isn’t tight or whatever, the aircraft has the ability to maintain its pressure throughout the duration of the flight. The system is redundant and very safe. Most commercial aircraft have systems very similar to this one that function in the much same manner.

Have any other mechanical questions about the 737/C-40A? Ask away! Feel free to Tweet, email or comment with your questions and perhaps I’ll write about it in a future blog entry.

“Patriotism is not short, frenzied outbursts of emotion, but the tranquil and steady dedication of a lifetime.”

That quote from Adlai Stevenson is probably one of my favorites. Obviously September 11th affected all of us in our own unique way. One positive thing it did bring about (at least for a while) was a surge of patriotism and the desire to support the men & women in the service of this country. I rarely wear my uniform when I fly (as to not draw extra attention to myself) but when I do, I have only gone a couple times where someone hasn’t come up to me to say that they appreciate my service, or to share their own experience with me when they served. In that moment I find myself always humbled by it and find myself at a loss for the right words usually muttering “Thank you, it’s my honor.” But that moment means more than just a few seconds in verbal exchange. Its an opportunity for everyone to become part of the support network that makes it possible for the men and women of the Armed Services to do what they do. Its truly a special bond that we all share that transgresses race, gender or religion. We recognize that we are all part of something bigger than us which will survive long after we have perished.

The moments like that which touch me the most are when an obvious veteran from a previous war comes up and thanks me. I was out to lunch with members of my squadron for a shipmate’s going-away party (he was transferring to a new command). The majority of us were in uniform and as we were leaving the restaurant, an older gentleman stood up from his table, walked over to me and shook my hand. He said, “Thank you for your service Chief. I served in Vietnam in the Air Force from ’64 to ’67.” I was quite shocked and again humbled. Then I returned his handshake and said “No, thank you sir for serving so that I and others like me could have the opportunity to serve later.” He smiled, got quiet and returned to his seat. I think both of us probably had a lump in our throats after we parted ways.

True patriotism isn’t about wearing a t-shirt that proclaims it nor is it about if you’ve got a magnetic ribbon on your car. Its about dedication and constant effort to support those who support and defend our country.  If you truly want to be a patriot, copy a page from the generation of folks who supported the folks during WW2 (the great generation).  Their contributions weren’t always big, but were backed with simple deeds that meant something.  There are plenty of things that people can say or do to support veterans.

We can show our patriotism with more than just magnets on our cars.

Thank them for their service: Never let an opportunity to let a service member pass by in the airport, train station, bus station, etc where you don’t make the time to thank them for their sacrifice. It doesn’t have to be anything more than a smile, a handshake and a simple “Hey, thanks for serving.” You’ll win extra respect if you know their rank and say something like “Hey Lance Corporal, thanks for what you’re doing, and take care of yourself ok?”

Don’t exclude aging or retired veterans; their contributions were no less important: Seek out the opportunities to do things for the veterans in your community.  There are WW2, Korea, Vietnam, Gulf War and other veterans in every community in the U.S. Some may be your neighbor, your co-worker, your teacher, etc.  Take the time to learn about their past. Show interest in their service contributions.

Don’t qualify their service based on status (Active Duty/Full Time, Selected Reservist or National Guard): With the amount of time that the Reserve and National Guard members have spent in Iraq and Afghanistan, it is neither polite nor is it fair to do so. EVERYONE who serves makes a contribution.

Support their families: Learn about the military families in your neighborhood.  If their loved one is away, seek opportunities to help them in simple ways.  Lend a hand if they have work around their yard that needs to be done  or get a group of neighbors together to help them with home repairs that they may not have the money or the know-how to do by themselves.  Or something as simple as making them a pie and taking it over.  The simple things go a long way.

Support organizations that help injured or deployed service members: There are plenty of volunteer/non-profit organizations that aid service members if they are injured, or while they are away.  If you don’t have a lot of time, but do have some resources you can donate contact those organizations that can use them.
Here are just a few:
Veterans of Foreign Wars
USO
OperationInjuredSoliders

Show respect for the Flag during ceremonies, games, or events: Service men and women for generations have died in service of this country. It is but a simple gesture to honor them by standing up during the National Anthem, removing your hats, putting your hands over your heart, and being quiet.  Or just by remembering the manners we were all taught and standing up when the American flag is paraded by. The picture below says it well: “The only person standing…is the one in a wheelchair.”

Swap seats to push a service member to fly in business/1st Class: This is by no means necessary, but was one of the coolest things I’d seen when I was flying back on a commercial flight from the Middle East.  A gentleman got up from First Class and went back to one of the sailors who was back in coach and said “You need to sit in my seat more than I do.  Would you mind if we swapped?”  A simple gesture from a business man who probably travels all over for business and is used to being comfortable, but it meant a lot to that young man who would have sat on wooden crates for hours, just to get home.

Non-rev tickets: I’ve had several pilots in my squadron who are pilots for the civilian airlines offer me and others who commute to serve, non-revenue tickets from their airlines that they get for free.  They understand the sacrifice and the expense and though their generous offer may not seem like much to them, it makes the opportunity to serve a little easier.

What ways can you think of to show your patriotism?