Disclaimer: Truckin’ On is an unofficial newsletter published every month in the interest of serving Air Force active duty, civilian and retired vehicle operations

and maintenance personnel. Articles submitted by its contributors are not to be considered official statements by the U.S. Air Force.

1 Dec 2015

Dedicated to the Men and Women of

AF Vehicle Operations & Maintenance — Past, Present, and Future

Truckin’ on

Special Points of Interest:

Moon Buggy - Lost & Found PG 1-2

Vietnam at 50 - 1965 PG 2

Inside this issue:

Wolfpack Vehicle Maintainers PG 3

Aussies Purchase LAV PG 4

AF & Industry Develop Vibration Technology

PG 5

Winter Driving Tips PG 5

Maintenance Talk PG 6-7

Your First Car PG 8

JBPHH - Driving Energy

Independence in Hawaii PG 9-10

With a little help from my friends

PG 11

The Way We Were PG 12

‘Moon Buggy’ - Lost & Found

Long-lost Apollo Lunar Roving

Vehicle prototype saved by scrap

dealer

Published October 29, 2015

FoxNews.com

Where’s Harry Broderick when you need

him?

That obscure reference is to “Salvage 1,”

a short-lived 1979 TV series starring

Andy Griffith. It was about a junkman

who built a spaceship to travel to the

moon and recover the equipment the

Apollo astronauts left behind, with the

intention of selling it for a fortune.

In the end, he gave the gear back to

NASA free of charge, because it was

Andy Griffith, after all. But now a real-life

scrap dealer owns an obscure relic from

the Apollo program and is planning to

put it up for sale.

The website Motherboard recently

reported on its investigation into the fate

of an early prototype of the Apollo Lunar

Roving Vehicle. A famous NASA photo

shows rocket scientist Werner von Braun

cruising around in the vehicle,

which looks nothing like the ones that

went to the moon but was used to

develop many of their systems.

Related:

Out of this world driver Eugene Cernan

recounts his ride on the moon

Government documents uncovered by

Motherboard said the vehicle ended up

in a backyard in Blountsville, Ala., about

an hour south of NASA’s Huntsville

research facility, and its existence was

reported to NASA in 2014 by a U.S. Air

Force historian who spotted it while

passing by.

Continued on PG 2

‘Moon Buggy’ - Lost & Found

Continued from PG 1

Unfortunately, according to the documents, by the time the

space agency got around to investigating the matter, the

vehicle had been sold for scrap to an unidentified dealer and

destroyed.

But after Motherboard ran the story, the scrap dealer, who

remains anonymous, contacted the site and said he knew

exactly what it was, and that he still had it in storage. In fact, he

said, NASA had been in negotiations with him to acquire it last

year, but didn’t offer any money.

"NASA told me when they came out to inspect it that they had

looked for it for 25 years. It is the von Braun, the first and last

they made. I was told it is the rarest of all the units," he said.

The dealer said NASA tried to get him to loan the vehicle to it

as discussions continued, but he feared once NASA had it in its

possession, his negotiating leverage would be lost.

NASA has not commented on why it gave up trying to retrieve

the vehicle, or why it reported it was destroyed.

The junkyard owner said he still plans to sell it, but he believes

it should be saved.

A photo he provided to Motherboard shows that the 600-pound

vehicle is rusty and corroded, but largely intact. Its tires are still

with it but have been removed from the wheels. / See photo

below.

Editor’s Comments: For a generation of veterans who

served during the Vietnam Era, in-country or elsewhere, that

period, for reasons of our own, will always hold a singular

place in our lives, evoking fond memories for some and bitter

ones for others.

In March 2014, we featured a front-page article called,

‘Vietnam — a look back.’ It reflected on personal accounts of a

few transporters who were there.

This, the last month of 2015, marks our final salute to the 50th

anniversary of the beginning of that tragic and controversial

war. We pay homage, however, not to the war itself but to the

veterans who served.

The Stars and Stripes has been running a spectacular series

this year titled, ‘Vietnam at 50.’ I thought I would share this link

with you and let you browse through the stories and photos.

I want to call your attention to an “Interactive” section in this

article that covers the events of 1965, key players in the war,

and the Ia Drang battle map. It’s very well presented and

worth a look.

http://www.stripes.com/news/special-reports/

vietnam-at-50/1965

2

Wolf Pack vehicle maintainers keep mission moving

By Senior Airman Ashley L. Gardner, 8th Fighter Wing

Public Affairs / Published November 16, 2015

Kunsan Air Base, Republic of Korea --

Grease splatters across their coveralls while oil and grease

stain their hands. One turn of a wrench at a time, the 8th

Logistic Readiness Squadron vehicle maintainers are keeping

motorized vehicles across Kunsan Air Base running.

Vehicle maintainers must know how to work on all types of

vehicles. Everything from fire trucks to fork lifts; they are

keeping the mission flowing by making sure the vehicles are

repaired and ready.

"The customers’ needs are our number one priority,"

said Master Sgt. Michael Wright, 8th LRS vehicle maintenance

manager. “Our goal is always to provide quality repairs in a

timely matter. We do all we can with what we are given."

The LRS Airmen maintain conveyances in order to fulfill the

mission and to assist Airmen in completing their ideal task in the

long run. It isn’t until a vehicle breaks down that some may

realize how important transportation and equipment are for

day-to-day jobs.

Squadrons that use group transportation rely on LRS

maintainers. “If vehicle maintenance could not perform their job

in a timely manner, it will cause a domino effect and will greatly

hinder the Kunsan mission,” said Master Sgt. Arwin Sarinas, 8th

LRS vehicle management superintendent.

“With vehicle management having oversight and control over all

maintenance responsibilities on all Air Force vehicles, failure

would hamper the wing's mission.”

If those vehicles break down it may be tougher to re-coordinate

plans depending on when the problem arises. That, in the end,

may negatively impact the mission.

“We touch all the vehicles on base,” said Senior Airman

Anthony Benitez, 8th LRS vehicle maintainer. “If we don’t do our

job, nobody really moves.”

LRS vehicles are used for base security, for construction, and

for many other reasons. If they aren't maintained properly, the

mission could fail.

The Airmen work together and strive for excellence.

“The Airmen here without a doubt are the best group of Airmen I

have worked with,” said Wright. “They are hardworking,

enthusiastic and have great attitudes. This is a great shop.”

Though vehicle maintaining is the 8th LRS vehicle maintainer’s

primary duty; everyone can help them by taking care of the

vehicles that are essential to the mission.

“Take an ownership mentality of the vehicles assigned to their

unit,” said Sarinas. “Most importantly, drive safely to prevent

accidents which could cause unnecessary repairs, vehicle

downtime, and expenses, or worst, injury or loss of life.”

U.S. Air Force Senior Airman Anthony Benitez, 8th LRS vehicle maintainer prepares an engine after it is removed from a vehicle at Kunsan Air Base, Republic of Korea, Nov. 13, 2015. Vehicle maintainers must know how to work on all types of vehicles.

U.S. Air Force Senior Airman Anthony Benitez, 8th LRS vehicle maintainer prepares an engine after it is removed from a vehicle at Kunsan Air Base, Republic of Korea, Nov. 13, 2015. Though vehicle maintaining is the 8th LRS vehicle maintainer’s primary duty; everyone can help them by taking care of the vehicles that are used daily and essential to the mission. (U.S. Air Force photo by Senior Airman Ashley L. Gardner/Released)

3

Hawkei armored patrol vehicle hits the mark for Australian military

| FoxNews.com

It wasn’t named after a superhero, but it was designed to carry

real heroes.

The Hawkei PMV (Protected Military Vehicle) is the Australian

Defence Force’s newest recruit. The department just ordered

1,100 of the new light armored patrol vehicles for about

$800,000 each.

About the same size as the U.S Military’s new Oshkosh L-ATV,

the 15,000-pound Hawkei is similarly protected from both

ballistic and roadside explosives thanks to a V-shaped hull

design and armor constructed from ceramic composites and

steel, but is still light enough to be transported into action by a

CH47 Chinook helicopter.

The Hawkei was developed by a partnership between Thales,

Boeing and armor specialist Plusan. Its name is taken from a

species of death adder snake, and relates to the larger

Bushmaster PMV currently in use.

The 4x4 truck can carry four-six passengers and rides on a fully

independent double wishbone suspension system. It’s powered

by a Steyr six-cylinder turbo diesel that sends 260 hp and 450

lb-ft of torque to the wheels via six-speed automatic

transmission. Its top speed is 80 mph, and it has an operation

range of up to 373 miles.

Specially-designed cargo trailers are part of the package, and

Australian officials expect the vehicle to be adopted by some

foreign militaries, as well. It will primarily replace the Land

Rover Defender-based vehicles currently in use by the

Australian Defense Force when it is deployed in 2016.

Related Image

4

AF & Industry to Develop Vibration Technology

Battlespace Tech

Air Force to ID targets by their

vibrations

By Kevin McCaney

Nov 13, 2015

How do you identify targets when a well-armed foe has the

firepower to put manned vehicles at risk and keep ISR drones

at bay? The Air Force has one idea: using laser-Doppler

vibrometry to identify vehicles, from a distance, by the

vibrations they create.

The Air Force Research Laboratory has issued a

solicitation looking for systems with vibrometry sensors

capable of automated target recognition, identifying

features such as vehicle type, engine type, engine speed,

the number of cylinders a vehicle has or a fingerprint of

the target for identification and recognition.

The program is called Vibrometry Interrogation for Battlefield

Exploitation, or VIBE, and AFRL has set aside just under $15

million for it. Specifically, the Air Force wants VIBE to function

in anti-access/area denial (A2/AD) environments, in which an

adversary has the missiles and other munitions to make

approaching an area dangerous. A2/AD is something the

Defense Department is concerned about with regard to

China and other countries.

Vibrometry uses lasers and the principles of the Doppler effect

to scan an object, take fine-grained measurements based on

its deflections (caused by vibrations in a vehicle’s motor or a

transformer), and use that information in order to identify the

object. AFRL’s solicitation says laser vibrometry, which

currently is used in aircraft and structural inspections as well as

manufacturing, is now mature enough to use for target

recognition. A video from the company Polytec offers a primer

on how vibrometry works.

AFRL said VIBE will make use of state-of-the-art technology to

enhance its air-to-ground and air-to-air target recognition.

The Air Force is not interested in any proprietary hardware or

software, but says VIBE is an algorithm development effort, for

which is has already performed some preliminary work. AFRL

said it would exercise four options under the contract, based on

the performance of the automated target recognition systems

that are developed.

The response date to the solicitation is March 15, 2016.

Winter Driving Tips

powered by

Editor’s Note: This is a useful website, and a timely

one, with winter driving tips just in time for holiday travel

plans. Click on the link below and it will take you to a

website sponsored by Safercar.gov and NHTSA. Click again

on the “Begin” button and drill down through the various

topics. Note: The green circles on the car will open to more

specific tips.

http://www.safercar.gov/WinterDrivingTips

5

Maintenance Talk

The low-down of vehicle break-downs

by Airman 1st Class Michaela R. Slanchik

509th Bomb Wing Public Affairs

11/4/2015 - WHITEMAN AIR FORCE BASE, Mo. -- Team

Whiteman depends on hundreds of vehicles to accomplish daily

tasks in support of the mission. Without proper maintenance

and care, Whiteman Air Force Base, Mo., could lose these vital

assets.

The 509th Logistics Readiness Squadron (LRS) vehicle

maintenance unit performs daily maintenance on government

vehicles to ensure they are fully operational. However, they

need every operator's help.

509th LRS provides an Air Force Form 1800, Operator's

inspection Guide and Trouble Report, which operators must

review to inspect vehicles before each use.

Accomplishing inspection items on the checklist, such as

checking fluid levels, helps with early detection of problems and

ensures vehicles are returned in proper condition.

If Airmen do not follow proper procedures or mishandle

vehicles, the consequences can cost thousands of dollars that

the Air Force is not provided funding for.

"When government vehicles are not treated correctly, they

break down more often and more severely," said Brian Poese,

509th LRS vehicle management flight chief. "When a vehicle is

driven with a known problem, it drives up repair costs and

vehicle downtime very quickly.

For example, if you hear your brakes squeaking but you don't

turn the vehicle in until you hear them grinding, the difference in

repairs jumps from less than $100 to costs that can easily

exceed $1,000 for larger vehicles." For calendar years 2012

through 2015, the total cost of government vehicle accidents

and abuses at Whiteman is $398,100 to date.

"The vehicle maintenance shop receives at least one vehicle a

day that has no oil showing on the dipstick," said Poese. "This

means the engine is at least two quarts low, and in many cases

can be five or six quarts low on oil.

The potential is that an engine with no oil will seize, and new

engines cost anywhere between $3,000 for a small, gas engine

and up to $30,000 or $40,000 for a large diesel engine like

those found in truck tractors or heavy equipment."

In addition to vehicles forming mechanical issues due to

misuse, government vehicles have suffered body damage

resulting from unsecured cargo.

"Whenever a vehicle is turned in with damage or mechanical

issues that cannot be attributed to fair wear and tear, a vehicle

accident or abuse case is opened and the owning unit

commander is directly notified," said Poese.

"According to Air Force Instruction 24-302, any costs

associated with this damage are billed to the unit at fault for the

damage."

Maj. Kellie Courtland, 509th Logistics Readiness Squadron

commander, said that Airmen should take care of government

vehicles like they would their own.

509th Logistics Readiness Squadron (LRS) vehicle maintainers perform maintenance on government vehicles in the maintenance garage at Whiteman Air Force Base, Mo., Oct. 26, 2015. The mission of the 509th LRS vehicle maintainers is to perform daily maintenance, body work and upholstery repairs to vehicles to ensure they are fully operational. (U.S. Air Force photo by Tech. Sgt. Miguel Lara III/Released)

Continued on PG 7

6

Maintenance Talk Continued from PG 6

The low-down of vehicle break-downs

"A lot of these vehicles are mission essential, but when they are

abused, we no longer have them operational for the mission,"

said Courtland.

A common misconception among vehicle users is that

government vehicles can easily be replaced, said Poese.

"Unless a vehicle is destroyed or requires repairs beyond a

reasonable expected return on investment, vehicles will

generally not be replaced until they are 20 years old," said

Poese.

To avoid fraud, waste and abuse and to promote longevity of

government vehicles, they are to be used solely to perform

mission-related tasks.

To discover the purpose of an assigned vehicle, ask the unit

vehicle control officer (VCO) to see the Air Force Form 601,

Equipment Action Request, which justifies the vehicle's use.

LRS plans to implement new programs to keep vehicle

operators aware and informed in order to prevent accidents and

abuse.

"In December, we are going to provide new, face-to-face VCO

briefings to remind operators how to better maintain these

vehicles, ensure proper care is being accomplished and answer

any questions," said Courtland.

"The next part of the solution is to have a Maintenance Day at

each squadron. In January, Whiteman's mechanics will go out

to each squadron and teach Airmen how to spot early signs of

vehicle concerns."

Another program that is being employed is the VCO of the

Quarter Award.

See additional photos at: Low-down of vehicle break-downs.

Senior Airman Jeremy Lee, 509th Logistics Readiness Squadron general purpose mechanic, checks the transmission fluid level in a government vehicle at Whiteman Air Force Base, Mo., Oct. 26, 2015. Fluid levels are checked regularly to ensure the functionality of engine components. (U.S. Air Force photo by Airman 1st Class Michaela R. Slanchik/Released)

Find your first car or the one you drove while in high school or

college; hopefully that particular car brochure is available.

This has to be one of the coolest websites whether you have

gasoline in your veins or not.

This particular website features the original factory brochures

for nearly every American car you have ever owned or made.

Just pick the manufacturer, the year and the model.

Click Here: Brochures

Editor’s Note: In September 2013 we did a survey of first

car stories. It was a fun exercise and received a great

response. Now, Chief (Ret) George McElwain has shared

this fantastic website that will give you an opportunity to find

your first car online and relive the memories once again.

7

JBPHH—Driving Energy Independence in Hawaii

Hawaii’s Quest to Go Off Grid

By Sanjena Sathian

Aug 21, 2015

From the Joint Base Pearl Harbor-Hickam on Oahu, you can

see palm trees, a wide open sky and a clear blue inlet of water.

It’s warm, it’s pleasant — it’s friggin’ Hawaii.

But set against the beachy vibe are an airfield, pockmarked

buildings still bearing the scars of 1941 and … a

small hydrogen fuel cell that makes, dehumidifies, compresses,

stores and dispenses hydrogen to a few converted buses, Ford

vans and Mack trucks, all used by the military.

The guy showing off the setup is retired Air Force Brig. Gen.

Stan Osserman, the recently appointed hydrogen czar — and

director of the Hawaii Center for Advanced Transportation

Technologies (HCATT) — on the island.

He’s an evangelist for the unloved and still-slightly-obscure

renewable source, lobbying for H2 to play a serious role in

edging out traditional energy, from gas in transit to the grid. “We

really do have grid stability problems,” he says, declaring it’s

time for a real “paradigm shift.” That seems to be the sense in

the salty-smelling air here in the islands, where hydrogen is

increasingly discussed as a viable source of alternative energy

… maybe even, if Osserman types have their way, as a route to

going off-grid entirely.

This is an urgent time for all things energy in Hawaii: In 2012,

according to the U.S. Energy Information office, Hawaii was

importing 93 percent of its energy; in 2013, it suffered from the

highest electric prices in the country.

Just last month, gas ran about $3.30 a gallon, well over the

national average, according to state data.

But it’s also an ambitious time: This summer, Governor David

Ige signed a bill setting an expectation for the state to hit 100

percent renewable usage by 2045 — a first in the U.S.; now

Vermont has followed.

And don’t forget Hawaii’s own Elon Musk: Henk Rodgers, the

guy who owns the popular video game Tetris and who just

made a mega statement by taking his ritzy home and ranch

completely off the grid.

When you’re busy trying to figure out how to make your vehicle

not explode, you create some pretty thick-skinned stuff.

So people here are talking about the Earth and its environs in a

way beyond just its ambrosial appeal. Which includes that

uniquely Hawaiian convergence of energy and the military.

The Hickam fuel cell sits right atop the spot where the original

Pearl Harbor bombs were dropped (and across from a row of

photovoltaic solar panels, kitty-corner to the scaffolding of a few

wind turbines).

Continued on PG 9

Stan Osserman, HCATT director, points out the engine on a hydrogen transportation van on a military base in Honolulu. SOURCE: MARCO GARCIA FOR OZY

8

JBPHH—Driving Energy Independence in Hawaii

Continued from PG 8

Hawaii’s Quest to Go Off Grid

And while that might seem a strange contrast to some,

Osserman, a trained pilot, can rattle off a long list of exactly why

the military should be driving hydrogen research and

generation: It’s a quiet fuel, ideal for covert ops; it doesn’t leave

much of a heat imprint and won’t explode; you can even hide

your vehicle for a long while in a closed, compact space without

fearing carbon monoxide poisoning.

Much innovation on this island comes from the military, of

course: When you’re busy trying to figure out how to make your

vehicle not explode, you create some pretty thick-skinned stuff.

Already, a little over $8 million in funding has come from the

Hawaii Natural Energy Institute (HNEI), a research unit at the

University of Hawaii at Manoa, while the Department of

Defense is developing stuff like the Pearl Harbor site and

another project on the Big Island.

Proponents say what’s needed is more money for research,

more cars that prove hydrogen works and, particularly,

infrastructure. That means more fuel cells around civilian parts

of town like the one here on Hickam — after all, where are you

going to fill up? In general, the one-off research and

development on stuff like functioning vehicles and batteries will

have to spread out to a macro-plan for connecting hydrogen to

the whole mass-transit system, and therefore to the grid.

Energy from hydrogen, the most common element on the

planet, is made by breaking down water — H2O into H2

(hydrogen) and oxygen — by electrolysis. Simple enough,

right? In theory, sure, but there are wrinkles: There’s a “chicken

-and-egg problem” when it comes to basic infrastructure, says

Mitch Ewan, hydrogen program manager at the HNEI.

All the hydrogen cars on Earth won’t do anything without a good

fueling station, and without that attention to the larger electrical

grid.

Much of the innovation in hydrogen has begun in transit — cars,

buses — which is also Hawaii’s biggest fossil-fuel gobble,

explains Chris Yunker, energy systems and transport manager

at the Hawaii State Energy Office; that’s coming from everyone

from Toyota to the Department of Defense. Yunker figures the

two are interrelated, transit and the grid, and that energy free-

dom for the latter will ripple from the former.

Then there’s the obvious: cost. En route to the base from

HCATT’s workshop — which houses a few of those hydro-run

vehicles with their engines popped dramatically out —

Osserman worries about his cuts.

Osserman’s HCATT got $24 million in federal money between

2006 and 2013, but has reaped nothing more federally since

and is relying on the Air Force for backing. And even “on a

grassroots level,” he says, some people remain afraid of

hydrogen’s “bad reputation” — Hindenburg, H-bomb.

But the other fear in the air all over this isolated state,

summarizes Yunker, is just how long it can remain so far from

the rest of the world, importing everything from its mangoes to

its fuels to its energy corporations. Everything, some worry, that

could be Hawaii-homegrown. >>>>>>

Hydrogen storage tanks on the property of the HCATT on Joint Base Pearl Harbor-Hickam. Source: Marco Garcia For Ozy

Pacific Air Forces News

HCATT hosts U.S. Senator

By Senior Master Sgt. Kristen Stanley, 154th Wing Public Affairs / Published August 28, 2015

U.S. Senator Brian Schatz, left, is greeted by Stanley Osserman, Director of the Hawaii Center for Advanced Transportation Technology during a visit to the center at Joint Base Pearl Harbor Hickam, Aug. 26, 2015. The tour showcased Joint Base Pearl Harbor-Hickam’s smart energy production, storage and use. (U.S. Air National Guard photo by Senior Master Sgt. Kristen Stanley/released)

RELATED STORY:

9

Training for Tomorrow’s Technology

Trucking’s future won’t happen without trained techs

by Jack Roberts

Forecasting the future is always tricky.

CCJ last month took an in-depth dive into what

trucking’s future likely will hold, such as equipment innovations

like self-driving vehicles, smarter highways and truck platoons,

along with dramatic shifts in global freight movement, trucking

operations and major workforce changes. You can see the

whole package at CCJdigital.com/future.

But even the best, brightest and most well-informed futurist

can’t anticipate all of the variables and unknowns that come

into play when trying to look ahead even just five years. There

always seems to be something incredibly simple that everyone

overlooks but that ends up changing everything.

Trucking’s future workforce: Will drivers still

drive? Will hours of service and driver pay

change?

Fear — that's what many in today's trucking

workforce feel when they think about tomorrow’s

technology and what it means for their jobs. The future

does … See more

Fifty years ago, no one had the simple idea of connecting every

single computer together via phone lines to quickly and

efficiently share information. Yet the Internet is one of the most

important technological advances in human history, with a

profound impact on virtually every aspect of our lives today.

I’m convinced that the one that will have the most immediate

impact on truck fleets today will be advanced vehicle telematics

systems.

In 10 years, you’re going to wonder how you survived without

real-time vehicle telemetry, self-diagnosing powertrains and

geographic-focused repair options with bay times prescheduled

and parts guaranteed in stock.

Soon you’ll be able to manage vehicle downtime in ways you

barely comprehend at the moment. And while breakdowns

never will be eliminated from trucking completely, they will

become rarer, and the causes usually will be the result of

uncontrollable events such as accidents, road debris or

vandalism.

What will trucks of tomorrow look like?

Where autonomous trucks, on-demand

repairs, platooning and alt fuels are

headed.

The trucks of the future will be bigger and smaller, smarter,

connected, green, fuel-efficient and safe. And they will be

profitable. But above all else, … See more

Invariably, with all of these advances will come new problems.

As a recent hacking event with a Jeep SUV proved, connected

vehicles are extremely vulnerable to cyber-hijacking attacks.

Much work needs to be done to create highly secure

Internet-based Wi-Fi communications networks to guard

against these crimes.

There’s another stumbling block that doesn’t get nearly the

attention that it should: Finding technicians to maintain and

repair all of these new systems coming our way.

Frost & Sullivan analyst Sandeep Kar calls trucking’s current

technician shortage a “ticking time bomb.” He’s spot-on, and it’s

a problem that’s going to get exponentially worse in the near

future unless the trucking industry starts taking bold steps now

to address and correct this trend.

Every futurist I spoke with CCJ’s Trucking’s Future Now was

bullish on the future of trucking: It will be a vital industry for the

world of tomorrow. But that future won’t happen unless

trucking, as a united industry, makes bold steps and forges new

alliances with education and government to start training

tomorrow’s technicians today.

Trucking’s technician shortage: Young techs

talk how fleets can better recruit them.

Five active technicians spoke at the

Technology and Maintenance Council's

(TMC) Fall Meeting in Orlando this week, where they were

quizzed on why they entered … See more

10

With a little help from

my friends…

Mentoring as a valuable retention approach

by Ellen Voie CAE, President/CEO Women In Trucking, Inc.

Remember back to your first day on the

job? You had so many questions, but you

weren’t always sure who to ask. Whether

it was learning where to store your lunch

or coat, or finding your way around the

office, you needed someone to steer you

in the right direction.

Finding someone who will guide you around the office or in

the industry will provide you with a resource when

questions arise. A mentor is a person who will lead you and

support you as you become familiar with the organization

and your new role.

Most successful people attribute at least some of their

accomplishments to their mentor’s influence. If you’ve

never had this level of insight from a more seasoned

colleague, then consider reaching out for a mentor now.

Regardless of where you are in the company or industry,

there will always be someone who has some wisdom to

offer.

Why would you want or need a mentor? Consider the value

someone could bring to your career as a coach or teacher.

For someone starting out, a mentor can help you adjust to

the company’s culture. What clothing is appropriate to

wear? How much autonomy do you have in making

decisions? What level of risk is acceptable? A mentor can

also help you identify people who are there to support you,

such as the human resource manager or the janitorial staff.

A mentor will be available to respond to your questions and

concerns, but more importantly, he or she will try to

anticipate some of the challenges you will be facing and

address them before you’ve been deterred.

Your mentor can help you set goals for both work and your

personal growth. Then, this person can help you work

toward these objectives and encourage you along the way.

A mentor can also introduce you to people and resources

who can assist you in your career.

For those of you who have been working in your chosen

field or company for a while, a mentor can still be a

professional asset for further advancement.

In addition to motivating and encouraging you, a mentor

can help you get back on track if you’re moving in the

wrong direction. He or she can help identify areas where

you might need help.

Finding someone who is willing to share his or her

experiences to help you avoid mistakes is invaluable. Once

you work with your advisor for any length of time, this

person will help you by pointing out weaknesses and

encouraging your strengths. You want your mentor to be up

front with you and provide an honest assessment of your

abilities. Your friends may not tell you that your public

speaking skills are lacking, but a mentor will!

Companies who encourage mentorship have found a

positive increase in both morale and engagement. This not

only makes the mentee a happier employee, but it

increases retention and boosts productivity.

If you haven’t established a mentoring program at your

company, consider the benefits and create either an

informal or a formal partnership by providing the resources

for your employees. You can create a bulletin board type

infrastructure where potential mentors can write a brief

biography and allow a mentee to contact them for follow up.

There are software programs available for this.

You can also provide an onsite opportunity for potential

mentors and mentees to meet and find common ground

before they make a formal commitment.

Women In Trucking Association has a mentorship match up

service for our members on our website (http://

mentorboard.careerwebsite.com/WIT). This service is for

drivers, owner-operators, safety professionals, technicians,

executives, and anyone willing to lead or who wishes to

learn from another member.

“If you cannot see where you are going, ask someone who

has been there before.”

― J Loren Norris, Author

11

AF Vehicle Management — a snapshot in time

by Roger Storman, SMSgt, (Ret/2T3)

I’ve been thinking a lot lately about how much things have

changed in Air Force vehicle management since I first enlisted

47 years ago.

I retired from active duty in 1993 and from federal service in

2011, and at the pace things were changing then I fear I would

be lost if I were to suddenly find myself in charge of a vehicle

maintenance shop just four years later.

I can almost hear it now, “We don’t do it that way anymore,

boss.” Believe me, I’ve had a few nights when I imagined I was

back only to wake up to reality and the fact that I’m still retired.

Whew!

Another thing that got me to thinking about this is that I’m

working on a vehicle management timeline from 1947 to 2015

and beyond. One of our members suggested it and it has been

a fun exercise digging into our history.

It will soon be posted on our new website, www.truckinon.org,

as a living document to which Truckin’ On members can

comment, correct and/or add information as time goes on and

noteworthy events occur.

Of course, no discussion of changes in vehicle maintenance

would be complete without a few comments about automation.

It’s undoubtedly the most significant development of our time.

Many of you remember well the days when daily transactions

were entered into a keypunch machine and IBM keypunch

cards, like the one below, were taken to base data automation

for processing through B3500 computers. Output products were

huge and kept in large, blue binders at the shop.

The reports and analysis section,

known as R&A, was responsible for

data processing. Their AFSC was

391XX. In addition to vehicle

maintenance, R&A personnel were

subject to being assigned to aircraft

maintenance, civil engineering, and others. They reported

directly to the squadron commander, and performed QC duties.

Maintenance control was a separate work center and dealt

solely with the shop workload. It had a large, manual control

board with vehicle historical records and work orders marked

with color-coded ETIC tabs to indicate which day of the week a

vehicle would be released. Try keeping up with that!

We filled out timecards daily and accounted for every job on a

work order. It was tough sometimes getting 8 hours of direct

time when work was slow. I remember one of my supervisors, a

WW2 vet, would always ask me at the end of the day what I did

and if I didn’t have enough 01 time, he would fudge the work

order to make up the difference. I always liked that guy!

A few more subtle changes:

Toolboxes: I’m truly impressed when I see the huge, rollaway,

Snap-on toolboxes our mechanics have today, and I say good

for them! It’s about time.

In comparison, however, we were

required to report to base supply’s tool

issue section where we were issued a

set of pre-approved automotive

mechanic tools, based on AFSC, and

a “suitcase” style toolbox (see photo).

We kept a signed listing of our tools,

turned them in to base supply upon PCS assignment, and were

held accountable for missing tools.

Coveralls: I’m told at one time mechanics

worked in their fatigues, which made it difficult

to be presentable when away from the work

section. Many, however, used discarded flight

suits obtained from DRMO.

Perhaps each base was different, but we

were issued white coveralls at my first duty

station. They had to have stripes, name tags,

and patches sewn on (like in the photo). If I

recall correctly, we each had three sets and

they were cleaned free of charge at the base

laundry. They always came back so stiff from

starch that we had to pry the legs open.

Details: We also performed details such as barracks orderly

where we were assigned on a rotational basis for a week at a

time to clean the common areas and cut grass. We were pulled

away from our maintenance duties to do this, so I assume there

were no manpower shortages then. After we got done with

these details, however, we went back to work at the shop.

Base Service Station: There was a time when vehicle

maintenance personnel were responsible for manning and

managing the base service station.

Maintainers had the opportunity to give every vehicle coming in

for fueling a quick once-over as to its condition, an opportunity

to debrief the driver as to the vehicle’s serviceability,

and an opportunity to capture and improve correct odometer/

hour meter readings at the time of refueling.

Similar to the customer service center (CSC) today, this cadre

of maintainers were also responsible for performing minor/light

maintenance and adjustments at the station as well. Replacing

light bulbs, wiper blades, fuses, and topping off fluids

were the primary kind of things that could be done without

pulling the vehicle from the user to go to the maintenance shop.

A French critic once wrote, “The more things change, the more

they stay the same,” and so it is with vehicle maintenance. After

all these years and changes, we still fix trucks.

The Way We Were

12