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Airlift/Tanker Quarterly
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Airlift, Military -- Periodicals
Airtankers (Military science) -- United States -- Periodicals
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AIRLIFT/TANKER QUARTERLY Volume 25 Number 3 Summer 2017 Pages 6-11 Return to Avenger Field Women Airforce Service Pilots Celebrate 12th Annual National WASP WWII Museum Homecoming Pages 28 2017 A/TA Convention & Symposium Registration Form

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1 Airlift/Tanker Quarterly is published four times a year by the Airlift/Tanker Association, 655 Julian Road, Chattanooga, Tennessee 37421. Postage paid at Belleville, Illinois. Subscription rate: $40.00 per year. Change of address requires four weeks notice. The Airlift/Tanker Association is a non-prot professional organization dedicated to providing a forum for people interested in improving the capability of U.S. air mobility forces. Membership in the Airlift/Tanker Association is $40 annually or $110 for three years. Full-time student membership is $15 per year. Life membership is $500. Industry Partner membership includes ve individual memberships and is $1700 per year. Membership dues include a subscription to Airlift/Tanker Quarterly and are subject to change. Airlift/Tanker Quarterly is published for the use of subscribers, ofcers, advisors and members of the Airlift/Tanker Association. The appearance of articles or advertisements, including inserts, in Airlift/Tanker Quarterly does not constitute an endorsement by the Airlift/Tanker Association, the Air Mobility Command, the Department of the Air Force or the Department of Defense, of the viewpoints, products or services mentioned or advertised. Articles appearing in this publication may not be reprinted, in any form, without prior written approval from the Airlift/Tanker Association. Airlift/Tanker Quarterly is quarterly news cycle-dependent and is distributed as follows: Winter: January|February|March; Spring: Apri l | May|June; Summer: July | August | September; Fall: October | November December [actual distribution dates vary]. The copy deadline for submitted stories, articles, letters, etc., is as follows: Winter: January 2nd; Spring: April 2nd; Summer: July 2nd; Fall [Convention Edition]: September 2nd. Airlift/Tanker Quarterly accepts advertising for the inside front, inside back and back covers for the Winter, Spring and Summer Editions; and for throughout the Fall Convention Edition. BOARD OF OFFICERS & EDITORIAL STAFF: Chairman, A/TA Gen Duncan J McNabb USAF Ret Chairman@atalink.org President CMSgt Michael R Kerver USAF Ret President@atalink.org Sr Vice President Lt Gen Vern M Findley II USAF Ret srvp@atalink.org VP, Programs Col Miles C Wiley III USAF Ret ProgramsVP@atalink.org VP, Industry Affairs Col Cary Walgamott USAF Ret Industryvp@atalink.org Secretary Col Michael D Cassidy USAF Ret secretary@atalink.org Treasurer Col John J Murphy Jr USAF Ret treasurer@atalink.org Assocation Administrators Lt Col Gary Hart USAF Ret & Sondra Hart ata@atalink.org Public Affairs & Social Media Coordinator Col. Gregory Cook, USAF Retired PublicAffairs@atalink.org A/TQ Editor and Art Director Mr. Collin R. Bakse atq@atalink.org A/TQ Business Manager Mr. Doug Lynch Advertising@atalink.org PRINTED IN U.S.A. AIRLIFT/TANKER QUARTERLY Volume 25 Number 3 Summer 2017 CONTENTS Association News A/TA UpFront .................................................................................... 2-5 Chairmans Comments ........................................................................ 2 Presidents Message ............................................................................... 3 Cover Story Return to Avenger Field Women Airforce Service Pilots Celebrate 12th Annual National WASP WWII Museum Homecoming .......................... 6-11 Features Book Review: Runway Visions by Capt Murdock Moore, USAF (Ret ) .............................................................. 14 From TAC to MAC Recollections on a Brieng Transferring the C-130 Hercules from Tactical Air Command to Military Airlift Command by General Alfred G. Hansen, USAF (Ret) ......................... 23 Departments Smooth Transitions ....................................................................... 12-13 Air Mobility News & Views ........................................................... 16-22 Industry Partner Spotlight: L3 Technologies ....................................... 24 Industry Partner Highlights ............................................................... 25 Air Mobility Classics ............................................................................. 26 2017 A/TA Convention & Symposium Registration Form .................... 28 On the Cover: A Finella WASP patch superimposed over a photo of A/TA Hall of Fame WASP Nancy Harkness Love. (A/TA Photo montage by Collin R. Bakse).

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2 Chairmans Comments Hello from Colo rado and hope you are having a mar velous summer. Our 49th An nual Airlift/Tanker Association Co n v ention and A ir Mobility Technol o gy Exhibitio n and the Air Mobil ity Command and A/TA Symposium is fast approach ing and we hope you are all coming. Our A/TA Convention and Symposium are always one of the highlights of my year, and this one is shaping up to be one of our best ever. Thanks to the great work of our cohost, Gen Ever hart, and his AMC staff, the Air Force has already ap proved the conven tionso we are on our way. Our new Secre tary of the Air Force, the Honorable Heather Wilson, our Chief of Staff of the Air Force, General David Goldfein, and our new Chief Master Sergeant of the Air Force, CMSAF Kaleth Wright, have accepted our invitation to deliver major addresses. Given the state of world affairs and challenges we face as we rebuild our Air Force, it will be amazing to get their rst hand thoughts on the state of our Air Force and their vision for the future. This is also their rst A/TA and I know they will be impressed by our mobility warriors, our excellent major address speakers, our 36 professional development seminars, our outstanding Air Mobility Technology Expo sition, and, most importantly, the outstand ing camaraderie, war stories, and excitement that always surrounds A/TA. It is what makes our convention truly world class. Joining Secretary Wilson, CSAF Goldfein, and CMSAF Wright as major address speak ers are our own General Darren McDew, Commander of USTRANSCOM, General Mike (Mobile) Holmes, Commander of the Air Combat Command, GEN Robert Abrams, Commanding General of Army Forces Com mand, Lt Gen L Scott (Catsh) Rice, Direc tor of the Air National Guard, and Lt Gen Maryanne Miller, Chief of the Air Force Re A Salute to Determined Women Young Nancys ride probably cost about a dollar when a traveling aviator visited her hometown early in 1930, offering to take pas sengers on joy rides for a penny a pound. She loved it, and determined to y again, Nan cy Harkness begged her parents for aviation lessons. Despite her mothers belief that nice young ladies dont do such things, her parents reluctantly agreed to send her to ying school, and on 30 November 1930, the sixteen-year old Harkness earned her private pilots license. To modern eyes, the requirements seem meager. She spent 13 hours in the air with her instructor an 18-year old named Jimmy whose rst student was Harkness 10 hours in the sky by herself, and she passed one examination. With that, the Aeronautics Branch of the Department of Commerce in formed her that she had earned her license and she ew into the history of aviation, becoming instrumental in the founding of the Women Airforce Service Pilots (WASPs) of WWII, for which she was inducted into the Airlift/Tanker Association Hall of Fame in 1996. At the age of 20 Nancy Harkness married the president of Inter-City Air Lines, Robert Love, and, as the Boston Globe reported, The pair enjoyed a honeymoon to California; they of course ew themselves there. The cover story of this issue of A/TQ is about the courageous, skilled and dedicated women known as the Women Air Force Ser vice Pilots the WASP. This remarkable group of determined women rose to the challenge during WWII, proving that women can serve their country by taking to the sky. It was absolutely critical to Nancy Love that both men and women believed that members of either sex had something to contribute. The presence of one sex even in non-traditional occupations such as y ing should not be viewed as diminishing the contributions of the other. That she con vinced others both in the military and the civilian worlds of this idea represented her most profound and lasting legacy. The gen der debate in the military has never been the same since. And that makes Nancy Love one of the more productive historical gures of the rst half of the 20th century a heroine with the real stuff . As you read the pages of this issue you will notice that it is lled with stories that reect the importance of women to the Air Force and Air Mobility missions. From Air Force Secretary Heather Wilson to Lt Gen Michelle Johnson, the Superintendent of the U.S. Air Force Academy to Colonel Laurel Burkel, a C-130H Hercules navigator to SSgt. Jannelle McRae, Secretary of the Air Force PA to SrA Shannon Hall, 7th Bomb Wing PA women now serve at every level of the United States Air Force also with the real stuff . Collin Bakse, editor Announcements & Stories from, and/or about Association Business, Members and Chapters A/TA Up Front A/TA Up Front Gen Duncan McNabb USAF, Ret serves. Our cohost and the Commander of AMC, General Dewey Everhart, will wrap up the convention with his State of the Command. What an outstanding line up to go with our 36 professional development seminars. This year we will honor our 29th Hall of Fame recipient, Maj Gen Paul Williams. One of our true Airlift pioneers, he was the Com mander of the Ninth Troop Carrier Com mand in 1944 -1945, and was responsible for the airlift for the mass landings and air drops in North Africa, Sicily, Italy, Norman dy, Holland, and Germany. His C-47s were largely responsible for the air supply sup port of General Pattons Third Armys drive to Berlin. He is most deserving and is truly one of the Giants that laid the foundation on which we now stand. We will honor him at the Saturday Night Hall of Fame banquet when we unveil his bust that will take its rightful place in the Mobil ity Memorial Park at Scott AFB, IL. Our membe r ship is what makes o ur conventi on so successful. Our Chapters are the lifeblood of our member ship and our organization. To all our chap ters, thank you for all you do. We want to note the membership drive contest is in full swing and we are heading for the nish line on Wednesday night, 25 October. Our win ning Chapters will be named and receive their monetary awards at the Chapter Presi dents meeting at the convention. We got to see rst hand the power of our Chapters when our A/TA Board visited Altus AFB on 2-3 June. The Red River President Mark Watson and his folks and Col Todd Hohn and the 97 AMW did a superb job tak ing care of usincluding a shrimp boil with A/TA members (and perspective members) and their families. Amazing how much fun kids can have when cut lose on a putting green. It was awesome. Joe and Kim Lever ett, Brian Bush, and the Altus Civic Leaders went above and beyond, to include hosting a superb barbecue dinner at the Leveretts... with included lots of war stories. Im just glad I was there to defend myself. We are also looking very forward to our upcoming Board visit on 18-19 August at Joint Base Charleston, hosted by the Low Country Chapter and the 437 AW. It will be continued on page 4 >>> Our membership is what makes our convention so successful. Our Chapters are the lifeblood of our membership and our organization. To all our chapters, thank you for all you do.

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3 CMSgt Mike Kerver USAF, Ret Presidents Message I have no ide a where the summer h as gone, and b y the time you read t his short artic le, we will be within two months of our 4 9th Conventio n and Symposium in Orlando, Florida! If you have not done so already, be sure to mark your calendars f or 26-29 October 2017, and plan on attending what promises to be another great g ather ing of those who care about the Air Mobility mission and the exceptional Airmen executing that mission. For those of us who have attended past conventions, consider bringing a friend or colleague who has not had the opportunity. I think you will all agree that while our con vention may be equal to some, none are bet ter! Our convention also remains one of the very best ways we can showcase our com mitment to both Mobility Airmen and our Industry Partners. My rst convention was in 1999 and I have not missed one since. Make no mistake that beyond our keynote speakers, professional development seminars, and other ofcial business lies the real strength of our convention and those valued intan gibles best described as comradery, fellowship and the bond built from shared sacrice and service to our nation. My golf hat is tipped to the 97th Air Mo bility Wing, the Red River Chapter, and to their President Capt Mark Watson for host ing our Spring Board meeting. We espe cially appreciated the hospitality offered by the Altus Chamber of Commerce and their President Mr. Brian Bush, the Military Af fairs Committee, and personally to Dr. Joe Leverett for opening his home and hosting us for a delicious BBQ dinner. At this years Con v ention, we will fo r m ally induct M ajor G eneral Paul L. Wi lliams as our 29th Hall of Fame (HOF) recipient. G eneral William s l ed United State s Army Air Forces troop carrier forces in the Mediterranean and European theaters of operations during World War II, and his inuence on air power continues to shape the organization, tactics, and doctrines directly beneting todays generation of Mobility Airmen. Gen Williams selection clearly demonstrates one of A/TAs key ob jectives of Preserving the Air Mobility Cul ture, and is one more example of a Hall of Fame inductee of whom we can easily say, We stand on the shoulders of these great leaders. Now that the 2017 HOF process is complete, please start thinking about potential nomina tions for 2018. Look for a n announcement in early January and a call for packages. The nomi nation guidelines are currently in revision, but will be available for review in plenty of time. More to follow on that. I n mid-August, w e will meet at Joint Base Charleston for our Summer board meet ing and complete nal planning for the con vention. My thanks to the Low Country C hapter at Join t Base Charleston for hosting us! Visit the A/TA web s ite, atalink.org fo r further details con c erning convention registration. I look forward to seeing you all again in Orlando. Remember to look around your squad ron and consider bringing that new Airman to t he convention. Enjoy the rest of your summer, go out of your way to thank some one for their service, and dont forget that sunscreen! See you on the turn! Best / Mike Mark Y our Calendars for the 2017 A/TA Convention 25-29 October in Orlando, Florida and the 2018 Golden Anniversary Celebration 24-28 October in Grapevine, Texas!

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4 Upcoming Conventions: 2017: A/TA 49th Anniversary Convention & Symposium 25-29 October Marriott World Center Orlando, Florida 2018: A/TA Golden Anniversary Convention & Symposium 24-28 October Gaylord Texan Resort and Conventtion Center Grapevine, Texas Happy Birthday to the United States Air Force! With 70 years of experience under its belt, the Air Force is celebrat ing its birthday with a website showcasing each generation of airmen since the services inception in 1947. S tarting with 1947 to 1960, the Air Forces birthday website, http://static.dma.mil/usaf/70/ will highlight stories about each generation of airmen, including heroes and technological innova tions, according to the Air Force. The Breaking Barriers series will feature 10 videos throughout the year discussing the social and technological barriers that were overcome. The site will be updated each month until September, when the Air Force celebrates its birthday on the 18th. The time periods fea tured are: March 24: 1947-1960; April 22: 1960-1970; May 20: 19701980; June 18: 1980-1990; July 17: 1990-2000; Aug. 17: 2000-2010; and, Sept. 16: 2010 and Beyond. The joint war ghting excellence our nation expects and gets to day from our Air Force was built through 70 years of tenacity and in novation, Air Force Chief of Staff Gen. Dave Goldfein said in a state ment. Our incredible Airmen continue raising the bar to provide our nation the asymmetric advantage only airpower can bring. Secretarys Notes Thanks to Red River Chapter Presi dent Capt Mark Watson, from the 97th Air Mobility Wing, the Altus Chamber of Commerce President Mr. Brian Bush, plus Dr. Joe Leverett and the Altus Military Af fairs Committee for their great support of our Spring Board meeting on 3 June 2017. Id also like to offer a special thanks to Col John Lamontagne who represented Air Mobility Command during the board meeting. Well done and thanks Red River Chapter! On 19 August the Low Country Chapter at Joint Base Charleston will host our sum mer board meeting please keep an eye on the web site for details. If you are interested and able to attend it would be great to have as part of the discussion. At the board meeting we will continue preparations for the 49th Annual Convention and Symposium in Orlando Florida. Youll notice in our second installment of our Smooth Transition series we have a second article highlighting the work of an Air Mo bility professional in the lm industry. It would be great to get your i nput on how you have used the skills you honed as a Mobility professional in your life after active service. Do you have a great story or do you know someone who does? Please let me know. Remember, invite someone you know (Guard, Reserve, Active, Re tired, Civic Leader, aircrew, maintenance, port, support, etc.) to join this great organization and get involved with your local chapter. Thanks for all you do, every day! Mike Col Mike Cassidy USAF, Ret great to be back at Charleston to see and talk to our members and to work the nal details for our upcoming convention. One of the big areas we are focused on to enrich the A/TA conven tion experience this year is the Heritage Room. We want to make it a place where attendees look forward to stopping by, having a drink, and sharing their best war stories. I know rst hand the transfor mation of what Air Mobility has brought to the ght since 9/11... including Aeromedical Evaluation critical care and surgery in the air, sustained night operations using NVGs, sustained combat air refuel ing operations, expeditionary basing, intricate operations into semiprepared strips, and precision airdrop. No one in the world does this better than us and sharing and celebrating our contributions is a big part of A/TA...it is a critical ingredient to the magic of our Conven tion that makes it the best of its kind. I have a few stories and look forward to sharing them and hearing yours. We will denitely have some fun with this. So this convention promises to be a happening and is setting the stage for our 50th Anniversary celebration in Dallas in 2018. So get ready. Register early and beat the rush. Bring your families to Orlando and enjoy it all. We look forward to seeing you at the con vention...it promises to be an amazing experience. See you around the agpole, Gen (ret) Duncan McNabb, Chairman Chairmans Comments continued from page 2 Reunion Notice I am seeking the members of Undergraduate Navigator Class 78-19 for a possible 40th anniversary reunion in 2018. At this time, I am seeking contact information and to poll the class members to deter mine a site for such a reunion. I would appreciate your assisting me to reach out to our class members. Richard M. Cole, Major, USAF (Ret.) 13116 Mercury Lane Fairfax, VA 22033-3711 dickcole1853@verizon.net (703) 266-3333 home (703) 507-3544 cell

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5 Smart Donations We have all been bombarded by requests to donate to this or that. Some organizations will happily take your car. The Airlift/Tanker As sociation (A/TA) happily ac cepts donations as well, just not your car. A/TA is a 501(c)(3)e Tax Exempt Organization. A/TA is run by volunteers. This makes us unique. Among our key programs, we offer Enlisted Educational Grants, donate to other organizations like the Air Mobility Command Museum and cosponsor the annual symposium and convention with seminars as an educational and professional development event. Our AFROTC scholarship and Enlisted Education Grant programs have helped more than 700 young leaders achieve their educational goals. The Airlift/Tanker Quarterly (A/TQ ) magazine provides interesting, e ducational and entertaining articles thanks to the efforts of Collin Bakse, our editor. Our awards program recognizes Air Mobil itys exceptional performers. We help preserve our heritage with our support of the Air Mobility Command Museum at Dover AFB. We appreciate your support a members and ask that you consider furthering that support via donations. The best way to maximize your donation is to use an employermatching donation program. Many employers match employee do nations; some require a minimum donation and match at 50 or 100 percent of your donation. If your employer will match your dona tion, please let us know what information is required for the dona tion match. Verication at the IRS web site may be enough or they may want to register A/TA with your company. The IRS clas sies us as a taxe xempt org a n ization that i s eligible to receive tax-deductible ch aritable co n t ributions. As a p ublic charit y, you can donate up to 50% of your income to us and t ake that as a d eduction. Ye s, 5 0%, dependin g on your tax situation. (I dont know anyone that can afford to do that, but if you can, thanks! ) For individual donations, we added a Donate to A/TA link on the top right side of the home page to allow you to charge a donation to your credit card. You can earmark your donation for the education fund, as a memorial to someone or allow us put it in the general fund. There are other types of donations. Members have generously do nated corporate stock to A/TA which continues to grow and provide long term benets. Placing A/TA in your estate via your will or trust is another way to help us. If you are interested and able to do this, please contact us to work out the details. For some, donation timing can make a difference. As you approach the end of your tax year, ask your accountant or tax advisor if a donation to A/TA could enable you to move to a lower tax bracket. If you are just barely into a higher tax bracket, a small donation could save on your taxes. Even if this isnt true for you, we will still appreciate any donations. Thanks for taking time to consider donating to A/TA. Doug Lynch is the Association Business Manager responsible for Advertising and Convention support. To coordinate your donations, he can be reached via email at advertising@atalink.org A/TA is a 501(c)(3)e Tax Exempt Organization. A/TA is run by volunteers. This makes us unique A/TA President Presents the Core Value Award at Air Force Academy Awards Ceremony Th e Airlift/Tanker Association is the proud sponsor of the United States Air Force Academys Core Value Award. A/TAs Presi dent, CMSgt (Ret) Mike Kerver, was privileged to present the award to Cadet Squadron 3 at a graduation awards ceremony 22 May 2017. This prestigious award is based on leadership and character develop ment through the performance of community service. Cadets First Class Jake R. Serrate and Tyler M. Dietrich accepted the award on behalf of Squadron 3 (the Dogs of War). The Academys Superinten dent, Lt Gen Michelle Johnson, and Commandant of Cadets, Brig Gen Kristin Goodwin, participated in presenting the award. Lt Gen Michelle Johnson, USAFA Superintendent; A/TA President Mike Kerver, C1C Serrate; C1C Dietrich, Brig Gen Kristin Goodwin, USAFA Commandant of Cadets (Courtesy Photo). rff nf tnb 1301 Heritage Rd, Dover AFB, DE 19902 The Air Mobility Command Museum, located at Dover AFB, Delaware, has free admission and parking. The museum is open Tuesday Sunday, 9 a.m. to 4 p.m.

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6 COVER Return to Avenger Field Women Airforce Service Pilots Celebrate 12th Annual National WASP WWII Museum Homecoming by Collin R. Bakse, editor The National WASP WWII Museum, located at Avenger Field in Sweetwater, Texas, celebrated its 12th Annual Homecoming over Memorial Day week end, 27-29 May 2017, welcoming eleven Women Airforce Service Pilots (WASP ) back to the place they trained to serve our country during World War II. You and more than 900 of your sisters have shown that you can y wingtip to wingtip with your brothers. If ever there was a doubt in anyones mind that women can become skillful pilots, the WASPs have dispelled that doubt. Gen. Hap Arnold, USAAF, in a speech to the last class of WASPs, just before the program was disbanded in December 1944. 6 A/TQ Airlift/Tanker Quarterly Summer 2017

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7 ABOVE: AVENGER FIELD, SWEETWATER, TEXAS The National WASP WWII Museum located at Avenger Field in Sweetwater, Texas, celebrated Homecoming 2017 over Memorial Day weekend, welcoming eleven Women Airforce Service Pilots (WASP) back to the place they trained to serve our country during World War II. The attending WASP (alphabetically, not as pictured, with their class numbers) were Roby Anderson 44-W-4, Nell Bright 43-W-7, Edna Davis 43-W-5 (not pictured), Barbara Heinrich 43-W-4, Mildred Jane Doyle 44-W-4, Kay Hilbrandt 44-W10, Shirley Kruse 44-W-6, Dorothy Lucas 44-W-7, Florence Mascott 44-W-10T, Shutsy Reynolds 44-W-5, Millicent Millie Young 44-W-10. The WASP in the photo are seated in front of The Trainee, a sculpture by WASP Dorothy Dot Swain Lewis 44-W5. (Photo Courtesy WASP WWII Museum). OPPOSITE: A Finella WASP patch superimposed over a photo of A/TA Hall of Fame WASP Nancy Harkness Love. (A/TA Photo montage by Collin R. Bakse). A venger Field, destined to be known as the largest all-female air base in American history, dates back to the 1920s as the Sweetwater Municipal Airport where a small ight school operated with World War I surplus Curtiss JN-4s and Curtiss Robins. In the spring of 1942, the ight school was taken over by the Ploss er-Prince Air Academy, which moved to the airport from California. Plosser-Prince was contracted by the Royal Canadian Air Force to train British and American volunteer pilots and became known as British Flying Training School No. 7. On June 15, 1942, about 100 male ight cadets began a course that included primary, basic and advanced training. Just before they arrived, the Sweetwater Airport was renamed Avenger Field, the winning entry of a contest won by a Mrs. Grace Faver. In August 1942, the United States Government closed the private ying school and took the aireld over as a United States Army Air Force (USAAF) military installation. Avenger Field was to be turned over to the Air Transport Command as a transition school for experi enced airline pilots in single-engine Vultee BT-13 Valiant basic train ers. From Avenger Field, the graduates would be sent to twin-engine school and subsequently for overseas duty as USAAF pilots. In February 1943, Avenger Field, after being chosen due to its multi-phase training capability and other assets, became an all-fe male installation except for a few male instructors and other ofcers. The eld was ofcially assigned to the 318th Army Air Forces Flying Training Detachment, 31st Flying Training Wing and training be gan for the Women Airforce Service Pilots, the WASP. Avenger Field remained a WASP training base until it closed in December 1944. More than a thousand women pilots were trained at the facility in cluding thirty-eight who gave their lives while in the service of their country. On December 20, 1944, the Army Air Forces disbanded the WASP program and the WASPs returned to civilian life, and Avenger Field, determined to be excess by the military, was turned over to the local government for civil use. The eld would be used again by the The United States Air Force Air Defense Command during the Cold War, but thats anouther story. The National WASP WWII Museum Homecoming The National WASP WWII Museum is housed in an old Sweetwa ter Municipal Airport hangar (circa 1929) at Avenger Field affection ately known as Hangar One. The west hangar doors overlook the old runways where the WASP learned to y. In 2003, WASP Deanie Parrish, her daughter Nancy, and a group of Sweetwater citizens, presented the Sweetwater City Council plans for a Museum to preserve the legacy of the Woman Airforce Service Pilots who trained at Avenger Field. The city granted the group a 200 year lease on the old hangar and 55 acres adjacent to the airport. These were the humble beginnings for a museum that has contin ued to grow. For more than a decade now, the WASP have been gath ering each year to remember their days at Avenger Field; the long hot days of training and study, the rare leisure time, sometimes spent at Lake Sweetwater, and those 38 fallen who gave their lives in service to our nation.

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8 At Avenger Field, on Memorial Day weekend, 27-29 May, 2017, eleven WASP were in attendance for the 12th Annual National WASP WWII Museum Homecoming. The attending WASP (alphabetically with their class numbers) were Roby Anderson 44-W-4, Nell Bright 43-W-7, Edna Davis 43-W-5, Barbara Heinrich 43-W-4, Mildred Jane Doyle 44-W-4, Kay Hilbrandt 44-W-10, Shirley Kruse 44-W-6, Dorothy Lucas 44-W-7, Florence Mascott 44-W-10T, Shutsy Reynolds 44-W-5, and Millicent Millie Young 44-W-10. A merican Airlines generously assisted these WASP and their fami lies to Texas, then the Brazos River 99s and host families at Pecan Plan tation in Granbury, Texas, ew the WASP to Sweetwater. Lana Kraeszig, a member of the Board of Directors of the National WASP WWII Museum and a woman pilot, lives at Pecan Plantation and is passionate about giving WASP a chance to reunite with old friends. These women gave of themselves at a time when they were not even considered a true military unit. They tested experimental military aircraft, towed targets for ammu nitions practice and some gave the ultimate sacrice. The hospitality we show is only a small way we say Thank You , Kraeszig said. The female pilots of the WASP ended up numbering 1,074, each freeing a male pilot for combat service and duties. They ew over 60 million miles in every type of military aircraft. Accompanied by military escorts carefully selected from a com petitive application process, the WASP returned to The Wishing Well, where they gathered for a reunion photo and saw each other, some for the rst time in years. Barbara Bobbie Heinrich, celebrat ing her 101st birthday, made her rst trip to National WASP WWII Museum Homecoming. Ann Hobing, Executive Direc tor of the Museum, said, What an honor and privilege to lead hun dreds of people in singing Happy Birthday to a living legend. This is my inaugural Homecoming and I am overjoyed to be in the presence of such amazing women. Homecoming 2017 also wel comed two contemporary women pilots to share their stories and give homage to the WASP who blazed the trail for those after them. Major Heather Lucky Penney, most recognized for her service to our nation on September 11, 2001, brought a luncheon audience of 300 to tears as she recalled the morning she scrambled into a ghter jet in Washington D.C. to pro tect our skies over the Pentagon. Because of WASP who broke the mold so many decades ago, I was able to serve the idea of freedom and democracy we call America, Penney said. She now serves as National Chair for the Commemorative Air Forces RISE ABOVE program, educating thousands of students across the nation about the Women Airforce Service Pilots. Dinner guest speaker, Lieutenant Colonel Jade Reidy, Inspector General of the 7th Bomb Wing at Dyess AFB, gave a tribute laced with gratitude. We cannot thank you enough for being tough, smart, pioneering women who answered the call of duty. Gratitude to you will live on in us women who continue to y, face challenges, serve our country and make our marks on the next generation, said Reidy, to 500 dinner guests in Hangar No 1, the new addition to the Museums complex. In addition to the fully sold out luncheon and dinner, Homecom ing 2017 provided fun for the entire multi-generational family. Near ly 40 youth, some taking their rst ight, were generously own by the EAA Young Eagles. Well known author of an award-winning WASP novel Flight to Destin y, Sarah Byrn Rickman was at the Museum auto graphing her books for fans she has penned several books about the WAFS and the WASP. Plus, more than a dozen warbirds landed at Avenger Field to provide entertain ment and education, including a Stea rman, a beloved WASP own plane Bill Johnson, member of the Muse um Board of Directors, said, As a pi lot, I always remember that aviation is based on teamwork; it takes mechan ics, navigators, engineers and techni c ians to make a flight safe and successful. We want to educate th e next generation that they can be part of aviation in many different ways. With nearly 2000 people in attendance, Homecoming 2017 set a new attendance record for the WASP WWII Museum. Some attend ees ew into Avenger Field in private aircraft, and one family drove over 1200 miles from South Carolina to show gratitude to WASP. WASP came from across the United States, to serve our nation, to defend our homeland and to protect our freedom. And so, we are here today to celebrate and remember a group of veterans so groundbreak ing in their service that their foot print on women who came after is deep and permanent, said Hobing. The A/TA and the ATA/ATC/WAFS/WFTD/WASP The road to using American women as wartime pilots took a rather tortured ight path through the alphabet of military initialisms, acronyms and abbreviations. With four inductees, including a WASP, into its Hall of Fame, it will be easy to spot the WASP connection to the Airlift/Tanker Association (A/TA) As for an explanation of the other abbreviations, the ATA, sans the slash mark, is the best place to start. Before U.S. forces entered the ght in World War II, Florida na tive Jacqueline Jackie Cochran, as part of Wings for Britain, an organization that ferried American built aircraft to Britain, became the rst woman to y a bomber (a Lockheed Hudson V) across the Atlantic. In Britain, she volunteered her services to the Royal Air Force. For several months she worked for the British Air Transport Auxiliary (ATA) recruiting qualied wom en pilots in the United States and taking them to England where they joined the ATA. The American women who ew in the ATA were the rst Ameri can women to y military aircraft. They ew the Royal Air Forces Jacqueline Cochran in the cockpit of a Curtiss P-40 Warhawk. She was a pioneer in the eld of American aviation, considered to be one of the most gifted racing pilots of her generation. She was an important contributor to the formation of the World War II Womens Auxiliary Army Corps (WAAC), the establishment of the 319th Womens Flying Training Detachment (WFTD) and was the Director of Women Airforce Service Pilots (WASP). (USAAF Photo Circa 1942). Nancy Harkness Love in cockpit of a Fairchild PT-19A. She was a trailblazing WWII pilot and commander who was instrumental in the founding of the Women Airforce Service Pilots (WASPs) of WWII, and was inducted into the Airlift/Tanker Association Hall of Fame in 1996. (USAAF Photo Circa 1942).

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9 f rontline aircraft Spitres, Typhoons, Hudsons, Mitchells, Blen heims, Oxfords, Walruses, and Sea Otters in non-combat roles, but in combat-like conditions. Before Cochran left for England she and test-pilot Nancy Harkness Love, the 1996 inductee into the Airlift/Tanker Association Hall of Fame, had independently submitted proposals to the USAAF to use women pilots in non-combat missions after the outbreak of World War II in Europe. Their motivation was to free male pilots for com bat roles by employing qualied female pilots to ferry aircraft from factories to military bases, and to tow drones and aerial targets. Prior to Pearl Harbor, General Henry H. Hap Arnold, commander of the USAAF, had turned down both Loves 1940 proposal and that of the better connected and more famous Cochran, despite the lobbying by Eleanor Roosevelt. But he essentially promised the com mand to Cochran, should such a force be needed in the future. Meanwhile, the U.S. was building its air power and military presence in anticipa tion of direct involvement in the conict, and had belatedly begun to drastically expand its men in uniform. This period led to the dramatic increase in activity for the U.S. Army Air Forces, and made the obvious gaps in manpower that could be lled by women. After the attack on Pearl Harbor, to com pensate for the manpower de mands of the military, the gov ernment encouraged women to enter the workforce to ll both industrial and service jobs supporting the war effort. To those most involved within the new Ferrying Divi sion of the Air Transport Com mand (ATC) the numbers were painfully obvious. Col. William H. Tunner, the 1989 and rst inductee into the Air lift/Tanker Association Hall of Fame, was in charge of acquir ing civilian ferry pilots. He decided to integrate a civilian force of female pilots into the AAF, after speaking with Major Robert M. Love, ATC staff ofcer, and his wife Nancy. Convinced of the feasibility of the program by Mrs. Love, a Commercial Pilot Licensed test pilot, he asked her to draw up a proposal, unaware that Arnold had shelved a similar proposal by Tunners superior, Maj. Gen. Robert Olds. By the mid-summer of 1942, Arnold was willing to consider the prior proposals seriously. Tunner and Loves plan was reviewed by the ATC headquarters, and forwarded by commander Gen. Harold L. George, the 1991 inductee into the Airlift/Tanker Association Hall of Fame, to Arnold, who was fully aware of it and gave it his bless ing, after Mrs. Roosevelt had suggested a similar idea in a newspa per column. The Womens Auxiliary Ferrying Squadron (WAFS) w as headed by Mrs. Love, and went into operation on 10 September 1942. Soon, the Air Transport Command began using women to ferry planes from factory to airelds. Upon learning of the newly minted WAFS, Cochran immedi ately returned to the United States and confronted Arnold for an explanation. Arnold claimed ignorance and blamed the ATC staff, in particula r Georges chief of staff, Col. (and former president of American Airlines) C. R. Smith, the 1992 inductee into the Airlift/ Tanker Association Hall of Fame. Due to the highly publicized WAFS, the program could not be reversed, and so, on 15 September 1942, Cochrans training proposal was also adopted. Cochran and Loves squadrons were thereby established separate ly. The 319th Womens Flying Training Detachment (WFTD) at the Municipal Airport (now Hobby Airport) in Houston, Texas, with Co chran as commanding ofcer, and the Womens Auxiliary Ferrying Squadron, the 2nd Ferrying Group at New Castle Army Air Base, in New Castle, Delaware (now New Castle Airport). By June 1943, Love was commanding four different squadrons of WAFS at Love Field, Texas; New Castle, Delaware; Romulus, Michigan and Long Beach, California. The WAFS number had greatly increased because of the addition of graduates of Cochrans Womens Flying Training Detachment (WFTD) at Avenger Field, Sweetwater, Texas. Though rivals, the two pro grams and their respective leaders operated independent ly, and without acknowledg ment of each other until the summer of 1943. When Co chran pushed aggressively for a single entity to control the ac tivity of all women pilots. Tun ner, in particular, objected on the basis of differing qualica tion standards, and the abso lute necessity of the ATC being able to control its own pilots. But Cochrans preeminence with Arnold prevailed, and in J uly 1943 he ordered the pro grams merged, with Cochran as director. The WAFS and the WFTD were combined to form the Women Airforce Service Pilots (WASP) Love continued with the program as executive in charge of WASP ferrying operations As director of the WASP, C ochran supervised th e training of hundreds of wom en pilots at Avenger Field in Sweetwater, Texas from August 1943 to December 1944. Love, as the executive for all WASP ferrying operations com manded a eld of female pilots who ew almost every type mili tary aircraft then in the Army Air Forces inventory, and their record of achievement proved remarkable. Love herself was certied in 19 military aircraft, becoming the rst woman to be certied to y the latest military aircraft, including the Douglas C-54 Skymaster, North American B-25 Mitchell, and along with Betty Gillies, the rst to y the Boeing B-17 Flying Fortress. In Dallas, Love was also checked out on the North American P-51 Mustang, the USAAFs hottest ghter. Rough Flight into History Nineteen groups of women underwent WASP training: The Originals the WAFS led by Nancy Love, and The Guinea Pigs Jac queline Cochrans rst of 18 classes of women pilots. They were required to complete the same primary, basic, and advanced train ing courses as male Army Air Corps pilots and many of them went Jacqueline Cochran, co-founder of the Women Airforce Service Pilots, or WASP, inspects WASP assigned to Maxwell Field, a former military aireld now known as Maxwell Air Force Base, in Montgomery, Alabama, with Max wells base commander during World War II. The WASP was formed when the Womens Auxiliary Ferrying Squadron, formed by well-known Ameri can female aviator Nancy Harkness Love, merged with Cochrans Womens Flying Training Detachment on 5 August 1943. (USAAF Photo Circa 1942).

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10 on to specialized ight training. The WAFS each had an average of about 1,400 ying hours and a commercial pilot rating. They received 30 days of orientation to learn Army paperwork and to y by military regulations. Afterward, they were assigned to various ferrying commands. The Guinea Pigs started training at the Houston, Texas, Municipal Airport, now William P. Hobby Airport on 16 November 1942, as part of the 319th Army Air Force Womens Flying Training Detach ment (AAFWFTD). This was just after the WAFS had started their orientation in Wilmington, Delaware. Unlike the WAFS, the women that reported to Houston did not have uniforms and had to nd their own lodging. The Woofted dies (WFTD) also had minimal medical care, no life insurance, crash truck, or re truck, and the only ambulance was on loan from the Ellington Army Aireld, along with insufcient administrative staff, and a hodgepodge of 23 types of aircraft for training. As late as January 1943, when the third class was about to start their training, th e three classes were described by Byrd Granger in On Final Approach as a raggle-taggle crowd in a rainbow of rumpled cloth ing, while they gathered for morning and evening colors. This lack of resources, com bined with the foggy and wet Houston weather, delayed the graduation of the rst class from February to April 1943. Conditions included wet, sticky, clay soil everywhere, and worse, a scarcity of rest rooms, which made the poten tial for morale problems sig nicant. To minimize this, the Finella Gazette was started. The rst issue was published on 10 February 1943. The fe male gremlin Finella was conceived by Roald Dahl, a pi lot for the Royal Air Force who would later author several chil drens books including Charlie and Chocolate Factory among many others. Finella, sporting wings, goggles and ying attire, was drawn by Walt Disney, and used as the ofcial WASP mascot that appeared on their shoulder patches. The rst Houston class started with 38 women with a minimum of 200 hours. Twenty-three graduated on 24 April 1943, at the only Houston WASP graduation at Ellington Army Air Field. The second Houston class, started in December 1942 with a minimum of 100 hours, nished their training just in time to move to Sweetwater, Texas, and become the rst graduating class from Avenger Field on 28 May 1943. The third class completed their advanced training at Avenger Field and graduated 3 July 1943. Half of the fourth class of 76 women started their primary training in Houston on 15 February 1943, and then transferred to Sweetwater. On 7 March 1943, the Houston classes incurred their rst fatality. Margaret Oldenburg of 43-W-4 and her instructor, Norris G. Morgan, crashed seven miles south of Houston and were killed on impact. By the end of May 1943, the Houston 319th AAFWFTD was his tory as later that summer the WAFS and WFTD were combined into the WASP. The WASP was considered civil service and therefore they did not receive military benets, unlike their male counterparts. On the oth er hand, they were not administratively tied to the Army Air Forces and could resign at any time after completion of their training, al though reportedly, few, if any did. On 30 September 1943, the rst of the WASP militarization bills was introduced in the United States House of Representatives. Both Cochran and Arnold desired a separate corps headed by a woman colonel (similar to the WAC, WAVES, SPAR, and Marine heads). The War Department, however, consistently opposed such a move, since there was no separate corps for male pilots as distinguished from unrated AAF ofcers. Instead, it preferred that women be commis sioned in the Womens Army Corps (WAC), and added to some 2,000 Air WAC ofcers assigned to ying duty. On 21 June 1944, the House bill to give the WASP military status was narrowly defeated. Cochran who had been pushing for a reso lution of the question delivered, in effect, an ultimatum to either commission the women or disband the program. Civilian male pilots lobbied against the bill, reacting to closure of some civilian ight training schools, and the termination of two male pilot train ing commissioning programs. The House Committee on the Civil Service, also referred to as the Ramspeck Committee, reported on 5 June 1944, that it considered the WASP unnecessary and unjusti ably expensive. The committee recommended that the recruiting and training of inexperienced women pilots be halted. As a result of the committees recommendation, coupled with the AA F having developed an excess of pilots and pilot candidates, Arnold (who had been a proponent of militarization) ordered that the WASP be disbanded by 20 December 1944. On 7 December 1944, ex actly three years after Pearl Harbor, General Hap Arnold, in a speech he delivered at Avenger Field in Sweetwater, Texas, said, The WASP has completed its mission. Their job has been successful. But as is usual in war, the cost has been heavy. Thirty-eight WASP have died while helping their country move toward the moment of nal victory. The Air Forces will long remember their service and their nal sacrice. On 20 December 1944 the nal class of WASP pilots, 71 women in total, graduated from their training regardless of the plan to disband the WASP program within the following two weeks. At the conclusion of the WASP program, 915 women pilots were on duty with the AAF: 620 assigned to the Training Command, 141 to the Air Transport Command, 133 to the numbered air forces in the continental United States, 11 to the Weather Wing, 9 to the tech nical commands and one to the Troop Carrier Command. All records of the WASP were classied and sealed for 35 years, so their contributions to the war effort were little known and inac cessible to historians. In 1975, under the leadership of Col. Bruce Arnold, son of General Hap Arnold, the WASP fought the Battle of Congress in Washington, D.C., to have the WASP recognized as veterans of World War II. They organized as a group again and tried to gain public support for their ofcial veteran recognition. Finally in 1977, the records were unsealed after an Air Force press release erroneously stated the Air Force was training the rst women to y military aircraft for the U.S. The WASP continued to lobby Congress and nally, with the im portant support of Senator Barry Goldwater, who himself had been a World War II ferry pilot in the 27th Ferrying Squadron, they were successful. President Jimmy Carter signed legislation, P.L.95202, Section 401, The G.I. Bill Improvement Act of 1977, providing that service as a WASP would be considered active duty for the pur poses of programs administered by the Veterans Administration. In 1984, each WASP was awarded the World War II Victory Medal. Those who served for more than one year were also awarded A merican A WASP class gathered for a group photograph in front of an Air Transport Command aircraft. (USAAF Photo circa 1943).

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11 Theater Ribbon/American Campaign Medal for their service during the war. Many of the medals were accepted by the recipients sons and daughters on their behalf. Because of the pioneering and the expertise they demonstrated in successfully ying military aircraft, the WASP records showed that women pilots, when given the same training as men pilots, were as capable as men in non-combat ying. On 1 July 2009 P resident Barac k Obama and the Unit e d States Congre ss a warded the WAS P the Congressiona l Gold Medal. Three of the roughly 300 s urviving WAS P were on hand to wit ness the event. Dur i ng the ceremon y P resident Obam a s aid, The Wome n Airforce Service Pilots c ourageously an swered their coun trys call in a time of need while blazing a trail for the brave women who have given and continue to give so much in service to this nation s ince. Every American should be grateful for their service, and I am honored to sign this bill to nally give them some of the hard-earned recognition they deserve. On 10 May 2010, the 300 surviving WASPs gathered at the US Capitol to accept the Congressional Gold Medal from then House Speaker Nancy Pelosi and other Congressional leaders. On New Years Day in 2014, the Rose Parade had a oat with eight WASPs riding on it. Commemoration, Rememberance, Honor, Recognition, Respect On 20 May 2016, the the Women Airforce Service Pilots Arlington Inurnment Restoration (WASP AIR) Act, was signed into law. The bill signing capped off a 20-week ght led by U.S. Senator Joni Ernst and U.S. Representative Martha McSally to restore the eligibility of women World War II pilots at Arlington National Cemetery. Today, honor has been restored to some of our countrys greatest heroes, said Rep. McSally. With this signing, generations of Ameri cans will be able to come to Arlington and see how the WASPs served during a time of great need and, in doing so, paved the way for all women to serve in the military. I thank the thousands of Americans who gave their support to this ght and especially recognize the family of WASP Elaine Harmon, whose relentless efforts have won justice for their grandmother and all the WASPs. I look forward to the day when we can be there at Arlington to welcome these pioneers home. Today is a victorious occasion for a revolutionary group of wom en who deserve to be celebrated and remembered by all, said Sena tor Joni Ernst (R-IA), who co-sponsored the bill in the Senate. The Woman Airforce Service Pilots were early pioneers in military avia tion. They willingly put their lives on the line in service to our great country, and made tremendous sacrices to join a ground-breaking ight program to free up their male counterparts for combat duty, during World War II. Restoring what was once the right of the WASP to have their ashes placed at Arlington National Cemetery is un doubtedly the right thing to do in honoring these extraordinary women for their remarkable military service. The WASP stand in his tory as role models for women in the military, proving their strength and fortitude in the missions they carried out. Im thrilled to have had the opportunity to work with Senator Mikulski and Congress women McSally and Davis to honor the legacy of these truly remark able female trailblazers within our military. This bill has always been more than just access to Arlington; its been about the respect and recognition for the role these amazing women played in winning World War II, said Congress woman Susan Da vis (D-CA), Rank ing Member of the Military Personnel Subcommittee and co-sponsor of the House bill. Arling ton has always been considered a special place of honor. If you are laid to rest in Arlington, it is known that you sacriced to protect and preserve our democracy. I cannot thank Representative Mc Sally and her staff enough for all the work they put in to ensure success, said Erin Miller, granddaughter of WASP Elaine Harmon. Overturning the decision of the Army seemed like an insurmountable obstacle just six months ago but now my grandmother will be laid to rest at Arlington National Cemetery. Representative McSally tackled this problem head-on with as much dedication as she would have for her own grandmother and for this my family and the women of the WASP will be forever grateful. Visit and Support the National WASP WWII Museum The story of WASP needs to be cherished and remembered and the National WASP WWI Museum at Avenger Field in Sweetwater, Texas, is dedicated to keeping the legacy of the WASP. The museum features displays highlighting planes own by the WASP plus actual WWII training aircraft. Along with the trainers is the original layout of Avenger Field in 1943 and 1944. Models of the planes that were used for training at Avenger Field are on display, as well as a timeline of WWII in regards to the WASP, handprints of WASP who have visited the museum and vintage vehicles. Around the hangar walls is a lm strip featuring WASP in their class photos. In the lobby are current pictures of WASP who have been interviewed by Wings Across America a cutting-edge, digital, multi-media project, blazing a trail into the future of education, where digital information will explode into learning adventures, and where history will come alive through the colorful and unique eyewitness accounts of surviving Women Airforce Service Pilots. There is also a superb collection of WWII planes housed at the Museum: a Stearman PT-17, a Fairchild PT-19 and a UC-78 Bamboo Bomber, a priceless WWII plane and the last known Bamboo Bomber used at Avenger Field to train WASP, and a completely restored, air worthy Vultee BT-13. The National WASP WWII Museum is located at 210 Avenger Field Road, Sweetwater, Texas 79556. The museum is open from 10:00 a.m. -5:00 p.m. Tuesday through Saturday, and 1:00 p.m. 5:00 p.m. on Sunday. Admission is free. Women Airforce Service Pilots pass in review at Avenger Field, Sweetwater, Texas. Hangar One at Avenger Field is now the home of the National WASP WWII Museum dedicated to preserving the legacy of the WASP. (USAAF Photo 1943).

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SMOOTH Smooth Transitions is a recurring feature highlighting the interesting work, stories or adventures, of Mobility Airmen outside or after their traditional service. Col Mike Cassidy, USAF (Ret), the A/TA Secretary, is in search of more of these great stories, please contact him at secretary@atalink.org with your adventures. Most of you will know the story of Staff Sergeant William H. (Pits) Pitsenbarger and his nal mission on 11 April 1966 at Cam My, Viet nam, while serving as a Pararescueman (Pararescue Jumper or PJ) with Detachment 6, 38th Air Rescue and Recovery Squadron, Bien Hoa Air Base, Vietnam. That day the Joint Rescue Coordination Center (JRCC) dispatched two Huskies (HH-43s) to recover the casu alties of the Mud Soldiers of the Armys 2/16th Infantry Battalion in a battle near Cam My, close to Saigon. Pits was low ered through the dense forest, where he aided the wounded before having them extracted to the helicopter by cable. Pits stayed with the Army troops, send ing wounded up the cable, and refusing to leave the ground, facing certain death. He continued to treat wounded and take ammo to those still alive. Pitsenbargers body was recovered the next day by his hooch buddy and fellow PJ, Harry Obeirne. When he was found hed been shot four times, the nal shot was from a Viet Cong sniper. Thirty-four years later, on 8 December 2000, Pitsenbargers fa ther was presented with his sons Medal of Honor by then Air Force Secretary Whit Peters in a ceremony at Wright-Pat terson Air Force Base in Dayton, Ohio. LtCol Obeirne, along with the Mud Soldiers, who had continued to pursue the Medal of Honor to honor Pits ulti mate sacrice, had also always felt that the Bill Pitsenbarger story should be told. And, now, a major motion picture, The Last Full Measure, written and di rected by Todd Robinson, will tell that story. The movie features a star studded cast including Ed Harris, William Hurt, Peter Fonda and many others. As actor Grant Gustin, who plays Pits says, the story of SSgt. William Pit senbarger is a story that deserves to be told. Pits story truly does deserve to be told and it was an honor to be there and to be a part small part of the movie. Early in my long military career I was assigned to a Tactical Air lift unit. With under two years service I was transferred to Air Res cue and Recovery, which was assigned to Military Airlift Command (MAC), the forerunner of Air Mobility Command (AMC). I found Air Rescue to be a smaller and closer world, and in the true sense of the word, a family. Although I moved to the Airlift world later, back to Air Rescue and then to Air Refueling I always remained part of the Air Rescue family. I was regularly updated on the status of the Pitsen barger Medal of Honor status, and there was talk of a movie for years as well. Then, in 2012, Pits was honored by installation into the Airlift/ Tanker Hall of Fame and I was privileged to work on this project, as a member of the Airlift/Tanker Association. When the movie production was initiated I received an invitation from my old friend PJ Harry OBeirne to participate in the cast as a member of the Rescue Family. We were considered priority cast members, were in a specic part in the holding area and had special wrist bands. Also, we were seated closest to the front of the movie set. Proof that a career in air mobility can lead to some incredible things in your post Air Force life! As our rst rehearsal began, the bagpipes sounded for the posting of the colors, and slowly, each person began to stand. Christopher Plummer and Diane Ladd, who play the father and stepmother of Bill Pitsenbarger, were standing on the stage. Secretary of the Air Force, F. Whitten (Whit) Pe ters, played by Linus Roache, stood qui etly at the podium prepared to speak. When the pipers had retreated, Secre tary Peters began his comments lead ing up to the presentation of the Medal of Honor. As he presented the medal to Pitsenbargers parents the crowd burst into applause. It was much like we were living through the real ceremony, and I was struck by the attention to detail. Then Secretary Peters acknowledged the Mud Soldiers. It started from the cue of the actor Samuel L. Jackson, who was playing the part of an Army soldier. First, he gazed around then slowly stood. Then another soldier, played by Max Gail, stood, followed by the rest of the Mud Soldiers of the battle at Cam My. The Pararescuemen in the front, then other groups of vet erans who were in the audience scene. As I watched, each person rose, as I did, slowly. The lm shooting was two long days of practice, lasting into the late eve ning, so we would get it exactly right. The corsage worn by Mrs. Pitsenbarger, played by Diane Ladd, was adjusted a number of times to get that exactly right. The beginning portion of the movie shoot was at a small airport hangar near Hiram, Georgia. The weather was sunny but it was still quite cool. When we werent working on the set we spent time in a large holding area, a giant tent, and waited to be called back to the set. We had lunch, mingled, spent time with old friends and met new friends. We chatted and listened to the bagpipers practice. We talked among the Air Force Rescue people and the Army Mud Sol diers as they told of their experiences. There was lots of joking and laughing and stories about one another. Early on the second day my old friend PJ Harry OBeirne came into the tent and asked what I was drinking, I said Irish Coffee. Harry said Id like one Jim! I responded Ill be right back. It was good quality time and we took note that were losing people at our age. I met Harry many years ago and knew of his experience as a PJ, then as a Lt Col, he served during the Gulf War. He grew up in Dublin, Ireland and came to the US at nineteen and joined the Air Force. My wife refers to Harry as the Irish poet for his story telling The Last Full Measure by CMSgt James W Wilton USAF Ret 12 A/TQ Airlift/Tanker Quarterly Summer 2017

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Medal of Honor Citation Staff Sergeant William H. Pitsenbarger For conspicuous gallantry and intrepidity at the risk of his life above and be yond the call of duty. Air man First Class Pitsenbarger d istinguished himself by e xtreme valor on 11 April 1966 near Cam My, Republic of Vietnam, while assigned as a Pararescue Crew Member, Detachment 6, 38th Aero space Rescue and Recovery Squadron. On that date, Airman Pitsenbarger was aboard a rescue helicopter re sponding to a call for evacuation of casualties incurred in an ongoing reght between elements of the United States Armys 1st Infantry Division and a sizeable en emy force approximately 35 miles east of Saigon. With complete disregard for personal safety, Airman Pit senbarger volunteered to ride a hoist more than one hundred feet through the jungle, to the ground. On the ground, he organized and coordinated rescue efforts, cared for the wounded, prepared casualties for evacu ation, and insured that the recovery operation con tinued in a smooth and orderly fashion. Through his personal efforts, the evacuation of the wounded was greatly expedited. As each of the nine casualties evacu ated that day was recovered, Airman Pitsenbarger re fused evacuation in order to get more wounded soldiers to safety. After several pick-ups, one of the two rescue helicopters involved in the evacuation was struck by heavy enemy ground re and was forced to leave the scene for an emergency landing. Airman Pitsenbarger stayed behind on the ground to perform medical du ties. Shortly thereafter, the area came under sniper and mortar re. During a subsequent attempt to evacuate the site, American forces came under heavy assault by a large Viet Cong force. When the enemy launched the assault, the evacuation was called off and Airman Pitsenbarger took up arms with the besieged infantry men. He courageously resisted the enemy, braving in tense gunre to gather and distribute vital ammuni tion to American defenders. As the battle raged on, he repeatedly exposed himself to enemy re to care for the wounded, pull them out of the line of re, and re turn re whenever he could, during which time he was wounded three times. Despite his wounds, he valiantly fought on, simultaneously treating as many wounded as possible. In the vicious ghting that followed, the American forces suffered 80 percent casualties as their perimeter was breached, and Airman Pitsenbarger was fatally wounded. Airman Pitsenbarger exposed him self to almost certain death by staying on the ground, and perished while saving the lives of wounded infan trymen. His bravery and determination exemplify the highest professional standards and traditions of mili tary service and reect great credit upon himself, his unit, and the United States Air Force. Christopher Plummer and I met outside the hanger and I mentioned his work in play casts in Stratford, Ontario, Canada. We talked quite some time. (Photo Courtesy James WIlton). Me, on the right, with PJ Harry OBeirne. (Photo Courtesy James Wilton). A photo taken from the back of the hangar toward the stage set. (Photo Courtesy James Wilton). and his writings. And, old friend Harry had invited us to be part of the movie cast. When The Last Full Measure makes it to theaters nationwide I highly recommend that you make it a priority to see this important piece of our history. 13 A/TQ Airlift/Tanker Quarterly Summer 2017

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14 Vietnam was the C-130s and USAF Captain David Kirk Vaughns rst war. There would be others Captain Vaughn was a SAC KC-97 pilot when his prime receiver, the B-47, went south to Davis-Monthan. Having only a slight needfor-more-speed, he transitioned to C-130Es at Dyess AFB, Texas. Though the Texas skies were big and bright the trade school grad (US AFA, 1962) knew that true adventure (and promotion points) lay in the sodden skies of Southeast Asia. In late 1967 he volunteered for Vietnam. His February entry into the South East Asia (SEA) air war was less than dramatic. Homeported at Ching Chaun Kang (CCK) Taiwan, his would be a rotational war. Though Aircraft Commander-qualied, Vaughn was not SEA Aircraft Commanderqualied. His rst ights around, and then into Vietnam, were in the right seat. When nally ying in the left seat his copilot was usually a bored CCK staff ofcer ying into Vietnam for the combat zone monthly bo nus. More attentive were checkriders. Routine stuff until he ew into the An Key Golf Course. The eld was short but he ew in long. The runway was fast disappear ing when the checker added his feet to the brakes and yelled, Stop this Goddamned airplane! Though a practical tactical lesson was learned, follow-on bonus fliers were considerably less relaxed. Still, a few weeks later, Vaughn was chopped as SEA AC qualified. Uploads varied daily. Ammo came in four plallet increments. When ying four footed freight you used 463lL pallets as a alternate oor, it being easier to wash down a pallet than scrub down a deck. You could oor load Viets, but not Allied troops. One cargo load was Military Police (MP) escorted to the aircraft, ew with an armed MP escort, then off loaded to more MPs. Cyrpto gear? Jungle busting black boxes? New military script? No, something more critical to the war effort American booze! One lighter load carried a heavy burden. A severe mortar attack on Da Nang produced 60 wounded for a night medevac to Clark Air Base. Though he had an inop radar and semi-inop auto-pilot Vaughs C-130 was waivered as he carried an experienced navigator (Cap tain Al Williams). Not waiverable, a tropical thunderstorm across their route. On the positive side near continuous lighting made spotting a path between the towering CBs easier. On nal a hot en gine was shut down, yet a three point landing was still achieved! A gentle insult came when proud Vaughn asked a nurse, How was the ight? The unwinged angel replied, Not bad, the last part was smooth. The Clark SOF offered to waiver them right back to Viet nam. Lets just say the offer was declined. One cargo dropped morale, body bags. Usually they would pick them up at a forward airstrip for transfer to coastal mortuary af fairs unit. No banners, bugles or moving words, just strap them to the ramp for downloading ease. At the end of their nal Viet nam journey a recycled baggage cart awaited Vaughn felt they deserved better. Was their sacrice paying off? Saigon HQ said, Yes! Just look at the stats! Late in 1967 the airlifter began ying to a expanded listening post near the Ho Chi Minh trail called Khe Sanh. At KSCB some 6,000 marines, plus artillery, had wired themselves into a semivaluable (it had a matted airstrip) piece of vulnerable real estate. It made no sense to Vaughn. But his was not to reason why, his was but to resupply. The chief reason why too many silver cofns going back to the US without a telling victory. Washington wasnt happy. Army General William Westmoreland decided he would of fer NVA General Nguyen Giap a Dien Bien Phu II, Giaps wire entangled regiments would then be decimated by airpower. A Hollywood style armored relief column then ran down the remaining running Reds. BUT, despite Saigon Intel telling of battalions by the score around Khe Sanh, the only thing moving across the wire were hot artillery rounds. Underre moving EROs became the norm. For Vaughns crew January 30th was not a normal day. While kicking out pallets, #2 engine began to wind down. Established procedure: Throttle Back to Zero RPMs Shut DownRestart. But you werent in Texas anymore, three derelect C-123s and a C-130 attested to that. Vaughn slammed the overhead START button. The engine rose to the occasion. As did the C-130 a few mo ments later. No Exlax needed that night! The next day, New Years Eve on the Viet calendar, was a down day. Vaughns Army brother dropped by Tuy Hoa. When they parted both were well liquored. As he stum bled towards his hootch in the darkness the ever observant airlifter noted early celebrants on the perimeter were already popping ares. Yes, Tet-68 was going to be a good day to be in Vietnam! As Vaughn slept soundly Tuy Hoa, like a score of other bases, had its perimeter breeched. But the SPs, backed by maintainers and logis tic troops, were not going to be kicked off their own base! By 0300 when Vaughn awoke the battle was basically over. His disheveled crew at preight briefed him on what had occurred! More situational awareness was gained ying south to big Nha Trang Air Base. Its runway was still closedBack to Tuy Hoa, then north to Da Nang for three ammo runs into Khe Sanh (a fourth was canceled). They returned to Tuy Hoa to see F-100s taking off to shuttle bomb the village where the inltrators had come from. It was not a hearts-andminds day! Two months after Tet, Vaughn, still a captain, exited Southeast Asia with 500 combat hours gained over Vietnam.* It was back to the Academy to teach English and ight instruct edglings, no doubt using Olde English terms during the latter. He exited the Air Force a LTC with a PhD. Gas Passer to Pallet Pusher to Professor to Publishee Airlifting, A Great Way Of Life! Multiple hours over Suzie Wong are also briefed in the book. A debrief on being unbriefed? Welcome to Southeast Asia! Book Review by Capt Murdock Moore, USAF Ret RUNWAY VISIONS, An American C-130 Pilots Memoir Of Combat Airlift Operations in Southeast Asia, 1967-1968 by David Kirk Vaughn, McFarland & Company, INC., 1998 14 A/TQ Airlift/Tanker Quarterly Summer 2017

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15 A/TA Membership Application Form (Also used for Membership Renewal, Change of Address and A/TQ Subscription Only) Check all that apply: Active Duty Reserve Guard Mil Retired Civilian Govt Civilian Subscription Only Grade Rank Service Name: First MI Last Sfx Nickname Spouse First Last Please put a check mark by the elements of your mailing address and comm that you prefer we use. Default will be home address and ofce phone/email. Home Address: Street Address City ST ZIP+4 Phone Email Office Address: Org Name Job/Duty Title Street Address City ST ZIP+4 Phone Email Would you like a Membership Card: Yes No (saves time/postage) Membership Types and Dues Schedule: Subscription Only ....................................................... $40.00 Annual Full Membership ............................................. $40.00 E1-E4 Receive $20.00 Discount on Annual Membership) 3-Year Membership ................................................... $110.00 Full-time Student Membership .................................... $15.00* Life Membership ...................................................... $500.00 Industry Partnership (contact ata@atalink.org ) ....... $1700.00 *ROTC/H.S./College Ungrad/No Military Long term A/TA members should contact ata@atalink.org for prorated cost information. Not this form for info only. Payment: VISA/Mastercard/AMEX/Discover Card # Expiration Check (No Cash) Make check payable to: Airlift/Tanker Association 655 Julian Road Chattanooga, Tennessee 37421 Email: ata@atalink.org Get a Friend to Join Today! For faster service use www.atalink.org to join on-line. CUT ALONG DOTTED LINE MAIL TO ADDRESS ON FORM

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16 AIR MOBILITY Mattis Welcomes New SecAF Home By Master Sgt. Bryan Franks, Secretary of the Air Force Public Affairs Defense Secretary Jim Mattis ceremoniously swore in Heather Wilson as the 24th Secretary of the Air Force at the Pentagon 16 May 2017. If we wanted to do one thing to Websters Unbridged Dictionary to dene a Patriot with no words, we could put up Heather Wilsons picture right next to the word, and we would explain what a patriot truly is, Mattis said. On behalf of the entire Air Force community, on the behalf of the Department of Defense welcome home. Wilson, who had been admin istratively sworn in as secretary on 12 May 2017, has more than 35 years of professional experi ence in a range of leadership and management roles in the military, higher education, government and private industry. Mattis called Wilson well suited to lead the Air Force and said he needs her ideas and wisdom as the Air Force begins a new chapter. Mattis said he, Wilson and Air Force Chief of Staff Gen. David L. Goldfein are committed to re storing the readiness of the force, modernizing and advancing new capabilities to meet future threats, and developing exceptional leaders to command the nest combat force in the world. History is not predetermined or static. History hangs on a hinge. Air supremacy is not Americas ordained right and there are other hands pushing on historys door, Mattis said. By Secretary Wilsons leadership, by the superior service of Americas Airmenthey push in vainthe U.S. Air Force must be better than anyone else. Goldfein and Wilson first served together as cadets at the U.S. Air Force Academy where they both took the oath of office for the first time as members of the same class. Here we stand together again as you repeat these same sacred words. What a journey it has been, and what a journey it will be, Goldfein said. We follow in the footsteps of service secretaries and chiefs of the past who have put their heart and their soul into building the most combat capable and lethal Air Force the world has ever known. From the start, Wilson said she is focused on not taking air and space power for granted. We have got a lot of work to do under the guidance of Sec retary Defense Mattis and with the support of the United States Congress we will restore the readiness of the force so that we can win any fight, anytime, any where, Wilson said. Were going to cost effectively modernize the force and drive innovation to bring new capabilities to the service of liberty, and underpinning it all will be a commitment to people. Thank you to the Airmen who protect the freedom we enjoy. You and your families represent the best of what it means to be an American. Newly sworn Secretary of the Air Force Heather Wilson thanks fam ily, friends and colleagues during her ceremonial oath of ofce as the 24th secretary, at the Pentagon event, on 16 May 2017. (U.S. Air Force photo by Wayne A. Clark) Air Force Major Honored for Bravery in Battle On 15 May 2017, Air Force Major William J. Mendel was awarded the Distinguished Flying Cross in a ceremony at Cannon Air Force Base in Clovis, New Mexico. Major Mendel was a captain back in December of 2013 when he was serving in Djibouti, Africa. Accord ing to the special order by the U.S. Air Force, then Captain Mendel, an aircraft commander of the 8th Expeditionary Special Operations Squadron, the Green Hornets, was piloting a CV-22 in order to evacuate American citizens in Cen tral Djibouti, Africa, when the air craft came under heavy, effective gunre. Mendel was able to navigate away from the gunre and assess damages caused to the aircraft, which included ruptured fuel tanks, complete loss of the largest hydraulic system and an inoperable emergency lubrication system, according to the order. It really is a testament to the aircraft and the people who y it, says Mendel, we put ourselves through some really bad situations in training so that if something bad actually does happen, like it did on that day, we can perform to the utmost of our abilities. Only 79 people have been given the Distinguished Flying Cross award in Air Force Special Opera tion Command history. Men like Charles Lindbergh and former President George H. W. Bush and Buzz Aldrin. The rst Distinguished Flying Cross award was awarded in 1927 to Lindbergh when he completed his ight across the Atlantic. Major Mendels brother Benja min has been stationed in Qatar for the last four months but made it home just in time for the cer emony. Major Mendels wife Catherine and two children, Alexandira and Barrett, were also in attendance. Brigadier General William G. Holt, left, pins the Distinguished Fly ing Cross on Major William J. Mendel on 15 May 2017 during a pre sentation ceremony at Cannon Air Force Base, New Mexico. (U.S. Air Force Photo).

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17 Air Force Vice Chief of Staff Gen. Stephen Wilson presented the 2016 Koren Kolligian Jr. Trophy to Maj. John Hourigan, a 123rd Op erations Support Squadron C-130 Hercules pilot, at the Pentagon, 17 May 2017, for not only saving the lives of ve crewmembers, but also identifying a worldwide C-130 propeller issue. During a training sortie on 15 July 2016, Hourigans aircraft began vibrating so badly that crewmembers were unable to communicate with each other through their headsets, read gaug es or ight instruments. Hourigan quickly determined the source of vibration, implemented cor rective action and executed an engine-out landing. The fact that the crew is here today is remarkable, said Wilson. It took extraordinary skill, experi ence and dedication. This is a fan tastic award for a remarkable avia tor who well deserves this award. Hourigan, assigned to the 123rd Operations Support Squadron, Kentucky National Guard, identi ed that one of the four propellers had become a speed brake while the aircraft was low to the ground at a high-bank angle. This was absolutely the rst time Ive ever been scared in the airplane, the guardsman continued. During the ceremony, Hourigan took a moment to recognize his team and stated it takes a whole crew to bring a C-130 home safely. I have been fortunate to be a part of the Kentucky National C-130 pilot receives 60th Koren Kolligian Jr. Trophy By SSgt. Jannelle McRae, Secretary of the Air Force Public Affairs Air Force Vice Chief of Staff Gen. Stephen Wilson presents the Koren Kolligian Trophy to Maj. John Hourigan, a 123rd Operations Sup port Squadron C-130 Hercules pilot, during a ceremony in the Pen tagon, Washington, D.C., on 17 May 2017. (U.S. Air Force Photo by Andy Morataya). Guard, he said. The annual trophy was established in 1958 to memorialize 1st Lt. Koren Kolligian Jr., an Air Force pilot declared missing in the line of duty when his T-33 Shooting Star disappeared off the Califor nia coast on 14 September 1955. The award recognizes aircrew members who, through extraordi nary skill, exceptional alertness, ingenuity, or prociency, averted accidents or minimized the seri ousness of accidents in terms of injury, loss of life, aircraft damage or property damage Since the awards inception, the Kolligian family attends and sponsors the award presentation ceremony. For the 60th time, we are privi leged to attend this ceremony and recognize the accomplishments of an outstanding pilot, said Koren Kolligian II, Lt. Kolligians neph ew. Every year we meet remark able pilots, spend time with them and their families, sharing stories and creating memories. Koren Kolligian II admires the precision, pride and professional ism of Airmen. What may have been another day in your life, we view as an act of heroism resulting from the Air Forces commit ment, education and training and from your skill, composure and resiliency as a pilot, he said. This award celebrates each of those values and qualities and it reminds us all what it takes to be a pilot in the United States Air Force. Maintainers Build C-130 Part, Save Air Force Thousands of Dollars by Airman 1st Class Kevin Sommer Giron, 19th Airlift Wing Public Affairs As the workhorse of the U.S. Air Force, the C-130 dominates the open skies here and so do feathery allies. However, as spring begins and birds mi grate across the country, collisions between birds and aircraft become more prevalent. When they do, the 19th Maintenance Squadron Aircraft Struc tural Maintenance Air men at Little Rock AFB, Arkansas are tasked with repairing the C-130 airframes. We repair the physical damage to the aircrafts infrastructure, said Tech. Sgt. An thony Dufn, 19th AMXS Aircraft Structur al Maintenance Shop day shift lead. From cracks to tears, we x it all and repaint it. A recent collision challenged the structur al Airmen to perform a higher-level repair that would make an aircraft serviceable 270 days ahead of schedule. Their task was to create a leading edge for a horizontal stabilizer from scratch, using base resources and saving the base thou sands of dollars in repairs. The leading edge is the front section of the C-130J back wing. Its a piece that allows air craft to keep its lift during ight. This one was challenging because the horizontal stabilizer doesnt usually get hit, Dufn said. Its harder to x because its more compressed then the wing. Due to the uncommon damage, order ing a replacement part wouldve taken more than 250 days and cost over $150,000. Despite the obstacle, the Airmen used their ingenuity and initiative to build the essential piece and saved Little Rock AFB $127,000. We patched the outer layer of the struc ture and completely remade the inner-skin of the part that allows gas to come through and keeps the wing from icing over, said Staff Sgt. Christopher La hey, 19th AMXS aircraft st ructural maintenanc e craftsman. Weve never done any thing to that shape or that radius before which was challenging until we got the proper tools made from the Aircraft Metals Technology shop. The structural Airmen worked closely with metals technology, employing their re sources and manpower to create new tools and strengthen the structural integrity of the newly overhauled part. Through a shared dedication for their work and 504 manhours, the techni cians restored the leading edge of a once u nserviceable aircraft. This is yet another mark that shows the expertise and professionalism of the maintenance shops in enabling Global Combat Airlift [at Little Rock AFB, Arkansas] 1st Lt. Deanthony Johnson, 19th AMXS Fabrications Flight commander.

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18 Talisman Saber U.S. and Coalition Partners Demonstrate Global Defense Capabilities Four U.S. Air Force and one Royal Austra lian air force C-17 Globemaster IIIs loaded with more than 300 American and Canadian paratroopers took off 13 July 2017 from Joint Base Elmen dorf-Richardson in Anchorage, Alaska, for Shoalwater Bay, Austra lia, for exercise Talisman Saber. Every two years, U.S. and Aus tralian military forces partner to conduct a month-long exercise to enhance global readiness in a re alistic training environment. This years exercise involves over 33,000 troops, 21 ships and more than 200 joint aircraft. The exercise prepares the U.S. and its coalition partners for rapid assistance and delivery of personnel and equipment. Both countries mobility forces make the training possible. The aer ial refueling and transport of Sol diers demonstrates both countries abilities to deliver Army paratroop ers to any location at any time. What were doing with our C17s in Talisman Saber is practicing for joint forcible entry operations, said Air Force Capt. Chris Mahan, lead C-17 planner for Talisman Saber 2017, weapons ofcer and evaluator pilot for the 15th Airlift Squadron. What makes the C-17 so valuable in a mis sion like this is the fact its diverse. It is air refuelable, airdrop capable and has the abil ity to y great distances. The distance spans the length of the planets biggest ocean. Each globemaster traveled more than 8,000 miles to reach Australia. The C-17 is one of the few air craft that has a perfect balance of strategic and tactical airlift capa bilities, said Mahan. It allows our crews to execute a direct delivery from Alaska all the way to Australia and demonstrates the capabilities this aircraft has when were enabled by our KC-10 and KC-135s refuelers in order to employ combat power. The aerial refueling process demonstrates the importance and necessity of partnership in the realm of global mobility. When conducting a mid-air refueling, precision and condence are key to the C-17s ability to travel great distances. Flying the length of the largest ocean on Earth requires a consistent supply of fuel. Each C-17 had to refuel twice during the 17hour ight to Shoalwater Bay, making sup port from KC-10 Extender and KC-135 Stra totanker air refuelers vital. The C-17s cant make the ight without that support. Whats very important about an air re fueling is that we are a smaller part in a bigger puzzle, said Air Force Col. Jimmy Canlas, 437th Airlift Wing commander and Talisman Saber mission commander. We couldnt accomplish this mission without air refueling. Its very challenging because unlike a training environment, we are re ceiving a large load of gas, 65,000 to 80,000 pounds of gas and the aircraft reacts dif ferently when its heavy weight versus light weight [during[ training scenarios. The tankers were pre-positioned at Eiel son AFB Alaska, and Wake Island, a small atoll in the western Pacic Ocean, allowing the C-17s to refuel exactly when needed. Altogether, the tankers ofoaded more than 700,000 pounds of fuel. This is what the KC-10 was made to do, said Lt. Col. Stew Welch, 9th Air Refueling Squad ron commander and the Ultimate Reach tanker mission command er. Getting a large package of C17s with their Army payload from one continent to another is not going to happen without air refu eling. This is the bread and butter of what we do in the KC-10 world and it is a privilege to do it [for Talisman Saber]. Working together is important both mid-air and on the ground. With the C-17s and paratroopers kick-starting exercise Talisman Sa ber, service members of all branch es and nationalities come together to maintain regional security, peace and stability. Its very important for us as Airmen to participate in something like this because it opens up the aperture for every Airman who is involved because they realize quick ly that its not all about the Air Force, said Canlas. In fact, were a very small part of this whole exercise. Its us supporting the Army, were also supporting the Navy, and were also supporting the Marines. We pro vide the transportation to execute strategic insertion. Once the C-17s receive fuel, the paratroopers are ready for their drop. With 58 jumps under his belt, jumpmaster and Army 1st Sgt. Bill Ables of Easy Company, 6th Brigade Engineer Battalion, 4/25 Airborne, leads 54 paratroopers in the Ground Force Component of the exercise. When Im jumping out of a C-17 Im primarily going through my rst ve points of perfor mance, which is getting the sixsecond count of the way, making sure my parachute is deployed, and focusing on my tasks to get to the ground safely, said Ables. The purpose in practic ing a jump like this is to prepare myself and my unit for airborne operations in response to any kind of contingency operations we A U.S. Army airborne jumpmaster from the 4th Brigade 25th In fantry division signals one minute to drop while he looks out of the open troop door on a U.S. Air Force C-17 Globemaster III from Joint Base Charleston, South Carolina on 12 July, waiting to airdrop in support of Exercise Talisman Saber 2017. (USAF Photo). A U.S. Air Force C-17 Globemaster III from Joint Base Charleston, S.C., sits on the ramp at Joint Base Elmendorf-Richardson, Alaska prior to takeoff on 12 July 2017 to participate in and provide airlift support for Exercise Talisman Saber 2017. The purpose of TS17 is to improve U.S.-Australian combat readiness, increase interoper ability, maximize combined training opportunities and conduct maritime prepositioning and logistics operations in the Pacic. TS17 also demonstrates U.S. commitment to its key ally and the overarching security framework in the Indo Asian Pacic region. (USAF Photo). by 1st Lt. Allison Egan, Joint Base Charleston Public Affairs 18 A/TQ Airlift/Tanker Quarterly Summer 2017

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19 may have to face. A s soon as they hit the ground, their operations begin. My mission while on the ground dur ing this exercise will be to locate any kind of resupply items and to get those items to designated areas for the ground forces and resupply them with water and food, said Ables. Also supporting the Armys Ground Force objectives are RAAF C-17 pilots. Working closely together with the U.S. military is benecial to both nations involved in the exercise. Flight Lieutenant James Tockuss, assistant main co-pilot of a RAAF C-17, is responsible for assisting the aircraft captain with fuel planning and the airdrop exercise in Shoal water Bay. For Tockuss, working with the U.S. Air Force for the rst time is instructive. Its been really interesting to see how the U.S. Air Force works as an organization, especially the differences between the U.S. and us back in Australia, said Tockuss. I look forward to learning how the U.S. Air Force conducts their operations and seeing what lessons the Australians can learn from working with them. By conducting planning briefs, air refu elings and airdrops together with coalition partners, the U.S. and its allies strengthen their military relationships and prepare to provide security around the globe. Exercise participants said the sheer size of the mission and wide range of backgrounds for troops involved add the greatest value to the training. The greatest thing about Talisman Sa ber that we dont get to do very often is we get to work with so many different services, components, major commands and nation alities, said Mahan. Complex exercises like Talisman Saber allow us to expose the crews to what joint operations are going to entail when we go into combat with a coalition, so our military forces can know what to expect and what its going to look like. What makes the C-17 so valuable in a mission like this is the fact its diverse. It is air refuelable, airdrop capable and has the ability to y great distances. Capt. Chris Mahan, lead C-17 planner for Talisman Saber 2017 The 317th Airlift Group deactivated and then reactivated as the 317th Airlift Wing at Dyess Air Force Base, Texas on 6 July 2017. The 317th AG be gan its journey during World War II in San Antonio, Texas. It was deactivated in 1942 at Pope Air Force Base, North Carolina, and in 1997 was reactivated at Dyess AFB, under Air Mobility Command. During its 20 years of service, the 317th AG has earned six Meri torious Unit Awards and ten Air Force Out standing Unit Awards. The 317th AGs scope and size warrant ed its designation as an operational wing as it continuously generates and employs C-130J Super Hercules combat power. The redesigna tion will greatly im prove leadership and resource management. Col. David Owens took command of the 317th AG before it was deactivated and then activated as the 317th AW. Prior to this as signment, Owens was the 62nd Op erations Group commander at Joint Base LewisMcChord, Wash ington. Owens ensured the com bat readiness of approximately 800 authorized per sonnel, four C-17 Globemaster III airlift squadrons and an operations support squadron to conduct all aspects of C-17 operations to include mission planning, command and control, life support, aireld operations and much more. Today he commands the largest C-130J unit in the world. Lt. Gen. Giovanni Tuck, 18th Air Force commander, pre sided over the cer emony. He said this activation comes at just the right time. It is a really big deal that were here, Tuck said. The signicance of todays activation has been in the works for some time. In fu ture conicts, we need to be prepared. And you need look no fur ther than Dyess Air Force Base and the partnership we have with the 7th Bomb Wing. We will need to operate transre gionally, across all do mains. It will involve coalitions and be in ternational. Standing up this wing at this time, when our nation needs it, couldnt be timed more perfectly. The newly activat ed 317th Operations Group, commanded by Col. James Hackbarth and the 317th Main tenance Group, commanded by Col. Wil liam Maxwell, Jr., will fall under the new 317th AW. The wing also includes nine staff agencies with approximately 1,100 authorized personnel. With the activa tion of the 317th AW comes new challenges, but more importantly its a new begin ning to continue its dedi cated partnership with the 7th BW and Abilene community. Today Mobility Airmen will continue to project rapid global mobility to wherever they are sent around the world, said Owens. U.S. Air Force Airmen from the 317th Airlift Wing render a salute during the 317th Airlift Wing ac tivation ceremony at Dyess Air Force Base, Texas, on 6 July 2017. Under the 317th AW, the 317th Operations Group and 317th Maintenance Group were also established. (U.S. Air Force photo by Senior Airman Kedesha Pennant). Team Dyess Activates 317th Airlift Wing by Senior Airman Shannon Hall, 7th Bomb Wing Public Affairs U.S. Air Force Col. David Owens, left, 317th Airlift Wing commander, hands a guidon to Col. James Hackbarth, 317th Operation Sup port Group commander, at Dyess Air Force Base, Texas on 6 July 2017. The 317th OSG was created in support of the newly activat ed 317th Airlift Wing. (U.S. Air Force photo by Senior Airman Alexander Guerrero). In future conicts, we need to be prepared. And you need look no further than Dyess Air Force Base and the partnership we have with the 7th Bomb Wing. We will need to operate transregionally, across all domains. It will involve coalitions and be international. Standing up this wing at this time, when our nation needs it, couldnt be timed more perfectly. Lt. Gen. Giovanni Tuck, 18th Air Force commander

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20 Two KC-46 aircraft under construction at the Boeing Everett Mod ication Center in Everett, Washington, in May 2017. A Boeing technician uses a lift to get onto the wing of the KC-46 Pegasus aerial-refueling tanker. (Boeing/USAF Courtesy Photo). Air Force Expects 2 Month Delay in KC-46 Program On 6 June 2017, the Air Force announced that KC-46 fuel tanker will probably be de layed a couple of months more. The Air Force Secretary Heather Wilson and Chief of Staff Gen. David Goldfein told the Senate and an Air Force spokesper son conrmed that the Air Force expects that the contractor, the Boeing Company, will miss the De cember deadline to deliver the rst aircraft but a Boeing spokesper son insisted that theyd meet the schedule. Wilson came to the hearing on the 2018 budget after just a month on the job and just a day after her rst public speech as Air Force Sec retary. The former Air Force ofcer, NSC staffer, and congresswoman calmly held her own during the hearing. Senator John McCain noted with satisfac tion that the xed-price contract for the rst 18 planes had kept Boeing from charging the taxpayer for cost overruns. However the Air Force still has to suffer the programs de lays, McCain asked: When will the rst aircraft be delivered and when will the eighteenth be delivered? Senator, theres a meeting this morning in the Pentagon about the risk on the schedule, Wilson said. We think theres some risk, partic ularly in the testing schedule; and Boeing does not believe, does not agree with that risk. The meetings actually going on right now, Wilson went on. We did an independent assessment on timing and we may see a couple of months slip, is what Im hearing informally. General Goldfein added more detail later in the hearing. Right now, this morning, our [acting] ser vice acquisition executive [Darlene Costell]) is actually holding a schedule review and looking at exactly where we are. We think that there may be a couple months (that) were delayed, he said. Its a combination of the contractor not anticipating some of the challenges with FAA certication, a little bit in the testing and getting the data points that are required. KC-46 basing should not be delayed, how ever, Goldfein reassured the senators: Our best estimate right now is were going to be able to absorb the delays at McConnell [AFB in Kansas] and Altus [AFB in Oklahoma] and well be back on track by the time we get to Pease [ANGB New Hampshire]. An Air Force spokesperson made it clear that Wilson now believes Boeing will miss its December 2017 deadline to deliver the rst aircraft, which will instead be delivered to the Air Force early next year. Boeing acknowledged that there have been delays. Indeed, the contractor and the Air Force already agreed to slip the delivery of the rst KC-46 from September of this year (the end of the scal year) to December (the end of the calendar year). Boeing Defense plans to complete certi cation ight testing and begin delivering the rst KC-46 Pegasus tanker to the U.S. Air Force by late this year. After encounter ing problems during the programs devel opmental phase, the manufacturer expects to deliver the rst 18 tankers on a com pressed schedule by early next year, initial ly without their wing aerial refueling pods (WARPs). In May, during a media visit to the manufacturers facilities at King County International Airport, popu larly known as Boeing Field, south of Seattle, Washington, KC-46 program manager Mike Gibbons informed reporters, Were in the tail end of ight-testing on this aircraft. The engineering and manufac turing development (EMD) contract the Air Force awarded Boeing (Cha let 332/335) in February 2011 called for the manufacturer to deliver the rst 18 of 179 planned tankers, nine sets of WARPs and two spare en gines by August of this year [2017]. However, problems Boeing en countered in wiring the airliner derivative, a fuel-system contamination mishap and the need for a refueling boom x discov ered during aerial refueling demonstrations caused the parties to stretch the ight-test phase and compress delivery of the rst 18 tankers from the planned 14 months to six months. While the KC-46 program was meeting cost and performance tar gets, its schedule presented an on going risk due to potential delays Boeing faced in securing design certications from the Federal Avia tion Administration and complet ing ight-test points, the Govern ment Accountability Ofce (GAO) reported to the U.S. Congress in March. Earlier this year, the manu facturer and the Air Force modied the schedule to allow Boeing to sep arately deliver the rst 18 aircraft by next February and the WARPs by October 201814 months later than originally planned. Caroline Hutcheson, a Boeing spokes woman, emphasized the the company is condent it will meet the December dead line saying, we hold rm to that end of the year delivery datefor the rst aircraft. As for the other aircraft on the initial contract aircraft numbers 2 through 18 she went on to say, we agree there is rick until ight testing is complete and [we] are working to make sure were aligned [with the Air Force] on the delivery schedule. Air Force Secretary Heather Wilson testies to the Senate Armed Services Committee during a budget hearing on the morning of 6 June 2017 (Courtesy Photo). Its a combination of the contractor not anticipating some of the challenges with FAA certication, a little bit in the testing and getting the data points that are required. General David Goldfein, Air Force Chief of Staff

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21 AMC Commander Directs C-5 Stand-Down at Dover AFB On 17 July, the Air Mobility Command commander directed a stand-down of C-5 ying operations at Dover Air Force Base, Delaware, following a second malfunction of C-5 nose landing gear within the previ ous 60 days. Aircrew safety is always my top priority and is taken very seriously, said Gen. Carl ton D. Everhart II, Air Mobility Command commander. We are taking the appropriate measures to properly diagnose the issue and implement a solution. During the C-5 stand-down at Dover AFB, inspections will occur and steps will be taken to ensure the proper extension and retraction of the C-5 nose landing gear. AMC will work to ensure worldwide mis sion requirements are minimally impacted during the stand-down. Eighteen C-5 aircraft, including primary and backup aircraft inventory, are assigned to Dover AFB. Twelve primary aircraft are as signed to the Base. There are 56 C-5 aircraft in the Air Force eet. The stand-down only impacts Dover AFB. A U.S. Air Force C-5 Galaxy from the 436th Airlift Wing ying over New Jersey. The C-5, one of the worlds largest military air craft, provides the Air Force with heavy intercontinental strategic airlift capability. The 436th Airlift Wing is located at Dover Air Force Base, Delaware. (U.S. Air National Guar d photo by Tech. Sgt. Matt Hecht/ Released). Mark your calendar for the 49th Annual Airlift/Tanker Association Convention & Technology Exposition and the Air Mobility Command & A/TA Symposium 25-29 October Orlando World Center Marriott, Orlando, Florida Mobility Airmen Ingenuity Quickly Reopens Naval Air Station Rota Aireld Air Force Expeditionary Center Public Affairs Airmen assigned to the 725th Air Mobility Squadron quickly and safely responded to a C-5 Galaxy landing incident on 23 May at Naval Station Rota, Spain, assuring minimal disruption to the airelds operations in sup port of Rapid Global Mobility. During approach, the C-5s nose landing gear would not descend. The aircrew was able to land safely. However, after the crew and passengers were off the plane, the large aircraft remained stuck on the runway es sentially, shutting it down on a day when more than double the aver age air trafc was transiting Rota and several criti cally important missions hung in the balance. There were a handful of jets on the ramp that were presidential support missions depart ing the next day, said Col. Eric Hook, 521st Air Mobility Operations Group command er. It was absolutely crucial to reopen the runway. Not only to support the presiden tial mission, but also aircraft, cargo and passengers transiting to European Com mand, Central Command and even down to Africa Command. While the cause of the incident is still un der investigation, the team from the 725th had the diverse experience and training nec essary to respond. Airmen assigned to Naval Station Rota consistently work with joint and coalition partners, which allowed them to collaborate for the situation. We had just table topped this [type of scenario] with our Navy counterparts about a month before, so we knew what roles we would all have in an aircraft recovery along with what equipment we had, said Master Sgt. Kory Newgard, a production superin tendent for the 725th AMS. They were su per responsive and supportive throughout the event. With time ticking, Marcus Carrion, 725th AMS technical advisor, assembled a team of maintainers based on areas of special exper tise to remove the aircraft from the runway. We had one guy who is really good at using aircraft jacks, and one who is good at towing, said Carrion. We assembled the best of the best. That team included Master Sgt. Michael Bartlett, a 725th AMS production super intendent, who reviewed the technical manuals and suggested they use a process called kneeling. Kneeling uses hydraulics and the aircrafts weight to raise or lower the body, tail or in this case, the nose of the C-5. Using this method instead of air craft jacks or airbags saved up to twelve hours from the usual expected recovery time that day. One of the most important things to do during a situation like this is be very decisive because if not, you burn up a lot of time, and thats one thing we didnt have, said Carri on. The success of this whole recov ery was because of that kneeling procedure and our team members who carried it out awlessly. While time was of the essence, safety was a top concern for the team. This team did a great job of making safe ty a top priority and for making the recov ery happen in a short time, said Newgard. They put Rota on the map for having some top-notch maintainers. While some focused on removing the C-5 from the runway, others focused on continuing the daily mission. The squad ron relies on experience and training to expeditiously transport mission-essential equipment and personnel to combatant commanders worldwide. Because of the teamwork, the safety focus and the dedication to excellence displayed b y the mobility Airmen, the airfield returned to a mission capable status in just 12 hours. They had the right maintainers to go out and take care of that jet, said Hook, the group commander. They were able to get it safe, secure and in a conguration where they could lower the gear and tow it off of the runway in an incredibly short amount of time. Hook said the team demonstrated the pas sion enroute Airmen have to work safely and quickly, while minimizing downtime on air elds and enabling AMC aircraft to rapidly deliver cargo and personnel to combatant commanders worldwide. I am an AMC Airman and Im extremely proud of what the men and women here in the xed enroute do, said Hook. The Air Mobility system continues to move along and through our locations to benet the joint warghter downrange and its because of our Mobility Airmen. They had the right maintainers to go out and take care of that jet. They were able to get it safe, secure and in a conguration where they could lower the gear and tow it off of the runway in an incredibly short amount of time. Col. Eric Hook, 521st Air Mobility Operations Group commander

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22 Col. Laurel Burkel, a C-130H Hercules navi gator, survived a broken neck during a heli copter crash in Afghanistan, 2015. She tells her story to a group of writers from vari ous publications during the Real Airmen, Real Stories portion of the Air Forces third annual Magazine Day at the Pentagon in Washington, D.C., 21 June 2017. (U.S. Air Force Photo by Wayne A. Clark) Extraordinary Story of Courage, Heroism Inspires at Magazine Day By Master Sgt. Amaani Lyle, Secretary of the Air Force Public Affairs Command Information Col. Laurel Burkel has no recollection of her rst meeting with Air Force civil engi neer Greg Gangnuss. But some 20 months after a British Puma Mk 2 helicopter crash at the NATO base in Kabul, Afghanistan claimed the lives of ve coalition members, injured ve others and nearly decapitated her, Burkel nally met, in person, the man who helped save her life. The two shared their story for reporters from major print and online publications at the Pentagon for Magazine Day 21 June 2017. I had talked to [Greg] on the phone, we exchanged emails, but Id never met him be fore, she said. The events surrounding the crash, both from memory and as told to her by rescuers, she described as amazing, pow erful and tough. Col. Burkel (an A/TA Life Member) was serving as an advisor to the Afghan Air Force and deployed to the 438th Air Expeditionary Wing, as part of Resolute Support Mission. She recounted that after a few months liv ing and working on the forward operating base in the capital city, she had just nished a major project on the fateful day, 11 Octo ber 2015, having revamped the Afghan air forces manning documents to bolster their force structure. She and three of her teammates would take a short, routine ight from Kabul Inter national Airport to NATO headquarters to meet with the defense minister the next day. The Crash The enemy dictates that we y in a heli copter because its not safe to drive, Burkel said. With their planned overnight stay they gured theyd take a little time to shop and have dinner with U.S. embassy friends at the dining facility before their meeting. But as the two-ship of helicopters ap proached, things went awry when the pilot lost sight of the lead helicopter after each had to divert from their original landing zone, which about 40 Afghans used as a soc cer eld that day. Within seconds, the helicopter pilot found his rotor entangled with a surveil lance and reconnaissance balloon tether which though only about half-an-inch thick managed to grow taut and render the aircraft unable to y. Within a few sec onds, things went from bad to worse aboard the aircraft. We hit the ground at over 4,000 feet per minute, Burkel told reporters, showing them an image of the mangled wreckage soaked in almost 800 pounds of fuel upon impact. This is what Greg ran out to. This is what I was inside of. Gangnuss had a voluntary role as a senior environmental adviser to the Afghan Min istry of Defense. From his small ofce, the hum of rotors was typically no cause for alarm. But that day, he recounted, the noise seemed a little too close for comfort. In an instant, his worst fears were real ized, as he scrambled outside to witness hell on Earth a dizzying haze of dust and debris that encompassed the crushed aircraft. Many folks there said to me, Whyd you do it? Gangnuss recalled. They had basi cally vacated the area; they really thought the helicopter was going to blow up with the amount of fuel [that had spilled]. I just knew when I saw it there were people hurt, they needed immediate helpand I was there. Of the nine people aboard the helicopter, the pilot, door gunner, a French contractor, and Burkels teammates, Maj. Phyllis Pelky and Master Sgt. Gregory Kuhse, perished. On the ground, a Turkish colonel sustained injuries. During the harrowing rescue, Gangnuss and two other rescuers risked their lives to crawl into the cramped, suffocating space to retrieve Burkel, a Lithuanian soldier and two others from the wreckage. Covered in fuel, re extinguisher chemicals, blood and dirt, Gangnuss, and the others who helped, made desperate efforts to pull the survivors out over the bodies of the deceased. The Aftermath Burkel was air lifted to Kabul for further medical evacuation aboard a C-17 to Land stuhl Regional Medical Center, Germany. As news of the crash trickled out, and Burkel regained consciousness en route, the colonel said she leveraged the power of social media to respectfully let friends and family members know her status. How do you tell your family youre okay when theres peoples families we havent told yet that their family members have been killed, she lamented. From Landstuhl, where shed remain for the next several months, Burkel posted a photo of her and the former Bagram Air Base vice wing commander. Her caption was a clever play on words based on her rank and circumstances: One tough bird. Road to Recovery Months later, NATO and coalition of cials erected a monument at the crash site honoring those who lost their lives as Burkel fought to regain her strength, sense of nor malcy and return to ying status. But she faced a damaged C2 second ver tebrae, a crushed C5 disc and a spinal cord incursion, which doctors described as a near complete internal decapitation. I have friends whose husbands looked at this picture and went, Shes probably not go ing to survive, and if she does, shes probably [going to] be in a wheelchair, Burkel said. For three months she wore a halo for sta bilization and endured large screws in her head and neck to facilitate healing of her spinal injuries which she said denitely took some adjustment. To this point, Id never even had an IV or surgery in my life. Friends and family arrived to Landstuhl and took shifts to help her with mundane tasks such as washing her hair. But soon, Burkel returned to her tness regimen, even completing four-minute planks during her recovery. I didnt let some freakin halo get in my way of getting some workouts in, she said. In July 2016, she moved to Scott Air Force Base, Illinois, where, just over one year since the incident, she became fully quali ed to y again. While most in her situation wouldve opted to retire or at least get on a medical prole, Burkel said she instead car ries the cloth ranks and career eld badges of her fallen colleagues in her pocket, and wears similar pins on the inside of her ight cap. Its about respecting, honoring and cele brating them every day, Burkel said in grati tude for their sacrices and the unwavering support of her friends and family. Support is such a powerful thing; you have no idea during the day that something you say or do for somebody can empower them to reach into that resiliency and courage. As their stories to the magazine reporters concluded, Burkel and Gangnuss stood up and faced each other. Im going to break protocol here, Ive never hugged a colonel before, Gangnuss said as they embraced.

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23 General Alfred G. Hansen, USAF, Ret., is a former Chairman of the Airlift/Tanker Association. In June 1985 he became director for lo gistics, J-4, Organization of the Joint Chiefs of Staff, Washington, D.C. In this position he was responsible for worldwide logistics in support of theater commanders war plans, was a member of the Senior NATO Logistics Forum and directed the study that resulted in the formation of the United States Transportation Command. He assumed command of Air Force Logistics Command in July 1987. He retired from the Air Force on 1 November 1989. In the fall of 1974, I was stationed at Pope AFB and had completed my assignment as 41 TAS Squadron Commander. At that time I had just pinned on my 06 rank and was performing odd job wing Colo nel duties. The 317 TAW Commander had informed me that I would be accompanying the Air Division Commander, BG Crichton, and Colonel Coverdale to Langley AFB. The Tactical Air Command Commander, General Dixon, had ordered them to immediately attend a special meeting with him at TAC headquarters. We arrived on a Tuesday morning and were told by the receiving Colonel that General Dixon wanted us to pro ceed immediately to his ofce. In our group Brigadier General Crichton was the senior ofcer and upon ar rival he and Colonel Coverdale took seats in front of General Dixons desk and I found a chair in the back of his ofce. General Dixon ex plained that he and General Carlton, the Military Airlift Command (MAC) Commander, had several meetings and agreed to transfer the Tactical Airlift C-130 mission to MAC. General Carlton would arrive on Friday and General Dixon wanted Brigadier General Crichton to give a brieng on the transfer details and actions. At that time I almost fell out of my chair when they agreed that I would prepare the brieng. General Dixon said, have your Colonel put the brieng together and present it to me on Thursday. Later, I was told the meet ing was scheduled for 1600 Thursday. The Headquarters TAC Airlift Directorate under Colonel Ed Brya was to provide the necessary administrative support to develop the brieng. I also met with senior headquarters staff members of Operation, Logistics, Personnel and other staff functions and requested that they assign a member to my working group to pull together the nec essary brieng information. They agreed. Wednesday was hectic with researching the data and developing the brieng slides. We needed personnel data, aircraft numbers, and logistic/readiness status and base transfer information and then de velop the transfer plan and associated dates. General Dixon stated units would not stand down and they would continue to perform their mission during the transfer. It was chaotic with the room full of people; information/data con tinually changing everyone had their own ideas on the slide pre sentation and little progress was being made. Late Wednesday, I re leased everyone with the exception of the Airlift Director personnel and told them we would call if additional information was required. We then veried the data, lled in the blanks and roughed it into brieng slides. Early Thursday morning I started to develop the nal brieng slides. Fortunately, graphics said we were their top priority and they developed slides very quickly. By early afternoon, we had a nished brieng and I was preparing myself to brief General Dixon. General Dixon was known to be a difcult person to brief with lots of questions and he expected noth ing less than outstanding performance from the briefer. As a result, I spent considerable time with the presentation and considered all and any questions he might ask. I arrived early at his conference room, provided the brieng slides to his graphic team and discussed the brieng sequence. I familiarized myself with the podium slide controls and stood behind it, waiting for his arrival. In attendance was a small group, mainly his senior staff members. I had Ed Brya attend to take notes. I was fully condent and ready to start the brieng when he ar From TAC to MAC Recollections on a Brieng Transferring the C-130 Hercules from Tactical Air Command to Military Airlift Command by General Alfred G. Hansen, USAF, (Ret) rived and took his seat at the head of the conference table. I pressed the button for slide change and then my brieng asco started. I pressed the button several times but nothing happened. I could see the head graphic person directly behind where General Dixon was seated and waved my hand to proceed nothing happened. General Dixon looked at me and said, Colonel, stop waving your arms, the graphic team works for me, not you, and when I want the slide to change they will do it. Over the next hour, he went through all the slides making com ments good and bad. At the end he said, alright, rework the brieng and I will see you in an hour. My team went into a small conference room and, since there was not enough time for new slides, we rearranged the sequence and put in paper slides with rough outlines. In about an hour he came into the conference room, I went over the brieng and new slides that included his comments. He was pleased and said I will look at the nished brieng tomorrow morning at 7 a.m. We went back to the Airlift Directorate Conference Room and went to work for what was to be an all night session. I notied staff members who would provide information and graphics that we would need their support all night. The next morning I gave the nished brief ing and, other than a few minor sequence changes, General Dixon approved the brieng. Before he left the room, he looked at me and said Colonel did you get any sleep? I said no sir, we have been at it all night and with that he gave me a smile and left. We went back to the Airlift Conference room and made the chang es to the slides and sent them to graphics. BG Crichton arrived and was more than a little concerned about not having a completed brief ing. I went over the entire brieng with him and answered all his questions. Then new slides arrived and he went over the brieng several times. We received word that Gen Carlton had arrived and we went to the Commanders Conference room. With the conference room lled with both MAC and TAC senior members, General Crichton gave the brieng. At the conclusion of the brieng, General Carl ton said, Ted, great job. That was an outstanding brieng. General Dixon turned and looked at me and again gave me a big smile. Gen eral Crichtons face was beaming when he acknowledged General Cartons comment. Unfortunately, he did not recognize or thank the team who worked so hard on putting the brieng together. The Generals all left to go to lunch and after I thanked everyone who helped me I went looking for a ride back to Pope AFB. I later accompanied General Crichton to MAC Headquarters where he gave the brieng again to the MAC Staff. I also served on the TAC to MAC transition team for visits to the affected bases. Overall, it was quite an experience. Over the next few months, the plan was successfully executed and the C-130s were transferred from TAC to MAC. 23 A/TQ Airlift/Tanker Quarterly Summer 2017

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24 The appearance of articles, photographs or advertisements, including inserts, in Airlift/Tanker Quarterly does not constitute an endorsement by the Airlift/Tanker Association, the Air Mobility Command, the Department of the Air Force or the Department of Defense, of the viewpoints, products or services mentioned, displayed or advertised. INDUSTRY PARTNER L3 Mission Integration As a highly respected provider of aircraft maintenance and modernization services, L3 Mission Integration (MI) is an industry leader that provides onboard communica tions systems to Very Important Person Spe cial Airlift Mission (VIPSAM) specialty air craft for senior executive and government ofcials. The company, with state-of-the-art facilities located in Greenville, Texas, is a leading systems integration organiza tion with more than 65 years of expe rience in developing complex intelli gence, surveillance and reconnaissance systems; command and control systems; and secure communications. Known in dustry-wide for the modernization and maintenance of aircraft and ground sys tems, Mission Integration is part of the L3 Aerospace Systems business segment within L3 Technologies, Inc. The L3 Mission Integration organi zational structure and quick-reaction culture co-locate program manage ment, engineering, manufacturing, in stallation and test capabilities for rapid response to urgent mission needs. The company also provides worldwide lo gistics support, including leased ser vices, enabling it to serve any eet of aircraft anywhere, at any time. As with all customers, L3 Mission Integration is dedicated to meeting the mission of the U.S. Air Forces Air Mobility Command (AMC), headquartered at Scott AFB, Il linois, in providing comprehensive air mo bility services to customers when and where they are needed. Currently, L3 Mission Integration pro vides support for multiple aircraft operated by AMC. Specically, the company pro vides system modication, updates and op erational eld support to the VC-25, C-32, C-37, C-40, and C-17 Globemaster III. These efforts build on a successful heritage dating back to 1973, when legacy company LTV Electrosystems, Inc. performed extensive work for the Special Air Mission (SAM) Fleet Program. The SAM Fleet Program initially involved performing programmed depot maintenance for two VC-118, three VC-131, ve VC-135, ve VC-137 and 14 C/VC-140 aircraft. A decade later, the company, then E-Systems, continued that work and also modied C-20A aircraft (military versions of the Gulfstream III aircraft) to replace the ag ing VC-140 aircraft in the SAM eet. The original Airborne Information Man agement Systems (AIMS) capability, which provides secure/nonsecure voice, data and video, was elded on the two VC-25 aircraft in 2012 and 2014. The AIMS system is an open-architecture, Internet Protocol (IP)based network with a ber-optic backbone that provides high-speed data to all pas sengers throughout the aircraft. The AIMS system also provides the communication system operator (CSO) with full control and robust situational awareness of the data links, processing status and usage of the air crafts MCS throughout the threat spectrum. L3 Mission Integration was engaged by the Air Force to install similar capabilities across the Operational Support Aircraft, Execu tive Airlift (OSA/EA) eet of C-32, C-40 and C-37 aircraft. Along with the AIMS modi cation, all aircraft received the Commercial Wideband System (CWS), which provides high-speed Internet and data to and from the aircraft. Real-time situational awareness and an ofce in the sky environment was provided with the CWS system. Further up grades included the addition of Wi-Fi, highdenition TV and unique Voice over Inter net Protocol (VoIP) services to the original modication program. For the C-17, L3 developed Air View360, a trademarked roll-on/rolloff mission capability product to meet an urgent U.S. Army Special Operations Forces requirement. AirView360 con sists of four high-denition monitors, IP-based marquees and built-in micro phones and speakers all approved to operate on a C-17 during all phases of ight. Team members can swivel the display screens for ease of viewing, listen to audible messages from four compartment locations, and read mes sages from the night vision-compatible monitors and marquees. The system quickly adapts to chang ing operational environments, with the capability to distribute full-motion video to the aircraft so that users can be briefed in real time for warghter air drop and airland missions and humani tarian support. L3 Mission Integration has delivered 12 C-17 AirView360 systems to the U.S. Army and ve to the Royal Australian Air Force. L3 also designed and built the same capable AirView360 product for the C-130 aircraft, and has delivered four C-130 AirView360 systems to the U.S. Army, sup porting AMC and Air Force Special Opera tions Command (AFSOC) missions. To learn more about L3 Mission Integra tion, please visit www.L3T.com/MID. Headquartered in New York City, L3 Tech nologies employs approximately 38,000 peo ple worldwide and is a leading provider of a broad range of communication, electronic and sensor systems used on military, home land security and commercial platforms. L3 is also a prime contractor in aerospace sys tems, security and detection systems, and pilot training.

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25 Abilene Military Affairs Committee Aerial Refueling Systems Advisory Group International, Inc. (ARSAG) Airborne Global Solutions Airbus Altus Military Affairs Committee Antonov Company Atlas Air Worldwide Aviation Training Consulting, LLC Bangor International Airport Booz Allen Hamilton Bose Corporation CAE Capewell Aerial Systems, LLC CASS Cobham David Clark Company Incorporated Elbit Systems of America Essex Industries Field Aerospace Flightcom Corporation FlightSafety International ForeFlight Gander International Airport Authority GE Aviation Georgia Tech Research Institute Gulfstream Aerospace Corporation, A General Dynamis Company Hilton Software LLC Honeywell Aerospace A/TA I n d u s t r y P a r t n e r s (As of 2 August 2017) Jackson JetPort at Cecil KVQQ Jeppesen JLG Industries, Inc. L-3 Technologies, Aerospace Systems Leonardo DRS LifePort Lockheed Martin Aeronautics Corporation Louis Berger Services McClellan Jet Services Million Air an Aviation Services Company Northrop Grumman Corporation Omega Air Parker Aerospace Phoenix-Mesa Gateway Airport Port City Air at Portsmouth International Airport at Pease Pratt & Whitney Military Engines QinetiQ North America Rockwell Collins Rolls-Royce Satcom Direct Communications Stephenville Airport Corporation The Boeing Company USAA UTC Aerospace Systems Volga-Dnepr Group ZOLL Medical Corporation Industry Partner HIGHLIGHTS Col Cary Walgamott USAF (ret) The Airlift/Tanker Association team is in the nal stretch with preparations for the 49th Annual A/TA Convention, Symposium and Exposition in Orlando. Another world-class program has been planned and preparations are coming to gether nicely. Once again, an outstanding lineup of senior Air Force leaders includ ing the Secretary and Chief of Staff as well as an impressive list of seminars on a wide variety of mobility topics are at the heart of the symposium program. Early indica tions are there will be even more exhibi tors at this years Air Mobility Technology Exposition than last year and we are estimating attendance to be around 2000 attendees (includes 1300 military personnel). Similar to last year there will be a number of AMC mini-conferences held before, as well as integrated into, the symposium. These are designed to meet and enhance the professional development requirements of the air mobility community. We will again have several industry-focused seminars that will include panel discussions and specic speakers focused on indus try matters. In addition, the Chairmans Luncheon always a very popular event will feature a government speaker to address indus try specic subjects. For the second consecutive year, the Air Mobil ity Command (AMC) and the Airlift/Tanker Association (A/TA) are h osting an AMC Industry Day in conjunction with the AMC and A/TA Symposium. The Industry Day will take place the afternoon of Thursday, 26 October. The objective of this event is to discuss and share the acquisition portfolio AMC has planned for the future, in a symposium-like atmosphere. USTRANSCOM representatives will be in attendance as well. More details about the Industry Day will be announced via FedBizOpps. When you go to the Airlift/Tanker Association website to register for this years event, you will also nd something new. Our IT team and A/TA administrative staff have been working diligently over the past year and a half to outline the necessary requirements and de velop a new, streamlined registration program. Their efforts have been exemplary and we hope your registration goes very smoothly. It is always a joy to be at the World Center Marriott in Orlando, Fl orida. We hope you will join us, 26 29 October, for the 2017 A /TA Convention & Symposium and Air Mobility Technology Exposition. The 49th Annual Airlift/Tanker Association Convention will be another memorable time come and be part of another his toric air mobility event. Warm regards, Cary Walgamott Vice President Industry A/TA Industry Partnership remains a bargain at the annual rate of $1700. Industry Partner benets include a re duced exhibit rate, opportunity to select your exhibit location (based on established criteria), a write-up with your logo in the convention issue of the Airlift/Tanker Quarterly (as well as a listing on our website) and ve free individual member ships. A new and exciting benet for our Industry Partners is our Industry Partner News page on our website. This is a place where you can share information about new products/services or company news. Contact Sondra Hart at ata@atalink.org or 423-902-2297 to become an A/TA Industry Partner today. Thank You All for Your Support!

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26 Chase YC-122C Avitruc AIR MOBILITY Air Mobility Classics is a recurring feature contributed by Lt Col Douglas H. Lloyd, USAF Ret. The concept of the combat assault glider was one that was essen tially conceived, implemented, and then largely abandoned, within the short span of World War Two. It was an experiment that all the major powers, Allies and Axis alike, took part in. Although there can be no denying the dedication and courage of the glider crews, the record of airborne glider operations during the war, on all sides, is spotty at best. However, at the end of the war there was still a glim mer of promise in the concept, such that in the immediate post-war period, both the United States and the Soviet Union elded new de signs for assault gliders. One of the American designs was the CG-18, built by the Chase Aircraft Company. The high wing, all-metal CG-18 was a vast improvement over the mostly wood and fabric Waco CG-4 that had formed the basis of the U.S. glider force during the war. It could carry 30 troops or 9,400lbs of cargomore than twice the capability of the CG-4. Its more aerodynamic design allowed it to be towed at much higher speeds (216mph vs 110-130mph). The tricycle landing gear had xed main wheels but a retractable nose wheel. An auxiliary power unit pro vided electrical power for operating the gear and aps. The up-swept rear fuselage incorporated an interlocking and hydraulically oper ated loading ramp and cargo door. First ight took place at Chase Aircrafts West Trenton, New Jersey, plant on 18 December 1947, and subsequent testing went well; the CG-18 meeting all of its perfor mance and operational test specications. Despite these successes, the young United States Air Force had lost interest in the idea of transport gliders. They did, however, appreci ate the value a simple, rugged, powered aircraft could have, one that was able to operate in austere conditions and deliver men and equip ment directly to the front lines. Chase complied by tting one of the YCG-18A service prototypes (47-641) with a pair of 1,350hp Pratt & Whitney R-2000 radial engines. The engines were designed with a quick disconnect feature, and all the fuel was carried in the engine nacelle. The nacelle itself could also be easily removed, effectively allowing the aircraft to be quickly returned to glider conguration. The new aircraft, now designated the YC-122 (and christened Avit ruc by her manufacturer) rst ew on 18 November 1948. Two preproduction YC-122As were built in 1949 with minor renements, one of which (48-1370) was later re-engined with 1,425hp Wright R-1820s to become the sole YC-122B. Although the YC-122s performance was marginal (particularly with an engine out) the design held enough promise that the Air Force ordered the aircraft into limited production (nine built) as the YC-122C, the denitive service trial version. All nine YC-122Cs were sent to Sewart AFB, Smyrna, Tennessee where they were as signed to the newly activated 16th Troop Carrier Squadron (Assault, Light). Activated on 5 October 1950, the squadron was tasked to conduct service trials with the aircraft and develop operational standards and tactics. While at Sewart, one aircraft was written off in a landing mishap. In early October 1954, the unit was relocated to Ardmore AFB in Oklahoma and re-designated the 16th Troop Carrier Squadron (As sault, Fixed Wing). Within months of that move, however, the USAF decided it no longer needed a small assault transport, and the 16th TCS was directed to y its aircraft to the bone-yard at Davis-Mon than AFB. The last YC-122C was delivered there on 30 August 1955 and the 16th TCS was inactivated. The three earlier models (one YC122, one YC-122A, and one YC-122B) stayed in service in utility roles until 1957. With their low airframe hours and utility value, the YC-122s found ready buyers when offered on the civilian market. Commercial op erators used them to spray for mosquitos, haul sh, ght forest res, drop skydivers, and a myriad of other tasks. One even performed the earliest tests of the Fulton recovery system, ultimately used on specialized versions of the C-119 and C-130. But by far, the most unique follow-on career of any YC-122 was that experienced by tail number 49-2883. In 1955, the Hiller Aircraft Corporation received a USAF contract to build an experimental cargo transport aircraft as a testbed for V/STOL technology. Designated the X-18, the aircraft was powered by twin turboprop engines, each with dual contra-rotating propellers and utilizing a tiltwing to transition between horizontal and vertical ight. To speed development, it was decided to use the fuselage and empennage of the YC-122 as the basis for the aircraft. The X-18 made 20 test ights of the concept, and can be considered the forerunner of the modern V-22 Osprey. Though its military service was relatively short, the Chase YC-122 Avitruc did validate the concept of the assault transport, which came to full fruition with the highly successful Fairchild C-123 Provider, itself originally a Chase design. Fairchild Aircraft Company Photo 26 A/TQ Airlift/Tanker Quarterly Spring 2017

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TOTAL AMOUNT DUE NOW: Make Checks Payable to: The Airlift/Tanker Association $ A/TA Membership (Required for Member Rate for member and guest) 1yr/3yr/Life 1 yr $40 | 3 yr $110 | Life $500 $ AIR FORCE-FUNDED REGISTRATIONS MUST BE DONE ONLINE Early Registration (Must postmark/email by 18 September) $335 $415 $580 $ Pre-Registration (Must postmark/email by 18 October) $375 $455 $580 $ On-Site Registration $415 $495 $580 $ BANQUET SEATING PREFERENCE (base, group, company, etc.) Check Box for Social Guest Only: Cancellation & Changes Policy: CANCELLATIONS: Call Sondra or Gary Hart (423) 902-2297 before 1700 EDT on 25 October. Cancellation fees bottom right. Room cancellations must be done separately. CHANGES: Call or email to Sondra or Gary Hart at 423-902-2297 or ata@atalink.org FIRST NAME: MI: LAST NAME: NICKNAME: NATIONALITY (If not US Citizen): HOME ADDRESS: CITY: ST ZIP HOME E-MAIL: HOME PHONE: DUTY PHONE: JOB/DUTY TITLE: RANK ABBREVIATION: ORG NAME/SYMBOL: BASE/LOCATION: WORK MAILING ADDRESS: CITY: ST ZIP WORK E-MAIL: SOCIAL GUEST: Guest is my spouse. FIRST NAME: LAST NAME: R EG IS TRA TION FORM 20 17 A/TA Convention and Air Mobility Technology Exposition and AMC & A/TA Symposium Orlando, Florida 25-29 October Online Credit Card Registration (Secure) Preferred: www.atalink.org NO ONE ON AIR FORCE-FUNDED ORDERS MAY USE THIS PAPER FORM. CHECK ALL THAT APPLY: Active Duty Reserve Guard Retired Mil. Service: Civil Service/Gov Civilian PRIOR A/TA Young Leader. Year: Badge: Print or type names exactly as you want them to appear on badge. REGISTRANT: NAME Also Show: Organization A/TA Chapter GUEST: NAME Also Show: Organization: MULTIPLE GUESTS: Call/Email Sondra or Gary Hart for information c oncerning registration and fees for multiple guests. FULL REGISTRATION: (Includes everything except Hotel and Golf) Check Box for: SELF GUEST Current Member (on orders or not) SOCIAL GUEST REGISTRATION: Guests (a scoial friend, family member or spouse) register at the same Full Registration rate as the attendee they are accompanying. These events are all included in a Full Registration, but are available for guests who might want to attend a single event or two. If a guest wants to attend more than three events it is likely to be more cost effective to do a Full Registraion. VISA MASTERCARD DISCOVER AMEX By transmitting this form, I certify I have read and understand the cancellation instructions and, for the member rate, my National membership must be current through November. Otherwise an additional $40 may be assessed on this card to update my membership. Registration Cancellation fee is $30 if by 18 Sept; $40 if by 18 Oct; $50 thereafter. Org. Card #: Exp: CVV: Amt:$ Personal Card #: Exp: CVV: Amt:$ Signature (required): GOLF (Includes Lunch): Requested 2. 3. Foursome: 4. $ 1 35 $ Register on-line at www.atalink.org ; or E-Mail to ata@atalink.org; or copy this form and mail, along with check or credit card info to: Airlift/Tanker Association 655 Julian Road Chattanooga, TN 37421 Registration form must be received on or before 21 October 2017. CVV = Card Verication Value Code. 3 or 4 numbers imprinted on back of card. Per Person Fee for Social Guests Non-Member (with code) Non-Member Non-Govt Handicap(s) Check Box for: SELF GUEST 49th Annual Airlift/Tanker Association Convention & Air Mobility Technology Exposition 25-29 October 2017 and the Air Mobility Command & A/TA Symposium 26-29 October 2017 Orlando World Center Marriott Orlando, Florida Thursday Evening Reception Refreshments/Exhibits $100 $ Friday Program Seminars/Exhibits/Refreshments $175 $ Friday Evening Reception Refreshments/Exhibits $100 $ Saturday Program Seminars/Exhibits/Refreshments $175 $ Saturday Evening Banquet $75 $ Sunday Farewell Brunch $50 $ A/ T A CO N RE G FORM A/ T Q 2 0 1 7 | Rev 4 / 24/2017 28 A/TQ Airlift/Tanker Quarterly Summer 2016 REMOVE REGISTRATION FORM ALONG PERFORATION

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AIRLIFT/TANKER QUARTERLY Volume 25 Number 3 Summer 2017 ADDRESS SERVICE REQUESTED