"N0W" is a word heard frequently today.

It expresses
both the impatience of burgeoning youth and the
urgency of aircraft maintenance to an Air Force com-
bat wing in action.
Now is when we need to know how fast supplies are
being used, how long it will takc to get more. It means
real time to supply people.
"The real-time processing of the Univac 1050-11 digi-
tal computer makes our standard base supply system
the most advanced inventory control setup in the
world," SSgt. George D. Wall told us. "Thc 1050 does
the legwork, adds up the figures and tells the supply
man all he needs to know about line iJems and accounts
to make the right management decisions. Right now."
Wall, NCOIC of the supply computer operation at
Bolling AFB, put a little extra emphasis on the word
now. Seated at a many-buttoned console he was ex-
plaining what hc called the "in-line processing" of the
whirring, clicking 1050-II computer. The machine is
the hcart of the Air Force Standard Base Supply System
used at 147 bases around the world.
The Univac 1050 keeps thc records, reviews the
stock levels and tells supply men when to replenish the
shelves. It issues a requested item, finds a substitute or
orders the item and charges it against the proper ac-
count-automatically. It tells the requester the status of
his order, the receiving warehouse what to expect and
the issue point what it owes and to whom. The account-
ing and finance records are posted by the machine
which integrates stock control with budget ano financial
management. In seconds. Now!
At each day's end a releveling cycle reads out all
the transactions in clear, precise English. It notes the
quantity of each item issued. who received it and the
number remaining. It compares the figurcs with stock
level requirements, issues any recommendations for
changes in level based on the number of demands
against the supply and indicates what stock replcnish-
ments are needed. And every step in the infinitely com-
October 1968
In lhe minds of well trained air-
men, materiel, mathematics and
machines add up to
A
REAL-TIME
SUPPLY
by EDISON T. BLAIR
The Airman Staff
plex electronic operation is recorded on a high speed
magnetic tape-just in case.
According to the men who use it, the system is ac-
complishing almost impossible supply tasks. Like the
one SMSgt. Archie Alexander tells about in Vietnam.
Alexanqer worked in the management and procedures
office of Seventh Air Force Supply during the Tel of-
fensive of 1968. One Thursday night the VC zeroed in
on a warehouse at Dag Nang that contained about
16,000 high priority aircraft line items. Both the ware-
house and supplies were destroyed.
The 10SO-II dug into its electronic memory and pro-
duced a list of items stored in that warehouse. The list,
telephone and teletype coordination with headquarters
Pacific Air Force and Air Force Logistics Command
combined to put 80 percent of these items b ~ c k on t ~ F
supply shelves in Da Nang by the following Thursqay.
"We could never have reordered and restocked those
16,000 items that quickly without the 1050 and Our
standard system," said Alexander.
A classic example that demonstrates the real time ad-
vantages of the Univac 1050-II in the standard base
supply system is related from the technical school at
Lowry AFB, Colo., to Thailan<J and Libya. A crew
chief meeting his airplane on the flight line learns that
he needs to replace a part-say a generator. The mo-
bile maintenance unit radios his need to the shop. There
the supply man types an issue slip Qn a remote input /
output unit that looks like a teletype. It is linked by a
telephone line to the computer elsewhere on the base.
The Univac 10SO-I1 "sks its memory drum for the
location of the nearest serviceable generator and causes
the remote unit at the issue point to type out the infor-
mation. Simultaneously the computer tells the ware-
house man, also by way of remote unit, to send the
part on its way. The generator is delivered to the ailing
aircraft within a few minutes. The turn-in is noted, all
the records arc updated, and all stock control pape'r-
work is done. Now. Pencils, desks and sewer pipe are
33
This reoltime tomponent of the Univoc 10.5011 supply tomputer writes
oruwers 10 0 supply mon's questions 01 a role of 7.50 line5 per minute.
issued just as easily.
Crew chiefs, maintenance Il1en and supply men, Once
accustomed to waiting days and weeks for part s to re-
pair broken airplanes, nOw expect a new part to be
delivered by the time they rcmove the old one.
"You just wouldn't believe tho improvement in our
recoverable assets- parts that can be repaired and put
back into service at base or depot level . It has been trc-
mendous," said Mr. Pat Surace, assistant chief of supply
at Andrews AFB, Md.
"The computer gives us complete control of the asset
daily and continually," Surace pointed out. "We get
our end of the day report of transactions. The machine
also tells us the average repair cycle time, base repair
capabilities, order and shipping time and usage data on
all of these valuable and repairable assets.
"This data is generated at all standardized hases and
it goes to the Air Force Logistics Command in the form
of a stock balance and consumption report of all line
items. You can easi ly sec how valuable this informa-
tion can bc to AFLC, the wholcsalers for the Air Force.
What makes it mOre valuahle is that thc information is
compiled at evcry base on a standard 80-character
punch card and transmitted electronically in almost
real-time to AFLC through AUTODIN, the automatic
digital network."
This report, which once took a month or more to com-
pile, post and a n a l y z ~ , was next to useless because of
the time lag. Now AFLC uses this and a similar punch-
carded report for the Air Force Rccoverable Asset Ma-
terial System (AFRAMS). AFRAMS gives Logistics
Command a worldwide stock position on a selected
group of recoverable items . The information enables
AFLC to make the m"st effective use of the matcrial
through a push-pull delivery system.
Andrews was the pilot base for the base suppl y
standardization. Base supply there was already designed
Told when on item i5 received, Ihe computer Ihen telh the supply mon
who needs the item how mony ore needed, ond where 10 ,tore the re,1.
to suppon a great variety of aircraft as well as a large
piece of real estate with several tenants. The Univac
1050-11 and the standard base supply system became
operational at Andrews in March 1964.
This was just a month after a test computer was in-
stalled at nearby Bolling AFB. The Supply System De-
sign Office, then a field extension of the Air Force Direc-
torate of Supply and Services, used the test unit to de-
velop and tryout programs. The supply people at An-
drews found th<: bugs in the system during thciT day-to-
day operations. Program corrections were made by the
Design Office then mailed to the fi eld.
"It took a quarter of a million man-hours of train-
ing, give Or take a few hundred, " Surace said. "And we
drew heaviJy on Air Force men with the training and
experience in the supply field to do it. These were men
who knew the problcms and how to solvc them."
One of those men was CMSgt. Eugene F. Atkinson
of the Supply Systems Design Office. (This is now the
Management and Analysis Branch, Supply Systems Di-
vision, Direcrorate of Logistics Systems, of the Air
Force Data Systems Design Center- a new command
concerned with all data systems.)
Sergeant Atkinson had a lot of help fr om a few dozen
other senior noncoms and officers who have worked
with hiln since 1962 when the computerized standard
supply concept was born.
"Computers weren't new," Sergeant Atkinson re-
minded as he recounted the history of computers in sup-
ply. "The Air Force was the first military branch to use
them. Several commands, especially SAC. TAC and
ADC-all charged with the combat operations job-
had mechanized the base suppl y system and adapted it
to their own pccular requirements."
Each command came up with the same general infor-
mation on stock levels, cost accounting and other data
needed by the Air Force and its wholesale sources, Lo-
The Airman
Computer memory, punched cards, tapes ItHP
Jvpply data available 01 tovch of button.
Inventory (onlroL cosl occounting ond all the alh.r dolo Ihat Air force supply people Ule 10
manoge Ihe multimillion dollor stockpilM of ""oteriol read. oul in seconds from Ihe I05Q..11.
gistics Command, Defense Supply Agency and Govern-
ment Services Administration, for budget and manage-
ment purposes. But each report was presl!nted in a dif-
ferent format. The wholesalers had to interpret the data
before it could be used.
Personnel transfers added complications. And people
allen needed a great deal of on-the-job training before
they became effective in the organization.
None of the supply computers in use had a remote
capability. Cards had to be sorted or punched, carried
to the computer room and placed directly into the card
reader there to get the information sought from the
computer. The output document had to be hand-sorted
and hand-carried, or mailed back to the right work
area. This was time-consuming, tOO slow for jet age
supply requirements. Besides, documents someti mes
werc lost or misplaced en route.
"It was obvious we needed a modernized system
throughout the Air Force," said Lt . Gen. Robert G.
Ruegg, Deputy Chief of Staff for Systems and Logistics,
US Air Force. "Our total supply inventory is worth
around: $11.7 billion and includes 1.7 million federally
stock-numbered line items. Most of this stock is cen-
trally funded and programmed. It is maintained at hun-
dreds of locations throughout the world. Together, this
adds up to the largest integrated inventory manage-
ment problem in either government or industry."
A study made in 1962 indicated that the only real-
time solution was supply standardization throughout
the Air Force. To do the job, the Univac I 050-11 was
designed from scratch. With this computerized, stand-
ardilcd supply system was born a new career field,
Supply Systems Analyst.
The Air Training Command has built its training
around the 1050-Il, according to Sergeant Atkinson
who helped them layout the career dcvelopment course.
The training course is frequently updated as new
October 1966
needs and problems are experienced in the field.
"Like the supply system itself, the training is still not
ult,imate. We have all kept learning ourselves," Atkin-
son said, waving toward nearby desks manned by non-
COms with stripes that had to represent 15 or 20 years
of supply experience. Most of them had at least 10
years experience with various computers he told us.
They were the people concerned with program design.
They spent a lot of time talking to the supply people at
the bases, learning their problems. The problems are
converted into machine programs for sol ution .
Most problems, that is. Every base using the system
stays ill close touch with this central control center at
Bolling AFB by telephone and teletype. Problems in
the field are report ed in almost real time. But recently
when a ,!omputer in ThaiJand shut down, the experts
had to call On the civil engineers to solve their problem
-a snake in the works. They st ill haven't worked out a
program that will tell the machine what to do the next
time this happens.
\:Iut they have helped work out a training and classi-
fication program for Training Command to insure that
people are trained to replace them. The idea is to train
career supply system analysts and program designers
for the Air Force.
It stands to reason that a man must know a great deal
about the supply field itself-how items are stored and
where, how and why inventories are kept. Therefore
the prospective supply systems analyst serves an ap-
prenticeship in the warehouse putting up and taking
down stock, Or in inventory management maintaining
stock records.
Within three or four years a supply man has reached
the five skill level and has learned to read, under-
stand and react to computer documents. He has learned
to think in supply computer terms and is ready to cross-
train into the supply computer field. With a few more
35
years of experience and on-the-job training he is a sup-
ply man committed to an Air Force career and ready to
begin computer program and design.
Computer program design begins with deciding what
you want the computer to do and what steps it must
take in the process. With a very compact flow chart of
lillle boxes and arrows and lines, TSgt. Norman Artis
explained a complete cycle of Univac 1050-11 operation.
Artis, now at Cam Rallh Bay in Vietnam, was One of
the men who helped switch the Bolling supply over to
the 1050. A graduate of the basic supply computer
school, Artis was the Training NCO who helped OJT
the people operating the Bolling supply today.
The flow chart that Artis picked from a tech school
manual because it ex plained the operation in the
"simplest terms" took II lillie boxes just to issue an
item. The second step, labeled "main analysis edit," he
.aid might involve more than 40 machine operations
just to find out if the request was legitimate. It would
lake bours of a supply man's job to do it manually.
There were 12 steps involved if the item was out of
stock and 13 steps were necessary for the machine to
acknowledge receipt of the ordered item and to issue it.
The flow chart had a third operation that took five
steps to adjust the accounting and finance records when
base supply is billed for a line item by a wholesaler.
If these are the simplest terms, think of how intricate-
ly complex the program designer's job must be. Remem-
ber the 105()"'U is a digital computer that makes mathe-
matical compulations in microseconds with only two
numbers. The programmer must build his program in
binary numbers with infinite detail to cause the com-
puter to arrive at the right answer in each step of such a
flow chart. It's no job for the inexperienced. These men
not only know the questions to ask the machines, but
they know the answers and how to arrive at them.
When the Univac 105()"'1I supply computer is viewed
from this end it becomes more obvious why Atkinson
and his cohorts advocate a six- or seven-year training
and experience period for their design job.
"The Air Force supply inventory control problem is
truly the acid test for any digital computer," said Maj.
Harry Ellis, a former assistant to Mr. Surace nOw on
active duty with the Air National Guard. "This one
must do all the item and financial accounting records of
more than 90 percent of all on-hand and in-use supplies
and equipment on Air Force bases all over the world."
The Univac 105()"'1I is a modular machine. Compon-
ents can be added or taken away. The basic configura-
tion can store 66 million characters or bits of informa-
tion. Addition of another unit raises this to 132 million
characters and a third unit brings the total to 264 mil-
lion bits. The processor serving these memory units can
be operated from the main console or from anyone of
up to 15 remote units. When the configurations are
doubled, space and requirements become the only limits
on the capabilities.
The Univac at Cam Ranh Bay AB stores information
38
on 90,000 separate items of supply with an aggregate
worth of about $100 million. Travis AFB stocks 100.000
items in its supply warehouses and complete information
on anyone of them is available from the 1050's memory
in seconds.
This California aerial port is also headquarters for
the Pacific Forward Supply System, which pre-pOsitions
more than 6,000 critical line items of spare parts at
13 Military Airlift Command en route points in the
Pacific. Linked by telephone and teletype and backed
by the computerized Travis base supply, parts are de-
livered within 26 hours from these points 10 wherever
they are needed.
"Communications is the biggest hang-up-getting
the punched cards 10 and from the AUTODIN trans-
ceiver," said Sergeant Atkinson. "But someday our
bases will interface directly with AFLC's big computers
and our base units will function almost like our remote
units do.
U
This is already happening now with about 40 base
supply accounts too small for computers. They have a
remote unit connected by telephone Or microwave to
the 1050 on a distant base. Tests of a complete van-
mounted 1050-11 system that can be airlifted to ad-
vanced bases or replace a system knocked out by dis-
aster Or enemy action will start soon. It's ready to go
when it arrives.
The Univac's voluminous electronic file capacity, in-
stant random recall and fantastic reporting ability is a
real boon 10 the people in the management and pro-
cedures branch of supply. The daily releveling cycle,
special action and other reports help them identify
slow and fast-moving items so that excesses and short-
ages can be adjusted to maintain efficient stock levels.
The financial histories so readily available add to over-
all effectiveness.
"These reports that 1 now see daily once took weeks
and months to compile," said CMSgt. Preston Butler,
an NCOIC in management and procedures. "I see and
identify the problems now, as they happen, not months
later when it's often too late to take effective preventive
action. With all this information right at my fingertips.
problems are corrected quickly. Our customers here on
base get better service and support. The wholesalers-
AFLC, DSA and GSA-get information that helps them
support us better."
Reports that took weeks and months 10 compile?
Who compiled them? The 4,000 or more people no
longer needed in supply. They have trained into other
career fields.
The Univac 1050-11 adds up the numbers-now.
People simply review the computer's recommendations
and make decisions---now. Supply people have mOre
information on which to base decisions. The numbers
and information, in plain English, describe the supply
situation as it exists now, Not as it was last month, last
week Or even yesterday.
But
l
now.
CLOCKWISE FROM TOP PHOTO: AI (ref co
shower with a hQndy oil drum 0$ a r e ~ e r v o i r .
TSgt. Biliol uplQins use of 0 piece of
equipment 10 Th ... i oircroft mechonics.
C ... lled on "adviser," Billal can nonethelen
ohen be found delving inla an engine.
Open oir dining hgH il the ,",sugl
leHing for meols. Thoi food is
r delicious, bUI hot, Billol reports,
An areo of thotched hUh WOi home 10
the Texan for mooy weelu.
A TEXAN AMONG THAIS

H
ow does it feel to be the only US Air Force man
stationed at a remote Thai army camp?
" il 's great!" said TSgt . Robert L. Billut when a rov-
ing reporter-photographer team from THE AIRMAN
visited him recently at Chiang Klang, in northwest
Thailand. BiliOl was finishing a stint as a helicopter
maintenance adviser at the Royal Thai Army camp and
had mixed emotions about his impending departure.
"The Thais are wonderful people and they have taken
good care of me. I'm anxious to get home, of course, but
] almost hate to leave."
Billot, who's from Beaumont, Tex., was assigned at
Nakhon Phanom RTAFB when the call for a volun-
teer came in, "Chiang Klang was just a name On a map.
but it sounded interestjng. so I volunteered,"
The helicopters at Chiang Klang are used for re-
supply, medical evacuation and counterinsurgency op-
erations, Billot was enthusiastic about his job. "I'm
called an adviser, and I work closely with the Thai
maintenance off icer here, but there are many times
when you could find both of us up to our armpits in
H-34 engi ne parts . I've stayed really busy and the time
has just flown by.
October 1968
"Living conditions? First class, 1 live in a comfortable
tent and I've got the fanciest outdoor shower and latrine
you've ever seen. There's a Thai dispensary here with a
really fine doctor and I've never felt I'd need any out-
side help if I got sick-which I haven't.
"And the food is tremendous. I eat with the Thai of-
ficers and quickly learned that Thai food is hot . But
it's surprising how fast you get used to it , especially
when there's nothing else available. I've galien so I
can't eat anything unless it 's got a too-generous amount
of hot pepper sauce on it."
A C-7 Caribou, flying in once or twice a week from
Bangkok, was Billot's only li nk with the "outside."
Landing on the short, narrow, dirt airstrip, the Caribous
brought supplies, Thai replacement troops, the latest
word from Billo!'s squadron at Don Muang RTAFB
-and most important-mail.
In a nostalgic mood, Billot added, ''I'm really going
to miss all of this. The people, the food, the way of living.
But you know, there's one thing I won't miss . that
six-hour flight to the pay table every payday." ~
-Capt. R. P. Everell
31
38
by MIKE LYNCH
Hq SMAMA
Phuto .. by SSttt. J\:I1}' C. Mult er,
Oa Nan.: AB, Vil.:II\:Jm
TheA-r Force's Civilian Airmen
The baanies are their beat as these salvage the unsalvageable amidst bullets and 'bolts.
A
N uncanny knack for putting all
kinds of crash- and battle-dam-
aged aircraft back in the air is the
chief claim to fame of a unique
group of Air Force civilians, all air-
craft maintenance specialists.
They arc always on the go.
Throughout Southeast Asia, and
particularly in Vietnam, they have
earned the thanks of pilots of bot h
the United States and South Viet-
namese A ir Forces. To the former
they are calied RAM teams-for
Rapid Area Maintenance.
That they move rapidly into areas
where their maintenance skill s are
needed there is no doubt. They al -
most always go where the work is.
Since pilots of battlc-damaged air-
craft can't always pick and choose
their landing sites, this often means
a clearing in Viet Cong infested
jungle or a primitive forward later-
ite strip.
October 1968
From April 1965 until early this
year RAM teams put 486 crash- and
battle-damaged aircraft back in the
air over Vi etnam. Sixty-one more
were prepared for "one-time flights"
to speciali zed major repair facilities.
Another 72 were roadied for ship-
ment to major repair depots. Valu-
abl e, useable parts and equipment
were salvaged from 19 that, for one
rcason or another, couldn't be saved.
The value of these aircraft ex-
ceeded one billion dollars.
RAM speciali sts work both over-
seas and stateside. In the CONUS
they form RAM team pools, which
are always on standby alert status.
When they get the word, they dash
off to places like Taiwan, thc Philip-
pines, Korea and, of course, Thai-
land and Vietnam-wherever the
action is. About 100 to 115 of these
men are in Vietnam and Thailand
at any given time.
Passport s, visas, shot records are
always kept current. Hence, when
they get the word to go, all they
have to do is kiss the wife and kids
goodby, grab their and the
few special tools most maintenance
speciali sts carry around, and leave
hearth and hOlOe.
About one-half of all the RAM
tcam strengt h in the Air Force Lo-
gistics Command (AFLC) comes
from McClellan AFH. SMAMA
headquarters. AFLC's four mher air
materiel mens at Tinker AFH,
Okla., Kel ly AFR, Tex. , Hill AFR,
Utah, and Robins AFB, Ga .. suppl y
the rest.
RAM teams include specialists in
15 basic aircraft maintenance skills,
such as mechanics, electricians, hy-
draulic and sheet metal specialists,
among others. They work on almost
every type of aircraft and helicopter
in the USAF inventory.
In Southeast Asia they're a dive'fSe
force whose "uniform of the day" is
strictly civilian mode-dungarees,
levis, overall s, sport shirts, T -shins
and bo()ndockers.
They carry no weapons. The only
"sidearms" they have arc side-euL:
ling dykes, tin snips, torque
wrcnches and a supply of aircraft
repair inst ruments moved about from
one damaged aircraft to another.
Fl00 Wing Swap
Not 100 long ago, Col. James I.
Cornett, ill charge of SMAMA's
mainlenance directorah..: at McClel -
lan AFB received the following letter
from Vietnam:
Dear ColullcI Cornell:
We had [his F-/OO, [ail number
572, with a bailie-damaged right
wing. Another, 437, needed a lefl
wing so we took the good wing off
572 and installed i[ on 437.
Just abour then, 813 crashed, and
except for iIS wings, was completely
de.\troyed. We removed these and
put them 0 11 572.
While doing this job , the operaf(ng
39
TOP lEFT: Unable to get ,.,is ( 130
0111 of enemy territory where
i' craatolonded, RAM leam stripped
o million dollar! warlto of
equipment from it, set il olire.
TOP RIGHT: A fivemon RAM
team took only five doy, 10 gel
Ihi5 ( . 123 oul of a ditch,
repaired, and back inta the air .
OTHER PHOTOS show RAM
teom member! at work on fl05s,
f-4C,. & voriOUl other aircraft.
squudmn robbed {he a/I section as
(/1('y neede(/ it on another dwnaged
aircra/I. They figured il would lake
too long to repair this section.
One 0/ our SMAMA metal men-
Harry Wong-and I Looked OVt'f 'his
dam age (I section. Harry asked:
"How long, Bill?"
I gave him three days. It was a
job which also included replacing
borh main gears and running all 'he
operations on the aircwft.
Be/vn' the It'SI pilot 1O()k her up
011 the first hop, he said he was very
doubtful abuutthe uircraft. Bilt whcN
he lam/ed, he said, "I don', know
whut to say. I can't write up even
one lhing wrong with IlIi.\ hird."
You should have seen my bunch.
Talk about a proud crew!
The letter came from RAM leam
chief William "Bill" Parks, Jr, For
Colonel Cornett, it was a firsthand
report that one of his responsibilities,
AFLC's RA M team effort , was pay-
ing off.
"When it comes to getting our
crash- and battle-damaged planes
back where they belong-in the air
-1 take my hat off to these amazing
RAM team specialis,ts," Colonel
Cornett said recently. "Especially
since 1 know what their job entails."
Exactly what doC's the job entail?
Consider the F-IOO wing-swapping
task, Let's say you'rc a RAM team
chief with maybe a six-IllLln ere"",
and you're gazing sadly at a thor-
oughly clobbered and battle-crashed
Super Subre .
Maybe it tore a deep swath in
the South Vietnam terrain, and is
partiaHy buried. Somehow you'll
have to dig it out. Even to the lay-
man, a crashed aircraft is a sad and
unsightly picture. But to Air Forcc
repair specialists, wbo lovingly and
proudly put them together-bit by
bit, piece by piece-a crashed air-
plane is sheer despair.
Well, what to do?
First, you'll have to drain thc bird
of all its fuel. JP-4 from a jet; high
octane from a prop job. In the case
of the F-100, you've got to get the
JP-4 out completely.
If you're near or on a base in
Vietnam this initial undertaking can
be fairly easy. All you have to do is
wheel a tanker truck up to the crash
,scene, hook lip the vehicle's purge
equipment, and suck out the IP-4-
liquid, fumes, and all.
But in this case, as with so many
crashes in Vietnam, your work area
is a desolate spot in the jungle. And
what you have working for you is
only a small, portable air compres-
sor. But all is nnt lost. Sirtlply attach
a common, household variety vac-
uum cleaner hose to the compressor,
couple the other end to the SlIper
Sabre's tanks. Now the fuel and
fumes can be sucked out.
H there's olle thIng all RAM
teams have, besides a lot of know-
how, it 's a Jot of muscle-essential
when it comes to swapping wings
from one plane to another. An F -100
wing span. ror example, is 36 feet
'10 inchcs. Shifting them ahout calls
for some doing.
October 1968
So you've got to replace these
wings with those from another
F-100. You begin by removing the
plane's entire aircraft section to re-
duce the weight.
And there arc other problems, all
of which could be deemed back-
breaking\ as well as downright frus-
trating. Take the F-IOO's right and
left wings for example. Removing
them from the fuselage is not nearly
so simple as it looks. They are a
single unit, hooked and bolted to-
gether inside the fuselage. So, to re-
move one, you have to lower both.
Then again, there's the wing fuel
cell bladders-big, ungainly, hard to
handle, blobs of vulcanized rubber
whose conduits lead to the engine.
Not to ment,ion the main ruel ceIl in-
side the fuselage and just forward
of the wing. Removing this is a proj-
ect, too.
Hey, Shorty!
This task invariably requires a
highly knowledgeable but fairly
short-statured s pee i ali s t like
SMAMA's Pete "Shorty" Bencdetto.
He has a number of fairly interest-
ing assignments cut out for him on
this particular job.
After Ihe removes the dive brake
,island to expose a small aperture,
he has to worm his way up, into and
through this opening. Moving much
like a contortionist, he wiggles along
side a pair or big booster pumps.
Now he must unbolt and drag both
of them out of the aircraft. Next, a
number of baffles have to be remov-
ed in addition to myriad lines and
conduits leading from the wings to
the fuselage. Everyone must be dis-
connected and removed before a
wing can be taken off the plane.
It takes about a half dozen thor-
oughly skilled RAM experts to do
this wing-swapping job. The makeup
of this group usually calls for a work
chief, an electrician, a hydraulics
specialist, and a trio of aircraft me-
chanics. Each of these men can work
in any of the mentioned skills , so
long as hc works under the supervi-
sion of a journeyman in that skilL
Being able to work on all kinds of
aircraft repair jobs is one of the se-
crets to successful RAM teamwork.
What do thesc various experts do
on this repair job? More than we
have space to cover here. Suffice il
to say that an F-\ 00 wing change
calls for 131 separate and meticu-
lous steps, according to the Aircraft
Maintenance Workbook. When such
jobs must be done in the field, far
from an Air Force base's depot level
maintenance repair shop, add a few
more steps of improvisation to get
the job done.
"Charlie" Misses Out
Consider the case of the C-130
Hercules that had crash-landed near
Tay Ninh in Viet Cong territory. A
RAM team crew was called in to
cannibalize the aircraft for parts that
could !be used elscwhcre.
This one took a lot of fast, hard
work-and courage.
SMAMA's Ben Wadsworth was a
RAM team chief. Several civilian
maintenance specialists-ali ready in
Vietnam-volunteered for the job.
A number of active duty Air Force
people in the area also pitched in to
give the civilians a hand.
The US Army agreed to hold the
arca as long as possible. They esti-
mated this would be from two to
four days. Four platoons of infantry
armed with recoilless rifles and' ma-
chine guns, two mortar teams, and
an armed convoy were provided to
transport the RAM team and their
equipment to the scene and to secure
the site.
The RAM team spent three highly
productive days there salvaging three
engines complete with propellers; all
4t
the radio, radar and instrumentation
equipment; the leading edges of the
plane's horizontal stabilizer; rollers
and locking rails from the cargo
deck; side panels from the wings; the
main lett landing gear; the right rear
landing gear; and two pallet loads
of miscellaneous equipment.
By then the Army felt it could no
longer keep the area secure so the
RAM team emptied a drum of gaso-
line on the cargo deck, and what re-
mained of the C-130 was set on fire.
So. thanks to AFLCs RAM team
military-civilian mix of specialists
and the US Army, this was one
USAF "bird" that "Charlie" didn't
get a chance to pluck.
The Know-How
Frequently, RAM team workers
are faced with circumstances that
would cause less stable people than
AFLC's specialists to turn gray over-
night--or look for a psychiatrist.
Consider what happened in one
of Vietnam's back-country areas.
SMAMA's RAM team crew-air-
craft mechanic Pete Benedetto, sheet
metal man Dick Basden, flight line
mechanic Bill Peters and hydraulic
specialist George Etters-had gone
out to see what they could do for a
pair of crashed C-123 Providers.
One of these, valued at about
$555,000, needed a nose landing
gear to become airborne again. Re
pairs inside the airplane also were
needed. While going about their work,
the RAM team from SMAMA had
South Vietnam troops standing by
for protection.
This scene was in the jungle near
a crude forward runway. The
SMAMA RAM team, minus such
essentials as airplane jacks, had quite
a job on their hands. They had to
replace the nose gear and ready the
C-123 for a one-time flight to Saigon
and a depot-level repair job. How to
do it?
If there is one other thing these
specialists have it is American-style
ingenuity. "We rounded up about
40 of the local villagers," said Bene
detto. "Give or take a few pounds,
they gross about a hundred pounds.
"We stood 'em up on the plane's
tail, which caused the front end to
42
lift up high enough so my team work-
ers could slip some oil drums and
pallets under the nose."
It took the SMAMA RAM crew
a lot of concerted work and improvi
sation to get the C-123 in shape for
a takeoff. Because the nose gear
steering cable was also broken in the
crash, they confiscated plain, ordin-
ary fence wire, and repaired it this
way.
"With the nose gear from the other
plane on this one, and with the fence
wire taking the place of the steering
cable, the plane could make only
right turns on the ground."
So, how now, Benedetto?
"We simply pushed the repaired
C-123 around until it was lined up
with the runway, and the pilot took
her oft."
The interior supports of the plane
had also been damaged in the crash.
RAM team workers repaired the
supports by replacing them with or
dinary angle iron. The overall result
was one that might have given an
aeronautical engineer nightmares,
but the patchwork held.
The Pioneers
The first call for RAM team as
sistance in Vietnam came in April
1965-an urgent request from Pa-
cific Air Force. SMAMA RAM team
specialists-22 of them-packed
their gear and took off for Tan Son
Nhul. There they tackled two battle
damaged F105s and saw them both
fly again.
The RAM team chief on this in-
itial mission for the Air Force and
AFLC was SMAMA's big, tall, and
thoroughly genial Ed Adamic who
started work at McClellan AFB in
1942 as an aircraft mechanic helper.
Later on in his Air Force civilian
career, he began doing a lot of TDY
traveling for SMAMA and the Air
Force. Much of his travel has been
to Southeast Asia, especially to Viet-
nam. He has spent so much time
in this area-made so many trips
back and forth that he is known
throughout AFLC as "Mister Viet-
nam." To do the jobs the Air Force
has given him, he has traveled some
50,000 miles by ship plus 250,000
miles by air. Time invested in all
this travel? Three complete years.
Today Adamic is SMAMA's Area
Liaison Section chief. His office in
the maintenance directorate sees to
it that RAM team members get to
where they are needed.
For this modest. unassuming guy.
March of last year included a diffi-
cult dav. Ed Adamic was cited at
the 196'7 Air Force Association Con
vention in San Francisco. as one of
the Air Force's outstanding civilian
employees.
Gen. Kenneth B. Hobson, then
AFLC commander, had Ihis to say
about Adamic and his co-workers.
"These volunteer AFLC civilian
employees and their military coun-
terparts are writing a new chap-
ter-and a dramatic one-in the his-
tory of A ir Force support."
General Hobson went on to relate
that he'd recently heard from Gen.
William M. Momyer, Seventh Air
Force commander. who said:
"Your people did a terrific job
following the mortar attack on Tan
Son Nhut. As you know, we had
some 15 different aircraft damaged
in some degree. Except for one CH-3
and one RF-4C, everyone of the
damaged aircraft was back in the
air in less than a week!"
This is high, and deserved, praise
from a commander in Vietnam. But
maybe a lone statistic, coming by
way of a report from AFLC's liaison
officer 10 the Seventh Air Force,
might better show the Air Force and
the world what men like Ed Adamie
and his doughty comrades can ac
complish:
"Only six months after the RAM
team program went infO operation,
the teams had returned to service
the equivalem of One squadron of
aircrafl ever), two momhs,"
We asked Ed Adamic why he vol
unteers for so much RAM team work
in Vietnam.
~ ' W e don't wear the uniform, ,-
says Ed. "So just say that we civilians
want only to do our part. If it takes
a few risks. what the hell? The blue-
suiters-the pHots. and crews-are
taking a lot more. Our job. like
theirs, is to keep 'em flying." eO-
The AiriliH
October 1988
SHE CHOSE WEATHER
With the wind and the rain in her hair, her future Dnly seems partly clDudy.
by SSgt. JAMES E. SKARSTEN, W; .. bod,n AB, G"mony
M
ALl poets have often likened woman to the weather, descr ibing her tempera-
ment and disposi tion with such terms as sunny. stormy-even torrid . And
man seems forc-ver inclined to compare the female with his universe , particularly
the stars.
When you stop and think ahom it for a moment , then, it seems ollly natural
that a womall might have more than a passing interest in mdeorology. And so il
is with WAF Maj. Valoris M. Ol son, who bccllmc interested in at
Challut e AFB. III., and took aclvaI1lage of an opportunity to stuJy the science of
weather at Penn State through Armed Forces Jnstirutc of T cdlllology
(AFlT) progrum.
She's a weather forecaster now, and lhr.: only WAF offi.cer hcaLiing an Air
Weather Service detachment. Major Olson's office is in the command post al
lJSAFE headquarters, AS, Germany, where she and six others keep wat(;h
on the weCllher for the Commander in Chief, Unit ed Air Forces in Europe.
Hcr joh of I.:hasing "' thunderhumpcrs" (weatherman's slang fo r thunucrstorm
cloud:.;) tops Major Olson's list of fascinating assignments sill l.:c she gradtwtcd frolll
Offit:er School in 1l)54. She wa!) stationed m Tinker AFB, Okla., then .
A T -33 was heing used as an ohservation ai rcraft so Major Olson hopped into thl'
back seat of the T-hird. She made movies and sti ll pictllres of thunderstorms
anu turnadocs for Project Noughrider_ an operation conducted for thc US Weather
Bureau's Severe Storms Resea rch Laboratory.
She also fl ew with Tinker-ha,cd F-IOI and F-I04 pilots who bombarded Okla-
homa City with sonic booms to determine the dfects such booms-created hy super-
sonic tr<lnsport Hireraft-might have Oll major (;irie!).
Sincl.: her assignment to Lindsl.:Y AS in 1965. Major Olson has continued her
off-Juty education and received 1.1 ma!it er's degree in Al! roSpace Operations Manage-
ment. She was an enli sted communica tions speciali st during her first fi\'1.: years of
Air Force scrvice.
"The Air has giVl'Jl me many wondcrful opportuniti es," shl.: sa id r(' centiy',
" and offers il great future for miJitary women." Shc feel s (hal the armed services
have ILd thL' way in the full pot cnti .!1 of women in loda y's wor ki ng world.
Even though Major Olson's future is IikLi y to be partly cloudy- at least pan
of the time--she points oot that when it's partly cloudy ii's also partly sunny. And
her future is obviously as bright as her weather forecasts.
43
HELLO AND GOODBV
"The quicker we can get you out of nere, the better,"
is the philosophy of this outfit. And the airmen love it .
W
HAT is the first thing a man wants to do when he
steps off an airplane at Travis AFB after a year in
South Vietnam?
Well. probably you could come up with as many
answers as there are men stepping off planes at that
busy MAC base. But one thing everyone of them docs
nOt want to do is spend much time at Travis. Each has
somewhere to go. Each is in a hurry to get there.
That's why an Air Force captain named Stephen A.
Suto runs one of the most popular sections on the base-
particularly for airmen separating. reenlisting or retiring.
Suto's outfit is the Travis AFB port separation section.
Speed is their watchword.
"We guarantee that a man will be on his way within
24 hours after his arrival from overseas," Captain Sulo
says, "and we very often beat that time hy a considerable
margin . It depends whrtl time of the day a man arrives.
In no case, however, will he spend more than 24 hours
at Travis."
The port separation center is a far cry from those of
past wars and conflicts, when it was not uncoml11on for
men to spend days and even weeks before they could get
through their separation processing.
Just returned from overseo,_ these airmen gel " Hello" briefing by the
Trovis AFB leporolion cenler. Whole p r o ~ d u r e lakes les, than 24 hours.
44
Now they ar e met at the terminal by airmen from the
port separation section and processing gets underway
immediately. (Norton AFB. Calif., and McChord AFB.
Wash., also handle RVN returnees.)
Secret Qf the outfit's speed is its crew of professionals
-NCOs and airmen who are true experts in every phase
of their specialties. They have to be. Problems arise con-
stantly and involve virtually every aspect of personnel
administration, pay. Veterans benefits. classification and
so forth . As one man, SSgt. Rudolpho Oliva said, "We
may not know all the answers to all the problems, but
we know where to get them. "
One big job is the distribution of records after a man
finishes his separation or retirement processing. The
recorus arc, of course. extremely important to the man
for future rights and benefits. Yet important as these
are, men are not held over at Travis because of missing
documents. They are processed and sent on their way
with the aSSurance that Captain Suto's small unit will do
whatever must be done to complete the record, and to
get it to where it must go.
They never let the paper get in the way of the people.
eOa
-
Experh like SSgf. Rudolpho Olivo dilCuu subject, su(h 05 civil service
opportunities ond re\erve obligations as airmen gel clO$8r to discharge.
The Airman
Included in proce1sing is poyment. Here Sgl. Woyne
Erfle, speelolist, finonciol records of )eporotees.
"Don't spend it all in one ploce." Sgt. Jomes Sowyer kids airman who
just received separation poy. Finance office is known for fast OClion.
October 1968
SSgt. C. handles permonent party separations retire
ments. Here he talks to MSg'. Bob Raybourn. NeOte cenler.
-'.
"Goodbye in 24 hours or lenl" roys Copt. Suto 0$ he signs the final
paperwork. Tomorrow the process will begin ogoin, 01 more men arrive.
45
PRESIDENTIAL UNIT
CITATION TO 8TH
AM) 3D TF'I'S
OFFICERS NEEDED f'()R
WEATHER PROGRAMS
DEAOLINE NEARS
FOIl AFROTC GRANT
PROGIWI
58.821 DUE FOR
THIRD STRIPE
IIIAs. pow.
CONTINUE TO DRAW
PAY
HEW 3-in-l IlANUAL
TO ACT AS CAREER
INFO "CENTER"
. ~ . '"
PENTAGON
Continued
ho.ever. It you have a degree, you go to DTS immediately. It you don't,
lOU .111 attend an accredited college ot Jour choice. Air Force pays
the tuition and up to 1100 in book allowances. Incidentally, in the
first ,ear ot the program, 294 air_en .ere selected, 136 ot .hom were
orrered immediate entry into OT5. To date. 141 airmen have been
Commissioned under this program.
It you were assicned or attaChed to the 6tb Tactical Fighter Wing
from December 16, 1966, to January 2, 1967. or to the 3d Tactical
Fighter Wing trom June 8, 1966, to April 16, 1967, you are eligible
to wear tbe Presidential Unit Citation.
Officers no. bave the opportunity ot attending basic meteorology
programs at one or nlne colleges or universities. Courses are one year
long. You need at least three years ot college credit to qualify, and
tbat credit _ust include aatbeaatics through integral calculus. It
must also include one year ot physics including labOratory (at least
six semester hours or nine quarter bours). Winilum acadelic erage
.ust be "C" or 2.0 on a tour-point 8stem. It yqu are a ngnrate4
lieutenant or captain, and are interested In be9011ng a weather officer,
send your college transcript to tbe 3345tb Technlcal School, Chanute
Af'!!, Ill. 61866, They w111 evaluate it and let you know it you're
eligible to apply in accordance with ArII 50-5.
Be sure you Intor. your sons and/or triends about Air Unlversity's
AFROTC tour ... year Financial Assistance Grant Program. They are
prop.salne applications trOR qualitied high 'ehopl students now. and
the deadline 1s nut IOntb=lloveaber 15, The .... are the grants that will
be awarded to collece treou.en tor the 1969-1970 school year. Sca' 500
grants are to be ''lArded this yeaT under the program tbat began last
year with 150 grants to outstanding high school seniors. Students can
get all the intonaation they need tro. Tbs Financial Assistance Grant
Bulletin: 1969. available wIth other aaterial tram apprOXimately 3 3 ~ O O O
high sobool guidance oounselors throughout the United States.
From the rirst or this aonth tbrough the last ot January 1969. ~
nil sergeants will be sewing On stripes. Reserve and Air National
Guard ainaen will get 1,352 of tho, air.en ot the Regular Air Force
the rest. This is promotion cycle 692.
"Your pay and allowances will not be reduced sbould you be .1ssing in
actlon, captured or interned." This statement now appears on AF Fora
472, Pay Change Notice, in answer to the question often asked by SEA
crew members. All of your pay and alloyancls continue to accrue !bile
you Are in MIA or POW status, but apparently . a n ~ people don't realize
it: hence the statement on the Form 472.
With the late summer publication ot AFW 35-161 Air Force members have
a centralized source ot career motivation directives and guidance. It
pertains to both otficers and airmen and supersedes the old AFW 35-16
PERSONAL
From Page 3
FAMILY SEPARATION
ALLOWANCE lULL IIA Y
BE IlELD OVER
SOs NOT NEEDED FOR
lIARKSIIANSHIP RIBBON
PIIS -11 IS OUT:
Ml'MIS-71 IS IN
OFFICER STRENGTH
DUE FOR CUTBACK
0011111, '811
Officer Career Management Manual. AFR 36-20 USAF Orticer Career
Wotivation and AFW 39-9 Reenlistment in the Regular Air Forgs.
If you have been a.aiting action on the Air Force-sponSored legislation
to allow payment of the family separation allowance to .hose
dependents occupy government quarters, word is that no action is likely
in the 90th Congress. It is anticipated that the measure .ill be
carried over in the 91st Congressional legislative program tor DoD.
Problem arose because Air Fgrce members with dependents living iq
quarters such as those at deactivated Schilling AFBt KanS . hich ars
being used by service families, ars not allo.ed under present law to
draw the 830 per month family separation allowance. Tbe pending
legislation would extend payment at the allowance to those occupying
government quarters and otherwise entitled to it.
You don't have to sweat out special orders betore you put on your Small
Arms Expert Marksmanship Ribbon. AFU BOO-3 has been changed so yoU Can
noy get your award entered in our personnel records on the basis of
your Qualification Score Card, which is maintained in the unit as part
of your General Military Training Record. Oh yes, it is necesSITY to
qualifY tor expert I It you did, be sure to tollow up by checking your
records. Make sure the entry is made fairly soon, because it a slip
occurs f sometimes it's tough getting necessary verifications later on.
By 1971 the present Personnel Data (PDS-O) and Personnel
Data Interim (POS-AI), will be replaced by a major new
personnel information system. It you've been keeping up with personnel
advances, this won't be news to you. But a new designation Cor the
system probably will be news. Formerl called the Personnel Management
System (PMS-71), it is now known as the Military Personnel Management
InformatiQn system pMIS-71. Now If you hear about it in the next fa.
months--which you undoubtedly will--you wl11 know what it's all about,
CutbackS in the number of line officers on active duty will be done
palnlessly; at least to the officers. Reductions for physical year 1969
are the result of budgetary (PL 90-364) limitations, not a lack of need
for officers. Strength adjustments will be done simply by speeding up
release of those active-duty officers who have already said they would
like to leave the service in the near future. Included are: (1' Regular
Air Force officers who have had their retirement or reSignation dale
extended under the Selective Retention of Regular Qfficers Program.
These officers will get the opportunity to request release earlier than
now planned. (2) Active duty Reserve ofric8rs with lass than five years
aetive duty as of June 30, 1969, and who, prior to August 2, 1968,
established a date of separation between July 1, 1969, and December 31,
1969. (3) Active duty Reserve officers with more than five years active
slY.U. as of June 30, 1969, who have asked to be released between July If
and December 31
t
1969. These officers will be separated six months
earlier if they so desire. Additional details will be forthcoming trom
the Military Personnel Center.
41
TO THE AIR FORCE:
Only Yesterday
"Routine flight"
48
-
. .
T
HE commander at Carswell AFB, Tex., spoke of a
possible "rontine flight" and said Capt. James
Gallagher would have to stand by- just in case.
That was why Mrs. Gallagher set out alone on the
planned trip to New Orleans. Of course, the festive
Mardi Gras was still some days away and she counted
on her husband's joining her in time for that occasion.
Without Mrs. Gallagher's knowledge, however, the
possible "routine flight " did materialize and command
of Ihe mission went to her husband.
His B-50 took off from Carswell one day at 12 :21
p.m. He brought it back another day at 10:22 a.m ..
coming in two minutes ahead of ETA.
The crew emerged from the souped-up B-29 freshly
shaven and looking weill satisfied, but all obviously
tired. And this was quite a crew for a "routine flight"
-14 men, twice as many as usual.
Another thing not exactly "routine." Secretary of
the Air Force Stuart Symington stood waiting at the
flight line. along with SAC's commander. Lt. Gen. Cur-
tis E. LeMay, and Maj . Gen. Roger Ramey, boss of
the Eighth Air Force. Not to mention all the intent news-
paper reporters and photographers an hand.
Somewhat less than "routine," too, was the telegram
from D c f e n ~ e Secretary James Forrcstal congratulating
Gallagher and the crew of l.ady l.uck 1I for "a signifi-
cant achievement."
The Airman
To accommodate the photographers the crew de-
ployed by the side of their plane-Gallagher, com-
mander and pilot; 1st U. Arthur M. Neal, second
pilot; Capt. James H. Morris, third pilot ; Capt. Glenn
E. Hacker, first navigator; 1st Lt. Earl L. Rigor, second
navigator; 1st Lt . Roland B. Boqner, radar officer; '1st
Lt. William F. Caffrey, relief radar officer; Capt. David
B. Parmelee, flight engineer; SSgt. Robert G. Davis,
assistant flight engineer; TSgt. Virgil L. Young, assist-
ant flight engineer; TSgt. Burgess G. Cantrell, radio op-
erato'; SSgt. Robert R. McLeroy, radio operator; TSgt.
Melvin G. Davis, and SSgt. Donald G. Traugh , Jr.,
gunners.
Sensibly, Captain Gallagher did not dispute his com-
mander who had put the "routine" label in advance on
the flight of Lady Luck II .
"Everything was quite normal ," explained the COnl-
mand pilot. "The planning was excellent and every-
thing worked out very well. It usually docs, as a matter
of fact. 011 routine flights."
To the unprofl!ssional mind what was something less
than ordinary was that Lady Luck /I had departed Cars-
well SOOIl after noon on Saturday, February 26, 1949,
and did not return until the forenoon of Wednesday,
March 2. Morcovc.c, the plane had been airborne all
the time in between logging a total of 23,452 miles and
making history's first aerial circumnavigation of the
October 1968
a 50 "Lucky lody II" taltes off 01 11:21 A.M. feb. 26, 19.9 from Conwell
AFR. TeJo;" ond lands there (i nset ) following 23.04S2mile n o n - ~ I o p flight.
globe. (Note that Mareh 2 was the day aller the day
Gallagher had hoped to spend in New Orleans.)
Another mailer to take the flight out of the ordin-
,try for such judges was that another B-50 had been
dispatched not Illany days earlier with the same flight
objective, but had been forced to land in the Azores be-
cause of a seriolls engine fire.
Captain Gallagher matter-of-factly discl osed that
LlIdy Lllck II had heen refueled four times in flight by
8-295 converted inl<> aerial tankers. The rcfuelings look
place over the Azores, Saudi Arabia, the Philippines
and Hawaii. Besides, the bomb bay of his plane had
been fitted with extra tanks to increase the 829'5 fuel
capacity. He was understandably pleased that, upon
landing, Lady Luck II still had enough fuel in the
tanks for seven more hours of flight.
G"Jllaghcr, who hflils from Melrose, Minn .. was not
disposed to make a ,production out of the in-flight re-
fueling. "Well , I don' t see why it couldn't be done," he
told questioners, "The significant thing is that now you
can go anywhere in the world at any time:'
His B-50 had traveled at altitudes varying from 10,-
000 to 20,000 feet, at a ground speed averaging 23Y
mph, to get around thc world in two hours less than four
days.
On the siddines at Carswell incredulous security of-
ficers congratulated themselves that there had not been
the least leak about the nature of the mission Lady
LlIck 1/ had undert aken.
Mrs. Hacker, wife of the first navigator, was dumb-
founded. Her husba nd had left their Fort Worth home
the previous week and "didn' t tell me one thing. I'll
just be doggoned!"
Once the landing to-do had ended and Captain Gal-
lagher was in the clear, hc faced the delicate chore of
explaining to his spouse why he failed to show up for
the Mardi Gras. He reached her at her hotcl.
He apologized for not putting in an appearance, ex-
plaining: "Oh, I just flew around the world nonstop."
Mrs. Gallagher was not buying any such story.
"How could you do that, silly," she demanded, "with-
out any place to fill up all gas?"
Her husband gave her a quick briefing and said she'd
read more about it in the afternoon newspapers.
"1 had no inkling," shc protestcd later. "I could
hardly believe il."
This was how Captain Gallaghcr missed Mardi Gras .
P.S. The one ship in Ferdinand Magellan's armada
that first succeeded in circumnavigating the globe took
about 1,000 days (1519-22). That colorful newspaper
woman, Nellie Bly, set a better mark ill 1899, circling
the earth by variolls means then available. Her lime:
72 days 6 hours II minutes. Dy comparison Lml)'
Luck II's 94 hours I minute would seem to represent
an improvement. - W. A. Kinney ~
49
IN a move to help solve a constant shortage of career-
oriented physicians, the Air Force two years ago
launched a program whereby selected officers can un-
dergo medical training at Air Force expense. It was a
precedent-seuing action. providing students with medi-
cal school tuition and, related expenses. in addition to
full pay and allowances.
For airmen, the road is a little longe r than it is for
officers. Airmen must have. or acquire, a college degree
and then a commi ssion. They can then apply for the
Medical Education Program, known as MEP.
"The Medi cal Education Program is a grt=at thing for
airmen," says Brig. Gen. John M. Talbot , Assistant
Surgeon Genera l for Staffing and Education . .. /t's quite
conceivable for young, dynamic and highly intelligent
enlisted men and women to earn a coll ege degree
and a eommission and then quali fy for the program."
Reserve and Rcgular nonrated officers in the grade
of first lieutenant or below are eligible to apply for
the program. For Regular officers the annual quota is
27; for Reserves, it's 50. Two percent of the quotas are
given to the milil ary service academies and to Air Force
ROTC and Officer Training School graduates.
MEP participants are required to pay back three
months of acti ve duty for each month of medical school-
ing. This means a nine-yea r-service commitment for
36 months schooling, in addition to any previous com-
mitments not yet served. However, the time spent in
the MEP counts toward Air Force retirement.
Reserve 2nd Lt. Charles E. Brady 1Il is one man
currently enrolled in the program,
"If I hadn't been accepted for MEP I wouldn't be
going to medical school now."
He was referri ng to the fact that four years of medi-
cal school cducat ion would have cost him about $ 12.-
000. " But getting my degree won't cost me a penny,"
he added.
Brady just began hi s sophomore year in the Medical
College of Virginia at Richmond. During hi s summer
vacation he worked in the pathology laboratory at the
Andrews AFB Malcolm Grow USAF Hospital.
He was begi nning hi s senior year in premed at Old
Dominion Coll ege, Norfol k, Va. , when he asked each
military service and the US Publi c Health Depart-
ment about thei r financial assist ance programs. -<The
Air Force offers the best program for premedical school
graduates. I got a direct commission in March 1967."
A premedical student may apply for the Rcserve
MEP within six months of graduation. He must first
submit a requcst for an application idt to USAFMPC
(AFMSMB4), Randolph AFB, Tex., 78148. This must
be done prior to March I for entry into medical school
IS THERE A DOCTOR IN THE DORM?
A forwa rd looking Air Force program makes il possible for you to become a physician
by TSgt, JOHN W, HART, Hq USAF
Medical sludenl / Af li!e.erve Lt. C!'Iorles E. Brody III spent IV",,"'. ' voca
tion working in pathology lob at the USAF HOlpital , And, .,." AF B, Md.
50
Copt. Gory W. Wesl examines patient' s larynx, ..... orks in 'horosie surgery
os pori of rolaling inter nship 01 Wilford Hall USAF Hospital, lockla nd.
in August or September. The application should in-
clude the following:
A ktter of rc<.:ommendation from the Dean or com-
parable official o f his prcmcdical school.
A copy of his sCOres from the Medical Coll ege Ad-
mission Test (MCAT).
A letter of acceptance from an accredited medical
sc hool.
A voluntary statement agreeing to retain a com-
mission {or the act ive duty se rvice commitment.
A transc ript of grades from undergr aduate school.
A current 3 x 5 photograph.
If selected the student must accept a commission in
the Reserve Air Force, Medical Service Corps. He
will then be placed on active duty during hi s medical
school training. On graduation he will be reappoinled
in the Reserve Air Force, Medical Corps, to serve his
comnlitment.
During the summer months when medical school is
nOt in session, the officer will assigned dUly at an Air
Force hospital. These assignments do not c rea te a new
commitment, nOr do they count towa rd the nine-year-
service commitment {hat begins afta internship. In his
senior yea r the of rica must afJply for p<:Irticipation in
an Air Fo rce-sponsored intern program.
A nonrated Rcgular officer may apply for MEP at
any time after having served 18 months on a(:t ive
duty. When his applicalion is approved, he is reap-
pointed in the Medical Service Corps for service until
graduation from medical school. He then is reappoint-
ed ill the Regular Air Force, Medical Corps, to Serve
his commitment.
An Air Force Academy cadet can apply for MEP
during the final six months of his training. A cadet at
Copt. E_ Ol50n toke, in'ernal heortbeo' reading while Cop,. Leon-
ord B. Cotton, relideflt in internal medicine a t Wilford Holt loolu on.
October 1968
either the Army or Navy Servi ce Academies may apply
at the earliest possible date after notification that he
wi ll be commi ssioned in the Air Force.
The Air Force ROTC or Officer Training School
trainee can apply fo r the program after being named
a distinguished graduatc. Approval o f the distinguished
AFROTC or OTS graduale is conlingcllI upon his se-
lecti on and acceptance of a Regular AF appointment.
In selecti ng MEP applicanls the Air Force depends
to a great extent on recommendations from deans of
premedical schools. The long-range benefits to be gain-
ed from selection of only the mOSI highly qualified ap-
plicants demand the most careful and detailed screening.
MEP is expected to aid the Air Force in recruiting
and retaining career physicians. It replaces the previous
Medical Student Program for Regular officers and sup-
plements the Early Commissioning, Ihe Senior Medical
Student, and Internship programs.
"Thus far MEP has been very says
General Ta lbot. " Ei ght offi cers gradua ted frolll medi-
cal sc hool in 1968 and 22 mo re wil l complete training
next yea r.
"The program will be a tremendous saving ( 0 our
taxpayers in that it reduces the mtrition and turnover
rate of military physicians. And of the nine-
year-service commitment is beneficial to the Air Force."
Is there a doctor in the dorm? Maybe not at the mo-
ment. But there are perhaps ai rmen sitting around in
the dormitory dreaming about being doctors. If you
are one of them, stop dreaming. There is a way to eam
a college degree and a commi ssion. You can apply for
the Medical Educati on Program. It's Ihe Air Force way
of getting a medical degree on Ihe house.
Copt Matthew P. Murphy. on intern 01 Will a rd Hall, odjuJts trodion
weights fOT AIC Roger l. Hoe, one of his patien's in the orthopedic word.
J
I

. ,
1-
J iJ J.
51
\ '\ \
\ "
\, "" \
" "- i
\ \ \;
\
" 1\, "
FOR EXTRAORDINARY HEROISM
by SMSgt. JAMES A. GEORGE
" , ' ..
\ \' \. , .
'\ \ \ ", i
THE
L
52
\ \ \. \,\, 1,.

\'>.'
\ \ '''-,.
,'I \ \ "",
'\" \.: "" \ '. ".
S HO RT E
. "<" ',' '.
-\ - -. \ ' "
It led to a distant, war-torn land and seYerol close brushes with' death.
' .. .
L
IKE mo.st 18-year-olds with the scent of June g;:'duation still
to their nostnls, Duane D, Hackney was undecIded. "-. "",::. . ,:--,
The basic trainee was faced with ",Iecting a career field that would not only" '.
hold his interest for the next four years, but would satisfy his strong desire to'" '.
be of genuine service to his nation and to the Air Force, " '. '--"t.. ""-
Unable to decide, and impatient with his indecision, Hackney simply chose
the shonest line he could find during the career counseling ""sions at Lackland
AFB, Tex. That shan line was deceptive, however. It was to lead him into "
several encounters with danger thousands of miles away. A seant year and a
half later, it also led him back to the CS and a formal military parade where
a four-star general pinned the Air Force Cross to his blouse,
But waiting in line that hot summer day in 1965, the Flint, Mich., youth who
had lettered in football, baseball and swimming at Beecher High School had
never heard of the Air Force Cross, the United States' second highest military
decoration.
Nor had he any way of knowing that he would also return from Vietnam
wearing the Silver Star, the Distinguished Flying Cross with two oak leaf clusters,
the Airman's Medal, the Air Medal with nine oak leaf clusters, the Air Force
Commendation Medal, and the Purple Hean.
Hackney could not have known either that he would be named Airman of
the Year in the Aerospace Rescue and Recovery Service and in its parent Mili-
tary Airlift Command; or that he would be presented the 1967 Cheney Award
for "an act of valor, extreme fortitude. or in a humanitarian
interest performed in connection with aircraft ...
When he approached the end of that career counseling line at Lackland,
however. and met the pararescuemen in the maroon berets, Hackney knew
suddenly that he had somehow picked exactly the right line to stand in.
Made to Order
The young airman soon discovered that he faced about a year of constant.
strenuous training to qualify as a pararescueman, His skills of parachutist.
scuba diver, medic, mountain survival specialist and other rescue and
recovery techniques were carefully and painstakingly woven together in a series
of training schools that helped qualify him for his extraordinary job,
The learning process for a PJ is physically and mentally demanding and the
candidate for the pararescueman's badge must be thoroughly convinced tbat
this is what he really wants to d()--{)r odds are that he won't ltjllke it. Duane
Hackney never doubted for a minute his desire, or his ahility, to meet these
demands, He volunteered for duty with Aerospace Rescue and Recovery Service
units tn Southeast Asia even before he received his mar<x>n beret and para-
rescueman's badge.
Almost before he could say "Jolly Green Giant" he was on his way to Da
Nang Air Base in Vietnam for duty with the 37th ARR Squadron. He began
Tile linn
".
'.
flying missions immeuiateiy. On his 10th mission, in
April I %6, he was hit by an enemy bullet while pull-
ing a wounded Marine aboard his HH-3E Jolly Green
Giant. Hi s flight hclmcl probably saved his life.
"The round knocked me down," Ha<.:kney recalleu
Imer. "As I fell I pulled both of my legs up for balance.
About that time another enemy bullet went through the
pocket on the right side of my flight suit. It shattercd
my survival radio. ,. The tense action tuok plaee about
two miles south of the demilitarized' lone (DMZ) ,
where a Marine helicopter had been downed by enl.!JllY
ground fire.
"\Vhl.::ll we arrived at the scene we orbited thc area
while another M<.lrinc helicopter tried to pick up the
dllwned crew. Unfortunately, the second chopper was
ab" downed by enemy firc. Then, two flights of A-I E
Skyraiders came in. l'hey plasteret.l the urea to suppress
ground fire, <lnd dropped smoke to help cover our
rescue efforts,
"We went in through the smoke and dropped thi,;
hoist. There w<.\s no grllund firl! at all, and it looked
lik(! an e<lsy pickup. So thl! on the ground sent up
their most seriuusly woundcu man first. Just as he
reached tilt: bottom of Our helicopter we started taking
small arms and automatic weapons rirc,
"1 was bt,;nt ov..:r in the hatchway, trying to pull the
wounded man in, when the bullet hit my helmet.' Back
un his feet within a seconds, Hackney pull1.!d the
man inside and placl,;u himself hetwc:cn the Marine and
opcn hatch whik he b1.!gan first aid treatment.
The HH-3E had t<lkcn sl,;wral d<lmaging hit s t.lurir:g
the rescue, how.,;\,er, and was forced to withdraw. The
t.:rt:w made an cmergcncy lantling at nearby Dong Ha.
Both Hacknl:Y and the Marine were taken to
a field hos pital there, but the young P J was released
within minutes and returned to duty, Ncxt day, heli-
cupter reSl:UC men from other units picked up the re-
maining men at the scene of the multiple crash,
That 10th mission was memorable, but not nearly
as vivid in Hal:kney's memory as the mi ss ion nearly
a YC<.Jr later when he was blown out of his helicopter-
tht,; mission which won him the Air Force Cross ,
It started early on the morning of February 6, 1%7.
A pilot was down in the dense jungle nea r Mu Gia Pass
in North Vidnam, There 'had reportct.lly been some
voi ce (radio) contact with him, but apparently he had
not bet,;ll spotted fwm the air.
" He was down at the bottom of a pass, cover.,;d by
three canopies of jungle growth, " Hackney said. "Clouds
were low, making it difficult to set,; very much of any-
thing. " The rescue HH-3E circled over the arca as
members searched anxiously for some sign of the pilot.
Then Hackney spoltet.l something below - something
shining and asked if h. could go down and look.
"There was flak all around us, but it was falling
shurt," he remembered. The 6-foot , ISO-pound P J
waited until his pilot jockeyed the Jolly Green Giant
into position above the jungle, thell roue the penetratDr
hoist to the ground and began pushing his way through
the dark, heavy foliage.
Stumbling over rocks and roots, Hackney moved
slowly through the dense growth. Finally. he found foot-
prints that had obviously been made by American com-
bat boots.
"I wanted to call out, but 1 was afraid I'd get Uncle
Ho's (Ho Chi Minh) boys on me" He followed the
prints but found nothing except a piece of tinsel.
Then he was contacteu by his crew anti told to return to
the copter. Disappointed, but low on fuel , they flew
back to a forward operating basco Later that afternoon
Two months ghe, mission thot egrned him the
A'ir Force Cross, Hgckney reodies lor more aclion.
A month alter being blown out of hIS helicopter, Hockney (kneeling) W01 photographed with
HH-3E re"ue crew 11,01 picked UP Capl, Robert C. Mgys (behind Hockney) glter 49 hours in jungle.
54 The Airman
the crew was called out again for another try. Air Force
pilots had spotted the downed flyer and marked his
position. Two HH-3E helicopters headed for the area.
"This time we saw him," Hackney said. "I went down
to help him get on the hois!. We made it up the hoist
together and into the Jolly Green. I was bending Over
him. trying to treat his abrasions. when the flak hit us.
"There was smoke and flames everywhere. The pilot
we had Just rescue"" reached out an arm. I grabbed a
parachute and put it on him as fast as I could (H .ckney
gave the airman his own chute) Then I found one for
myself. I had it partially on when the second n;lUnd
of flak hit us."
Aircrew members in other L'SAF aircraft at the
rescue site said later that the HH-3E was engulfed in
flames and that there were gaping holes in the pilors
and copilot's areas of the cabin. Hackney didn't see
the damage to his aircraft, however. He was suddenly
dumped into open space, just a few hundred feet above
the top tier of jungle growth.
"The sudden pressure (from the explosion I threw
me back-hard. I felt a sharp pain in my left arm. I
remember reaching for the door. Next thing I saw was
the helicopter-from outside. I'd been blown out the
rear door."
Trained to survive. Haekney reacted swiftly to his
training. He pulled the D-ring on his chute, and hugged
the unbuckled harness tight under his arms to keep
from slipping out. As he hit the highest of the jungle
Hees. the chute opened just enough to break his fall.
His crash through the hranches was halted with a jolt
when the chute risers snagged in the treetops. He freed
himself from the harness and half climhed. half slid to
the ground. He was the only survivor from the HH3E.
"I guess I looked pretty rotten," Hackney said later.
"I had blackened my face to prevent detection. My left
ann and back were bleeding and burned and my right
arm was rubbed raw." In addition to flash burns. the
PJ had taken a lew shrapnel hits.
"I knew the other helicopter would come back for
me--eilher later in the afternoon or {he next day." So
the 19-year-old veteran of some :::00 rescue missions in
Vietnam began laking slock of his. situation,
"I had my medical pouch with me. a pistol with
six rounds of ammo. and some pencil smoke flares,
I'd been wearing my camouflaged flight helmet when
we were hit, but it was gone, \\-'hen I heard sounds in
the jungle I was worried, but I didn't see anything."
Hackney wasn't worried about being picked up. He
was more concerned about a Valentine card. It hau
cost him a buck and now he wondered if he would
be able to send it to his girl friend in lime.
Minutes later he heard an aircraft engine. then a lTS
Air Force plane new almost directly over him. "I got
out the red smoke flare. opened it to mark my position.
and found a prelly good spot to wait ,)Ot the helicopter
that I was sure would be arriving soon,"
Actually, he was on the ground only about 30 mm
utes from the time he plummeted into the jungle trees
until another HH-3E came in to pick him up. A former
classmate in PJ training schools. A1C Luther Davis.
Oct8ber tssa
came down the hoist to get Hackney out of the jungle.
The end of a long and hair-raising day was almost
over as the Jolly Green Giant raced for an air base
in Thailand, but Hackney had one more "scare" in
store for him. At the base dispensary a reading of his
blood pressure showed that it was extremely high-210
over 180. But the exhausted Haekney had gone "out
like a light" on a hospital stretcher.
When he heard a medical technician yelling for the
doctor because he thought the young P J had died.
Hackney woke up suddenly. "That really scared me,"
he said.
February 6, 1967, was a day that Sgt. Duane D.
Hackney will always remember. It was a day on which
he nearlv lost hIS life; a dav when he did lose some of
his clos;" friends after their helicopter was blown out
of the sky. It w", also a day when a young parareseue-
man had helped save a pilot's life, only to lose the man
minutes later; and a day when it was the PJ's turn to
be rescued. That Hackney survived his sudden. low-level
"bailouC was a near-mirade. It was also a tribute to
the thoroughness of his training.
Today, the 21-year-<Jld pararescueman is assigned to
the 41 st Aerospace Rescuc and Recovery Squadron at
Hamilton AFB. Calif. He has been awarded the Air
Force Cross and numerous other decorations: has toured
Military Airlift Command bases as the MAC Airman
of the Year: was introduced to millions of TV viewers
on Ti,e Ed Sullivan Show: was guest of honor during
Hackney Day in Detroit, Mich.; received the coveted
Cheney Award; and has had his fill of being a celebrity.
And it all started that day in June 1965, when Air-
man Basic Duane Hackney went to stand in the shortest
counseling line he could find at Lackland AFB, Tex.
For Extraordinary Heroism
The story of Sgt. Duane D. Hackney is the first in
a series of planned articles about US Air Force men
who have been awarded the Air Force Cross. presented
"for extraordinary heroism not justifying the award of
the Medal 01 Honor.
Ninetytwo USAF officers and enlisted men have
been awarded the AIr Force Cross since it was a u t h o r ~
ized hy the Congress on July 6. 1960. The first eight
awards were made posthumously-the first to Maj.
Rudolf Anderson. Jr.. killed while flying a rec'Onnais-
sance mission over Cuba in 1962.
The first enlisted man to be presented the Air Fmce
Cross was honored posthumously. A I C William H.
Pitsenbarger. a pararescucman. gave his life while at-
tempting to save others. Sergeant Hacknc} wa" the
first lidng enlisted man to be presented the Air Force
Cross. As this article was prepared. only one other en-
listed man-Sgt. Russell M. Hunt-has been presented
the medaL
THE AJRMAS welcomes any information from readers
that will assist us in the preparation of stories about the
gallant airmen who have received the Air Force Cross,
This information would be especially helpful in re-
creating the stories of those honored posthumously.
55
LETTERS, Continued
so much armame nt it was difficult to
uriog down without great fight er
phme losses?
SSgl. Robert B. Porneroy
Middletowll , Pa.
* * *
Where' s The Bell?
Sir: I'm trying to IDente a (:h rowe-
plated b(:ll ucarillg the inscription,
"27th Fighter \\' ing. Tucgu. Korea,
1950-51" nnd all attache!l phHJUC
which reads, " Prc.c;(' III t>d to Col. A.'ih-
I"y B. Packard Iw Ih, 271h Air Pu-
lice Squadron." AllyOlll' having knowl-
t-dgc of this hislorind trophy rna)' can
tact me.
Capt. Robert L. McAllister
H'I 271h Tac Fir Wg
Cannun '\FB. N. Mex. 88101
* * *
Mustong Memories
Sir : Your May was 0I1t' of the
Lest. The photos on the back page
w(.' re 1Il0st inkn!stillg while the arti-
des 011 the "Thuds" and AI
were the frostillg on the cake' , The
photo of the "new" Army Mustang.
llumht'l" 0-7:?UUO, stirred !iOniC memo
ries. The foll owing photo shows the
!'iamc phmt' in 1961, just aft er it was
fl own dow II from Canada. li s RCAF
.<; t'rial is still visible. According 10 the
HJ60 JOfmUl! of ,TI t! ,\m() riCWI Avia-
tinn l/i.,>lOricol Soddy. t he AAF st'riul
for il e Al" 92R3 was 44.72990. So thi '
bird rea ll y got around.
56
TSgt. David Vy. Menard
APO New York
Crest Collector
Sir : Sillce I've been putting
logdher <I scrapbook o n aviation his
tory. ?\ow I' ve aduL-t1 , I st,l't ion on
heralJry aud I l1cC' d decals, unit in-
signi a, d r aw i n g sand
Cfest:-:. I nlen:'st<..'d c.an writc to
ITI t':
Rf'ginnld F. Strout
18 llrewer Street
lll'{;" wer, Maine 04412
* * *
Mini Ribbons
Sir: \ Vht'll YOIl pllhli.o; hed the fe,,-
ture tilled. Weur Your Rihhons Proud-
ly alld Properly, YOll fail ed to men -
ti oll whethc.r or nol they muy he WOJ'll
0 11 the 1!)05 uniforn J, at lel.l st' in mini-
ature. I !'i thi s perlllittet.1?
Ale Leonard B. Plummer, Jr.
Austin, Tex.
Sinel ' a n:f.Xllt clllmg(' ,ou AFM 35-
10, bot h Iii " minis llllel th(1 maxis (If('
authorized /01' wear n il the 150.')5.
* *
He'd Rather Switch
Sir : I afll cOII,Sidedllg reenlisting in
to the Air when I receive my
disch:uge from the Corps.
Who do I cont.act for details?
pre Rodney Georges
FPO S:ll) Francisco
l nl r rse-ra; icc tralls/('r and /,( 'enth" -
menl qw.\'t ions shollltJ bl' di'r('cled to
thc: Enlistment Branc" (AFPMRFI::. ),
liSAf .Hilil an} P(' /'s(lJllwl Conte r, Rall-
d,,/I''' AFB, jex.
* * *
RECON For Short
Sir : Re f the art ('nthl Alone, UII -
armed and Oc:;casionully Afr.aid" (TilE
May '68 ). yOH lise the allhr
1\ E C C E for HECOI\:>;AI SSANCE.
This ahnr may be rt'auily ullderstood
by HAl" but the USA F Die-
ticlIIary pub by the AC Press lists
HEC()J'''': ii." the on1v auth abbr for
tlwt worll.
Answer to
Who Is This Airman1
Colonel Jel1nne M. ,Holm is the
sixth Direltor of V\:omen in the Air
Foree.
SSgt. j ohll O. n arberri
APO 1\0'" York
Y{HI'r(' rig11/. Official pu/}., fU:-
CON as ti,e atlll. ob',r. Sometimes we
{I.W;, ])(Jludur t:<' rnacular, hUlcf:vcr, pro-
vided it doesn' t cml/use our readers.
* * *
Not ot Norton
Sir : Thf" photo caption on page 14
of your June issue places a civilian
a nd a innan in a traffic sal cty <: I,,'ss nl
Nurton AFI3, Calif. A<:t naJl y, they are
Mr. Paul Kearney "lid Sgt. Don Sih'a
of the Traffic:; Safety Training Divi
sian, March AFB, Calif.
SSgt. HClllhanl H. llluialler
Mar"h AFB. C"J;f.
* * *
Historicol Help
Sir: I'm the histori"11 for the 36th
Tat:lical Fighte r V\fi ng twd am com
piliug inloflll<l tioll and pidtll'es of 0111'
prf'clcl'essors . I'd likc to hear froil.
anyone who served with the' 3li th
Fi ghter Crollp during 194-145 (es pe-
cially Lt. EdwiJ. Farrar ). address
is:
Raymond Oli,'cr
APO I t;:\\' York OOH 132
The Airman
A
CAY TO REIVIEIVIBER
As the stern slipped under il crealed a concussion Ihal lell like a cannon had been fired underwaler.
T
EN survivors of the Okinawan
fishing vessel that had just dis-
appeared bclow the surface of the
angry Pacific huddled in the rear of
the amphibious HU-\6 A lbatross as
it tried to lilt into the air.
The odds were not favorable. An
open-sea landing had been bazard-
ous enough. Now approaching dark-
ness and an oncoming squall line
combined to challenge the takeoff.
The first takeoff attempt failed.
So did the second, as the rescue ercw
commander, Maj. Thomas 1. Lunn.
tried to find a clear path between thc
huge swells.
Nearby, the crew of another HlJ
J 6 watched Major Lunn's efforts to
become airborne. Sitting at thc con-
trols of the second aircraft, Maj .
lames F. Chubncr silcnNy chcered
Lunn on. As the daylight rapidly
failed and the sea became mOre vi-
olent. Chubner felt increasing con-
cern. Watching Lunn maneuver be-
tween two swells for his third try at
clearing the clutching waves, Chub-
ner couldn't hclp thinking that this
had been some day.
"A day to remember," he said to
himself as his HU- J 6, now a boat,
rocked with its crew and the remain-
ing nine survivors of the fishing ves-
sel. It had been some day, one that
was not yet concluded. Getting the
two A lbatross home safcly was, at
this point, still far from assured.
For the men of the 33d Acrospace
Rescue and Recovery Squadron, an
Okinawa-based unit commanded by
Lt. Col. Roy E. Jacobsen, the "day
to remember" began after the sun
had already begun its downward
journey. It was May 22, and the 33d
was alerted shortly after the Okina-
wan ship captain reported his fish-
ing vessel, the 109-ton Duiichi Hy-
ura-Maru, was having propeller dif-
ficulties and was taking on water.
The Daiichi Hyura-Maru was '105
miles southeast of Ok inawa. A short
timo later the vessel flashed an ur-
genl 50S signal. Because of the "p-
October 1968
by Lt. WILLIAM K. WARREN
Hickam AFB, Hawaii
pro aching darkness it was decided
to save precious minutes by scram-
bling the alert crew while the call
for help was bcing confirmed.
Major Lunn was the alert r'escue
crew commander. Darkness was his
major concern because if darkness
catches an HU-16 still on the open
sea it has to remain there overnighL
It is impossible to take off from the
open sea in darkness because there
is no way of evaluating sea comli-
tions to determine a takeoff heading.
Eight minutes after being scram-
bled, the rescue crew had the A Iba-
tross airborne. A sbort while later
the SOS was confirmed and the HU-
16 sped toward the scene. They spot-
ted the ship about 30 minutes later.
At first the A lbalmss crew
thoughl thc vessel they had sighled
was another ship th at had heard the
distress call and had come to the
area to assist. They figured that the
Daii"hi Hyura-Maru had sunk. How-
ever, when they got closer they saw
that the ship was foundering and that
a 20-man lifc raft was close by with
a number of people in it.
Major Lunn madc a couple of low
passes over the ship and raft. Every-
one waved at the HU-16 so Lunn
conclutted that n'obody was seriously
injured. Since there was no immedi-
ate need to deploy the pararescue-
men, Lunn began to survey the
water for landing.
But there were too many people to
be picked up by the one HU-16.
About an hour aftcr the first A fba-
lross launch another look to the
sky IInder the command of Major
Chubner.
The Ooiithi Hyuro-Moru i, phoTogrophed during llogel of linking lOS milel louthwell of Okinawo.
57
58
hcilemeol run1 high 0' su rvivors of $uoken
vessel orrive 01 No ha AS, Okinawa aboa rd
HU-16 of 33d Aerospgce Re$cue g od Retov-
e'y Squadron (lop) . Emolions show d early
00 fa(tls af restued fishermen (above right )
ood their f(fmilie, during reunion in Squad-
ron briefing room. Rescu ers, Mgi on Thomas
J. Luno and Jomes F. Chuboe r, wil h Copi.
Charles R. Jenkins, accept formal Thanh of
ship' s coploin (ri ghl) o nd his moles. Coplaio
Jen kins plaITed 10COlioo of the doomed ship
from The Air Defense Conlrol Cenler ond
guided rescue men 10 the oreo.
Major Lunn waited for the Ilrrival
of his siSl er aircraft before atlempt-
ing a landing. As he explained later,
" We had nt least three major swell
systems in the landing area and the
determination of the hest landing
heading was Il critical factor."
After the other A Ihat"'ss a rrived,
two headings for a landing were se-
lected by Major Lunn, ha th of them
into the glare of the sinki ng sun .
" We had no other choices," he re-
call s. "The cond iti ons were anything
hut ideal."
The pl an was for the second HU-
16 to rema in ai rhorne while the first
made the pickup of 10 sur vivors.
Then thc second aircraft would go in
for the remaining sll rvivors while thl":
loaded AII""",ss fl ew cover. Thi s
would keep at least one plane nir-
horne as a safety pn:caution under
the h('l ?ardous conditions .
The first plane landed in the open
sea some two hours after leHving
home base. "It was a rough landing,"
Major Lunn recalled. "and with land-
ings of this type on the open sea
there is always the possibility th at
the aircraft might sustai n damage,
preventing it from getting airborne
again. If thi s was the case this time,
1 thought , at least we can pick up
some of the people and give them
shelter from the squall line th at was
moving in from the south."
As they approached the ra ft they
noted that the vessel was now begin-
ning to li st appreciahly. Three men
were still clinging to it s side. One of
the pararescuemen, SSgt . Howard
J. Holl owa y, swam to the raft to see
if any immediate medi ca l aid was
needed and to rela y instruct ions to
the survivors,
"I' ve never seen so many peopl e
so glad to see me," he said. " 1 could
see that no one was injured, but no
one spoke English tlnd
l
si nce I
couldn' t spcak Japanese, I had a
littl e difficult y conveying o ur pl ans
to them. While 1 was employing a
little improviscd sign languagc, I
noted that the three men on the ship
had ahandoncd their position and
were swimming toward the raft. "
They were wisc to ahandon the
ship since it was sinking rapidl y. As
SSgt. (iilherl L. Devoe. another
pararesclleman, swam Oul with a six-
man life raft 10 transfer survivors to
thc aircraft, the fi shing vessel slowly
but steadily continued to sink. Final-
ly the storn lifted into tho a ir and
helow the surface.
"Y was in the water at the time ,"
Sergeant Devoe rememhers, "and as
the stern slipped under the surface
it created a concussion that felt like
a cannon fired under water."
Meanwhile, the sun was getring
dangerously low. Major Chubner de-
cided to go ahead and land hefore
the ot her HU-16 took off. As he
went in, 10 of the SUrViH)rS were
transferred to the first amphihian
and Lunn prepared to take off.
Major Chllhner watohed elo,ely as
Major Lunn .hegan hi s third takeoff
attempt. Hi s last JATO hottlc was
fired and the HU- 16 lurchcd free of
the water. Later, SSgt. Francis M.
Darr, Lunn's flight engineer, re-
called having lookcd at his passen-
gers and seeing a hflonr full of anx-
ious faces.
''I'm sure it was a petrifying ex-
perience for these fishermen, es-
pecially after the initial shock of
having to ahandon their ship."
Now it was Major Chuhner's turn.
He timed the swells and lifted into
the air on the first try just as dusk
and the squall line claimed the dis-
aster scene .
The return flj ght was uneventful.
Both planes were on the ground just
3 hours 27 minutes after r('scuc ae-
tions were startcd , Somc of thc wives,
reportcrs. officials of the fi shing
company that owned the ship and
various Naha AB officials were on
hand to greet the 19 survi .... ors. who
were none the worse for wear ex-
cept fo r a coupl e of cases of mild
shock.
Colonel Jacobsen was. of course,
proud of the accomplishment.
"The saving of 19 li ves all at once
is sensational in itself, especially on
the high scas and, in particular, by
amphibi ous aircraft. This was an ex-
ample of a perfectly e.'( eclItl'd mis-
sion from heginning to end." he said .
h is good that it was. Time, ap-
proaching darkness, heavy seas and
marginal weathcr I(oft no room for
error. And even for the
of the 33d, May 22. 1968. will long
be a day to rememher.
59
1\;'lILES above the rolling German
1'1. countryside, supersonic inter-
ceptors slashed through slate-colored
skies to identify an aircraft speeding
along the Iron Curtain. At the same
time, a Voodoo pilot touched down
north of London, following a recon-
naissance training night'" near the
North Sea. Simultaneously. a Phan-
tom screamed over sand wastes to
strike a practice larget in a south-
western desert of the United States,
These imaginary events, which
could have happened this week, rep-
resent a typical day for the new gen-
eration of airmen and aircraft mak-
ing up today's Lnited States Air
Foree in Europe (LSAFE),
For 23 years, LSAFE-the air
component of the t:S European
Command {ElJCOM l-has exer-
cised responsibilities along a perim-
eter of free nations embracing a
quaner of the globe, Like the long,
blue line of men and WOmen before
them, L'SAFE's new generation
(t>quipped with hardware spanning
the entire spectrum of tactical atr-
power) fans out along a giam arc
reaching from the British Isles
throUgh Western Europe,
Africa and the Middle East, to South
Asia, In addition, a considerable
number of CSAFE airmen are now
dual-based and stationed within the
US, Living up to their command
motto. Vigilance lor Freedom,
CSAFE men and women of today
still stand ready to help the CS
meet commitments to the Sonh
Atlantic Treat) 0 r g ani z a t ion,
and other international
agreements. But there the similarity
between lJSAFE. 1968 and LSAFE
of yesteryear largely disappears,
The CSAFE of today possesses
more firepower. Its aircrews for the
most part arc recently toughened
combat veterans. Its airmen are het-
ter educated. owning formidable new
skills, The command's mission is
more diverse: its capahililies more
flexible, And it is rapidly adjusting
to new and sweeping changes in-
volving liS geographical fabric,
CSAFE exercises responsibilities
throughout an area nearly lwkf the
size of the C.S. It has major interests
in 7 primary installat ions and
nearly four hundred smaller ones.
60
L'SAFE has been greatly altered
during recent months, largely by two
dvnamic events: the 1966-67 relo-
c;tion from bases in France, and the
onset of dual-basing,
The move from France saw bases
close that had, over the years, been
homes for thousands of American
airmen and families, t'SAFE units
[S.tFE:
THE
\f:\l
GE\ElttTIO\
Dual based units and a quick response
capability keynote USAFE's readiness today,
by Moj. GERALD J, HICKMAN
Hq USAFE
shifted to operating locations within
other nations (primarily the Cnited
Kingdom and the Federal Republic
of Germany), or became dual-based,
A dualbased CSAFE unit has
two home stations: one within the
CS and one in Europe, where peri-
odic visits are made for in-thearer
training.
Dual-based units are assigned to
the Tactical Air Command (T AC)
and Aerospace Defense Command
(AIX') for administration, How-
ever, they remain under the
tional control of the CS Commander
in Chief, Europe, as exercised by the
L'SAFE Commander in Chief. At
stateside bases. dual-based units
continue to train for NA TO require-
ments. They also continue to reflect
their USAFE ties through aircraft
markings. flight suit patches, and
base entrance signs.
Dual-basing was born during the
rapid relocation from France, and
enlarged during 1968, following con
sultations with NATO allies, All told,
six dual-based squadrons now con-
tribute to the l'SAFE mission, Re-
deploying units to CONUS but
keeping them sharply honed for
NATO needs, is expected to save
millions annually in gold reserves.
LareeS! of the dual-based units is
the three-squadron 49th Tactical
Fightet Wing. which flies the F-4D
Phantom II, This high-geared unit
redeployed from Spangdahlem AB,
Germany, to HoIloman AFB, N,
Mex,. during the past summer. ,Vhile
tts pilots train for NATO require-
ments above the stark peaks and
plains of the American southwest.
another unit-the caretaking 7149th
Tactical Fighter Wing, which was
especially created for the job-keeps
the base at Spangdahlem ready to re-
ceive any or all of its dual-based
squadrons at any time,
Two additional Phamom squad-
rons are dual-based at Mountain
Home AFB. Idaho, and Ramstein
AB, Germany. One, a tactical fighter
unit. is part of the 50th Tactical
Fighter Wing. The other. a recon-
naissance outfit, is part of the 26th
Tactical Reconnaissance Wing,
Sixth of the dual-based USAFE
squadrons is another 26th TRW unit,
the 4713th Defense Systems Evalua-
tion Squadron, with home stations at
Stewart AFB. N. y" and Ramstein,
It flies the EB-57 Canberra,
Contrary to the views of some ob-
servers, the redeployment of units to
the LS is not a withdrawal from the
European theater. Gen, Maurice A.
Preston (CSAF, Ret.), who pre-
sided over the relocation from
France and the onset of dual-basing.
emphasized that USAFE's combat
capability has not been reduced by
reshaping the command's geographic
fabric, And he has carefuliy de-
scribed how redeployment differs
from withdrawal.
" ... let me attempt to correct
what seems to be a minor. but is
rcaHy a \ery important. semantic
mistake many people make in refer-
ring to dual-basing," he said during
an interview shonly before he
tired and was succeeded as LJSAFE
Commander in Chief by Gen, Horace
M. Wade, "Although based in the
United States, those squadrons will
The Airman
still be under my operational command. They are still
part of USAFE. Thus, you can see that there is a slight
shading in meaning of words involved here that is ex-
tremely important. I wish we could make this point more
clear to more people. As for the redeployment affecting
our operations-I don't think the effect will be appreci-
able. We will maintain facilities in a constant state of
readiness here in Europe to receive the units at a mo-
ment's notice. And we will return the units to this theater
periodically to keep our airerews familiar with the area
and its associated flying problems. Whenever necessary.
we will return the units, complete with support person-
nel, rapidly."
When asked if moving USAFE units from France had
a significant effect on the command, General Preston
said:
"Not in respect to denying us the capability of per-
forming the mission. We closed nine bases there, plus
many smaller facilities, but we are still fully capable
of living up to our commitments.
"1 think USAFE today represents the most powerful
combat force We have ever had in the theater. Moreover.
I believe it to be the most effective force of its size ever
assembled here."
A major command of the United States Air Force.
USAFE is primarily a tactical air force. But just as vari-
ous command relationships make USAFE more than an
Air Force command. additional responsibilities make it
more than a tactical air force.
As the Air Force portion of the US military commit-
ted to NATO, CSAFE represents a major segment of the
NATO deterrent force. Its mission. in support of NATO.
EUCOM, and the Air Force. is to conduct. control and
coordinate air operations, carry out established polices
and directives. and provide administrative and logistical
support. In general terms, the job of USAFE is to train
and support forces to be turned over to NATO control.
should the need arise.
Whether in Turkey, Italy. or other NATO nations.
L1SAFE men and women train continuously with US
and allied ground and air forces, to create and sustain
rappon and understanding of mutual problems.
Also transcending its role as a tactical air force.
USAFE. within the unified command. is responsible
for all US Air Force operations within the theater, re-
gardless of which Air Force major command furnishes
the people and equipment. USAFE-as the air arm of
EUCOM-becomes responsible for programming ad-
ditional missions like aerial refueJing. aerospace rescue
and recovery, communications. w cat her, and aero-
medical evacuation.
The US Army in Europe (USAREUR) and US Navy
in Europe (USN A VEUR) join USA FE within the
overall EUCOM structure headed by Gen. Lyman L.
Lemnitzer.
Like General Lemnitzer, who is NATO's Supreme
Allied Commander, Europe. the USA FE Commander
in Chief has an additional NATO command. For in-
stance. General Wade commands the Fourth Allied
Tactical Air Force (4ATAF). in addition to CSAFE.
62
In the event of war. USAF's tactical forces would be
passed to Allied Command Europe (ACE) for opera-
tional employment. USAFE would retain responsibility
for supporting its units with people, materiel and other
things like base facilities. While ACE would direct the
operations of USAFE's tactical forces, it would still be
up to LJSAFE to keep those forces in shape to fly.
Illustrating the scope of the USAFE commitment. all
three of the Allied Command's major military subcom-
mands would be provided with LJSAFE tactical elements.
However, most of the tactical fighter force would be
assigned to 4A T AF. a unit of Allied Forces Central
Europe (AFCENT). US, Canadian and German units
make up 4ATAF.
.. At present. 4A T AF is primarily a planning agency.
But in the event of war, it would take charge of the
allied forces assigned," General Preston noted.
Today USAFE units participate in NATO exercises
and other types of training on a regular basis. Recent
examples are Exercise Deep Furrow, held in Greece
last August and Exercise Polar Express. staged in Nor-
way during June.
CSAFE squadrons also regularly engage in a pro-
gram of exchange visits with squadrons of allied air for-
ces. And USAFE units committed to AFCENT tangle
with Allied aircrews in annual competitions involving tac-
tical fighter. air defense and reconnaissance operations.
Incidentally. not all USAFE activities are associated
with NATO. Consider operations in Spain and Libya.
Wheelus AB ncar Tripoli, Libya, boasts weapons
ranges and fine, year-round flying weather. Many of
USA FE's eombat aircrew weapons training programs
are conducted there. The Sixteenth Air Force, which is
headquartered near Madrid, is responsible for USAFE
activities in Spain. Because of its consistently excellent
weather, Spain-like I.ibya-is an ideal place to train
new aircrews.
To earrv out the USAFE mission, General Wade re-
lies heavily on the commanders of three numbered air
forces. two air divisions, a third unit equivalent to an
air division. and several smaller units that report directly
to his Wiesbaden, Germanv. headquarters.
The Third Air Force op;,rates in the United Kingdom,
with headquarters near London. Its aircrews fly both
tactical fighter and reconnaissance aircraft. including the
F-4 PhanTom. the F-100 Super Sabre and the RF-IOI
Voodoo.
The Seventeenth Air Force is based largely in Ger-
many, with headquarters at Ramstein. This large, num-
bered air force also has operations in Italy and conducts
USAFE training in Libya. It flies tactical and rceon-
naisssance training missions in the Phantom. Special
units include among others an air commando squadron
that works c los ely with the Special Forces of
USAREUR.
In Spain, the Sixteenth Air Force operates the F-100
Super Sabre, and control centers for airlift and weather
operations.
USAFE's primary contribution to the NATO air
The Ai"".
Rhein-Mgin AB, illhe oerial pori for millions of uS servicemen
ond dependenh_ Three airlift shown: C-141 J C-124 and C-130.
defense system at present is provided by the 86th Air
Division. Like the Seventeenth Air Force, this organiza-
tion is headquart ered at Ramstein . Ils interceptor
squadrons, which are equipped with the F-102 Delta
Dagger, are based in Germany and the Netherlands.
The ground element of the division includes a network
of radar sites overlooking the political border dividing
the Federal' Republic of Germany from the Soviet Zone
to the east.
The southernmost USAFE sub com man d is The
United States Logistics Group, Turkey (TUSLOG) ,
with headquarters in Ankara. TUSLOG is responsible
for operations in Turkey and Greece and is outfitted
with the F-100, fl own by rotatIOnal squadrons.
Airlift ann of USAFE is the 322d Air Division, of
the Military Airlift Command (MAC), which 'has head-
quarters near London. The 322d Air Divi!>ion, under
tbe operational command of USA FE, is responsible for
airlift operations throughout the European theater. The
C-130 Hercules on rotation from TAC and C-124
Globemasler on rotation from MAC are the workhorses
o[ the command's intratheater airlift needs. In recent
Humonitorion ossislonce is perhops Ihe mosl rewording of USAFE
minion. Air Force mon gives medicol oid to eorthquoke viclim in lurkey.
October 1968
F-4D Phon/oms ot Bilburg AB, Germony, repnBenl the lolest odditions to
the modern oircroft thot CHe pori of USA FE forces committed to NATO.
A USAFE combol controller foHens his porochute before boording 0 C141
Slorli/je,. Combot controllers set up drop lones lor oirborne troops.
months, the Air Reserve forces have increased training
in the theater and increased utilization has been made
of the C- I 41 Starlifter, Aeromedical oP<'rations within
EuroP<' are P<'rformed largely by C-118 Uflmaster and
C -l31 Samaritan air and medical crews, Patients are
nown from EuroP<' to the US aboard the SlOrlifler.
During December 1967, NATO adopted as its basic
military strategy a policy of flexible response, Elaborat-
ing On what the adoption of nexible response has meant
to CSAFE. General Preston pointed out:
"We continue, of course. to maintain our tactical
nuclear striking power, just as in the past During the
past year, CSAFE has greatly improved its capability to
support the US Army in Europe, as well as the ground
forces of Our NATO allies., WIth conventional munitions.
We devote a considerable portion of our daily nying
training activity in direct support of US and allied army
units. The percentage of successful dose air support,
reconnaissance and tactical airlift training sorties actually
nown precisely as scheduled is high--esP<'cially in
view of the poor flying weather conditions we experience
at times in Central EuroP<', Our work with the US
Army and the ground forces of our allies is close, con-
tinuing, and mutually supporting, Our training with
Army units is especially valuable to us from the stand-
point of commanding and controlling our forces. Our
Tactical Air Control System, which is supported by jet-
qualified tactical fighter pilots assigned or attached to
Army units in the field, is based on the principles of
centralized control/decentralized execution, The prime
objective of Our Tactical Air Control System is to guaran,
tee the man on the ground combat air support when and
where and in the quantity and quality he needs, 1 think
we're able to do this, NATO has adopted a policy of
flexible response-<lf being prepared to meet any kind
of trouble that might arise with the appropriate force
and arms, lJSAFE has responded to that strategy, T 0-
day, we are more nexible than ever before, We are well
trained to carry out all sorts of missions, In my judg-
ment. we are combat ready."
USAFE leaders c1aitn three recent developments have
significantly contributed to the command's increased
capabilities. First, lISAFE has new and hetter equip-
ment, including the F4 series aircraft and the Mace-B
tactical missile. Second, more than half its aircrew
members and many of its support people are veterans
of fighting in Southeast Asia, Finally, the command has
been busily applying lessons learned by the application
of tactical airpower in Vietnam.
"Our overall training program is continually being
reVised to refleer these lessons." General PreSion said.
USAFE finished equipping several of its wings with
the F-4 during the past year. The conversion from
F-IOO, F-105 and RF-IOI aircraft to the Phantom was
very smooth,
Pouring into the European theater from combat above
the two Vietnams, veterans of Southeast Asia fighting
like Medal of Honor winner LL Col. Bernard F. Fisher
have added enormously to USAFE expertise, Colonel
Fisher, who won the Medal of Honor for his daring
rescue of a fellow pilot who had crash-landed on an
airfield held by North Vietnamese regulars, is now a
night leader with the 496th Fighter Interceptor Squad-
rOn at Hahn AB. Germany, He has traded the A-I
Sky,aide, he new in Vietnam for the F-I02, Illustrating
the wealth of combat-sharpened pilots now nying for
USA FE, Colonel Fisher often has Capt. Alexander Zakr-
zeski, J r , ~ for his wingman. The captain won fame in
Vietnam as a forward air controll"r, piloting the 0-1
Bird DOi[. Better known as "Zak the Fac," he is perhaps
the most decorated airman of the Vietnam conflict
The new generation of USAFE airmen and aircraft
standing vigilant for freedom along the vast arc of the
[ron Curtain, faces a Soviet L'nion that more than
doubled its intercontinental hall is tic missile ICBM force
during 1967,
Last February I, then Secretary of Defense Robert
S, McNamara told Congress the Soviet ICBM force had
grown from about 340 to something like 720,
In additlon, the Soviets showed a number of n e w ~
advanced aircraft last year during celebrations in con-
nection with the 50th anniversary of the Communist
Revolution in Russia. Among those shown were two
swing-wing aircraft similar to the F-I I L
"Overall. ) believe the Soviels continue to increase
their strategic and tactical airpower in both quality and
quantity, 1 helieve this is pan of an ovetall Soviet in-
crease in the capabilities of its anned forces. The in-
creased numbers of newer and bener Soviet aircraft
and missiles is evident. I believe the military means at
the disposal of the Soviet Union is greater today than
ever hefore," General Preston emphasized,
Having dis c u sse d Soviet airpower, the outgoing
USAFE Commander in Chief, commented on what is in
store for the USA FE of tomorrow,
, I can certainly say that US airpower in Europe
wiU continue to improve qualitatively; we wilt remain
a heavy contributor to the military strength of NATO,
We will continue to help, to the hest of our abilities."
$
Hey, thot's
. see the top that. I don't worry about thol bullet with
b
. my nome on it. They don't make
one Ig enough .