On May 5^th and 6^th, the Planes of Fame Air Museum in Chino California is going to open its hangar doors and roll out some of the finest examples of restored aircraft in flying condition from years past.  This year’s airshow honors the turning of the tide in the Pacific in 1942.  The airshow is scheduled to feature over 40 historic aircraft performing for all those in attendance; in addition to many other fascinating exhibits and demonstrations.

The Planes of Fame airshow is THE airshow to go to if you happen to like anything that flies and has used by various militaries across the world in the last 70+ years.  The flying collection during the show includes aircraft from World War II and on; including an F-4 flight.  The list of performers and aircraft flying in the airshow is too long to put here and really is better viewed on the Planes of Fame website:  www.planesoffame.org

Many of the aircraft scheduled to fly are one of only a small number of flying examples.  The Planes of Fame airshow usually has a majority of the flying P-38; at least one of only a few Tigercats; more Mustangs than just about anywhere else; and this year Planes of Fame has merited a spot on Sean Tucker’s performance schedule.

The staff at the Planes of Fame Air Museum were more than gracious, including amazing access to aerial photography of a couple of their fabulous machines.  Having the opportunity to go up in the air and shoot a P-38 Lightning along with a P-40 Warhawk was an amazing experience from a Cessna 195.  Many thanks are due to everyone at Planes of Fame for their generosity in opportunity and welcoming attitude.

Simply put, the Planes of Fame airshow is amazing.  Every year I go, I look at the whole experience as a privilege to see these rare machines flying.  Unfortunately, as time goes on these aircraft become fewer and fewer and you just never know when they might not be around for the next performance.  See you at the show!

The Planes of Fame Air Museum is located at Chino Airport and located online at www.planesoffame.org  For more information visit their website or call 909-597-7576

This year marks the 70th anniversary of the raid which was the first strike against the Japanese homeland.  The National Museum of the United States Air Force has a B-25 that was restored by North American Aviation and presented to the Museum in 1958.  The aircraft was restored and painted to represent B-25B, Serial Number 40-2344 which was flown by Doolittle.   It’s displayed as though it’s on the deck of the Hornet in the days before the Raid.  What you may not know, is what artifact is on display in a glass case behind that B-25.

This is one of the most significant artifacts of the raid.  Yet it wasn’t on the raid and didn’t even come into existence until long after the war.  But as time passes, in another 50 years or so, people will really understand their significance.  There are eighty silver goblets that represent each man that flew that mission.  Each one has the airman’s name engraved on his goblet twice; once right side up and once upside down.  These are the goblets that the Raiders used in their annual toast at each reunion.  When the last Raider is gone, people will see the goblets as the men they represented.

The Raider’s reunions started in December 1946 when they got together to celebrate Doolittle’s birthday. That reunion became an annual event and in 1959 the city of Tucson, Arizona presented the group with these goblets, one for each Raider.  Eventually they were presented to the Superintendent of the USAF Academy for safekeeping and they were displayed there between reunions until 2005 when they were placed in the Museum as a permanent home.

The goblets are placed in a case which was custom made by Doolittle’s co-pilot Richard Cole (remember him from TICO 2012, he’s still with us).  The Goblets are in 4 panels, each 5 high for the crew of each airplane.  Left to right they represent the crews of,1 to 16 based on takeoff position. The rows top to bottom are Pilots, Co-Pilot, Navigator, Bombardier, and the Gunner.

At every reunion the survivors meet privately to conduct their “Goblet Ceremony” where they toast the Raiders who have passed since their last meeting and turn their goblet upside down.  The goblets are placed in the case right side up for the living Raiders and upside down for the deceased ones.  So far there are five left surviving.  When there are only two left, they will meet and drink a final toast to their departed comrades.  A special bottle of Hennessy Cognac has been reserved for that purpose.

There are currently five surviving Raiders:

1. Colonel Richard E. Cole, copilot of aircraft #1; born September 7, 1915
2. Major Thomas C. Griffin, navigator of aircraft #9; born July 10, 1916
3. Lieutenant Colonel Robert L. Hite, copilot of aircraft #16; born March 3, 1920
4. Major Edward Joseph Saylor, engineer of aircraft #15; born March 15, 1920
5. Staff Sergeant David J. Thatcher, gunner of aircraft #7; born July 31, 1921

The oldest is 96 and the youngest is 90 years old, let’s hope that there is an opportunity for them to continue the reunion for a few more years.  If you have the chance to attend or to see one of these men near you, take advantage of it.  They did a lot for us and everyone who can should thank them.

You can contact the author Mark Hrutkay at TNMark@Me.Com.

Attached original photo is of the crew of Doolittle’s B-25; Crew No. 1 Crew No. 1 (Plane #40-2344, target Tokyo): 34th Bombardment Squadron, Lt. Col. James H. Doolittle, pilot; Lt. Richard E. Cole, copilot; Lt. Henry A. Potter, navigator; SSgt. Fred A. Braemer, bombardier; SSgt. Paul J. Leonard, flight engineer/gunner. (U.S. Air Force photo)

The  B-25 known as Executive Sweet began it’s journey from Camarillo, CA to Dayton, OH. The aircraft will be one of Twenty-five B-25 Mitchell bombers that plan to pay tribute to the Doolittle Raiders as they commemorate the 70th anniversary of their raid on Japan. The reunion will take place  April 17-20 at the National Museum of the U.S. Air Force in Dayton,OH.

On the way to Dayton, OH the B-25 will make several stops,providing an excellent opportunity for the public to see and fly in  this wonderful aircraft . The first of the planed stops was today at Glendale, AZ.

The aircraft arrived about 10:00 AM, after a short flight over Sun City, AZ and the North Phoenix Valley.  The plan to over fly the Sun City area was a good one, as many WWII veterans live in the area.  The visit was hosted by, Glendale Areo Services FBO and the New Left Seat West Restaurant.

The aircraft was available for tours for about 6 hrs, providing wounderful photo opportunities against the blue sky of a wonderful AZ day. The aircraft will stay overnight and depart for Albuquerque ,NM at around 8:00 am on Tuesday 4-10-12.   Executive Sweet   is planing to return to Glendale ,AZ on 4-23-12  as it makes its way back to Camarillo airport.

For more info   http://www.aafgroup.org/

The planed stops along the way are as follows.

Weapons and Tactics Instructor

In October 2011, Marine Corps Air Station Yuma was once again home for the Weapons and Tactics Instructor Course or as it’s more commonly known as “WTI.” I was fortunate enough to be invited to WTI (class 1-12) and experience the world-class training of Marine Corps aviators first hand. Over the course of several weeks, I would make three trips to MCAS Yuma. During these visits I was fortunate enough to speak with various Marines involved with WTI, including crew chiefs, instructor pilots, and the commanding officer (both incoming and out going) of MAWTS-1

History

The Weapons and Tactics Instructor (WTI) history can be traced back to the 1950s when the Marine Corps introduced Special Weapons Training Units. In the 1960s, these training units added conventional weapons delivery training to their course syllabus. In the mid to late 1970s, the Marine Corps experimented with different models of aviation weapon and tactics training. Over the course of 7 weeks (3 weeks of academics and 4 weeks of flight phase), WTI basically teaches Marine Corps aviators how to deploy their aircraft weapons systems in a total threat environment. In addition, it involves all aspects of Marine Corps aviation and air assets of various other branches of service.

Pleased with the success of WTI courses, the Marine Corps commissioned Marine Aviation Weapons and Tactics Squadron One (MAWTS-1) in the summer of 1978. The Marine Aviation Weapons and Tactics Squadron One is comprised of the best and brightest in Marine Corps aviation. MAWTS-1 is a unique squadron in that Marine aviators (from all communities) are “asked” to join based upon their interpersonal skills, high level of knowledge, experience, and instructing Marine Corps aviation tactics. This allows MAWTS-1 to be staffed by the cream of the crop of Marine Corps aviation and pass this level of aviation excellence on to the 300 graduates the squadron produces each year. On October 30, 2011, MAWTS-1 graduated 106 Marine aviators of class WTI 1-12.

CH-53 Training Flight – Shooting Air to Air

In order to experience all of WTI, I was authorized to fly on a training exercise on October 14th.  In working with MCAS Yuma Public Affairs staff, I was offered the choice of what to fly in – CH-53E Super Stallion or KC-130 Hercules. After some careful deliberations, I choose the CH-53, and with no disrespect to the “Herc Community” it was a choice I was glad I made. First, I was going to be the only photojournalist on board (other than my Public Affairs escort Corporal Aaron Diamant). I figured less photojournalist on board would equate to more flexibility taking photographs while in flight.

At 2:00pm, I learned from Major Jonathan Burgess (exercise safety officer) what our CH-53E’s mission would be. Our Super Stallion would be the lead aircraft in a 7-ship formation of CH-53Es that were tasked with transporting Marine Corps infantry to pre-determine coordinates in the desert to secure a location. Also, while enroute to our destination, we would conduct an air-to-air refueling from a Marine Corps KC-130. We were scheduled to depart at 5:00pm, so I spent the next few hours watching aircrews coming and going in the hanger, getting their respective aircraft ready for tonight’s mission. Also in our hanger were the Marines we would be transporting tonight. Like their fellow air wing Marines, the infantry was just as busy preparing their equipment, reviewing their maps, briefing for tonight’s operation. As I watched these Marines get ready, I remembered what a Marine helicopter pilot once told me, “without our infantry Marines, we wouldn’t have a job!” In what seemed like an eternity, our time finally arrived and Corporal Diamant and I were escorted to our Super Stallion – call sign “Metal 42.“

The Sikorsky CH-53E Super Stallion assigned to HMH-466 Wolfpack.

The business end of Metal 42 with Captain Nese in the left seat and Captain Allen in the right seat.

MAWTS-1 is also a unique squadron in that it has no permanently assigned aircraft. Metal 42 is actually assigned to HMH-466 Wolf Pack stationed at MCAS Miramar. Our flight crew for tonight’s flight was pilot Captain Kelly “Big Red” Allen (CH-53E Division Instructor at MAWTS-1) and WTI student (also known as a Pre-  WTI) co-pilot Captain Nese. Metal 42’s crew chiefs were Sergeant Robert Hagstrom, Corporal Josh Badgerow, and Corporal Richard Scherr.

As I made my first steps onto the rear ramp of Metal 42 (grinning ear to ear), I noticed that floor was very slippery. Slippery to the point of having to hold on to something or you were probably going to take a tumble. I was later told that this fluid on the floor was hydraulic fluid and that it was normal to have fluid on the floor. In addition to the slippery floor, I could smell the strong odor of aviation fuel, and noise that made talking, without the aircraft’s intercom system, impossible. I was escorted to my jumpseat (just aft or behind the cockpit) by one of the crew chiefs and secured my camera bag by way of carabiners that I had brought with me. I didn’t want to be “the guy” whose unsecured camera bag flew out over the desert Arizona.

Shorty after we got on board, infantry Marines starting boarding Metal 42.  These Marines included, Major Burgess and 11 members of Golf Company – including Golf Company Commander Captain John Zaal and his Weapon’s Platoon Commander – First Lieutenant Sam Long.

Before we started to taxi, Sergeant Hagstrom helped me put on a “gunner’s belt.” Because we would be flying with the rear ramp open and crew chiefs doors open, if you wanted to move around the aircraft while it was in flight, you had to wear a “gunner’s belt” so you (simply said) didn’t fall out of the aircraft. The gunner’s belt is basically a 4-inch heavy-duty nylon belt with an attached 8-foot strap that allows the crew chiefs to walk around the aircraft while it’s in flight.  The belt portion is worn your waist and the 8-foot strap portion is attached to various hard points in the aircraft interior.  Open ramp, slippery floors – Gunner’s Belt is a great idea!

While I was sitting in my jump seat waiting for us to taxi, I took a look around the aircraft and could help but marvel at the complexity of one of the largest helicopters on the planet. There were wires, tubes, switches, and knobs scattered everywhere.  I couldn’t begin to imagine how young Marines fix and maintain these helicopters. From my jumpseat, I could see a portion of the complicated cockpit and I was surprised to see that as large as the CH-53 is, the cockpit appeared small and tight. It is beyond comprehension how Marine Corps pilots remember all that “stuff.”

Suddenly, I felt us moving. We taxied from our spot on the ramp and as we made our way to the runway, I looked out the back and saw our CH-53 flight in trail. It was awesome, although I was now kicking myself for not sticking closer to Corporal Diamant, who had positioned himself on the jump seats next to the ramp! A position, had I not been overwhelmed with my excitement of flying in a CH-53, I should have realized would have been much better for photos.

Sergeant Robert Hagstrom prepares to signal the pilots of Metal 42 to start the engines.

Sergeant Robert Hagstrom looks on while we taxi (other CH-53's in our flight can be seen through his crew chief door).

Looking out the back of Metal 42, past our Golf Company Marines, CH-53's from our flight can be seen taxiing behind us.

Once we got to the runway, we took off. I could see our “Dash 2” or wingman out the back of the ramp. Soon we were cruising over the Arizona desert and I asked the crew chiefs, via hand signals, if I could start shooting some pictures through the crew chief doors. I got to the crew chief door and saw one of the aircraft in our flight flying formation off our port (left) wing. I tried my best to maintain my balance as Metal 42 bounced me up and down and side to side. I was also trying to shoot pictures past the crew chief and his door mounted .50-caliber machine gun. There was no way in hell I was going to ask this crew chief to move! I was hoping that with my Nikon D700 shooting 9 frames per second, I would get a few “keepers.”

My first CH-53 air to air picture taken through the left crew chief door.

After shooting from the crew chief’s door, the crew chief helped me move from the forward portion of the aircraft to the ramp. I secured my gunner’s belt and sat “Indian style” on the ramp, with the ramp gunner (our 3rd crew chief) – manning a .50 caliber, in between Corporal Diamant and me. It’s hard to express how exciting this was. In fact for a few minutes, I simply looked around taking in the view of our flight of Super Stallions against a beautiful desert sunset. It reminded me of a modern day version of the helicopter assault scene from the movie Apocalypse Now.  Once I started taking pictures, I carefully worked around Corporal Diamant and our ramp gunner. As some point, we went low level yanking and banking approximately 500 feet off the desert floor. I remember looking away from our Dash-2 for a minute and when I looked back at him, I could see he was deploying flares. It happened too fast to get a photo of, but technically speaking, it was “bad ass!” I rapidly took my photos because we were quickly losing our light as the sun set. In was seemed like a blink of an eye (but was more like 30 minutes or so) the light gone so I returned to simply enjoying the view from the ramp of Metal 42.

Our "Dash - 2" flown by Captain Brain "Kramer" Laurence (HMH-461) and Captain Berger (HMH-366).

My ramp view!

All that was missing was the music from Apocalypse Now "Flight of the Valkyries."

Yanking and banking over the Arizona desert.

Weapons Tactics Instructor 1-12 – CH-53E Flight – Helicopter Air to Air Refueling

I knew that our air to air refueling was somewhere in our near future, however I didn’t know exactly when. Having no intercom system, I had no idea where we were in terms of our mission time line. I didn’t want to miss out on what was going to be another incredible Metal 42 experience. The noise inside the CH-53E made verbal communication beyond impossible! So, I resorted to writing notes and handing them to the nearest Marine to me, who happened to be Captain Zaal. What I learned was that we were about an hour from our landing zone (LZ) and about a half an hour from our refueling. I gave Captain Zaal a thumbs up and made my way back to my jump seat.

Somewhere around 6:00 pm, Sergeant Hagstrom waved me forward to cockpit and pointed out to me a KC-130 in the distance. This Hercules would be refueling our flight. Off to our starboard side and forward of us, I could see our Dash 2 moving up to the refueler. I was like a kid in candy store with a level of excitement that is hard to describe.  The helicopter air to air refueling (HAAR) our Dash-2 was conducting now, would be us in a few minutes.

Captain Nese holds Metal 42 steady as our Dash-2 moves into position to refuel.

Seen through the cockpit of Metal 42, our Dash - 2 closes in behind a KC-130 Hercules.

The Marine Corps’ KC-130 Hercules is tasked, among other things, with the air to air refueling of tactical aircraft. Marine Corps Hercules are equipped with a Hose Drum Unit (HDU). At first glance, the HDU resembles a large auxiliary fuel tank. However, at the aft end, there is an opening where the hose and drogue extend and retract from.  The hose is simply a large heavy-duty fuel line and attached to the end of it is the drogue. The drogue reminds me of a large shuttlecock (used in badminton). Unlike a fixed wing aircraft that have refueling probes that retract and are out of sight until air to air refueling occurs, helicopters that are equipped with refueling probes, are usually fixed (unlike their fixed wing counterparts) and will extend forward during the refueling cycle. Helicopters, such as the CH-53E, require a hose and drogue refueling system. This is because the hose and drogue system is designed to drift under the rotor arc and attach to the helicopters refueling probe.  The other type of air to air refueling is the “flying boom” and is used by the United Air Force.  To describe the HAAR equipment and process is relatively simple and straightforward. To perform HAAR in low light, at 100 knots, with a hose and drogue you are trying to keep out of your main rotors, requires exceptional airmanship by Marine Corps aviators.

I noticed that the crew chiefs had closed their doors in preparation for our HAAR. I later learned that when the drogue breaks away from the refueling probe, fuel can blow into the cabin – hence closed doors. With the window closed, I had to shoot my photographs through the front cockpit window. The crew chiefs door window was clear Plexiglas, but was scratched and otherwise not the best to shoot photos through.  In hindsight, I should have asked one of the crew chiefs to open the door while our Dash-2 was refueling.

So there I stood, standing sideways, on steps, in the 18-inch wide cockpit entrance, shooting our Dash-2 refuel. Not the most comfortable shooting platform, but nowhere in the world could you buy this experience – thank you United States Marine Corps! As I shot my photos, I was able to see the other photographers that had opted to shoot from the KC-130, sitting on the ramp of the Hercules. We were so close, that I could almost, repeat almost, distinguish who was who on the ramp of the Herc!

A VMGR-234 Hercules refuels our Dash - 2.

Fellow photojournalist can be seen on the ramp of the VMGR Herk!

Approximately 15 minutes later, Dash-2 came off the drogue and rolled off to the right. Now it was our turn! Captain Allen and Captain Nese were now on night vision goggles (NVGs) and the instrument panel (now in NVG mode) was glowing green. The cockpit of the CH-53E is approximately two feet higher than the main cabin floor, where I was now standing. I stood on my “tippy toes” to see past Sergeant Hagstrom, who was now kneeling in between the two pilots, through the cockpit window.

At 100 knots and 3,000 feet, Captain Allen and Nese brought all 50,000 pounds of Metal 42 in behind the KC-130 and slowly moved forward. In front of us, I could see the drogue “getting very large in the window.” Captain Allen and Nese made contact with and the drogue and our refueling process started. During the refueling process, I tapped Sergeant Hagstrom on the shoulder and, by way of hand signals, asked if I could get some shots from the cockpit steps. He was gracious enough to step aside and I moved up the steps. I remained just behind the shoulders of both pilots, my Nikon D700 firing away. After a few minutes our refueling was over and I returned to my jumpseat.

Our turn on the drogue (and a low light look at the Hose Drum Unit mounted under the wing of the KC-130).

Our cockpit in Night Vision mode with the refueling drogue in the background.

Sitting in my jump seat, I could see the main cabin area was dark. Other than the glow from the instrument panel, you couldn’t see the Marine across from you.  So, in the dark and with no means to hear the communications via the ICS, I sat there reflecting on the last few hours. I couldn’t help but think what superior flying skills these two pilots had to make such a complex task of HAAR appear so effortless. I thought it was an excellent example of Marine Corps aviation excellence demonstrated at WTI.

For the next hour or so I sat in my jumpseat, in the dark, with no communications, slippery floors, deafening noise, and the smell of aviation fuel, and loving every minute of it.  Before long, we were landing back at MCAS Yuma. I later found out that our mission (which was supposed to be six hours in duration) was scrubbed. Metal 42 was back on the ground by 8:30pm.

Weapons Tactics Instructor 1-12 – VIP Flight

On October 21st, I returned to MCAS Yuma to participate in the WTI VIP flight. The VIP flight was established to express an appreciation and educate local community members, City Council members, and other hometown dignitaries on the importance of the Weapons Tactics Instructor course.  WTI isn’t simply a Marine Corps exercise; it is an exercise that involves the entire community of Yuma, Arizona. Long before a WTI and/or Noncombatant Evacuation Operation (NEO) exercise occurs, Marine Corps staff is liaising with the community to determine an appropriate NEO site. These exercises require huge community support and without that support, these exercises might not occur.

At 1:30pm, I joined a group of local Yuma VIPs, including several TV media personalities, two members of City government, and fellow aviation photojournalist Ken Kula for a presentation on the WTI – Noncombatant Evacuation Operation exercise. MAWTS-1 UH-1N instructor pilot Captain Karl “R2” Wethe conducted the presentation.

Captain Karl "R2" Wethe giving local Yuma media a presentation on the Noncombatant Evacuation Operation (NEO) Exercise.

During the 30-minute presentation, Captain Wethe covered all aspects of the Noncombatant Evacuation Operation exercise. Historically, since the Korean War, 16 NEO’s have been conducted. All Marine Expeditionary Units (MEUs) must participate in a NEO exercise before deploying. Today’s NEO would be a dual-site operation with site one located at Kiwanis Park (Yuma, Arizona) and the other site at Marine Air Ground Combat Center (29 Palms, California). The later location would be utilizing the MV-22 Osprey and the Yuma site would be using traditional rotary wing aircraft, such as the CH-53D, CH-53E, CH-46, and UH-1.

In short, a Noncombatant Evacuation Operation is when the United States government removes military personnel, American citizens, and other designated citizens when their lives are deemed at risk.  This risk can be from civil war, armed conflict, or natural disaster. Generally speaking, Marine Corps rotary wing aircraft evacuates these citizens and when the evacuation occurs in a war zone, additional Marine Corps air assets are utilized in order to ensure a safe removal of designated citizens.

After Captain Wethe’s detailed presentation, we were escorted to the CH-53E hanger where we were issued cranials (a combination of helmet and ear protection) and then waited for our aircraft to arrive. Coincidentally, our VIP aircraft was from HMH-466 Wolfpack (the same squadron I did my HAAR a week previously).  After a briefing from the crew chief, all eight passengers made their way to the CH-53E. As we got to the ramp, another crew chief was there to make sure we boarded safely and didn’t walk into the 20-foot diameter tail rotor.

VIPs boarding the CH-53 that will take them on a 30 minute flight around the City of Yuma.

Once on board, we quickly grabbed a jump seat and fastened our seat belts.  We probably weren’t in our seats 5 minutes when we started to taxi. Our 30-minute flight took us over the city of Yuma and gave the passengers a once of a lifetime experience – a flight in a Marine Corps helicopter.

We took off with the ramp closed, however, once airborne, the crew chief lowered the ramp and allowed the passengers “some ramp time.” Those not on the ramp, had the opportunity to get a view of the cockpit and crew chief’s station. If it’s possible to run around in an airborne Super Stallion like a kid in a candy store, I did it! Crew chief station, cockpit, and ramp, I don’t think I sat in my seat for more than 5 minutes (other than of take-off and landing). My favorite spot was lying on my stomach, gunner’s belt attached, on the ramp. If there was an opposite of being in the nose of a bullet, hanging off the ramp of a Marine Corps CH-53E Super Stallion is pretty close to it.

MCAS Yuma Public Affairs Gunnery Sergeant Dustin Dunk takes a few pictures during the VIP flight.

One of our crew chiefs poses during our flight.

Our second crew chief spent the flight manning the ramp.

Yours truly on the ramp, enjoying the best view on the aircraft!

With his gunner's belt attached, the ramp crew chief sits comfortably on the ramp.

Yuma City Council Member Cody Beeson giving a "thumbs up" on the ramp.

Our 30-minute flight passed by in the blink of an eye and we were soon back on the tarmac of MCAS Yuma. Fortunately, my day wasn’t over. As soon as we de-planed our Super Stallion, I hustled back to my car and headed to Kiwanis Park to photograph the Noncombatant Evacuation Operation exercise.

Weapons Tactics Instructor 1-12 – Noncombatant Evacuation Operation (NEO)

Kiwanis Park is the size of several football fields located in the northwest portion of Yuma. The park in surrounded with tall trees and canal that runs along the east side of the park.  When I arrived, I could see the Marine Corps security force element had established a perimeter around the park and additional Marine Corps forces were providing over watch on the simulated “noncombatants”, as they would in a real world NEO. The simulated noncombatants were young Marines assigned to MCAS Yuma. I met with Captain Reidinger and Corporal Bopp (MCAS Yuma Public Affairs) who briefed me on where I could and couldn’t photograph during the NEO.

Marines providing perimeter security for the NEO.

At approximately 4:00pm the first flight of two CH-53E Super Stallions approached overhead. The two Super Stallions landed together causing a windstorm of debris from their rotor wash. In the first wave of aircraft, the helicopters would land, off load Marines, and then depart with each aircraft only remaining on the ground for a few minutes.

The first wave of two CH-53's on final approach to Kiwanis Park.

The first of several waves of helicopters land at Kiwanis Park, Yuma.

A CH-53E offloads Marines in support of the NEO exercise.

Another aircraft in the sunset of it's career, the Sikorsky CH-53D, on final approach to the NEO landing site.

A delta model "53" flairs before landing.

A CH-53D takes low departure outbound from Kiwanis Park.

Super Stallions outbound.

In between the first wave and the second wave, the Marines processed the “noncombatants” and prepared them for evacuation. Each noncombatant was given a fictions identity and some of the young Marines had fun by taking full advantage of their role and acted it out to the fullest!

A Super Stallion pulls power and departs the LZ.

CH-53's continue to land and offload additional Marines.

Security force Marines prepare and process noncombatant role players prior to their helicopter evacuation.

A pair of Super Stallions in the LZ.

Two CH-53E's make a low light landing with a UH-1N providing CAS(close air support) from above.

Soon, the second wave of aircraft arrived and began the evacuation process. This evacuation went on well after the sunset, requiring the pilots to fly on night vision goggles. As I looked at the park, unable to see to beyond 40 or 50 yards, I thought what phenomenal piloting skills it required to operate a tactical aircraft in such challenging conditions. Ironically, the last aircraft I saw at the NEO was its last mission at WTI.

The CH-46 Sea Knight (commonly known as a Phrog) has been in service with the Marine Corps in 1964 and has served in every major conflict the Marine Corps has participated in. According to the MAWTS-1 Commanding Officer – Colonel Karsten “Hazel” Heckl (also a Phrog driver) this was the CH-46’s last WTI.

In what would be it's last WTI/NEO, a Boeing Vertol CH-46 Sea Knight (also known as a Phrog) lands at Kiwanis Park.

Two Phrogs make a night landing at Kiwanis Park.

Weapons Tactics Instructor 1-12 – The Interviews with MAWTS-1 Staff

Several weeks after WT1 1-12 concluded, I returned to MCAS Yuma to speak with several key members of MAWTS-1. My first interview was with Colonel Karsten Heckl and MAWTS-1 new Commanding Officer Colonel Bradford “Gila” Gering. In one of the conference rooms of MAWTS-1 and a few hours before the official change of command ceremony for MAWTS-1, I had the honor and privilege to speak with these two Marine Corps officers. The local media conducted the first portion of the interview in which Colonel Heckl was asked to reflect upon his 18-month tour at MAWTS-1.

“MAWTS-1 is an exceptional place with the finest Marines. Every Marine here is literally hand picked to be here. Due to the unique nature of our mission here, all my experiences have been incredible. And this has nothing to do with me; it’s the Marines here that have made these experiences incredible” said Colonel Heckl.

After 18-months at MAWTS-1, Colonel Heckl will “go forward” to Afghanistan for a staff job. When asked if he was looking forward to his new assignment, he responded, “I’m excited! Being an old colonel, going forward with young Marines makes me feel young, makes me feel good, and makes me feel useful.”

One of the interviewers asked Colonel Heckl what advice he had for Colonel Gering to which he quickly replied,” Not a drop! Gila will take MAWTS-1 to the next level.” The interview, then switched to Colonel Gering who said becoming the Commanding Officer of MAWTS-1 is an incredible honor and “I have overwhelming confidence in everyone here”. As an AV-8B Harrier pilot, Gering was assigned to MAWTS-1 as a Harrier instructor pilot in the 1990s and this will be his 4th assignment to MCAS Yuma. When asked about what his objectives and expectations were for his command, Colonel Gering said, “MAWTS-1 mission hasn’t changed in 33 years and is the aviation center of excellence. I expect to uphold that.”

Colonel Gering expected no change in the work tempo of MAWTS-1 due to the drawdowns in overseas deployments. When asked about the Joint Strike Fighter (F-35) Colonel Gering said, “The MAWTS guys are currently working on the introduction of the Joint Strike Fight F-35 into the Marine Corps inventory. We have the best and the brightest minds waiting for the F-35 to arrive.”

MCAS Yuma Public Affairs Officer Captain Reidinger was able to grant me a secondary interview with both colonels after the local media departed. I asked both colonels why a 12-month turnover at MAWTS-1 was necessary as opposed to a one or two month turnover for a traditional fleet squadron or command.  Colonel Heckl explained, “Not to take away from a fleet squadron, but MAWTS-1 as a mountain of things it has its fingers into and a few months isn’t enough time to get a new commanding officer up to speed.” Heckl added, “ Other than the constants of WTI (and even those change) MAWTS-1 is continually changing requiring a longer turnover time.”

I asked Colonel Gering if he felt any pressures in taking command of MAWTS-1. He told me, “MAWTS-1 is the crown jewel of aviation and is an institution that isn’t about one man.” Gering referred back to an earlier statement by Colonel Heckl, “I am a steward of the institution.”

We then talked about the uniqueness of MAWTS-1.  Colonel Heckl explained to me “There isn’t a question in aviation that cannot be absolutely answered in this building,” and Colonel Heckl cited this example.

“I had been in command at MAWTS-1 for about a month when a staff forward (a staff officer deployed in a combat zone) contacted us stating they were having a problem with a new tactic Al Qaida and the Taliban were employing in Afghanistan. I simply forwarded the request to the appropriate MAWTS guys and within 36 hours we had an answer. Within 5 days the forward units were using the tactics we developed with effective results.”

In addition to being able to diagnosis problems in a combat environment, also within MAWTS-1 is a “think tank” of 12 Marines called the Aviation Development Tactics, and Evaluation department (ADT&E). According to Colonel Gering, the ADT&E group is conducting cutting edge research from everything from communications to aircraft survivability. “This allows us to try out things under the controlled environment of WTI/MATWS-1,” added Colonel Heckl.

Lastly, I asked how the MV-22 Osprey performed during its NEO to 29 Palms. “The MV-22 performed fantastic and has proven itself ‘forward‘ numerous numerous times. If you look at any real world NEO, ‘tyranny of distance’ has always been involved. So, we used the MV-22s long range and they performed beautifully,” said Heckl.

Left to right - Outgoing MAWTS-1 Commanding Officer Colonel Karsten "Hazel" Heckl and incoming MAWTS-1 Commanding Officer Bradford "Gila" Gering.

My last interview of the day was with Captain Kelly “Big Red” Allen. Captain Allen was the pilot on my first CH-53E flight. I met Captain Allen in the CH-53E Division of MAWTS-1 and we first talked about his background and then into the CH-53E division of MAWTS-1.

Captain Allen has been flying CH-53Es for 8 years and when he checked into his first fleet squadron, he didn’t even know what WTI was. Five years later in March 2008, Allen found himself at MCAS Yuma and MAWTS-1 as a WTI student. After graduating from WTI, Allen returned to the fleet to share his WTI experience with fellow Super Stallion pilots. Like many WTI graduates, Allen had hoped to be asked to return and join the WTI staff. In 2009 and with 1,200 hours in the CH-53E, Captain Allen was asked to join MAWTS-1. While assigned to MAWTS-1, Captain Allen has traveled to Afghanistan to review tactics with aviators in theater and is the “53” division Air Defense Artillery (ADA) subject matter expert (SME).

I asked Captain Allen how a Marine is selected for MAWTS-1 and he told me, “We keep tabs on students after they have returned to the fleet. No combat experience is required, a Marine aviator simply has to have the right attitude, temperament, good ‘stick’ skills, and be mishap free.” We want individuals that have returned to the fleet and shared their WTI experiences.”

What makes MAWTS-1 unique I asked Captain Allen? “Everyone here is handpicked and you can see that in the staff’s dedication. You ask for something and before you return to your desk, you have it!”

I want to thank Colonel Karsten Heckl, Colonel Bradford Gering, and Captain Kelly Allen for taking time out of their exceptionally busy schedules to speak with me. In addition, I want to thank Captain Karl Wethe for providing me great insight when writing this article. After speaking with these Marines, I can see why MAWTS-1 is unique and special squadron.

Lastly, special thanks to the Public Affairs staff at MCAS Yuma. Over the course of several weeks and having to enduring my phone calls and emails, Captain Staci Reidinger, Corporal Jolene Bopp, and Corporal Aaron Diamant made not only my WTI experience happen, but they secured me opportunities to get the full experience of WTI, including aircraft flights, interviews, and a ring side seat the Noncombatant Evacuation Operation. These Public Affairs Marines are definitely world class and second to none.

SEATTLE— Santa Claus ditched his sleigh Saturday and flew in a 1952 de Havilland Beaver.

Santa and Mrs. Claus fly past the Seattle Space Needle. (Photo by John Harrell)

The Jolly Christmas icon arrived at this city’s Museum of Flight aboard a restored single-prop aircraft dubbed “Santa One,” greeting eager children and their parents with Mrs. Claus on a visit from the North Pole.

Santa decided to travel by plane instead of his traditional sleigh because his reindeer are unavailable during daylight hours, he said, and also because they need to rest for next week’s midnight marathon around the world.

“Rudolph and Dancer and Prancer and the rest, they’re resting up because they’ve got a big night” on Christmas Eve, he said.  “And it’s daytime, and they can’t fly in the daytime,” he said.

Santa waves to his adoring fans. (Photo by Jeremy Dwyer-Lindgren)

Santa and Mrs. Claus had smooth sailing on approach to runway 13-R at King County International Airport (KBFI, “Boeing Field”), whose tarmac abuts the museum, on a chilly, partly-cloudy morning.  The clear air afforded the Christmas couple wide views of the Puget Sound region on their approach past downtown Seattle and the Space Needle.

Santa Claus is familiar with Seattle from the air, since he sees the city from his sleigh once a year.  But a mathematical analysis by NYCAviation suggests that his customary airspeed on Christmas Eve is far faster than the Beaver flew en route to the museum, in order to allow him to visit the countless houses of the world in a single night.

Santa One passed by the downtown core at only about 120 miles per hour, according to Douglas DeVries, vice chairman of the board of trustees for the Museum of Flight and the pilot of Santa One.  While that’s a minuscule fraction of the average speed of Santa’s sleigh, DeVries called it “rocket-speed for a Beaver.”

The aircraft’s 59-year history has taken it to Hawaii, the Sound region, British Columbia, and points north, said DeVries.

It was badly damaged in Hawaii while a production piece in the 1998 feature film Six Days Seven Nights, said DeVries.  The plane’s cockpit was compromised, he said, and its starboard wing had folded back toward the fuselage.

DeVries purchased the aircraft from a wrecking yard in Colorado, he said, and spent six years restoring the plane to airworthiness.  He replaced almost all of its fuselage skin, except for one piece of the original, which he retained as a memento of the plane’s former life.

He also gave it its new tail number—registry N67DN—as a tribute to the movie it had helped make, DeVries said.

Santa Claus could almost have hopped aboard the airplane in 2008 when DeVries attempted to fly it to the magnetic north pole.  DeVries’ trip was hindered by an iced-over waterway at a refueling stop, which prevented the ski-equipped airplane from landing there.  DeVries finished the 12,000-mile arctic trip, but he would have to wait to speak to the North Pole’s chief resident in person.

Such a meeting took place Saturday, with Santa and Mrs. Claus seated in the mid-cabin row aboard DeVries’ restored Beaver.  Removing their headsets, the Clauses climbed out of the plane to the welcome of their young admirers, who had turned out in scores for their arrival at the museum.

Moments later, the queue to meet Santa and Mrs. Claus inside the museum wrapped around much of the lower-floor exhibit.  Elves in bright red and green ushered children forward to meet them beneath the cut-out USAir fuselage that forms part of the museum’s collection.

Santa’s helpers had been dispatched ahead of Santa One on an advance team, said Alexa, a 14-year-old elf, while ushering the long line of children awaiting their turn with Santa.

Alexa’s presence was “part of an elf exchange program,” she said.  “I’m sent down here [from the North Pole] to make sure which kids are naughty or nice, and then I report back to Santa.”

She prefers Seattle to the North Pole.  “It’s always cold up there,” she said.  “Yeah, I like snow, but I don’t like it constantly cold.”

“My favorite part was sitting on Santa’s lap,” said Christopher, 5, of Puyallup, Wash., after his turn visiting Mr. and Mrs. Claus.

News of DeVries’ North Pole attempt in 2008 made its way to the Claus workshop, said DeVries.  “Santa heard that we were trying to get to his house three years ago in the Beaver,” which helped inspire the Claus couple’s interest in stopping at the museum, DeVries said.

“What Doug wants for Christmas,” joked wife Robbi DeVries with Santa present, “is his fuel back.”

The fuel, all 2,400 pounds of it, is still waiting to be reclaimed from the unreached stopover point, the pilot said.

Santa Claus did not immediately comment.

Santa checks out the de Havilland Beaver prior to departure. (Photo by Jeremy Dwyer-Lindgren)

Notes – Character actors Clyde Bock and Mary Jane Donaldson contributed significantly to the unfolding of this story.

SEATTLE — Entrepreneur and philanthropist Paul G. Allen announced today that he and aerospace pioneer Burt Rutan have reunited
to develop the next generation of space travel. Allen and Rutan, whose SpaceShipOne was the first privately-funded, manned rocket
ship to fly beyond earth’s atmosphere, are developing a revolutionary approach to space transportation: an air-launch system to
provide orbital access to space with greater safety, cost-effectiveness and flexibility.

The space flight revolution Allen and Rutan pioneered in 2004 with SpaceShipOne now enters a new era. Only months after the
last shuttle flight closed an important chapter in spaceflight, Allen is stepping in with an ambitious effort to continue America’s
drive for space.

“I have long dreamed about taking the next big step in private space flight after the success of SpaceShipOne – to offer a flexible,
orbital space delivery system,” Allen said. “We are at the dawn of radical change in the space launch industry. Stratolaunch Systems is
pioneering an innovative solution that will revolutionize space travel.”

Allen’s new company, Stratolaunch Systems, will build a mobile launch system with three primary components:

•  A carrier aircraft, developed by Scaled Composites, the aircraft manufacturer and assembler founded by Rutan. It will
be the largest aircraft ever flown.

•  A multi-stage booster, manufactured by Elon Musk’s Space Exploration Technologies;

•  A state-of-the-art mating and integration system allowing the carrier aircraft to safely carry a booster weighing up to
490,000 pounds. It will be built by Dynetics, a leader in the field of aerospace engineering.

Stratolaunch Systems will bring airport-like operations to the launch of commercial and government payloads and, eventually, human
missions. Plans call for a first flight within five years. The air-launch-to-orbit system will mean lower costs, greater safety, and more
flexibility and responsiveness than is possible today with ground-based systems. Stratolaunch’s quick turnaround between launches
will enable new orbital missions as well as break the logjam of missions queued up for launch facilities and a chance at space.

Rutan, who has joined Stratolaunch Systems as a board member, said he was thrilled to be back working with Allen. “Paul and I
pioneered private space travel with SpaceShipOne, which led to Virgin Galactic’s commercial suborbital SpaceShipTwo Program.
Now, we will have the opportunity to extend that capability to orbit and beyond. Paul has proven himself a visionary with the will,
commitment and courage to continue pushing the boundaries of space technology. We are well aware of the challenges ahead, but we
have put together an incredible research team that will draw inspiration from Paul’s vision.”

To lead the Stratolaunch Systems team, Allen picked a veteran NASA official with years of experience in engineering, management
and human spaceflight. Stratolaunch Systems CEO and President Gary Wentz, a former chief engineer at NASA, said the system’s
design will revolutionize space travel.

Former NASA Administrator Mike Griffin, also a Stratolaunch board member, joined Allen and Rutan at a press conference in Seattle
to announce the project. “We believe this technology has the potential to someday make spaceflight routine by removing many of the
constraints associated with ground launched rockets,” Griffin said. “Our system will also provide the flexibility to launch from a large
variety of locations.”

The Stratolaunch system will eventually have the capability of launching people into low earth orbit. But the company is taking a
building block approach in development of the launch aircraft and booster, with initial efforts focused on unmanned payloads. Human
flights will follow, after safety, reliability and operability are demonstrated.

The carrier aircraft will operate from a large airport/spaceport, such as Kennedy Space Center, and will be able to fly up to 1,300
nautical miles to the payload’s launch point.

It will use six 747 engines, have a gross weight of more than 1.2 million pounds and a wingspan of more than 380 feet. For takeoff
and landing, it will require a runway 12,000 feet long. Systems onboard the launch aircraft will conduct the countdown and firing of
the booster and will monitor the health of the orbital payload.

The plane will be built in a Stratolaunch hangar which will soon be under construction at the Mojave Air and Space Port. It will be
near where Scaled Composites built SpaceShipOne which won Allen and Scaled Composites the $10-million Ansari X Prize in 2004
after three successful sub-orbital flights. Scaled Composites is a wholly owned subsidiary of Northrop Grumman.

“Scaled is all about achieving milestones and pursuing breakthroughs, and this project offers both – building the largest airplane
in the world, and achieving the manufacturing breakthroughs that will enable Scaled to accomplish it. We are thrilled to be a part
of this development program,” said Scaled Composites President Doug Shane. “We anticipate significant hiring of engineering,
manufacturing, and support staff in the near and medium term.”

The multi-stage booster will be manufactured by California-based Space Exploration Technologies, one of the world’s pre-eminent
space transportation companies. “Paul Allen and Burt Rutan helped generate enormous interest in space with White Knight and
SpaceShipOne,” said SpaceX President Gwynne Shotwell. “There was no way we weren’t going to be involved in their next great
endeavor. We are very excited.”

Dynetics will provide the mating and integration system and the systems engineering, integration, test and operations support for the
entire air-launch system. The mating and integration system will be manufactured in Huntsville, Alabama in Dynetics’ new 226,500
square foot prototyping facility. Dynetics has been a leader in aerospace engineering since 1974. “We are excited to play such a major
role on this system. This is an ambitious project unlike any that has been undertaken and I am confident the Stratolaunch team has
the experience and capabilities to accomplish the mission,” said Dynetics Executive Vice President and Stratolaunch Board Member
David King.

Stratolaunch Systems’ corporate headquarters is located in Huntsville, Alabama.

Today’s announcement was the first public word that Allen and Rutan were back in the space business. But space has long been on
Allen’s mind. In the close of his memoir, Idea Man, published earlier this year, he hinted at his plans, writing that he was “considering
a new initiative with that magical contraption I never wearied of sketching as a boy: the rocket ship.”

Note: Today’s press conference is being webcast live at Stratolaunch.com.

For more information:

A broadcast quality video and other media material are available for download at www.stratolaunch.com.

For media inquiries: press@Vulcan.com

For Vulcan: David Postman, DavidP@Vulcan.com, 206-342-2370

For Scaled Composites: Trish Mills, trish.mills@scaled.com, 661-824-4541

For Dynetics: Janet Felts, janet.felts@dynetics.com, 256-713-5439

http://www.stratolaunch.com/

Dave arrived last Saturday and spent a lot of time around the unlimited pits, at times speaking with the crew of the ghost. We have gathered lots of images and video footage which we still need  to edit.

Our thoughts and prayers go out to all the families who  lost loved ones and the many injured who are still being treated at this time.

A  very special thank you to all the first responders both civilian and uniformed, who selflessly braved danger to assist the injured.

You are the true HEROES of the day.

For now we have posted a few links until we can get back home on Monday.

http://www.facebook.com/JimmyLeeward

 http://www2.leewardairranch.com/racing

http://www2.leewardairranch.com/racing/galloping-ghost-specs

http://www2.leewardairranch.com/racing/history/cleveland

Taken from the website.  http://www2.leewardairranch.com/about-us

Leeward Family 

First ANA Boeing 787 Dreamliner. (Photo by Nate Strong/NYCAviation)

The airplane was presented in a special livery to celebrate the occasion. The Japanese airline and the Chicago-based manufacturer both sent executives to the event, who made a handful of remarks before the airplane was rolled out of a dark hangar and into the Seattle sunlight.

“It’s a gorgeous day in Seattle and a great day to see a beautiful airplane. The first delivery airplane to ANA; the first production 787,” said Boeing VP and General Manager of the 787 program, Scott Fancher at a press conference preceding the rollout. Later Mr. Fancher continued with some oft-repeated benefits of flying the aircraft. “I know many of you know the story; twenty percent more fuel efficient. Thirty percent lower [cost] to maintain,” Fancher said. ANA Senior Vice President Mitsuo Morimoto also spoke about his excitement for the 787.

Tours of the aircraft showed off the first fully outfitted airplane. Everything seemed to be put together with a solid feel. ANA has announced that this aircraft will be, at least initially, working the short haul international market around the airline’s home region of Japan. Consequently the cabin is outfitted in a short haul international set-up featuring two classes of service; business and economy.

Initial impressions of the spotless aircraft were unsurprisingly positive. Media were even required to put rubber shoe covers to preserve the quality of the interior. Boeing’s new “Sky Interior” and the plane’s large windows made the new aircraft feel spacious. Entering the ANA plane revealed a stand-up bar. Every seat on the plane had in-flight entertainment installed, even in a domestic configuration. Economy seats were fitted with a simulated recline, meaning the bottom of the seat moved forward instead of pitching back. Media gawked at the lavatories that had windows in them, complete with the dimming system found on all windows aboard the aircraft.

This will be the first of 827 Boeing 787 aircraft on order to be delivered. Delivery dates have been delayed for five years as the novel design underwent repeated revisions. The aircraft is expected to pass FAA certification in the very near future and delivery of the new airplane we see today is anticipated for late September.

First ANA Boeing 787 Dreamliner. (Photo by Nate Strong/NYCAviation)

First ANA Boeing 787 Dreamliner. (Photo by Nate Strong/NYCAviation)

Rolls-Royce Trent 1000 engine on ANA's first Boeing 787 Dreamliner. (Photo by Nate Strong/NYCAviation)

Special livery on the tail of ANA's first Boeing 787 Dreamliner. (Photo by Nate Strong/NYCAviation)

MORE PHOTOS: First Look at ANA’s First Boeing 787, Inside and Out    (Photos by Jeremy Dwyer-Lindgren)

Original story by Nate Strong   -  Used with permission from NYCAviation.com and Phil Derner – Matt Molnar

At precisely 0830 hours I was ushered into the office of the Commanding General of the Third Marine Aircraft Wing (MAW), Tom “Stash” Conant. Major General Conant, dressed in a tan flight suit, took a minute to finish up some last minute business with his aide (Captain Aaron Bohl). I took this time to stand in awe of his office that was a wealth of USMC aviation memorabilia and definitely fitting for a Commanding General. After a moment or two, Major General Conant walked over to me and welcomed me to Third MAW. The Commanding General offered me a seat at his conference table and for the next 45 minutes we spoke about a wide variety of topics including family, hobbies, leadership, and the Marine Corps.

Major General Conant was born and raised in Jackson, Michigan. He received his Bachelor’s Degree in Business Administration from Central Michigan University. Conant is married to his wife (Beverly) of 40+ years, and they have two sons, Kevin and Andy.  Kevin is a Major in the Marine Corps Reserve and Andy is in the Alabama National Guard. When not being the Commanding General of 3rd MAW, Conant likes to play golf and watch college football (University of Michigan) and Major League Baseball (Detroit Tigers).

Major General Conant’s start as a military officer started differently than one might suspect based upon his position in the Marine Corps.  As Conant told me, “I was a poor student and not doing well in college.” College deferments were cancelled and the draft lottery was in full swing. Not wanting to get drafted, he walked over to a United States Air Force recruitment booth. In June 1971, Tom Conant enlisted in the USAF as a Command and Control Technician. As an Airman, Conant was surrounded by pilots, most of whom were two and three combat tour veterans from Vietnam. Fascinated with aircraft, Tom tried to get a commission and fly for the Air Force.  However, due to the lack of Command and Control Technicians, he couldn’t get a release. The Air Force’s loss was the Marine Corps gain. Conant was able to secure an “Air Contract” with the USMC. General Conant attended Platoon Leaders Class (PLC) in 1975 and ironically, two of Conant’s PLC classmates also became generals (Robert B. Neller and Dennis J. Hejlik).

After PLC, Major General Conant attended basic flight training at Naval Air Station Pensacola, Florida. Tom did well in flight school he told me, “Bev and I just had a new baby and a fixed wing jet slot would have required two moves. A rotary slot would only require one!” This, coupled with Conant’s fascination with helicopters, helped make his decision.

In basic flight school, Conant flew fixed wing trainers and “did very well.” Conant admitted that when he transitioned to rotary wing and started flying the TH-57 Sea Ranger (the Navy version of the Bell Jet Ranger) “it wasn’t clicking!” It wasn’t until he began flying the Huey that piloting a helicopter began to “click” for him. When he graduated from flight school, Conant selected the AH-1 Cobra and the rest, as they say, is history.

While we were on the topic of helicopters, I took a moment to ask the general to compare and contrast the Cobras he flew verses the Marine Corps newest Cobra – the AH-1Z. During his career, Major General Conant has flown literally every Marine Corps version of the Cobra, starting with the AH-1J Sea Cobra up through AH-1Z Viper. Conant said the Viper is an incredibly advanced helicopter and will be exceptional in the Cobra’s mission of Close Air Support. He added that of all the Cobra models he has flown during his 35 year career, the Sea Cobra is his favorite. “The “J” model was very light and because it only weighed 10,000 pounds (compared to the AH-1Z at 17,500) it was very fast!”

Captain Tom “Stash” Conant WestPac Deployment HML-267 Stingers (October 1984-May 1985).

HML-267 Squadron picture (October 1984-May 1985).

Captain Conant (in background) walking off the ramp (October 1984-May 1985).

I asked Major General Conant, as a young Second Lieutenant flying Cobras in the late 1970s to your current position of Major General – Commanding General of the Third Marine Aircraft Wing (who is about to get promoted to Lieutenant General) how did you get here?

His answer was short and to the point – “The Marine Corps got me here!”  Major General Conant further explained that he was fortunate to work an array of assignments and commands during his career, some flying and some not. He added that he might not have chosen these assignments and commands had the decision been up to him, but it were these duties that helped get him to this point in his career. These wide varieties of assignments and commands included being stationed on the east and west coasts, ship deployments, various staff duties, USMC Amphibious Warfare School, Marine Corps War College, USMC Command and Staff College, and Aide to the Commander of the Atlantic Marine Forces.

Another experience that the Commanding General credits to his success is when he left the Marine Corps to explore the business world in 1980-1981. His wife Bev knew within months that Tom was a Marine and would be returning to the USMC sooner than later. Conant returned to the Marine Corps within 12 months.

Major General Conant continued by saying there was nothing magical about how he got here. I asked if he thought his leadership potential was recognized early in his career and was that why he received such a diversity of duties. Conant simply said, “no” and added that there is not “one story” about how we got here in terms of a career path.

What did help mold Major General Conant’s leadership principles, was being inspired by such legendary Marine Corps leaders as General Alfred Gray (29th Commandant of the Marine Corps) and Lieutenant General William M. Keys (retired as the Commander, U.S. Marine Corps Forces – Atlantic). What made these leaders inspirational to Conant were their attitudes towards the Marine Corps. For Gray and Keys it was “about the institution” and “doing right about the United States Marine Corps.” It is this type of attitude and leadership that make the Marine Corps unique. Unique in that whether you are a Commanding General, a Private First Class, or anyone in between, you are a Marine first! “This is why a Marine Corps uniform has the Eagle, Globe, and Anchor above the rank” explained Conant.

In 1977, Mike Kurth (who later received a Navy Cross during Desert Storm), adjutant of Marine Aircraft Group 29, described a young Tom Conant as “quiet competence.” Conant, a humble man, that knows how to get the most from the Marines under his command.  “Know your mission, know your job”, and using the New England Patriots Head Coach Bill Belichick’s attitude “do your job” has been Conant’s motto. Major General Conant went on to say that he doesn’t want Marines worrying about the “other Marines” job. If everyone does their job, worrying about another Marine doing his job is a moot point. Conant also shared another one of his leadership principles and that was “Commander’s Intent.” Under Commander’s Intent, he simply stated his goal, “know your mission, understand the tasks required to accomplish your mission and do your job” then let his Group Commanders be Group Commanders and Squadron Commanders be Squadron Commanders. He hoped this leadership principle would trickle down to lower levels of leadership and allow commanders to grow and develop as they moved up in rank. Micromanaging his staff was something the Commanding General doesn’t subscribe to.

Major General Conant put his leadership into practice with his first command. In July 1992, Lieutenant Colonel Conant became the Commanding Officer of HMLA-167 Warriors based at Marine Corps Air Station New River, Jacksonville, North Carolina. He wanted the Marines under his command to be tough and fly at a competent level. During his command of HMLA-167 (July 1992 – December 1993), the squadron was awarded the Chief of Naval Operations Safety Award. Conant added that of all the commands he has held, The Warriors were his favorite. “The Warriors hold a special place in my heart. As a Major, it was my first as Detachment OIC and I later returned to the squadron as the Commanding Officer. I also went to Haiti and Somalia with the squadron. I was involved with a great group of young lieutenants, most of whom are now colonels and great Commanders and leaders in their own right,” Conant remembers.

A “Bunker Bunny” is a title given to those that have staff assignments when there is a war going on. Major General Conant, a self described “Bunker Bunny” said he never saw tours of duty in Desert Storm, Operation Iraqi Freedom or operations in Afghanistan, due to the timing of his assignments. Major General Conant would like to have participated in these past and present conflicts, but the Marine Corps had different plans for him. He was present for a day that changed history for America. Conant was assigned to the Pentagon when American Airlines Flight 77 struck on September 11, 2001. It is a “gap” in his career picture that has always frustrated him but he never complained about it.

With HMLA-167 being Major General Conant’s favorite command, I asked him if he has had a command that was more challenging than others. “My current command!” said the Commanding General. He went on to say, “With 17,000 Marines, 400 aircraft, and staff and resources spread out all over the world, it’s a challenge each and every day.” Despite all the challenges of commanding 3rd MAW, Major General Conant is able to fly once or twice a week. One of the many benefits of commanding 3rd MAW is being able to fly any aircraft in the wing.

With 17,000 Marines in 3rd MAW, I asked Major General Conant how he keeps in contact with the young Marines in his command. He told me he makes it a point to speak with his young Marines whenever possible. I saw this first hand several hours after our interview and again a few weeks later. Major General Conant was scheduled to fly with the Commanding Officer of HMH-361 Flying Tigers Lieutenant Colonel Douglas Glasgow. This was scheduled to be his last flight with Lieutenant Colonel Glasgow due to Lieutenant Colonel Glasgow changing assignments. When I walked into HMH-361’s Flight Equipment room, Major General Conant and Lieutenant Colonel Douglas Glasgow were putting on their flight gear. After donning his flight gear, Major General Conant then walked the room, talking, shaking hands, and passing out his personal 3rd MAW challenge coins to the young enlisted Marines assigned to Flight Equipment. I could see the smiles on the faces of these young Marines and sensed that the Commanding General’s presence and interaction with them meant something.

Major General Conant passing out his 3rd MAW challenge coins to PFC Martinez and Corporal Dodson assigned to HMH-361 Flight Equipment.

Commanding General Conant sharing a lighter moment with a few of the 17,000 Marines in his command.

I later spoke with Lieutenant Colonel Douglas Glasgow regarding Major General Conant’s leadership. Lieutenant Colonel Douglas Glasgow first met Major General Conant while stationed in Okinawa in 1999. Commanding General Conant, a Colonel at the time, was the Commanding Officer MAG 36. As a young Captain, Glasgow remembers Major General Conant letting commanding officers run their squadrons. Glasgow remembers Conant as a commander that “cared about his Marines.” “Marines are comfortable around him. He has a way about him that makes people very comfortable” said Lieutenant Colonel Glasgow.

Stash and Bullwinkle are all business as they walk to their aircraft, a CH-53E call sign “Tiger 21.”

A crew member of Tiger 21 snaps to attention and salutes the Commanding General and Squadron CO.

I mentioned to Lieutenant Colonel Glasgow that Major General Conant said he had been described as “quiet competence.” “Absolutely! I never saw nor heard of Major General Conant getting angry and/or yelling,” said Lieutenant Colonel Glasgow. “By his demeanor and leadership style, he simply has to say something in conversation and it happens. It happens not because of fear or intimidation, but because what he suggests, talks about, etc, resonates with Marines and just makes sense. Major General Conant has an innate ability to cut through the BS and provide clarity,” said Lieutenant Colonel Glasgow.

Lastly, I asked Lieutenant Colonel Glasgow how Commanding General Conant, a self described “Bunker Bunny” could become, by all accounts, such an incredible Marine Corps leader. Glasgow summed it up perfectly, “It isn’t the conflict that makes the officer!”

Major General Conant in the left seat and Crew Chief Corporal Colton Lynn (left crew window) of Tiger 21 as they depart Marine Corps Air Station Miramar.

Several weeks after his final flight with Lieutenant Colonel Glasgow, I had the opportunity to join the Commanding General on his final flight with the Commanding Officer of HMLA-169 Vipers Lieutenant Colonel Brendan Reilly at Marine Corps Base Camp Pendleton. Before their 1200pm briefing, I had the opportunity to speak with Lieutenant Colonel Reilly about the leadership characteristics of 3rd MAW’s Commanding General. I asked Lieutenant Colonel Reilly to describe Major General Conant’s self described “quiet competence.” “General Conant shows trust and confidence in subordinate leaders. His goals are clear and not ambiguous,” said Lieutenant Colonel Reilly. I asked Lieutenant Colonel Reilly how Major General Conant has become the exceptional leader he is without combat experience. He said the answer is simple, “Behavior, grooming, how you fly, conduct, flight safety, etc, doesn’t change in peacetime or wartime.”

Lieutenant Colonel Brendan “Gerber” Reilly (C/O HMLA-169) and Major General Conant brief in the Viper’s ready room.

The Commanding General meeting a few of HMLA-169’s pilots.

After their flight briefing, Lieutenant Colonel Reilly and Major General Conant walked into the Viper’s Flight Equipment room. Lieutenant Colonel Reilly quickly called “attention on deck” which was followed by an equally quick “at ease” from the Commanding General. The general then began speaking with the Marines in the room, expressing his appreciation for their work and shaking their hands. You could sense from the smiles, laughter, and conversation, that the Marines were comfortable with the big boss being “on deck” and having a few minutes with him. After speaking with his Marines, Major General Conant grabbed his flight helmet and with Lieutenant Colonel Reilly headed out to the flightline.

Marines of the Viper’s Flight Equipment get a few minutes with 3rd MAW’s big boss!

Lieutenant Colonel Reilly and Major General Conant made their way to aircraft #37. At the aircraft, they were greeted by Plane Captain Lance Corporal Stephen Baily. As the Commanding General strapped into the front seat of the AH-1W, he waved me over. “Hey Phil, see this dirt and dust, this aircraft just returned from Afghanistan,” Major General Conant told me. I could sense the pride in the Commanding General’s voice when he told me about this aircraft’s condition upon returning from combat. Pride stemmed from HMLA-169’s return home in May 2011 after a successful combat deployment in Afghanistan.

Conant and Reilly walk to their aircraft, an AH-1W call sign “Viper 06.”

Viper 06, call sign for Lieutenant Colonel Reilly and Major General Conant departed for their 60 minute flight. While on their flight, I returned to Flight Equipment to speak with the Marines who had just met the Commanding General. There I spoke to Lance Corporal Darcy Daniels. I asked Lance Corporal Daniels what he thought of Major General Conant’s visit at HMLA-169. “General Conant is a good guy. He cares about his Marines. When he shows up to Flight Equipment he is ready to fly. His attitude is “give me my gear and let’s go flying,” said Lance Corporal Daniels.

The Commanding General talking with Plane Captain of Viper 06 - Lance Corporal Stephen Baily.

Major General Conant pre-flighting Viper 06.

Stash strapping into his Cobra, his primary aircraft platform for the last 35 years.

After returning from his flight, I had a few minutes with the Commanding General. I had basically one remaining question for him and that was what does his upcoming third star and promotion to Lieutenant General bring? Major General Conant first told me about the phone call he received regarding his getting a third star. “I was at home when I was called and told to be prepared for an important phone call. Shortly, Admiral Bob Willard, Commander of the US Pacific Command, called and told me I had been selected for a third star. My response to the Admiral was I’d be honored.” Conant told me he hung up the phone “speechless.”

Plane Captain Baily directs Viper 06 to its assigned spot on the ramp.

The Commanding General passes out challenge coins to the ground crew of Viper 06.

Lance Corporal Baily receives a personal thank you from the 3rd MAW Commanding General.

When Major General Conant pins on his third star, he will become the Deputy Commander of the Pacific Command (PACCOM) and the first Marine to hold this position.  I asked Major General Conant if he sees himself becoming the Commandant of the Marine Corps. He gave me a quick, “No! I’m 60 years old and my time has passed. This is a young Marines game. Plus I want to have more time with Bev!”

Major General Tom Conant isn’t about flash, bravado, or ego. What he does stand for is being the best Marine you can be. Taking the opportunities and experiences the Marine Corps offers you, even when they don’t seem to make sense, and making the absolute most of them. Knowing your job, approaching that knowledge in a humble manner, and sharing that knowledge with those around you is what’s important. Major General Tom Conant is destined for the history books with his upcoming appointment to PACCOM. However, the self described Bunker Bunny who led his Marines with a quiet competence in his leadership style for decades, redefined Marine Corps leadership long before that.

I would like to express my sincere appreciation to Captain Aaron Bohl, Aide to Commanding General Conant, for making the time in the general’s very busy schedule for me and helping me behind the scenes to make this article and photographs possible.

An additional special thanks to Lieutenant Colonel Douglas Glasgow and Lieutenant Colonel Brendan Reilly for allowing me to be present during their respective final flights with the Commanding General and for taking the time to talk with me, despite being in the process of preparing for the Commanding General’s visit.

Lieutenant Colonel Doug “Bullwinkle” Glasgow (C/O of HMH-361) and Major General Conant.

Lieutenant Colonel Reilly poses for the last time as the C/O of HMLA-169 with Major General Conant.

From Kyle’s Facebook

• Friday, May 27, 2011 5:35 AM, EDT
5-26-11 Day 75

Amanda had a really hard day. During dressing change this morning she started bleeding really bad and they had a hard time stopping it. Her body has gotten to the point that if you touch her or even look at her wrong she starts bleeding and her blood is not coagulating. Her wounds today looked more infected then the last three days and the antibiotics don’t seem to be doing much. Her kidneys have almost completely shut down, her liver is starting to fail and she looks like she was still in a lot of pain. The doctors believe she wouldn’t make it another two weeks in time for the EpiCels much less the procedure and I have to agree after seeing her wounds. So, I made the hardest decision of my life today and put her on Comfort Care. They have taken her off most everything with the exception of the ventilator, sedation meds and pain meds. They placed her in a more comfortable position and are doing everything to make her as comfortable as possible.

I believe at this point this is what she would want me to do. I also believe if she did pull through at this point she would kill me for it, a month ago I would have said otherwise. This is a decision I never in my life would have thought I would have to make nor ever wanted too. But, I don’t want her to go through another four weeks of hell when we know it will do no good. We do not have a time table on things, most likely a day or two. I will continue to keep you all updated.

Know that she is not alone her mom, brother and his wife, my mother, myself and all of you in spirit are here with her. I feel Amanda will be very happy to see her dad, my dad and of corse Jackson again. But the hardest thing is she’s leaving us all behind, till another day.

Amanda my love, I love you with all my heart, soul and everything I am. Our life together here was supposed to be seventy years not seven, but I look forward to seeing you in my dreams every night my love.

Thank you all for your love, support and help through all this.

Goodnight and God bless,

Kyle

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Amanda passed within a day after being put on Comfort Care; and no description is better than Kyle’s.

• Saturday, May 28, 2011 3:33 AM, EDT
It is with a broken heart that I tell you that my beautiful girl Amanda passed away at 10:10 central time this evening. Beside her was her adoring husband Kyle, her mother Jeanie, her brother Matt, her sister-in-law Michelle and her devoted mother-in-law Audean.

Thank you all again for your love,

Goodnight and God bless Amanda,

Kyle

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A Tribute.

Kyle, from your friends here at PhotoRecon, and the aviation community as a whole, we are with you on this one. .

Godspeed Amanda, and God Bless you all.

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Now here is a wonderful gesture. The Wings and Wheels airshow the day after Amanda’s passing did a missing man formation in honor of this great lady!! Watch!!

Click here to view the video on YouTube.

According to Kyle Franklin on a blog created in his wife’s honor, services for Amanda Franklin are tentatively being planned for Monday June 6, Tuesday June 7 or Wednesday June 8 in Fayetteville, AR.

You can contact the author, Mark Hrutkay, at TNMark@Me.Com.