Riverside Airport is packed into the middle of suburban Riverside, surrounded by houses on all sides.  While the main runway is just large enough to accommodate a C-17, the traffic pattern still seems more like driving directions than flying.  There is something nice about the smaller, local, airshows; there is a certain down to Earth quality about them which just is not a part of the large military airshows.

The weather this year was much less than ideal, cloudy and drizzly most the day.  The weather caused the show to start late, which provided ample time to shoot the static displays.  The whole flight line was filled with static displays, many of them warbirds.  Inside the crowd line there were numerous general aviation aircraft as well as local police equipment on static display.  The show got off to a little of an unannounced start after some remote control airplanes filled the gap between the scheduled start and the actual start.  Once the wing walking and Dr. D’s Taylorcraft aerobatics got underway, there was no doubt the show had started – too bad the weather didn’t get the notice and clear the clouds out.  Shortly thereafter, Jon Melby took off in his Pitts biplane to show that the Pitts and biplanes in general are not the most current technology but are still very capable in terms of aerobatic performance.  Doug Jardine followed Jon Melby putting his much more modern Sbach 342, a big horsepower carbon fiber monoplane, through punishment – the clouds weren’t going to keep him on the ground.  This performance also demonstrated how much punishment a person can take at the controls of an airplane; modern airplanes can be designed – and often are – to be more capable in maneuvering load factors than well trained pilots.  Next John Collver took off in his T-6 “War Dog” to perform maneuvers which appeared lazy in nature after Doug Jardine’s performance – even though the maneuvers he performed are considered advanced training.

At this point a Riverside Police MD-500 helicopter put on an aerial demonstration, most of which seemed like a demonstration of helicopter performance rather than standard police helicopter flying.  The helicopter then joined in on a mock police chase around the runway and taxiways, finally picking up SWAT officers and a police dog to apprehend the mock suspect.  After all the chasing excitement, there was a reasonably large fire on the other side of the runway – a second MD-500 with a water dropping attachment came in to put the fire out.  After the fire was out, the two helicopters performed some loose formation flying.

After all the police excitement had settled down, five T-6’s took to the air to put on a formation flying demonstration.  They flew a normal traffic pattern and as they came around on each lap they were in a different formation.  While the wing walking demonstration was getting into position at the end of the runway, a L-39 Albatross came in to make a handful of reasonably high speed banana passes for the crowd before disappearing.  The schedule called for a F-16 to perform the high speed passes, but with weather delays the crowd was given a L-39 on a seemingly more flexible schedule.  By this point, the weather was starting to clear – ever so slightly.  The Just In Time Skydivers climbed to altitude while Jon Melby and Doug Jardine went back up to give the crowd another glimpse into the body-straining life of an aerobatic pilot.  The performances put on by those two were equally impressive as their earlier performances.  The Just In Time Skydivers jumped, still limited by the weather.  John Collver again took to the air, and while the maneuvers were seemingly easy I’d venture a guess there was nothing easy about them.

While John Collver was performing, the distinct sound of jet engines a long way down the crowd line could be heard.  Scanning around to see where the sound was coming from showed the P-38 Honey Bunny pushing back from the rope as well as the A-10 taxiing out.  As the two aircraft taxied out for the heritage flight, the crowd got a glimpse of the ultra-rare P-38 Lightning.  The A-10 and P-38 spent a fair amount of time forming up on their own and working out the details of the heritage flight, in the meantime Tim Weber went up in his Geico-sponsored MXS to give Doug Jardine a run for his money in the aerobatic sense – Tim’s performance did not disappoint.  The A-10 and P-38 performed their heritage flight, with each aircraft putting on a little something special at the end of the heritage flight.  As the heritage flight landed and pulled off the runway, a group of warbirds commenced their takeoff roll.  The group included a Hellcat, Bearcat, Wildcat, and a Mustang.  The flight of four took up an orbit around the airport, all nearly evenly spaced for a seemingly continuous sound of glorious piston engine power.  This spacing allowed for excellent photo opportunities of all the airplanes, never having to compromise and decide quickly which aircraft to shoot.  The Mustang seemed to be lagging behind the group of Grumman cats, setting up for an awesome pass; the mustang came in for a low firewall pass much like a pilot would do down a German airfield during World War II.  The whole experience was amazing, especially the sound of the Merlin engine.

Depending on how you look at it, the last performer in the show or the first departure of the show was the C-17.  It was really amazing to see such a large aircraft on the runway after so many smaller aircraft had been flying throughout the day.  The C-17 was so large, it had to back up the crosswind runway to the main runway, and then back up the main runway to the approach end.  There was not enough room at the airport for the C-17 to taxi around like a normal airplane.  The C-17 didn’t even hold the brakes to wait for the four Pratt PW2000s to spool to full speed, the acceleration was nothing dramatic, a slight pull back, and the behemoth took to the air.  A couple passes later and the C-17 was headed back home to March ARB, just a couple miles away.  As is the case with most airshows, there is a push to get home after the show is over so sticking around after the show “ends” is quite the treat to see all the static aircraft leave.  The Cessna 195 you were admiring on the ground has to takeoff and return sometime, might as well see it take off, right?  Occasionally the pilots would come back around after taking off for another pass or two; the Lightning based at Chino had only a five minute flight home and if you were up in a P-38 you’d take two more trips through the pattern too.

Overall the Riverside airshow was a fun time, even if the weather was less than ideal. I’ll be going next year for sure; there are just too many cool things to see at this show.  Thanks are due to all the people who worked to make the Riverside airshow a success.

By Matt Shinavar

The smell of jet fuel still lingers in the air at NAS El Centro following the conclusion of the first major air show of 2012. The first show brought delight to many after what had been a difficult off season that focused more on teams cutting back rather than building up budgets. The air show austerity forced the shutdown of most of the Air Force singe ship demo teams of A-10 East & West, F-16 teams Viper East & West and the F-15 Strike Eagle.

But the heartaches of the off season weren’t enough to stave off throngs of fans like Mike Webb from Tennessee. Mike and his wife, Fran Webb comes down a week early for the show to watch as the Blue Angels prepare for opening weekend. The Blue Angels traditionally kick off their air show season here at NAS El Centro as it is their practice prior to the actual season start date.

Many of the off-season changes brought ushered in some old faces in new roles. Former A-10 West Demo Pilot Joe “Rifle” Shutterly, who was here with his team, Rifle Airshows and sponsor Aviation Solutions, made his season debut in El Centro. He will be flying an RV-8 that features a very unique registration of N76540, which the original builder had come up with as a way of remembering each aircraft he had flown in the military, starting with the 7 is for A-7, 6 – F106, 5 – F5, 4 – F104 and 0 represents the F-100 and the A-10.

This year’s NAS El Centro show also featured Tim Weber, who has acquired an entirely new aircraft with a sleek blue and yellow Geico paint job for the season. The new scheme will be sure to catch the eyes of air show followers across the country this year.

Spencer Suderman, making his season debut with his friend Bill Cornick was also at the show racing each other around the airfield and showing the fans what planes with props can really do.

Making his air show debut was Torrey Ward, who will be flying a Glasair III for the 2012 season sponsored by ONE Coconut Water. He was treated to a nice cool bath following his landing by Joe and Spencer.

As the anticipation builds toward the closing act, the Blue Angels, under the command of Captain Greg McWherter for the 4^th year. He is joined by two new pilots in the diamond this season, Lieutenant John Hiltz who will take the right wing in the diamond formation, along with Captain Brandon Cordill who will take the left wing. Flying the slot position this season will be second year pilot Major Brent Stevens.

The two solo pilots are Lieutenant CJ Simonsen and Lieutenant David Tickle. Simonsen joined the team in 2010 as narrator, flew the 2011 season as opposing solo, and this year will be flying the #5 or lead solo. Tickle was the narrator last year and will be flying the #6 or opposing solo this year. This year’s is Lieutenant Mark Tedrow; a new addition.

If you have never been to or seen a Blue Angels show, you are sure to be in for a shock at how these six pilots are so precise while performing maneuvers that you would never expect to see. From a slow nearly stalling the aircraft type pass known as the high alpha to the sneak ones that scare many who never see the plane coming with its full afterburner engaged.

As the noise settles over the NAS El Centro Valley, the roar of the jet engines and smoke of all the acts moves on to new venues all across the country sure to excite fans everywhere!

PhotoRecon would also like to send a special thanks to Captain Mark Hubbard who was flying the Bearcat for some special access on Friday Night following the Blue Angels Pep Rally to get some great night shots of his aircraft along with the Commemorative Air Force’s Texan!

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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.

The Scottsdale Air Fair returned Nov. 5th and 6th after an almost 11 year hiatus, due to the events of September 11 2001. I remember this Air Fair as one of the best in the valley, fast jets and good people.

The 2011 Scottsdale Air Fair lived up to this. On hand were many local aircraft including the Deer Valley Warbirds, flying the Nanchang CJ-6 aircraft. They performed a flawless close formation flight with smoke and tight turns.

The Deer Valley Warbirds  are all pilots with a lot of military flying experience,with a few of the members serving as current airline captains with major US carriers. The CJ-6 aircraft are painted in eastern bloc colors with Bort  numbers  on the nose,they looked spectacular performing in the clear Arizona Skies.

The city of Scottsdale went all out to bring in an armada of aircraft both military and civilian, all this done while the airport remained open for normal flights. One of the most unique aircraft on display was the Red Tail P-51,  painted to honor the Tuskegee Airmen who fought color barriers in World War II to fly as fighter pilots in combat. This aircraft is making its way across the country with the CAF Red Tail Squadron Rise Above  Traveling Exhibit.Visitors to the display could enjoy the moving Rise Above Experience and then take a ride in the flight simulator. The tour is a must see,check them out at http://www.redtail.org

This year’s show featured 3 F-18 Super Hornets from VX-9 China Lake,CA .  The Marines sent several helicopters from HMLA 367, one AH1W Super Cobra, AH1Z Viper and a UH1Y Venom, along with a classic CH46E (FROG) from HMMT 164.

Two of the  Super Hornets performed a demo flight, albeit on the low side of its performance level.  Considering the noise abatement procedures in the area it was still good to see 2 super bugs over Scottsdale.

One surprise of the day was a VFA -122 Super Hornet that landed and parked near the other military static display aircraft.  The events continued into the evening including  a dusk hot air balloon lighting and a concert by the the Bellwethers. http://www.facebook.com/pages/The-Bellwethers/74633715834

The show was a great success and one can only hope that this event will take place for many years to come. I would like to personally thank Alexandria Pierce and the entire staff of the Scottsdale Air Fair 2011.

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On October 8, 2011, Photorecon had the opportunity to attend the 2011 Holloman AFB open house, the Legacy of Liberty air show.  Any air show at Holloman AFB holds a special place in my heart.  As a young man growing up in central New Mexico, Holloman AFB was the first air show I attended; the early trips out to the Base fostered a lifelong interest in aviation that developed into a passion for aviation photography.  This was the base at which my mother and father gave me my first camera, a Kodak Instamatic 110.  My father was a construction supervisor in New Mexico working close to the base; sometimes I would tag along. On many occasions we would stop for lunch to  watch daily flight operations. This was around the time the 49^th Fighter Wing was transitioning from the mighty F4 Phantom to the very modern (at the time) F-15 Eagle.

I attended the first air show to feature the new F-15 and one pilot,  let me sit in the cockpit of a fresh-off-the-production-line Eagle. I cherish those memories; heading out to the show on Saturday, with my 80-years-young mother in tow, (yes that’s Mom in the pics) brought back many fond memories of those wonderful times.

The 2011 Legacy of Liberty air show was a wonderful way to showcase the dedication and professionalism of the men and woman serving at Holloman. Flight performances that day included the following:  Tim Weber -Geico Extra 300s; Robert Pezhold -L-39-C; John Klatt -ANG Extra 300L, F22 & B2 Flyby, Tornado Demo with air-to-air refueling display; Herb Baker -T-28 “DITTO”; Dan Buchanan’s Flying Colors Airshows; Greg Coyler -Lockheed T-33, Pacific Prowler   B-25 Mitchell Bomber,  F-16 Viper EAST Demo Team, A surprise B-2 Fly over , Matt Younkin-Twin Beech 18, F-4 Phantom II Demo and Heritage flight;  eventually followed by a wonderful display of the USAF Thunderbirds.  The flying portion of the show was complimented by a fully-stocked ramp of static display aircraft ranging from a Grumman Albatross to the F-22 Raptor. BAE Systems Hawk Advanced Jet Trainer Road Show made an appearance, displaying a fully-loaded 18-wheeler for the public to tour and 2 RAF Hawk AJTS trainer aircraft. Although the HAWK Aircraft did not fly a demo, I did get to fly the HAWK AJTS simulator. I would also like to thank the BAE staff, for providing us a full briefing on this unique aircraft that very well could be the future of USAF pilot training.  The 301st fighter Squadron known as the “KATS” had a few Raptors on display. I only wish it could have been a red tail raptor, as the 301st  is well know as an original RED TAIL sq. dating back to WWII.

Making all this access possible and providing a secure, elevated photo platform to shoot from was the wonderful Holloman PAO staff. Every year they go out of their way to accommodate us and our media requests.

A special “thank you” goes to Mr. Arlan Ponder and the Holloman PAO  staff; you guys are the best.

Here is a  bit of  Holloman AFB history.,

Holloman AFB is located in New Mexico’s Tularosa Basin between the Sacramento and San Andreas mountain ranges.

One visit to the area and you will understand why New Mexico was named “The Land of Enchantment” and why Holloman is still a major front line ACC base and training location for pilots from around the world.

Holloman history dates back to 1942 with the establishment of Alamogordo Army Air Field, originally slated as a base for the RAF British Overseas Training program. This all changed with the events of December 7, 1941. US military leadership viewed the base as a prime training location to train its own pilots. From 1942-1945 Alamogordo AAF served as the training grounds for over 20 different types of aircraft from the B-17, B-24 and the mighty B-29. The famous 450^th Bombardment group called the base home; this group went on to serve in nearly every major combat operation in WWII. The 450th earned two distinguished unit citations, along with 11 campaign credits.

After WWII the base’s future seemed uncertain. In fact, rumors abounded concerning the closure of the site.  In 1947 Air Materials Command announced the field would become a major test site for pilotless aircraft, guided missiles, and other research aircraft. On January 13, 1948 the base was renamed Holloman Air Force Base, in posthumous honor of Colonel George V. Holloman, a pioneer in guided missile research.

For the next 25 years, the site became known as the Holloman Air Development center and later, the Air Force Missile Development Center. Holloman launched many missiles including the Tiny Tim (the first Army rocket) ,the Rascal, Aerobee, Falcon, Mace and Shrike.

The Holloman research legacy continued through the1950’s and ‘60s, as many history making events took place at the base.  In 1954, Lt. Col.(Dr) John P. Stapp received the nickname “Fastest Man on Earth” when he rode the Sonic Wind No.1 to a speed of 632 mph. Additionally, Captain Joseph W. Kittinger  stepped out of an open balloon gondola at 102,800 feet on August 16, 1960, to test high-altitude bailout techniques. Capt Kittinger’s jump lasted 13 minutes and reached a speed of 614 miles per hour. That Jump broke 4 world records: Highest open gondola manned balloon flight, highest balloon flight of any kind, highest bailout and longest free fall.  Col. (Joe) Kittinger has since become a personal friend of my brother Steve “Dr Sky” Kates. We have had the honor to meet and talk with Joe Kittinger at his home in Florida. Hearing firsthand the details of  his  high altitude bailout was living history at its best.  Another noteworthy event took place at Holloman, on November 29, 1961:  Enos, a chimpanzee, trained at Holloman’s Aero-Medical Laboratory. Enos went on to be the first U.S. chimpanzee specimen launched into space.

A new era began at Holloman in July 1968, with the arrival of the 49^th Tactical Fighter wing, flying the F-4D Phantom II.  In 1977, the 49^th transitioned to the F-15 Eagle, and the eagle ruled the roost at Holloman until April 1992 when the 49^th transitioned to the F-117 Night Hawk Stealth Fighter.  Night Hawk operations continued until June 2008 when the 49^th once again transitioned to a new Air Superiority Fighter, the F-22 Raptor.  In addition, Holloman is home to the German Tactical Training Center (GAF TTC), activated as a tenant unit in 1996. Today the Germans fly and train in the Panavia Tornado aircraft.

The 49^th Fighter wing and associated units based at Holloman make up the cutting edge of today’s United States Air Force.  The wing provides combat-ready Airmen, F-22 Raptors, and trains MQ-1 Predator and MQ-9 Reaper pilots and sensor operators. Additionally, the wing delivers Air Transportable Clinics and Basic Expeditionary Airfield Resources while providing support to more than 17,000 military and civilian personnel to include German Air Force Flying Training center operations. Holloman personnel also assist White Sands Missile Range personnel in supporting the White Sands Space Harbor as an alternate runway for past NASA space shuttle missions. The space shuttle Columbia landed at WSSH March 30, 1982 and 1,400 Holloman personnel supported that landing.

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Weather Grounds Much of NAS Oceana’s 2011 Air Show

The 2011 NAS Oceana air show was a roller coaster full of ups and downs… though no fault of the organizers and participants.  Tropical moisture invaded the Virginia Beach area, and remained a major impediment to flying for the entire weekend.  During Friday afternoon’s practice show, dark and foreboding thunderstorms raced just north of Apollo Soucek Field.  The storms crept closer, finally affecting the airport as the Blue Angels were in the middle of their practice show, and ultimately deluged the grounds only a few hours before the evening’s twilight show was to commence.  Amazingly, there was a break in the rain, and a limited evening air show occurred.  A vivid rainbow appeared for a moment across the city of Virginia Beach, too.  The skies remained waterlogged, and a rare “vapor show” by the Blue Angels’ C-130 (Fat Albert) at sunset gave room to be optimistic, although the weekend’s weather forecasts  weren’t calling for  ”prime” conditions.

Saturday morning, an elderly C-9B Skytrain II and a modern Boeing C-40A Clipper were to open the show with a series of fly-bys.   Although the morning dawned with a high ceiling and decent visibility, conditions deteriorated soon after sun rise, and ugly, low-based clouds rolled in before the flying was to commence.  The decision was made to have each jet make an IFR approach to allow it to pass in front of the crowd.  Both crews performed a PAR approach to get below the cloud base, perform a touch and go landing, and then depart the area.  The air show operations personnel and announcer Rob Reider somehow patched ATC’s PAR frequency into the show’s public address system, and the spectators had front row seats to listen to both jets being “talked down” through the PAR approaches, complete with some “edge of your seat” audio from ATC (“well right of course, correcting…”, “on course, on glide slope”, and so on…).  Both jets’ landing lights came into view just short of the runway, exactly on course for their touch and go.  The synergy of sight and sound proved to be quite entertaining, and offered a bit of intrigue as one wondered where you’d first see a jet break out of the clouds.

Soon, rain began to fall, and for the rest of the weekend, intermittent stretches of flyable weather gave way to rainy and misty conditions, with lots of low scud in the area.  As safety was paramount, there was much coordination between the air boss, base weather officials, and performers as to what the next 30 minutes worth of weather would bring… such as if there was any lightning nearby or heavy precipitation on the doorstep. Some acts did fly, although the airfield attack sequence and fleet flyby were cancelled on Saturday.  All was not lost though, for a few of the pilots in their solo jets were able to fly (Air Force F-16, Marine Harrier, and Navy F-18 Hornets), and some serious vapor was squeezed from the air.  If you dared to expose your camera to the elements, some great opportunities for action photos were present.

The static display ramp was rather full, containing aircraft ranging from a triple-kill New Orleans-based ANG F-15C and various Centennial of Naval Aviation “throwback” schemed planes to local flying schools’ civilian aircraft.  Representatives from most of the numerous Navy and Marine flying units based in the Norfolk and Virginia Beach areas were congregated within a long row of tents, creating a shopping mall for squadron memorabilia.  You could purchase anything from “challenge coins” to shirts, DVDs, models and a multitude of other mementos.  You could talk to a wide range of Navy and Marine service members at the same time, and even with some of the service members’ spouses who staffed the booths while their opposites were deployed around the world.

Most of Friday’s practice show and part of the evening show was completed, but the much of the remaining weekend’s flying display was curtailed.  Those pilots and aircraft that could fly gave spirited performances though, complete with loads of vapor.  Both a pro and con, for some spectators it meant getting “up close and personal” with a plane, even though it meant standing under its’ wing while waiting for the rain to stop.  For others, instead of turning their gaze skyward to watch aircraft in flight, it offered a chance to talk with the people who live and work aboard the base.  There was still a lot to do at the NAS Oceana air show, even if the flying was condensed by some up and down weather.

Ken Kula

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Thank you Ken for a Great report hope your gear is dry once again. Joe ………………………………………………………………

Hawthorne, Nevada is home to the Hawthorne Army Depot, an ammunition staging area during World War II and the largest ammunition storage site in the world.

On September 15, 1930, the Secretary of the Navy commissioned the U.S. Navy Ammunition Depot at Hawthorne, Nevada. This did not happen by accident, but an accident caused it to happen. Four years earlier, July 1926, during the same week that a fire destroyed the Hawthorne business district, the Navy’s principal ammunition depot in Lake Denmark, NJ blew up, destroying the town and killing over 50 people and injuring hundreds more. The Hawthorne Ordnance Museum commemorates the history of the Ammunition Depot and it’s mission in defending the freedom of our country.

The Small, locally-run museum celebrating all things military, focusing on ammunition from the past and the area’s munitions history. The folks who staff the Hawthorne Ordnance Museum are friendly and enthusiastic about their collection. My favorite parts were the old newspaper front pages on important historical dates, and the drone helicopter on loan from its manufacturer.

Hawthorne Ordnance Museum commemorates the thousands of Military, Civil Service and Civilian Corporate Personnel that have made significant, and even the ultimate contribution in defending the Freedom of this Great Nation.

The coolest thing I found there was a U.S. Navy’s QH-50 DASH Weapon System (Drone Anti-Submarine Helicopter) built and managed by the Gyrodyne Company of New York. It was the Military’s first UAV from what the volunteer at the museum told me.  They also have a helicopter under restoration outside. It sure looked like a Piasecki H-25 “HUP”.

I was traveling from Las Vegas to Reno, Nevada and thought I’d drive this region of the country for the first time. I was surprised when I stopped in Hawthorne for gas and stumbled on this little museum on Main Street U.S.A!! If your ever in the area..stop by for an hour or two. They sure will appreciate it.

Before HMLAT-303 was established in April 1982, Marine Corps helicopter pilots received advanced aircraft training at their fleet squadron after completing basic flight training. Overtime, the Marine Corps realized that this method of training was a drain on squadron operational effectiveness. It recognized the need for a dedicated training squadron that would operate from a high tempo training syllabus to train their young helicopter pilots and enlisted aircrews. The 27^th Commandant of the Marine Corps Robert Hilliard Barrow established HMLAT-303 to “provide leadership and professional performance to set new standards in aircrew training.”

Approaching their 30^th year anniversary, HMLAT-303 “Atlas” has grown from seven Marines to almost 500 Marines and 45 aircraft. Located at Marine Corps Base Camp Pendleton and part of Marine Aircraft Group 39, 3^rd Marine Aircraft Wing, HMLAT-303 trains Marine Corps pilots assigned to fly either the Cobra or the Huey. Atlas trains approximately 100 replacement aircrews or “RAC” per year and an equal amount of enlisted aircrews. RACs include conversion pilots (pilots coming from another aircraft type), refresher pilots (Huey pilots not current in the UH-1Y), and new pilots fresh from naval flight school (referred to as “RACs”).

Currently, Atlas operates three different rotary aircraft. The UH-1Y Huey, the AH-1W Super Cobra, and the AH-1Z Cobra however, Atlas will soon be operating only the UH-1Y (Yankee) and AH-1Z (Zulu) due to the scheduled retirement of the Super Cobra.

The Bell UH-1Y (also known as the “Yankee” or “Venom”).

The Bell AH-IW (also known as the “Super Cobra” or “Whiskey”).

The Bell AH-IZ (also known as the “Zulu” or “Viper”).

HMLAT-303 is a unique squadron. It’s the largest squadron in the Marine Corps, yet never deploys to combat. Despite its uniqueness, HMLAT-303 shoulders the incredible responsibility for training the Marines who will populate the future community of Light Attack. I wanted to see this squadron in action, meet the men and women who make up its ranks (both enlisted and commissioned), and experience the training of Marine Corps Light Attack aircrews. I made a request and was granted permission to spend three days with Atlas while they were “deployed for training” or DFT at Naval Air Facility El Centro (NAFEC).

In May 2011, HMLAT-303 took 200 Marines and 12 aircraft (a combination of AH-1Ws and UH-1Ys) to NAFEC. While DFT, Atlas would conduct day and night flights that included area familiarization flights, live fire day and night shoots, and low level navigation.

I arrived at hanger three at NAFEC at 4:00pm and met Major Paul “Goose” Gosden the squadron’s Public Affairs Officer as well as the squadron’s senior UH-1Y instructor pilot. Major Gosden gave me a tour around the hanger and ramp and then it was time for him to prepare for his night training flight. At 6:00pm, Major Gosden had a section briefing (pilots of a given flight briefing together) for a two ship (two UH-1Ys) live fire night shoot.

In the briefing room were Major Gosden’s “conversion pilot” – Major Jason Heuer and their flight leader for the night flight – Major Trey “Grinch” Smith and his “conversion pilot” Captain Seth Jerue. Major Heuer and Captain Jerue are experienced UH-1N pilots who are transitioning to the Yankee model Huey and will also be UH-1Y instructor pilots in Atlas. Major Smith started off the briefing by saying he and Major Gosden would get the students thoughts and perspectives based upon their briefing and then provide feedback based on the information contained in their briefing.

Captain Jerue started off the briefing with information on weather, ingress/egress routes, the range, communications, ordinance to be used (2.75 inch rockets, mini gun, and .50 caliber), location of friendly forces on the ground, and shoot/don’t shoot rules of engagement. This was Captain Jerue’s first night live fire rocket shoot in the Yankee and his briefing covered the minute detail of the training flight.

After Captain Jerue’s very detailed briefing, Major Smith asked follow up questions and provided some additional learning points on the briefing. One of the learning points was “make an early decision.” I later asked Captain Jerue what this meant to him. “Basically, it is having everything in the cockpit squared away before you ingress on a target so you can focus on the attack” said Captain Jerue.

After the section brief, I remained with Majors Gosden and Heuer while they conducted their own briefing also called a “cockpit briefing.” Major Gosden started the briefing with his initial expectations, procedures, and an emphasis on emergency procedures, and shoot/don’t shoot rules of engagement. Major Gosden had a saying “if it doesn’t look right, smell right, and/or feel right” it probably isn’t. He emphasized that regarding in-flight emergencies it is better to stay ahead of the aircraft and “fight it on the ground.” He talked about “no fast hands” in the cockpit meaning he wanted his student to talk about what they were doing before they did it.

Tonight’s flight would be called “Grinch Flight.” Major Smith would be flying with the call sign “Atlas 05” and Major Gosden’s as “Atlas 23.” A flights name is derived from the lead pilot’s call sign. An aircraft’s call sign is a combination of the squadron’s name (Atlas) and the Helicopter Aircraft Commander’s (HAC) “rocket” number. A rocket number is a two digit number assigned to each pilot while they are in the squadron.

Both briefings took almost 90 minutes and three times that long for the student pilots to actually prepare for. In fact, for a one hour “Time on Station” live fire night flight it takes many more times that amount of time to prepare for (from pre-flight briefings to debriefing).

Major Jason Heuer and Captain Paul Barron discuss the pre-flight inspection of their UH-1Y.

Captain Paul Barron inspects the tail rotor of his “Yankee.”

Sergeant Lee preps the GAU 16.

Student Crew Chiefs Lance Corporal Trevor Brown (left) and Lance Corporal Nick Edwin assist in the pre-flight of Atlas 23.

Major Paul Gosden (left seat) and Major Jason Heuer prepare for takeoff.

Lance Corporal Trevor Brown moves the fire suppression equipment before “Atlas 23” departs.

After the briefings aircrews started towards their aircrafts. My escort while on the ramp tonight was Lance Corporal Justin Blakeley. Lance Corporal Blakeley is 20 years old and a Plane Captain on the AH-1W and the Yankee model Huey. As a Plane Captain, Lance Corporal Blakely is responsible for ensuring the aircraft is ready to launch. Ground crews, like Lance Corporal Blakely routinely work ten to twelve hour days and by all accounts are instrumental in keeping these combat aircraft flying. They examine mechanical discrepancies and other issues and have the ultimate responsibility on whether or not an aircraft will fly or be grounded. The decisions a 20 year old Plane Captain makes can be directly related to whether or not an aircrew returns from a mission. These young Marines are entrusted with an incredible amount of responsibility. These responsibilities include telling a commissioned officer that he (Plane Captain) is grounding their aircraft and holding to that decision.

I asked Lance Corporal Blakeley what has been his key to success in the United States Marine Corps? He told me the Marine Corps is a complex organization with “a lot of moving parts” and being respectful and using common sense can go a long way.

Plane Captain Lance Corporal Justin Blakeley opens the engine compartment on a AH-1W that just landed.

Plane Captain Lance Corporal Justin Blakeley ties down the main rotors of a Super Cobra.

Grinch Flight departed the ramp at 7:40pm, taxied over to the combat arming and loading area (CALA), and departed NAFEC at 8:40pm. They would arrive on station at the range at 9:00pm, conduct a 60 minute live fire night shoot, and return to NAFEC. Once back at NAFEC, they would de-arm at the CALA by 10:30pm, arrive back on the ramp by 11:00pm, and then conduct a debrief.

While Grinch Flight was on its training mission, I had time to talk to the Marines that were assigned to Flight Equipment. Flight Equipment is responsible for issuing aircrews their required flight gear, such as the latest generation flight helmet used on the Yankee and Zulu (Topowl Helmet Mounted Sight and Display), survival vests, and other miscellaneous flight equipment. In charge of Flight Equipment tonight was Sergeant Stephen Nixon of Hemet, California. Sergeant Nixon has been in the Marine Corps for six years. I asked Sergeant Nixon what he loved most about the Marine Corps and he told me “I love being enlisted. It’s earned respect.” Also working in Flight Equipment tonight was Corporal Patrick Case of Dallas, Texas, a Marine for the last four years and Lance Corporal Anthony Woodward, Sonora, California, a Marine for two years. I asked Corporal Case and Lance Corporal about their Marine Corp experiences. “It’s a great job, good experiences, great camaraderie. The officers in the squadron are always trying to help the enlisted Marines, especially with educational opportunities. The Marine Corps makes you a better man,” said both Corporal Case and Lance Corporal Woodward.

Captain Paul Barron (far right) being helped by Flight Equipment Marines Corporal Patrick Case (far left) and Sergeant Nixon (center).

Lance Corporal Anthony Woodward helps Staff Sergeant Davis with returning his flight gear.

Once Atlas 23 had landed Majors Gosden and Heuer returned their flight gear to Flight Equipment and then found a briefing room to discuss their flight. Major Heuer is currently assigned to HMLAT-303 learning to be an instructor pilot on the Yankee. As Major Gosden said during the debrief, “the left seat is a different beast.” I later spoke to Major Gosden and asked him about his comment on the “left seat.” “The left seat is a different beast for two basic reasons. First, as an instructor, you’re focused on the pilot in the right seat and to a degree not actually flying the aircraft. Second, the left seat in the Yankee is actually lower than the right seat (due to the position of the transmission and aircraft design) giving you a different perspective or ‘sight picture’ when looking outside the aircraft” explained Major Gosden.

During their annual training cycle HMLAT-303 uses approximately 2,300 2.75 inch rockets, 75,000 rounds of 20mm, 9,000 rounds of .50 caliber, and 45,000 rounds of 7.62mm ammunition. While deployed for training at El Centro, Atlas conducted 120 day and 120 night training sorties, of which there were live fire training missions during the day and night. None of these live fire shoots would occur without the Marines of Aviation Ordnance. The Aviation Ordnance department plays a vital role in the training tempo of Atlas and is responsible for weapons, ammunition inventory, loading and unloading of the aircraft weapons, and weapons maintenance.

In charge of the Aviation Ordnance shop when I arrived was Master Sergeant Keith Brown from South Carolina. Master Sergeant Brown, who arrived at HMLAT-303 in March 2011, is a career Marine with 18 years of Marine Corps service and has spent most of his career in the fixed wing community. I asked Master Sergeant Brown what makes HMLAT-303 different when compared to other squadrons. He said, “Our role is important because we are getting aircrews ready for their Victor squadrons” (A “Victor” squadron is another name for a fleet squadron). I asked Master Sergeant Brown about life as a Marine and the young Marines he supervises. He told me you have to have a “passion and love for our country” to be a Marine. These kids coming into the Corps today are much smarter than past generations and are here because they want to be here. According to Brown, “the days of JJ Jarhead are gone. These young Marines are very responsible, dedicated kids.”

I also spoke to Sergeant Heather Ambute, a Marine for 12 years with several combat tours under her belt. Sergeant Ambute is an Aviation Ordnance Marine and has done so since she enlisted in the Marine Corps in 1999. Sergeant Ambute came to HMLAT-303 six months ago after serving with various CH-53 squadrons. As I have asked several other Marines, I asked Sergeant Ambute how HMLAT-303 compares to other fleet squadrons. “The HMLAT-303 Marines have a get it done attitude” said Ambute. Sergeant Ambute told me she is still adjusting to “not seeing an end state or end results” as she did with her other fleet squadrons, but finds it rewarding to be training young Marines in Aviation Ordnance. She added, “I enjoy always being the little sister and knowing I will always have my big brothers.”

In addition to Aviation Ordnance Marines working in the hanger based shop, they also are responsible for loading, arming, unloading, de-arming, and maintaining munitions inventory in an area known as the Combat Arming and Loading Area or CALA. Aircraft don’t leave the ramp armed, although they do leave with their weapons mounted and ready to be loaded. Once at the CALA, Aviation Ordnance Marines will load the aircraft according to the mission profile.

By 11:00am I was standing on the NAFEC CALA with Atlas Aviation Ordnance Marines Staff Sergeant Ethan Adams from Bakersfield, California (a Marine for 13 years), Sergeant Tim Nelson from Fort Smith, Arkansas (a Marine for six years), Corporal Dan Quinn from San Diego, California (a Marine for four years), Corporal Matt Luc from Rochester, New York (a Marine for five years), and Lance Corporal Leslie Harris from Shawnee, Oklahoma (a Marine for two years).

The first flight of two Atlas Cobras arrived at the CALA at 11:30am. Once at the CALA, AH-1W aircrews shut down and secure their aircraft before Aviation Ordnance Marines would start loading ammunition. Today’s Cobra mission load outs were 2.75 inch rockets and 20mm cannon ammunition. First to be loaded was the 20mm cannon. The AH-1W has an M-197 three barrel Gatling cannon that fires 650 rounds a minute by way of linked ammunition via a magazine. The 200+ pound magazine took three Marines to muscle it into the magazine storage compartment, located underneath the pilot and co-pilot seat of the aircraft. Once the 20mm magazine was in place, one Marine is responsible for getting ammunition into the feed chute and preparing it to be armed.

The first Atlas Cobra being flown by Captain Todd “Cash” Shuck (backseat) and First Lieutenant Matt Tiemann arrives at the Combat Arming and Loading Area (CALA).

Captain Shuck and First Lieutenant Matt Tiemann tie down the tail rotor before Ordnance Marine load their AH-1W.

Aviation Marines (clockwise) Corporal Dan Quinn (nearest helicopter with Camelback on), Lance Corporal Leslie Harris, and Corporal Matt Luc muscle the 200 plus pound 20mm ammunition drum into a HMLAT-303 Cobra.

After loading the 20mm Gatling cannon, Aviation Ordnance Marines loaded the rocket pods. Each AH-1W today was carrying two 2.75 inch rocket pods (each holding 19 rockets). Each rocket weights approximately 70 pounds and is manually loaded onto the Cobra’s rocket pods.

Corporal Quinn carries a 2.75 inch training rocket to one the Cobras two 19 round rocket pods.

Sergeant Tim Nelson loads a 70 pound 2.75 inch rocket into Captain Shuck’s Cobra.

Corporal Matt Luc carrying a 2.75 inch rocket from the storage rack to an Atlas Cobra.

The final stage before the aircraft departs for the live fire range is for it to be armed. Even after being loaded, the weapons systems are not able to fire. After being loaded, aircrews return to their aircraft and hover taxi over to the arm/de-arm area, several 100 yards from the loading/unloading area. Once at the arming area, the pilot and co-pilot will hold their arms over their heads. This indicates to the Aviation Ordnance Marines that the pilot’s hands are off any weapon system triggers thus eliminating the possibility for having an accidental discharge in the arming area. With rotor blades spinning, Aviation Ordnance Marines climb underneath and around the aircraft arming the various weapons systems. Once armed, pilots will get a “thumbs up” from the Aviation Ordnance Marines and then depart.

An Aviation Ordnance Marine arms the 20mm Gatling cannon.

Corporal Harris gives a “thumbs up” to Corporal Quinn who gives hand signals to Captain Shuck and First Lieutenant Matt Tiemann indicating their Cobra is armed and ready.

Lance Corporal Harris hustles away from an AH-1W after arming the 2.75 inch rocket pod.

When this flight of two Cobras returned, the process is basically reversed. Aircraft returning from live fire ranges, first land at the arm/de-arming area so their weapons can be made safe. In the event aircraft returns out of ammunition or “Winchester,” the Aviation Ordnance Marines simply “safe” the weapon systems and the aircrew is able to taxi back to the ramp and skip the unload process. No one appreciates a “Winchester” aircraft more than Aviation Ordnance Marines. A Winchester aircraft means that there is no unloading of a 200+pound 20mm magazine, counting each 20mm round for re-inventory and/or removing 70 pound 2.75 inch rockets from the rocket pods. As tradition holds, Aviation Ordnance Marines celebrate this condition by giving the aircrew a “Winchester dance.” The Winchester dance is simply Aviation Ordnance Marines “busting a move” in celebration not having to unload ordnance off the aircraft and that the aircrew had a successful mission.

An Atlas Cobra returns with no ammunition left on board or “Winchester” prompting a “Winchester Dance” by Corporal Luc (far left), Corporal Quinn (center), and Sergeant Nelson.

Playing cards at the CALA shed is just one of the ways Aviation Ordnance Marines kill time waiting for aircraft to load and/or unload.

Aviation Ordnance Marines are also weapons system mechanics who are qualified to get weapons back in operational condition thus allowing the flight to continue and not be “scrubbed.” I saw this first hand when a failure in the 20mm weapon system was found in a Cobra. While loading the 20mm ammunition “feeder,” Lance Corporal Harris discovered the “feeder” was broken. The feeder was quickly removed and Corporal Quinn began to repair it. In very short order, it was determined that the feeder wasn’t repairable at the CALA. After the Aviation Ordnance Marines conferred with the aircrew, the decision was made to replace the feeder back in the aircraft and because the mission was a rocket shoot the mission could continue.

Lance Corporal Harris discovers a problem with the 20mm feeder during the loading process.

With the 20mm feeder removed, Corporal Quinn attempts to repair it onsite.

Sergeant Nelson also tries to get the 20mm weapon system working on aircraft 451.

While at the CALA, I had the opportunity to talk with an Atlas Cobra aircrew, Instructor Pilot Captain Todd “Cash” Shuck and his student pilot First Lieutenant Matt Tiemann. Captain Shuck and First Lieutenant Tiemann were waiting for their aircraft to be loaded and wingman, that was still on the ramp at hanger three, to arrive.

I asked Captain Shuck, a Marine Corps helicopter for the last nine years, what made Atlas different from other squadrons he has been apart of. Captain Shuck told me that HMLAT-303 gets RACs used to flying the Huey or Cobra. We get them out of the flight school mindset of basic civilian flight principles and start preparing them to “fight the aircraft.” HMLAT-303 gives RACs about 10-15 percent of they will get when they are assigned to a fleet squadron.

Captain Shuck (center) debriefs his flights live fire training sortie with Atlas RACs while at the CALA.

Aviation Ordnance Marines repeated this load/unload/arm/de-arm process many times throughout the 90 degree day. By 6pm the last aircraft departed the CALA and these Aviation Ordnance Marines headed back to the hanger to debrief and secure their equipment.

Corporal Quinn counts 20mm ammunition not used in a training flight.

I left the CALA beyond impressed with the caliber of Marines that work Aviation Ordnance. These Marines hustled all day long in extreme temperatures making sure all aircraft were loaded or unloaded and/or armed or de-armed as quickly and more importantly as a safely as possible.

After returning from the CALA, I had the opportunity to speak with the squadron’s Operation Officer or “Ops O” Major Chris “Hedgehog” Donnelly. Major Donnelly has been a Marine for 13½ years, a Cobra pilot since 2004, and has three combat tours. As the squadron’s Operation Officer and third in command (after the Commanding Officer and Executive Officer), Major Donnelly is responsible for the daily operation of the squadron, both from an aircraft and personnel perspective. These responsibilities include flight scheduling, training events, and scheduling of ground training (firearms, tear gas, etc). The “Ops O” must forecast these responsibilities six to twelve months in advance.

I asked Major Donnelly about being a Cobra pilot instructor and the training syllabus at HMLAT-303. “Each student is assigned to Atlas for 26 weeks and during that time, has 48 training evolutions consisting of three simulator flights and 45 actual training flights in a Cobra or Huey with an instructor pilot. The flight schedules are intensive and students typically work ten hour days. When students leave HMLAT-303 they have approximately 70 hours in their respective aircraft” explained Major Donnelly.

After a long and intensive training flight, an equally critical debrief follows.  According to Major Donnelly, “on any given training flight, a student may do 19 things correct. However, it’s the one thing a student did wrong, the one thing that could get him/her, their aircrew, and/or Marines on the ground killed and that’s the focus of the debrief.”

“Re-greening the students, getting them back to a Marine Corps mindset” is also a responsibility of Atlas says Major Donnelly. RACs assigned to HMLAT-303 are fresh from naval flight school where they have learned the basics of flying military aircraft but not necessarily learning how to fly and fight a combat aircraft. Atlas begins the “fighting the aircraft” syllabus and a RACs respective fleet squadron will complete it.

Atlas RACs prepare for an upcoming training flight.

The second in command of the squadron is the Executive Officer or the “XO.” Holding the rank of Major, the Executive officer basically runs the staff or commissioned officers within the squadron, manages the day to day activities, and acts on behalf of the CO in their absence.

HMLAT-303s Executive Officer is Major Tres “Grinch” Smith. Major Smith is a 16 year Marine who graduated from flight school in 1997 and arrived at HMLAT-303 as a young Second Lieutenant in 1998. I asked Major Smith why he chose rotary wing. He told me that after flight school, he had no desire to fly a Marine Corps jet at 15,000 feet when you can’t see what’s happening on the ground. “To fly at 150 knots at 50 feet off the deck is an incredible rush” said Smith. Major Smith’s first choice in rotary wing aircraft was the AH-1 Cobra, however he wasn’t selected and next chose UH-1 Hueys. Fast forward 13 years, with 2,900 flight hours in the Huey (500 of those hours in combat), two combat tours in Iraq, one combat tour in Afghanistan, and the recent recipient of the Distinguished Flying Cross, Major Smith is very happy with aircraft the Marine Corps chose for him.

I asked Major Smith what makes Atlas unique. “We are formulating experience for the student pilot that they will use in their fleet squadron. Atlas could be called a super flight school in that we are going to show you Light Attack and the beginning stages of how to fly and fight the aircraft. Our job is to find the “service ceiling” of our Marines and go from there. “We have some extraordinary individuals in this squadron and there are generations of stories of Atlas Marines who have done phenomenal things in combat. I don’t know if it’s Marine Corps recruitment and/or the training here at HMLAT-303 that makes successful aircrews, all I know is that it works” explains Major Smith. It was during this interview that I discovered Major Smith had received orders for an east coast assignment and would soon be leaving Atlas.

Major Tres “Grinch” Smith explains a “squawk” to the “Atlas 05” Plane Captain.

Major Smith in full flight gear, including the Topowl flight helmet.

Replacing Major Smith as the squadron’s Executive Officer would be Major Jason “Woogie” Heuer. Major Heuer has been assigned to Atlas since June 2010 and is conversion pilot obtaining his qualification in the Yankee and working towards his designation as a UH-1Y instructor pilot. I spoke with Major Heuer about the role of HMLAT-303. “Everything we do is designed to put ordnance downrange and fully supporting the Marine on the ground” said Major Heuer.

The purpose of HMLAT-303 since it’s inception in 1982 is to train Light Attack (Hueys and Cobras) aircrews that includes pilots, instructor pilots, and Crew Chiefs.

First Lieutenant Matt Tiemann is one of HMLAT-303s AH-1W RACs. I asked First Lieutenant Tiemann what it was like being a “RAC” in Atlas. He told me “it’s like TBS meets flight school.” TBS or “The Basic School” is a 26 week course that indoctrinates newly commissioned officers on what is expected of them as an officer in the United States Marine Corps. All commissioned officers, regardless of their Military Occupational Specialty (MOS) complete TBS before advancing to their MOS. First Lieutenant Tiemann told me “preparedness for the operation” is one of the keys to success at HMLAT-303. First Lieutenant Tiemann added “There are a lot of people that get the helicopter flying, not just the pilot.” Soon after this interview, First Lieutenant Tiemann successfully completed his Cobra syllabus and is now assigned to his first fleet squadron – HMLA-167 the Warriors based at Marine Corps Air Station New River, North Carolina.

First Lieutenant Matt Kangas, like First Lieutenant Tiemann, was fresh from flight school when he arrived at Atlas in fall 2010 and is going through the AH-1W syllabus. I spoke to First Lieutenant Kangas after he finished his final flight as a “RAC” at HMLAT-303 and asked him about the flight. “It was a two hour flight involving emergency policies and procedures, tactics, and instrument flying” said First Lieutenant Kangas. I asked First Lieutenant Kangas how he felt after getting his final X and he told me “It was a great feeling setting down on the ramp knowing I had got my last X.” After a 30 day leave, the intense learning for First Lieutenant Matt Kangas will continue. Kangas was assigned to HMLA-269 Gunrunners based at Marine Corps Air Station New River, North Carolina.

Lance Corporal Bryce Brown directs “Atlas 69” back to the ramp.

An excited First Lieutenant Kangas walks from his AH-1W with his final “X” for the Cobra training syllabus completed.

In addition to training pilots in the AH-1W and UH-1Y, HMLAT-303 is responsible for training Enlisted Aircrews. These Enlisted Aircrews consist of Crew Chiefs and Aerial Observers. The responsibility of a Marine Corps helicopter Crew Chief is to assist the pilots with safely operating the aircraft during take off and landings due to the Crew Chiefs 180 degree view of the aircrafts surroundings verses the pilots more restricted view. Crew Chiefs also operate any of the crew served mounted weapons including the GAU-16/GAU-21 (.50 caliber machine gun), the GAU-17 (7.62mm minigun) and the M-240 (7.62 machine gun). Crew Chiefs also have a basic understanding of the aircraft’s systems and how to repair critical operating systems. An Aerial Observer is basically considered a Crew Chief, goes through the same training, however is minus several qualifications that are required by the Crew Chief MOS.

Just like pilots that prepare hours before a flight, Crew Chiefs follow a similar pre-flight routine. A flight for a Crew Chief at Atlas starts with an assignments from a Staff Sergeant who assigns flight schedules. Because Atlas is a training squadron, these flight assignments are frequently based on the training needs of the students. Once the assignments are made and several hours before the flight, the student(s) will start their pre-flight briefings. The first briefing includes the broad spectrum of the flight and then on the student(s) specific responsibilities for the flight. Closer to flight time, there will be a 30 minute pre-flight briefing with the pilots.

About an hour before the flight, the Crew Chiefs will walk to the aircraft and pre-flight the weapons systems and back of the aircraft. Crew Chiefs are completely responsible for ensuring that the weapons systems are operational as well as everything in the back of the aircraft is secured and ready for flight. 30 minutes before the flight, the pilots will arrive at the aircraft and pre-flight the aircraft with the help of the Crew Chiefs.

After the flight, there is a debrief with the pilots. Because the Huey is a crew concept aircraft, there is a two way guided discussion involving what the pilots wants the Crew Chiefs to improve on and what the Crew Chiefs need the pilots to improve on. After the aircrew debrief, there is a student Crew Chief debrief where the Crew Chief instructor(s) will critique the students performance. All these debriefs have the purpose of making a more efficient, effective, and safer Huey aircrew.

HMLAT-303 Crew Chiefs (left to right) Corporal Shaun Hrubesky, Sergeant Dave Herwig, and Staff Sergeant Matt Horschel.

Enlisted student aircrews arrive at HMLAT-303 after completing a month long Naval Aircrew Candidates School (NACS). Enlisted student aircrews spend six months at Atlas learning all aspects of the duties and responsibilities of being a crew chief/aerial observer. These student aircrews have the good fortune of being trained by some of the best Crew Chiefs in the Marine Corps. One such Crew Chief instructor is Staff Sergeant Bart Davis.

Staff Sergeant Davis, Saint Louis, Missouri, has been in the Marine Corps for eight years. In those eight years, Staff Sergeant Davis has four combat tours (three in Iraq and one in Afghanistan), awarded the Marine Corps Aviation Association’s “Enlisted Aircrew Marine of the Year,” and the recent recipient of a Distinguished Flying Cross. I asked Staff Sergeant Davis why he selected “Crew Chief” when he entered the Marine Corps as opposed to another MOS. His answer was easy and straightforward, “It is what the Marine Corps selected for me.”

After four combat tours and having volunteered for a fifth, the Marine Corps thought Staff Sergeant Davis’ experience and skill set was better served at HMLAT-303 rather than a fifth deployment to combat. Staff Sergeant Davis has been assigned to Atlas for the last 7 months teaching student aircrews. As a Crew Chief instructor, Staff Sergeant Davis has trained 19 Crew Chiefs and 8 Aerial Observers. In addition, he frequently is tasked with training current Crew Chiefs at various squadrons at Camp Pendleton because of his qualifications as an Aerial Gunner instructor, a Weapons and Tactics instructor, and an instructor on the new GAU-21(.50 caliber machine gun set to replace the GAU-16).

I asked Staff Sergeant Davis what was his biggest challenge when he was teaching young Marines how to be Crew Chiefs. “Getting young Lance Corporals not to be intimidated by rank and talk to the pilots. One of the roles of the Crew Chiefs is letting the pilots know the position of the aircraft when landing, etc” said Davis. Crew communication is crucial and can have life or death consequences. Sometimes the pilots will help the crew chief instructor by coming into a landing “hot” thus requiring the student Crew Chief to take action. This is just another example of how the aircrew of the Yankee works as one.

Staff Sergeant Bart Davis – HMLAT-303 Crew Chief Instructor.

I had the opportunity to speak with four of Staff Sergeant Davis’ student Crew Chiefs. One student Lance Corporal Brian Davidson from Baltimore, Maryland, has been a Marine for five years, and was originally assigned to Aviation Ordnance. I spoke with Lance Corporal Davidson about his experiences as a student Crew Chief. “Being a crew chief is the best job in the Marine Corps. You get to fly around, shoot guns, and save the world! The hard part is the amount of knowledge needed to be successful. I spend many hours a night studying so I am prepared for the next day’s evolution” said Davidson. I asked Lance Corporal Davidson if he had a hard time telling pilots, commissioned officers, many with combat tours under their belts, what to do in terms of flying the aircraft. Said Lance Corporal Davidson, “I love telling people what to do.”

Next, I spoke to student Crew Chiefs Lance Corporal Elizabeth Briseno, from Boise, Idaho and a Marine for the last 14 months and Private First Class Lillia Montes, from El Paso, Texas and a Marine for 12 months. I asked both Marines what made them interested in being a Crew Chief. They told me that the Crew Chief MOS is one of the few that allow a female into combat and combat is where they both wanted to go. Although they said the road to becoming a Crew Chief is strenuous, requires a lot of memorization, and many hours of off duty studying. Lance Corporal Briseno and Private First Class Montes are approximately one third of the way through the Crew Chief syllabus at HMLAT-303. I asked Lance Corporal Briseno and Private First Class Lillia Montes what was the hardest portion of the course. Lance Corporal Briseno told me “it was memorizing information and then applying that during practical application scenarios.” Private First Class Montes said, it was” knowing the aircraft systems.”

Lastly, I spoke with Corporal Britney Walters a Marine for the last three years. Corporal Walters is an aircraft mechanic and a rifle and pistol coach. She signed up for the Aerial Observer program because she liked the idea of flying as part of an aircrew. On May 13, 2011, Corporal Walters passed her final Aerial Observer check ride and has subsequently graduated from the Aerial Observer program.

Corporal Britney Walters walks away from “Atlas 23” with pride. She received her final “X” and was subsequently designated as one of the Marine Corps newest Aerial Observers.

As with any other Marine Corps squadron, there is a Sergeant Major of the squadron. The Sergeant Major is the senior enlisted advisor to the squadron Commanding Officer and handles issues among the enlisted ranks. For HMLAT-303, Sergeant Major William Slade holds that position. Sergeant Major Slade was not at El Centro when I was there, so I later spoke with him at his office above the HMLAT-303 hangers at Camp Pendleton. I asked Sergeant Major Slade what was his role in Atlas? “I am the senior enlisted advisor to the CO and I am responsible for discipline and morale of the squadron’s enlisted ranks” said Sergeant Major Slade. Next, I asked Sergeant Major Slade what makes HMLAT-303 different from the other squadrons. Slade explained, “It’s all about the Commanding Officer. Our CO (referring to Lieutenant Colonel Brian Kennedy CO of HMLAT-303 at the time of the interview.) has vision and enables and empowers his enlisted leaders to take action.” Lastly, I asked Sergeant Major Slade about Atlas’ motto of training the future of light attack. Sergeant Major Slade told me “HMLAT-303 isn’t an assembly line simply getting Marine aircrews to go through the motions. We are getting them ready for combat and we take that very serious.”

My last interview at HMLAT-303 was with the Commanding Officer, Lieutenant Colonel Brian “Howdy” Kennedy. Lieutenant Colonel Kennedy joined the Marine Corps during the Cold War era, has 3,500 hours in the AH-1 Cobra with two combat tours, and first pulled the “trigger” in combat at the age of 38.

I told Lieutenant Colonel Kennedy that in my three days with HMLAT-303 in El Centro I sensed a unique level of pride, success, and morale from all the Marines that comprised Atlas. With that observation, I asked Lieutenant Colonel Kennedy what his key to successfully commanding this squadron.

“I see the United States Marine Corps today in the best shape it’s ever been in throughout our history and recognize that Marines with less than 10 years of service all joined after 911 2001. They knew what they were getting into and hence are true patriots in my eyes. Nobody ever joined the Marine Corps to ‘get by’ or to be mediocre – they all want to excel and to shoulder great responsibility. When they are treated like the top 2% of American society, which they are, they have tendency to reenlist, have great morale, and be more productive. The key to success is morale and esprit de corps. When Marines, at all levels, are thrilled about their jobs and taking care of one another before themselves, you can’t fail,” said Lieutenant Colonel Kennedy.

Lieutenant Colonel Brian “Howdy” Kennedy talks with his Atlas Marines on the ramp of NAFEC.

HMLAT-303 motto is “Training the Future of Light Attack.” As a training squadron of 500 Marines, many that rotate in and out during the year, 100 Replacement Aircrews and Enlisted Aircrews that are annually assigned to the squadron, Atlas is truly touching the Marines that will populate the Light Attack community for generations to come.

It was my honor to spend three days with the men and women of United States Marine Corps squadron HMLAT-303 Atlas and have the opportunity to tell the stories about their roles in the world of rotary wing Light Attack. This article would not have been possible with the complete support of the men and women of Atlas. I want to express my sincere thanks to all the Marines who made time to talk with me, explain their jobs, and give me insight on their assignments, and their roles as Marines during their exceptionally busy schedules.

A very special thanks to Lieutenant Colonel Kennedy for allowing me access to his outstanding squadron during his command, Major Smith for sharing is incredible insight on the inner workings and role of Atlas, Captain Dono for providing me with the historical aspects of HMLAT-303, and last but not least, Major Gosden. Goose made the access to HMLAT-303 happen through his chain of command. In addition, he has been a wealth of information as I developed this article and allowed me additional squadron access for follow up interviews with Atlas Marines.

In these three days, I took almost 3,000 photos of which only about 40 were used in this article. To see the entire HMLAT-303 photo gallery, please go to http://philmyersphotography.smugmug.com/ and click on the “HMLAT-303 at NAFEC” Gallery.

Vacations are to unwind and relax; nothing can relax me more than being in the company of great people and historic aircraft. This is why I always perform an online search for any museums and airfields in the area I will be visiting. With a family vacation to Florida planned for the last week of June 2011. I started my search and soon found the Valiant Air Command in Titusville, FL. The Valiant Air Command Warbird museum has exhibits, displays, artifacts and vintage warbirds from WWI through the present. A visit to the VAC would work out great as Titusville is located near the Kennedy Space Center, and I would be heading to the space center as part of my travels. I contacted the museum and spoke to Colonel Terry Yon, USA (Ret) and current VAC Public Relations Officer. I explained the website and the topics we cover, Colonel Yon said he and his staff would be happy to show me around, along with a behind the scenes tour of the restoration shop. The museum is located on the Space Coast Regional Airport (TIX) in Titusville, FL. The airport is between I-95 and U.S. 1 off the 405 (Columbia Boulevard/NASA Causeway) just look for the BIG sign announcing Warbird Air Museum and follow Tico road to the Museum, located on the right as you drive in.

Once inside, I met my tour guides, Joe Hall and Sean Wilkin, the separation in age of the tour guides was interesting. Joe is a retired Air Force Veteran who maintained Century series aircraft including the F-106, and from what I understand he’s quite a good photographer to boot. He made reference to his massive slide collection, one can only dream of the rare photos he must have. Sean on the other hand is a young man in his early 20’s with plans for a career in the Air Force; he is currently performing a summer internship at the museum. We toured the over 30,000 sf  main hanger, with its collection of classic and rare  aircraft, Including an F-5E fighter jet with a modified fuselage. The Shaped Sonic Boom Demonstrator (SSBD), an aircraft designed to demonstrate the relationship between the shape of a supersonic aircraft and the strength of the sonic boom it creates. Another aircraft that caught my eye was an F-86 in the colors of the USAFE Sky Blazers acrobatic team. The team was organized in Europe In the spring of 1949. The first flights of the Skyblazers Air Demonstration team took place in the skies over Europe at the airbase in Furstenfeldbruk, Germany. By 1952 the team had flown some 260 demonstrations in 12 countries before an estimated 10 million spectators. The F-86F was used during the 1955-56 seasons. This F-86 takes in the annual VAC “TICO” warbird air show and is expertly flown by the legendary Dale “Snort” Snodgrass. Dale is the highest hour F-14 pilot in the world and also a member of the Heavy Metal Jet Demo team. With all the great aircraft located in the main hangar, it was hard to believe we had 2 more hangars to visit.

After the tour of the main hangar we moved on to the 2nd hangar, the door was partially open and the very familiar nose of a C-47; named the “Tico Belle” was glistening in the Florida sun. This aircraft # 42-100591 is a World War II veteran that participated in some of the most important battles of the war. From the Normandy invasion to Cherbourg,  Arnhem,  Bastogne, to the Berlin Airlift, it was there. In August 1945  591  returned to Baer Field, Indiana and was placed in storage, as many other perfectly good aircraft were being sold off for scrap. With one of the first major international crises of the Cold War brewing  591  was called out of storage to carry supplies to the people in West Berlin, during the famous Berlin Airlift. With the help of this very aircraft  591  the largest humanitarian relief mission in USAF history was a success. The result was over 2.3 million tons of food, fuel and supplies being delivered to beleaguered West Berlin Residents. After serving in this historic event, 591 was once again, no longer needed in USAF service. In 1950, 591 was acquired by the Norwegian Air Force under a lend-lease program and served with honor. In 1956 the aircraft began service with the Royal Danish Air Force, with the prestigious role of transporting the Royal Family of Denmark. With a total of 13,500 hrs on the aircraft the Royal Danish Air Force retired 591 in 1982. In the mid 80’s the Valiant Air Command had the unique opportunity to acquire  591 . With the help of VAC members and a few Royal Danish Air Force Pilots, she was ferried to the United States. During the remaining years of the 80’s and all through the 90’s,  591  became an air show star, touring the nation as a flying museum. She soon acquired her WWII nose art and became known as the “Tico Belle”, named after her home base Titusville/ Cocoa Airport.

In 2001 while returning from an air show  591 was landing in very high wind conditions. The landing gear collapsed resulting in extensive damage to the engines and airframe. The volunteers at VAC contemplated the long and expensive repair process, debating whether it was worth undertaking such a task. That debate did not take long, considering the history of this aircraft the decision was made to proceed with repairs. After many years of dedicated volunteer work she thundered to life in July of 2008 and once again  591 took flight, and soon began to appear on the air show circuit once again.

The aircraft is now available for that once in a life time flight experience, YOU can experience all this history as a special and unique present for yourself, or someone you love. Call 321-268-1941 or email (vacwarbirds@bellsouth.net) for additional information, or to get on the reserve list and they will notify you of the flight schedule. Getting some time to see this great warbird first hand was the highlight of my visit to the VAC. located in the same hangar is the VAC’s very nicely equipped restoration shop. At the time of my visit the aircraft ranged from a Sopwith Camel nearing completion, to an F-4J Phantom II being readied for paint. All restorations are done in-house and are the result of many dedicated hours of work by the VAC volunteers.

After touring the first two hangars we were off to the New Vietnam Memorial hangar, the  28,000sf  hangar officially opened on June 16th 2011. The collection in this hangar honors Vietnam era aircraft from all branches of the United States Military along with a lone Mig-21. Aircraft from the F-8 Crusader, A-6 intruder to the OV-10 Bronco are displayed along with many others from that era. The Vietnam hangar has it’s own memorabilia room with artifacts, uniforms, prints, medals and a variety of other exhibits and displays. This is truly an awesome display honoring the brave individuals who served proudly along with honoring the more than 58,000 who gave all.

What would a visit to such a great museum be without a stop in the gift shop. Here you will find some very unique collectibles and t-shirts to commemorate your visit. While browsing the gift shop I had the great honor to meet Mr. Bob Frazier the VAC Procurement officer. Bob is responsible for arranging the procurement of most of the aircraft on display at VAC. Bob explained some of the more interesting stories of the effort that goes into becoming a caretaker of such national treasures. So if you ever find yourself on the Space Coast area of Florida and you love classic aircraft, a stop at the Valiant Air Command is a must. Please check the VAC website www.vacwarbirds.org for information about the Valiant Air Command annual TICO Warbird Airshow that takes place every March.

I would like to thank, Colonel Terry Yon USA (Ret) VAC Public Relations, Mr.Bob Frazier VAC Procurement Officer, and all the volunteer staff at the museum. To my tour guides, thank you for the personal stories and history behind all the aircraft. Joe Hall Thanks for your service to this great country. Sean Wilkin, best wishes as you start your career with the USAF.

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Genesseo bills it’s self as the “Greatest Show on Turf” and is located in upstate New  York just south of Rochester.  I’ve made enough trips to the show to say it’s a good one.  When you talk to the locals, they simply don’t understand that their airshow is one of the biggest and oldest warbird shows in the country.  This show is the annual fundraiser for the 1941 Historical Air Group (yup, commonly known as HAG) and their museum is located on a farm just outside of this small college town.  The runway is turf and the background are trees (this year there was a lot of corn planted in the background), parking is excellent and there isn’t much of a walk to the flightline.

This year, there was a lot of rain in the weeks before the show and there was a good bit of standing water on the field.   There were rumors that the show may well cancel because of water.  We got there on Thursday and the weather was pretty good.  It went to almost perfect on Saturday and Sunday, resulting in some of the best weather for this event in recent years.

While the show started out as a warbird event many years back, it’s diversified to a very well-rounded, low-keyed show.  Really there were so many performers and types of aircraft, it’s hard to list them all, it’s better to simply show the pictures.

Warbirds ranged from liaison aircraft (mostly L-16 “Champs”) to the F-16.  Acro demos went from a rare 1941 Interstate Cadet to a P-51C.  Air drops are relatively rare at shows and here was the  NY ANG’s ski equipped C-130 dropping a pallet on the runway and the HAG’s own C-47 “Whiskey 7” doing a static line jump of several WWII dressed paratroopers.  There were modern high performance acro routines flown and Kent Peitsch in the Kelly Belly Interstate Cadet.  There was a mock WWI dogfight with replica fighters (including an accidental loss of a Fokker Triplane),  and a slightly more modern Jungmeister put on a show.  An F-16 Viper put on a demo as did a P-51 and a L-39.  A total of 4 P-51s arrived for the show to escort “The Memphis Belle” into the skies.  The Commemorative Air Force brought  the “red” P-51s, the original “Red Nose” and the P-51C “Red Tail” as well as the Helldiver and the Dauntless.  There was not a lack of flying aircraft at the show.

Photography opportunities were unlimited.  The combination of perfect weather, a grass runway, and idea background about insured that all photos taken looked good.  Rides were available in a variety of aircraft.  My son Greg managed to get a ride in the CAF’s P-51C Red Tail with Doug Rozendaal, for his first Mustang ride.  He thought it was well worth the price (and of course it ended up on my credit card), of course it ended up as a video on YouTube too.  I tried to get Christian Koch to give me a shot at flying a US Army UH-60 Blackhawk helicopter (I’m a very good helicopter pilot), but he mentioned something about prison time, so that idea got shelved.  With any luck he can demonstrate the capabilities of the Blackhawk and his superior flying skills next year.  That would be a really interesting addition to the show since helicopter demonstrations are pretty rare too.

The show was well choreographed and flying was continuous without any significant breaks.  The show was a success, the weather was nice, and a good time was had by all.

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

Photos by Mark Hrutkay and Greg Hrutkay.

For Greg’s P-51 ride video.
http://www.youtube.com/watch?v=RRbD8TOLHXg&feature=youtube_gdata_player

Gallery

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