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.

John C. Evans, Biography

10/28/1935    I was born in Clawson, Oakland, Michigan a small suburb just six miles north of Detroit, Michigan.

1940 – 1953   I attended Kinder-Garden, Grade School, and High School in Clawson, Michigan.

1/1954              I moved to Royal Oak, Michigan just prior enlisting in the United States Air Force.

2/26/1954      I enlisted in the United States Air force in Detroit, was sent to Sampson AFB, NY for basic training, and then sent to Amarillo AFB Texas for Medium Bomber Training.

10/1954         After Tech School I had two weeks leave and then was sent to Pine Castle AFB, Florida arriving in November 1954, just south of Orlando FL, as my first duty station.  Later my Squadron moved to our permanent duty station at Homestead, Florida just south of Miami.  In 1956 and 1957 I was deployed TD (Temporary Duty) to French Morocco for a total of 5 months and 9 days.

10/29/1957    I separated from the United States Air Force with an “early out” for military downsizing.

10/1957 – 8/1958   Worked for Newsome and Holmes Tile Company located in Conway, FL as a Helper/Apprentice.

8/26/1958 – 11/15/1968   I was hired by Pratt & Whitney Aircraft Research & Development located in the Florida Everglades just 16 miles NW of West Palm Beach, FL as a Jet Assembler.  I would work on the JT11D-20 program for just over 10 years.  I was later to learn that this engine was designated as the J-58 and would power the Lockheed Martin Blackbird family of aircraft.

12/2/1958 – 2/1/2001      I was hired by Airesearch Mfg. Co. of California as a Laboratory Technician.  During my employment the company would go through several name changes and mergers.   On April 1, 1984 I transferred to Garrett Phoenix, AZ and continued my employment for a total of just over 32 years. These name changes were, Allied Signal Cos., GTEC, GED, and Honeywell.  I retired from Honeywell as an Engineering Specialist, Controls, on 2/1/2001.  From joining the USAF until my retirement from Honeywell I have worked in Aviation for an uninterrupted career of 47 years.

1993 – Present      I keep busy with volunteer work.  Some of my volunteer work is, Maricopa County Sheriff’s volunteer Posse as a Firearms Instructor & Weapons Inspector (1993-2002), volunteer Joe Foss Institute (WWII Medial of Honor), and volunteer Veterans History Project.  In addition I am a current member or both the Roadrunners Internationale <http://roadrunnersinternationale.com/> and the Blackbird Association <http://www.habu.org/>.

I also am the Curator of the “ATF3 Online Museum” at www.atf3.org.

I have recently been interviewed by both Steve Kates aka DrSky http://www.drsky.com/ & <http://www.teentalknetwork.com/sky.htm>, and his brother Joe Kates CEO of <photorecon.net>.

I currently live in Tempe, Maricopa, Arizona 10 miles SE of Phoenix AZ.

Simply stated, Red Flag is an exercise that involves the majority of aircraft types in the United States Air Force, air assets from the United States Navy, Marine Corps, and foreign air forces. The purpose of Red Flag is to improve combat effectiveness and efficiency through simulated air combat. Red Flag is held at Nellis AFB because of the incredible range facilities. In the desert outside of Nellis are almost 3 million acres of land and 5,000 square miles of airspace.

Of the many nations that have trained at Red Flag since it’s inception in 1975, Red Flag 12-2 would be no different. Participating in the exercise would be the Royal Saudi Air Force flying their F-15 Eagles and the Republic of South Korean Air Force flying their F-15K Slam Eagles. The Korean F-15’s were unique is that they were brand new aircraft. And when I say they were brand new, I mean they started operating at this Red Flag with 10+ hours on each airframe. The Koreans had picked them up from the Boeing Plant in Missouri and then flew them straight to Nellis for Red Flag.

At 9:30am, Nellis Public Affairs First Lieutenant Ken Lustig briefed the photojournalists on the media day schedule. During the briefing we learned that we would be able to take photos from in between Nellis’ two main active runways. After the briefing, the fifty photojournalist were taken by bus to the active runways. Once there, we were given another briefing that identified to us where we could and where we couldn’t take photographs. This area was roughly the size of several football fields and was plenty of space for fifty photographers. The designated area allowed us to float between each runway and catch any aircraft departure and/or arrivals.

My first photograph of the day, turned out one of my favorites of the day and it wasn’t even an aircraft participating in the Red Flag exercise. The aircraft – the S-3B Viking assigned to VX-30 “Bloodhounds.” The Viking, painted in a vintage Battle of Midway paint scheme (for the Naval Centennial) did a single touch and go pass, and then departed. What a great way to start the day!

The Red Flag launches started at 11:50am and continued for almost an hour. Aircraft that launched included an E-3 Sentry, F-15’s (including USAF, ROKAF, and RSAF), F-16’s, B-1B’s, and KC-135’s. Several hours later, the recoveries started.

A thank you goes to the Public Affairs staff at Nellis Air Force Base, including Captain Jessica Martin, First Lieutenant Ken Lustig and Ben Newell. Once again, they out did themselves with organizing an exceptional media day.

Here is a video shot and edited by   Mr. Cam Inglis.         Thank you Cam for the gerat video.

My lone encounter with a large “wildfire” occurred  five years ago while I was visiting Southern California.  Watching a steady stream of tanker aircraft shuttle to and from a huge unnatural-looking cloud on the horizon, their bellies red-stained and streaked with fire retardant, fueled my interest in aerial firefighting.  The 2012 Aerial Firefighting International Airshow and Conference, held at Sacramento’s McClellan Airport on January 25th and 26th, offered me a great opportunity to learn more about this unique segment of aviation.

The event was sponsored by the British company Tangentlink whose aim is “Connecting Business through International Events and Targeted Networking”.   There’s long been discussion of convening a formal international  aerial firefighting organization to network and address common concerns; meetings like this support that idea.  One hundred fifty delegates from 13 countries attended a full day of presentations, while a second day was set aside for viewing a large aircraft static display, watching demonstrations of a pair of firefighting helicopters, and touring the nearby California Department of Forestry and Fire Protection (CALFIRE) aviation maintenance facility.  Delegates were both “thinkers” and “doers” , including airplane owners and operators, pilots, firefighters and officials, government managers, engineers, researchers, and sales representatives.  A two-day trade show was central to networking, and displayed innovative ideas from 22 exhibitors.  Fire retardant mixtures, radios, headsets, night vision goggles, command and control systems, displays for several time-tested and new air tanker projects, and numerous water/retardant delivery systems were displayed.

Wednesday January 25th was a full day of informative presentations led by Royal Navy Rear Admiral Terry Loughran, who introduced the speakers and moderated questions and answers.  Terry noted that technology is “doing more with less” and that you can’t manage what you can’t measure.  He stressed the importance of the initial attack of a wildfire – that 5% of all fires (usually those are the ones not initially controlled) create 80% of all damages.  His observations were key points throughout the conference, noted by many subsequent speakers.   Chief Ken Pimlott, the director of CALFIRE, opened the conference with an address that included a review of plans for replacing the eleven effective but increasingly expensive to operate Super Huey helicopters used by CALFIRE.  Noting that “nothing’s off the table” as far as new aircraft and technologies are concerned, he said that using less costly “public use” aircraft (former military helicopters) was just one option.  Chief Pimlott also noted that nighttime aerial fire fighting is a “reality”, and his organization is developing a policy to allow night ops… but CALFIRE currently doesn’t have that capability.

Tom Harbour, the  US Department of Agriculture’s Forest Service Director, Fire and Aviation Management, gave the keynote address that centered around the National Cohesive Fire Management Strategy, that is the framework for communities and agencies to work together in planning responses to wildfires.  He stated that there are one billion burnable acres of land and forests in the 50 US States and its 7 Territories, and that the possibility of loss of life and property from wildfire has become the “most severe situation in this country than ever before”.   He also stressed the need for the industry to be able to show solid returns on air tanker operations to Washington analysts, to insure government funding for future firefighting contracts during times of fiscal cuts.

Jim Coyne, former US Representative and now-president of the National Air Transportation Association (NATA), spoke about the need to effectively communicate to Congress the aerial firefighter’s needs so future decisions wouldn’t be made without their input.  He agreed that a national organization for aerial firefighting would be beneficial and that NATA could help their cause.

Ana Maria Canut Cunha, a coordinator for firefighting efforts in Brazil, outlined her country’s issues and responses to wildfires.  There is a large problem with land burning to clear acreage for agriculture, that often leads to massive wildfires.  A coordinated national response program to these fires has only been in existence for 3 years, and contains few aircraft.  Brazil has not enacted any regulations allowing the use of fire retardants yet,  so only water can be used for fighting fires.

Colonel Yoram Ilan-Lipovsky presented lessons learned  from Israel’s 2010 Mount Carmel  fire as well as last year’s Japanese earthquake and tsunami, identifying the need for a robust and realistic command and control response to natural disasters.  He also hinted at the possible 2012 roll-out of a game-changing method of controlling wildfires with solid pellets (rather than liquid) delivered from the air.

Randall Stephens discussed the issues that need to be resolved to allow at least two effective firefighting aircraft to operate in the U.S. – the Russian produced Kamov KA-32 helicopter and Beriev BE-200ES scooper tanker.  Bilateral agreements between government agencies are needed to allow these aircraft to operate during the U.S.’s  fire season, and Mr. Stephens noted that Canada has already allowed the helicopter to work in its’ timber industry some years ago.

John Finnerty,a  retired helicopter pilot from the Los Angeles County Air Operations Section, spoke of the use of night vision goggles (NVGs) and their possible use for firefighting at night.  He discussed the limitations of NVGs and advances made over original models, as well as his preference for a hybrid NVG/synthetic vision system for the future.

Richard Alder, outlined aerial firefighting operations in Australia, and discussed a report on the devastating 2009 Victoria fires.  He also briefed on the International Fire Aviation Working Group, formed under the auspices of the United Nations International Strategy for Disaster Reduction program. Sharing information between countries  on aircraft capabilities, operating standards and procedures, and deployment processes will be addressed within this work group.

Russian Helicopters was the largest sponsor of the conference, and made an in depth presentation on the KA-32 helicopter.  As a firefighter, it has impressive performance capabilities; one KA-32 dropped almost 77,000 gallons of water on a wildfire in one day in Spain.  A presentation of  the capabilities of the jet-powered BE-200 jet scooper tanker was shown too.  A U.S. operator would have to present the FAA with a detailed operational proposal to be reviewed, and any concerns addressed, before any of these aircraft could be used as aerial firefighters here in the U.S..  That being said, there are many multi-lateral agreements in use today around the world that allow these helicopters and jets to  be used as firefighters outside of Russia.

CALFIRE Special Operations Battalion Chief Ray Cheney spoke about integrating military and other air assets into aerial firefighting operations.  Chief Chaney has first-hand experience working alongside military units assisting with fighting large wildfires.  How military assets were integrated into the civilian firefighting structure, and under what laws and Letters of Agreement , were examined.  In 2003, the Cedar Fire was the first example of the use of Navy helicopters; that squadron had routinely fought fires for the Navy on San Clemente Island’s gunnery ranges off the California Coast.

Captain Justin McKinney is a test pilot for VX-22, the Marines Osprey test squadron.  He outlined for the delegates how he and his crew tested various configurations of the MV-22 aircraft using a Bambi Bucket for airborne water drops.  Noting that the MV-22 is “essentially a small C-130 or a C-12 (Super King Air) that can hover”, he outlined how much water can be hauled, and  at what speeds it can be delivered.

The last presentation for the day was by a panel of pilots who interacted with the delegates on various subjects.  There were reports on jet air tanker conversions of the BA-146 and MD-87 airliners.  A pilot spoke about flying the Evergreen B-747 air tanker to Israel in 2010, make two drops at the Mt. Carmel fire, and continue ’round the world back to the U.S..  Finally, the team discussed some of their wishes for improved flight safety: a synthetic  vision system aboard aircraft to combat smoke and other visibility obstructions, and a dependable power line detection system.

Day two was a more interactive meeting with pilots and operators of many of the seventeen aircraft arranged on  static display, which ranged from a small (relatively speaking) Boeing/Insitu ScanEagle unmanned air vehicle to a pair of former Aero Union P-3s.

The CALFIRE aircraft on display included their three main types.  The Super Huey helicopters are used for inserting firefighters near a blaze, and for rescue, resupply and as a water/retardant delivery system.  The S-2T Turbo Tracker tanker aircraft have been rebuilt from earlier piston-engined airframes, and are expected to soldier on for another decade and a half before being replaced.  The OV-10A Broncos are tasked with more of a command-and-control role, however the trio of newer OV-10Ds that will soon become operational may act as lead aircraft for the newest generation of turbine-powered tankers (such as the DC-10 and B-747) due to its increased speed.

A highlight for me was the tour of CALFIRE’s twin maintenance hangars, where many of the 53 aircraft they operate during the busy fire season were undergoing maintenance.  DynCorp is a major contractor for this aviation operation, providing maintenance personnel for all three airframes and pilots for the OV-10 and S-2T aircraft.

Military aircraft on static display included a Army National Guard UH-72 Lakota helicopter and an Air National Guard C-130J transport equipped with a MAFFS II air drop system, both from California.  A Marine CH-53E helicopter displayed its Bambi bucket water delivery system.  Some of the privately owned aircraft on display came from British Columbia… Conair brought a Convair 580 tanker and Fire Boss AT-802 amphibian, while Coulson Flying Tankers brought their Sikorsky S-76 derivative Firewatch76 helicopter that operates as a bird dog leader for the huge Martin Mars air tankers, and can operate as a command and control aircraft for all fixed wing and helicopter operations around a fire.

Other domestically registered aircraft included a U.S. Forest Service Super Kingair and a Piper Cheyenne equipped with sensors and communications gear integrated from a trio of companies that offered a “Unified Command” aerial intelligence platform.  Both the Bell UH-1 Huey from Withrotor Aviation and the Sikorsky SH-3H conversion from Croman Corporation flew during the day, displaying their water pick-up and dropping capabilities.  Finally, a pair of ex-Aero Union P-3 turboprops were parked on the ramp, one opened for inspection.  Aero Union ceased operations last year; their eight P-3 tankers along with spare parts and Aero Union’s intellectual property will be auctioned off on February 28, 2012.

While I entered the conference with very little knowledge about aerial firefighting, two days later I had learned quite a lot about its many challenges, including flight safety, contract and regulatory issues and roadblocks, and growing financial pressure to “do more with less”.  There are promising improvements from emerging technologies though, including jet powered tanker aircraft, more comprehensive command and control systems, and maybe even nighttime aerial firefighting operations.  The aerial firefighting industry will change quite a bit in the near future, and much of it was on display here in Sacramento.

Thanks to Tangentlink for allowing me to cover the Conference, and to the many CALFIRE, DynCorp, and other personnel who took the time to explain their missions, methods, and products to me.

Story and photos by Ken Kula

Dear Luke Supporter:

The future of Luke Air Force Base is in your hands. 

Help Luke retain its seven-decade tradition of training the world’s greatest fighter pilots.  The next 6-months are critical for Luke’s future as the United States Air Force evaluates the base as one of the key training sites for the F-35 Lightning II, a next-generation fighter aircraft that will replace F-16.

If awarded the -35 training mission, Luke remains strong for decades to come, and can anticipate seeing an infusion of $120-$206 million in construction-related projects over the next few years. Much of this investment will positively impact the state’s economy with local labor and suppliers of construction material. The new mission will also generate additional employment and construction jobs, wages, consumer spending and investments throughout the West Valley and state.

Please help by clicking on the link below to send an electronic postcard to the U.S. Air Force affirming that Luke AFB is the right location for the F-35 mission. 

Click here to send an electronic postcard!

If you prefer to send your own letter or fax or email it yourself, please use the following:

Address for submission of letters:

HQ AETC/A7CPP,
Attn: David Martin, Air Force Contractor and Kim Fornof
266 F Street West, Bldg. 901
Randolph AFB, TX 78150-4319

Fax      210-652-5649
Email   aetc.a7cpp.inbox@us.af.mil

All written comments must be postmarked or received by March 14, 2012

2012

IF you are in the PHX. Area  Please Attend a Public Hearing and Voice Your Support!

We also encourage you to attend one of the four public hearings to voice your support for the F-35 mission personally. All hearings include an open house session from 5 to 6 pm, followed by a presentation and formal public comment session from 6 to 8 pm.

Feb 13:            Wigwam Resort, Ballroom
300 E. Wigwam Blvd
Litchfield Park, AZ 85340

Feb 14:            El Mirage Elementary School, Gymnasium
13500 N El Mirage Road
El Mirage, AZ 85335

Feb 15:            Sundial Recreation Center, Auditorium
14800 N 104rd Ave
Sun City, AZ 85351

Feb 16:            Gila Bend Unified School District, Cafeteria
308 N Martin Ave
Gila Bend, AZ 85337
More information is available at http://www.f-35atrainingeis.com/.

-The Luke Forward Team

On January 14, 2012 just before noon the only flight-worthy EC-121 Warning Star throttled up its four 18-cylinder R3350’s and sent this Connie barreling down Camarillo’s runway; destination:  Yanks Air Museum, Chino airport.  Sliding the four throttles forward symbolized the completion of a seven year project to get this super constellation back into the air.  Completing the flight from Camarillo to Chino in about an hour, the Connie made one pass above the runway before entering the pattern and making a smooth touchdown.  Taxiing to the Yanks hangar seemed to take forever, like the crew and Connie wanted to savor the greatness for as long as possible.

Lockheed, including the legendary Kelly Johnson, sought out to meet the airlines’ challenges to provide a 40-passenger transcontinental aircraft – design on the Constellation began.  With the outbreak of WWII, Constellations were converted to C-69s for military transport.  In 1954 the EC-121 was introduced to provide airborne intelligence gathering, much like the AWACS role in the modern era.  The EC-121s could be immediately identified from other Connies by their two large radomes, one on top and one on the bottom.  While the Constellations provided dignified military service, civilian Constellations were very successful airliners setting many records; some that still stand today.

Yanks’ EC-121, now N548GF, was delivered to the US Air Force in the summer of 1955 to be part of the 552^nd Airborne Early Warning Wing at McClellan AFB in California.  Through its career, the aircraft spent time in Florida, Taiwan, South Korea, Iceland, and finally to Davis Monthan for storage in 1978.  The aircraft was acquired by Yanks in 2004 and underwent restoration to flight worthy status into 2012.

Walking up the airstairs and crawling through the forward door into the airplane felt like an once-in-a-lifetime experience.  Everything about the inside of the aircraft was very interesting; so many things on that airplane just aren’t seen anymore.  A flight engineer station has gone the way of the dinosaurs, including its separate throttle levers from the pilot’s throttles.  A navigator’s station has been replaced in most aircraft by a small screen that receives a satellite signal.  The electrical intelligence equipment all was dated and had a nostalgic 50’s and 60’s look to it – radiation hazard warnings and all.  Everything about this constellation screamed cool nostalgia; even the smell – if smells scream.  In an era where things get smaller, simpler, cleaner it is refreshing to see firsthand the complexities of the past:  racks of electronics with all the exposed connectors, switches galore, lots of boxes with lots of buttons, and the quintessential circular yellow screen radar display.  The complexity isn’t better shown than by the 18 member crew – in some cases the crew was in excess of 30.

As usual, being near a radial engine monster is a moving experience – walking over after shutdown with the smell of exhaust and oil lingering in the air, watching museum workers scurry over to place pans under the engines to catch the oil from the engines, and just basking in the sheer excitement of the crowd upon seeing this Connie.  During flight it seems as if engine three decided to leak a little more oil than normal from the otherwise steady streaming radials.  A close inspection of the pictures shows a brown wavy line down the fuselage – that’s oil, and a lot of it.  But who cares?  It’s a radial, they leak oil, that’s life and a mighty fine one at that.  The little intricacies like that made this event really special; all too often are we concerned about noise abatement, lowering CO₂ and NO_x emissions, higher fuel consumptions, and more passengers per flight; while these are all noble pursuits, once in a while it’s refreshing to throw that all to the wind, burn tons of fuel – the louder the better, leak oil, make a low pass, and firewall the throttles.

The arrival of N548GF to Chino adds the largest aircraft to the Yanks collection of more than 170 aircraft.  The Yanks collection is the largest private collection of American WWII aircraft; many of their aircraft are the last surviving examples of their kind.  All aircraft are restored to original condition and are flight worthy, the only non-factory modifications are those required by the FAA to fly the aircraft in the national airspace system.  This EC-121 is another exemplary piece of aviation history that fits well in the Yanks collection.  Big thanks go out to Yanks for hosting the arrival of their aircraft so a small group could stand in awe as tons of fuel was burnt and oil spilt in the name of bringing this lumbering beauty home.  The Yanks Air Museum can be found at:  http://www.yanksair.com/

You can contact the writer, Matt Shinavar, at matt.shinavar@gmail.com

Woo Hoo!  Airshow season is back, albeit to a slow start.  Cable airshow is the first airshow in the southern California area after the long and cold break since Nellis in November.

Cable airport is a relatively small general aviation airport in Upland, California.  Like many general aviation airports in suburban areas there is quite the assortment of Cessnas, Pipers, and Cirruses, among others.  For one weekend, the lineup at Cable is quite different and much more diverse, and it draws quite the crowd.

As appears to be airshow standard, the show started off with the National Anthem and skydivers.  Shortly following the landing of all the skydivers, Rob Harrison – the Tumbling Bear – started his Zlin 50LS and took the runway putting on his usual top notch acrobatic performance.  The dynamic between Rob and his wife in the pilot and announcer roles is nearly unmatched and a welcomed something extra to the performance.  After the high speeds and g’s of Rob’s performance, the schedule swung back the other way into the low speed regime of flight.  Clay Lacy took the runway in his Pilatus Turbo Porter, and in usual fashion dazzled the crowd with a near zero length takeoff, low speed turns at a high bank angle, and low speed performance one generally does not expect out of an airplane; a real treat for the aviation enthusiast.  Sammy Mason started his third airshow season by taking off to perform aerobatics in a Stearman, keeping in line with low-speed performance.  Normally, that doesn’t sound terribly exciting until the audience learned Sammy is only 17.  Sammy is quite the accomplished pilot upon a quick review of his flying resume at such a young age.

Keeping the crowd on their toes with the pendulum-like swinging from high performance to slow speed flight, Doug Jardine took off in the Sbach 342 “Thunderbolt”.  Being a modern composite airframe with a powerful engine, the performance was nothing short of spectacular.  These performances were repeated in the afternoon show along with Dr. D’s Old Time Aerobatics in the Taylorcraft after a car show parade and RC airplane demonstration through the lunch hour.  After the Sbach 342 performance, there was an extensive demonstration of warbirds, antique, vintage, and homebuilt aircraft.

The lineup of warbirds, antique, vintage, and homebuilt aircraft included, among others:  a FM-2 Wildcat from the Commemorative Air Force, three Ryan PT-22s in formation with a Stearman, an AN-2 “Big Panda” with low speed flight in the largest biplane mass produced, a Yak-18 painted in Aeroflot livery, and a formation of Van’s RVs.

The afternoon show kicked off with a C-53, Victory Girl, dropping the Just In Time Parachute Team.  The delightful morning performances were then repeated to dazzle late comers to the airshow.

While all these demonstrations were performed throughout the day, the public was able to purchase rides in Robinson R22’s, Cessna 172’s, a North American T-6, and a de Havilland Tiger Moth.

This is the first year I have attended the Cable airshow, despite it being the closest airshow to me.  I had my doubts:  small airport, small airshow, entry fee, no jets, etc…  After attending this year, it became quite apparent all those years of missing the show have been a big mistake on my part.  I know I will be attending next year for sure.

Written by Matt Shinavar

After World War II ended, an abundance of surplus military aircraft found their way into the fledgling aerial firefighting industry.  The combination of a large payload and the high performance of many bombers, attack aircraft, and transports allowed enterprising companies to modify airframes with large tanks for carrying borate and water for dousing wildfires.  Some of these modifications were straightforward; large tanks were inserted into existing bomb bays and after the bomb bay doors were opened, the payload was released by opening valves.  Other aircraft were fitted with tanks within the fuselage, with plumbing inserted through the floor to allow for the release of the fire suppressant underneath the aircraft.  Alternately, a few more had external structures added to contain their loads.

Some amphibians and seaplanes could skim along the surface of a lake and filled their tanks with water, then mix onboard agents within their tanks before their next drop.  Most others had to land and refill on the ground.  Adding a thickening agent to water kept the dropped liquid from dissipating into a fine mist before it reached the ground.  Red (and other color) dyes marked the ground drop, making airborne tracking easier.  Mixtures of fire retardant and fertilizer became common additives to on board water tanks too.  Originally, the payloads were dropped with the aid of gravity, but pneumatic (air) pressure became a widely-used enabler.

A large group of these initial air tankers served as U.S. Navy warplanes at some point in their lives.  Strength was one reason, as carrier-borne aircraft were built rugged for the harsh environment they operated in and patrol bombers flew with heavy loads of fuel and weaponry over long distances.  There were many sizes of aircraft modified from the stocks left over from the war.  Some of the smaller Navy aircraft built in the 1940s and early 1950s that were converted included F7F Tigercat fighters and Grumman TBM Avenger torpedo bombers.  Forest Protection Limited, a Miramichi New Brunswick air tanker operator, operated a fleet of TBMs into the early 21st century, protecting the forests of eastern Canada and the state of Maine too.  Inching up in size, the Lockheed PV-2 Harpoon patrol bomber was a widely used airframe.  Larger patrol bombers that were operated into the 21st century included the Consolidated PB4Y Super Privateer, a modified B-24 bomber.  A tragic crash of one of these large airborne tankers in 2002 led to the grounding of the type; airframe fatigue was identified as the cause of the crash.  A workhorse amphibian, the Consolidated PBY Catalina has been highly effective, and some are still operational in North America today.  Finally, Coulson Flying Tankers still operates a pair of 1945-vintage Martin Mars seaplanes from their British Columbia base; each of the heavy air tankers has a different delivery system, but both can carry upwards of 7,200 gallons fully loaded.

A second round of modifications took place on aircraft built during the late 1950s through the 1960s, as the post-World War II aircraft were retired due to maintenance and operating costs.  Again, former Navy aircraft were chosen for their payload, range, and ruggedness.  Aero Union operated a pair of radial-engined Grumman AF-2S Guardian anti-submarine aircraft, but the “Ironworks” icon of air tanker operations was and still is the S-2 Tracker.  A relatively fast and rugged twin, some of the Trackers have been modified by Marsh Aviation into the Turbo Tracker, equipped with lighter turboprop engines.  Cal Fire operates almost two dozen of these tankers in California.  Canada’s Conair has produced the Firecat and Turbo Firecat, both from retired U.S. Navy S-2s and Canadian Forces CS-2 Trackers too.  The Lockheed P2V Neptune has also found considerable favor in aerial firefighting; the larger patrol bomber has been modified by a number of companies.  Aero Union’s four Firestar conversions did away with the pair of auxiliary jet engines under the wing of the P2V-7 version.  A few SP-2H variants (without the characteristic MAD stinger normally found trailing the empennage) operate as tankers too.  Ultimately, Aero Union modified a number of P-3 Orion turboprops and operated them as recently as 2011, but non-conformance with FAA-mandated maintenance inspections and programs led to the grounding of the fleet, and the business has closed.   These last-modified S-2, P2V, and P-3 aircraft have computer drop controls to specify amounts and patterns to better utilize an aircraft’s payload.

Although most airborne water drops are done with pilots’ intuition, they have help.  “Birddog” aircraft often lead the larger tankers inbound to a drop zone.  Originally, light singles and twins such as Cessna Centurions, Beech Barons and Cessna O-2 Skymasters were used.  Today a growing number of turboprop aircraft are utilized to leverage the speed of the newer tanker aircraft (even jets).  An important type in Cal Fire’s arsenal is the OV-10 Bronco, another ex-Navy (OK, mainly Marine Corps) aircraft that had been used for spotting and counterinsurgency operations from the Viet Nam war through to the first Gulf War.

Over the years, from simple modifications and radial engines to computerized payload management and turbine efficiency, air tankers have grown in sophistication and importance for fighting wildfires.  The U.S. Navy, although not formally connected with fixed wing aerial firefighting during the past 60 years, has much in common with it.  It seems that many types of aircraft that have guarded America against international aggression do a great job at guarding Americans from wildfires too.

To see where aerial firefighting has progressed to today, watch here for a report on the upcoming 2012  Aerial Firefighting Conference,  25^th  & 26^th January 2012 at the McClellan Air Base, Sacramento, USA.

Ken Kula

 On January 7, 2012 at 6:00 am, I made my way to the Planes of Fame Air Museum in Chino, California. There, I was to be a passenger in the museum’s Cessna L-19 Birddog that was scheduled to be on static display the Cable Airshow in Upland, California. To say I was excited to fly in the Birddog, let alone to an airshow, and with my good friend at the controls for his first airshow, would be an understatement.

The Aircraft

The L-19 was designed for the U.S. Army as a light observation aircraft. It was used as an artillery spotting platform, medevac, and pilot training in the Korean and Vietnam wars. The U.S. Army retired the Birddog in 1974. The Planes of Fame Air Museum has an excellent flying example of one of the 3,200 plus Birddogs that were built during the 1950s.

The Planes of Fame Air Museums' Cessna L-19 Birddog.

The Pilot

My good friend, Scott Turner was to pilot our Birddog today. Scott is a senior captain with a major airline and a museum volunteer since 2008. Scott started off at the museum washing and waxing airplanes and then moved up to ground crewing “Wee Willie II.” In 2010, Scott was given his first restoration project – The museum’s OV-1 Mohawk. Turner is expecting to have the Mohawk flying in late 2012. In early 2011, the museum’s chief pilot, Kevin Eldridge, asked Scott to fly the Birddog.  Several months later, Scott’s dream of piloting a Planes of Fame aircraft was realized.

Planes of Fame's newest warbird pilot – Scott Turner (Photo by Andrea Eldridge).

The Flight

At 7:00 am we pushed the 1,600 pound Cessna out of the hanger and Turner started his pre-flight. While Scott pre-flighted, I took photos that would document Scott’s first airshow as a Planes of Fame pilot. Once the pre-flight was done it was time to depart for our 8 mile trip to Cable airport. From the backseat of our Birddog, I snapped away, trying to get some interesting shots of Scott at the controls. The L-19 was a great little airplane to fly in. It had exceptional visibility, surprisingly spacious for a small aircraft, and overall very exciting to fly in. I imagined what courage the pilots had, flying these L-19s (small, non-armored, and lightly armed) over the hostile skies of Korea and Vietnam. Cruising at 100 mph, we arrived at Cable airport in less than 15 minutes. We taxied in, parked, and enjoyed the airshow.

My backseat view!

The Airshow

This was the 37th Cable Airshow that featured world class pilots and aircraft. Pilots that included 17 year old Sammy Mason flying his 1941 Stearman, Frank Donnelly aerobatics, Doug Jardin and his Sbach 342, and the legendary Clay Lacy and his very orange “Super STOL” Pilatus. In addition, there were air demos by the Commemorative Air Force’s AN-2 (the world’s largest bi-plane) and C-53 (which was the drop shop for the airshow skydivers). The day was filled with other flying from a large variety of aircraft that included T-6 Texans, home built planes, and a demonstration from the Corona Remote Control Model Club.

In addition to the fabulous flying, there was a car show, historical vehicle parade, and what would any airshow be without great food. Those attending the show had a wide variety of outstanding food to choose from – smoothies to sausages, chicken bowl to funnel cakes, there was something for everyone.

Overhead at the Cable Airshow.

On final to Cable Airport.

The Flight Home

At 3:45 pm, the Cable airport was open to general aviation traffic and time for us to depart. Once again we mounted up, taxied our Birddog to the runway, powered up, and off we went.  Airborne over the runway, Scott gave a “wing wag” to the crowd and then pointed the L-19 towards Chino. The trip home was just as exciting as our trip to Cable.

I would like to thank Scott Turner for inviting me to be his L-19 Birddog “backseater.” It was a great experience and it was a privilege to document my friend’s first airshow as a Planes of Fame pilot.

Crew Birddog (Photo by Andrea Eldridge).

Taxing for out our for departure (CAF C-53 on the right).

Back home.

Information on the Planes of Fame Air museum can be found at their website (www.planesoffame.org) and additional information on the L-19 Birddog can be located at the International Birddog Association website (www.ibdaweb.com).