Summer 2010 Issue 13

The Intake Journal of the Super Sabre Society

Published Thrice a Year: March, July and November

— “Hun Fine Art Collection” — Close Up Detail of Thunderbird Lead

from Keith Ferris’ “Thunderbird Takeoff” Painting (Credits, page 2.)

See the centerfold pages (18, 19) for the whole painting, which at full size is eight feet wide. Stunning!

The Intake Summer 2010, Vol. 1, Issue 13 JOURNAL OF THE SUPER SABRE SOCIETY 3 Staff Corner 4 Incoming/Outgoing

Correspondence 6 Stake Your Claim By Ed “Hawk” Wells 7 Back to the Future?

From C.P. Bell As in “…the BAK-9…”

12 Current Events — State of

Georgia Commends the Super Sabre Society

14 Double Bailouts in the Dark at

Wheelus By John Anderson “Lost at Wheelus”

17 Preview of Third SSS Reunion! 18 The Wonderful World of “Hoz”

Part II: Thunderbirds in Action, First Person Account By Bill Hosmer as told to Jack Doub “…the most perfect airshow I’d ever seen!”

18 The Way We Were

Popular department continues…!

25 “…I’m Getting Out!” By Dick Mason “Three, you’re in a 90-degree left bank turn.”

28 Hun History in Cloth, Part II

By Randy Troutman

29 [Turkish] Hun Operations over Cyprus in July, 1974 By Soner Capoglu

34 A Foursome of Fun with “A Tuy Hoa Ace”

By George Elsea

35 “Laughter Silvered Wings” and More SSS Contacts, Reminders, Back Cover Credits, Parting Remarks

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Leadership President Bill Gorton Vice President Jack Van Loan Exec. Director Les Frazier

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The Intake is published three times per year by the Super Sabre Society Inc., d.b.a. Super Sabre Society, P.O. Box 341837, Lakeway, TX 78734. (Dues should be sent to this address!) The society is open to all F-100 Fighter Pilots, F-100 Wild Weasel Bears and F-100 Squadron Flight Surgeons. Associate memberships will be offered at the discretion of the Membership Committee. There is no political agenda, although we support and respect the office of the President of the United States. There is no religious agenda, although men who trusted their lives to a slatted wing and a single J57 engine also trust in a higher authority. There is no social agenda, except to meet each other in mutual respect and admiration. We are the men who flew the mighty Hun! Visit our Web site frequently at www.supersabresociety.com.

CFO David Hatten Secretary Art Oken Counsel Ross Crossland Procurement Sloan Brooks Membership Pete Davitto Webmaster Ron Doughty

The Intake - Journal of the SSS Editor and Publisher

R. Medley Gatewood

Photo Editor Shaun Ryan Asst. Editors Dave Burke John J. Schulz Jim Quick Contributing Jack Doub Editors Jack Hartmann Bob Krone Wally Mason Ron Standerfer Ed Wells Hon. Photo Ed. Ann Thompson Graphic Designer Sara Gosselin Printing Consultant

Jim Allen, Allied Printers

Dues Status If your DUES STATUS (printed on the envelope this came in) is “In Arrears,”

our records show that you have not paid for 2010: $25 payable on or before January 1 of each year.

If you are “In Arrears,” please take care of that Member responsibility

ASAP!

If you’re not sure of your dues status, take action to find out! Contact:

CFO (David Hatten) at email, david@houseofhatten.com /

phone (512) 261-5071, or Editor (R. Medley Gatewood) at

rgatewood@comcast.net / phone (505) 293-8396.

NOTICESABRE PILOTS ASSOCIATION

If you flew any model of the F-86, you are eligible to join this

association. Contact J.R. Alley

(alleyoop3@cox.net).

“Thunderbird Takeoff” © 1963 Keith Ferris, USAF Art Collection, is used with permission of the artist who is an Associate Member of the SSS.

Keith says the actual painting is eight feet wide and had a “3-D” effect when gracing the halls of the Pentagon. Hal

Hermes, daily seeing it in situ (in place) there, described it as

“awesome” and recommended it for a front cover. How about a

centerfold? How about both! Visit Keith’s Web site at

www.keithferrisart.com and/or call at (973) 539-3363.

Insight, Opinions, Policy

From the President’s Desk

By now, most of you have received the Smithsonian’s invitation to have your name inscribed on the F-100 Super Sabre Society airfoil at the Udvar-Hazy Center. I hope you have taken the opportunity, as I have, to send in your donation. We will keep you posted when the airfoil goes up and names are starting to be inscribed. Of course, you will also receive notification by receipt of your Wall of Honor Certificate of Registry. At present, one must be an SSS member in good standing in order to receive an invitation. After all, it is the F-100 Super Sabre Society airfoil, not just an airfoil for F-100 pilots. Recently, however, a suggestion has been made that SSS members who have gone west should also have their names on the airfoil. I personally think this is a good idea, if folks are willing to act as sponsors for deceased members. If you wish to sponsor an SSS member who has gone west, please submit his name to the Membership Committee. The Membership Committee will check to insure the individual was a member in good standing at the time of his departure and, if so, will inform the sponsor. The sponsor then needs only to go to the Smithsonian Wall of Honor Web site and fill out the registration form. It will be up to the sponsor to come up with the minimum donation of $100. Of course the sponsor need not be the sole source of the donation; others may wish to help in getting the deceased member’s name on the airfoil. Additionally, the sponsor should indicate on the registration form where the Smithsonian should send the Wall of Honor Certificate of Registry. Before any names go on our airfoil, the Smithsonian will forward the names to the SSS Membership Committee to insure each name is that of an SSS member, present or past, and to confirm the proper spelling. New subject… We will soon start the process to elect SSS officers. The terms of the SSS President and Treasurer are up this year, and we will need to fill those positions in 2011. The terms for all Board Member officers are four years with the option to serve an additional four years. We will follow the process that we used in 2009 to elect the Exec Director, Vice President and Secretary positions. IAW our bylaws, we have appointed a Nominating Committee headed by Phil Edsall (pedsall@satx.rr.com) with Bob Dunham (dice45@sbcglobal.net), Sloan Brooks (sloan@sloan.net) and Pete Davitto (pdavitto@windstream.net) as members. The window for submitting names of nominees for President and Treasurer is set for 1 Aug through 31 Aug 2010. During that time, you can submit names to any member of the Nominating Committee via email, or to the committee by snail mail (address postal mail to “SSS Nominating Committee,” and send to the SSS address found on pages 2 & 35. Ed.). The Nominating Committee will then validate all nominations with the several individuals involved, ensure nominee biographies are posted on the SSS Web site, and provide a ballot of nominees to all voting SSS members by the end of November 2010. After due deliberation, voting for the President and Treasurer will take place by email/internet and paper ballot from 1 Jan through 28 Feb 2011. More information on the election process will be forthcoming in Toss-Bombs and in the fall issue of The Intake.

From the Editor

Since the beginning of the Incoming/ Outgoing department, we’ve been pleased to report good examples of the overwhelmingly favorable member comments that flood in after each issue. In addition to the “best issue yet” trend (which continued for Issue 12, see page 4), members also tend to report a feeling of high (pick any superlative) satisfaction in their overall experience from reading a whole issue. And, many report they read each issue several time and can’t wait for the next one! I’ve been mulling those two kudos traits for some time. As I’ve said before, the “best yet” can’t go on forever. But, I think I’ve figured out why that “overall experience” result happens with individual issues and, logically, extends with each succeeding issue. In a word, it’s D I V E R S I T Y. What do I mean by that word in this context? Firstly, we have a well-thought-out and changeable mix of departments within our journal. This in itself provides variety, a key ingredient of diversity. Secondly, we are blessed with a wealth of story materials from over a thousand members who really “have been there” and, collectively, have done “…a ‘thousand’ things, you have not dreamed of.” (To paraphrase “High Flight.”) With that kind of material, story diversity is firmly assured. Thirdly, we have great diversity in the storytelling/writing skills of our authors. Some are more skilled than others. And for those “others,” we have skilled editors who are more than willing to lend a hand to improve the presentations. The goal of our editing, for all our authors,” is to improve readability, but, importantly, to also maintain the treasured “flavor” of the original author, so that his own “mark” adds another dimension of diversity to our overall mix. These three aspects of diversity are our strengths. We are proud to recognize them. We will guard them. And we are determined to further develop them so that the overall experience members obtain by reading our journals remains high (pick any superlative), as we continue our journal’s journey—onward & upward. Cheerio, R. Medley Gatewood Cheers, Bill Gorton

Staff Corner

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Emails, Letters, Phone Calls, Other Media

Incoming/Outgoing – Correspondence

We are pleased to receive long, short, mostly great, and a few not-quite-so-great correspondence items via various media sources. Member/critics feedback continues to be very positive. Here are some incoming samples and outgoing replies since the last issue. We also include some items in need of discussion that aren’t directly related to the last issue. Ed.

Onward and Upward Trajectory Continues, Still It’s nice to report that the “best issue yet” syndrome still continues, thanks to lots of hard work by your volunteer staff of our journal. New members are “amazed” at the quality of our journal and overall satisfaction they experience from reading their first issue. They clamor for back issues. Most elect to read the archived PDF versions on our web site, using the current password for access. A few readers who like the touch and feel of paper and seeing two pages at a time have requested hard copies from our limited stocks. While supplies last, we’ll continue to offer back issues at modest cost.

Issue 12 Specific Problem Items Two members reported that in the President’s column on page 3, the Smithsonian’s Udvar-Hazy facility is spelled Uvar-Hazy. That’s my fault. In reviewing and editing Bill’s original draft, I saw he had it as Uday, and I mangled the correction. We did get it right, though, in the “Wall of Honor” report on page 7. What language is Udvar, anyway? Very few other errors of consequence were reported, and those have been responded to by replies to the submitters. One significant non-editorial glitch was reported by three members (so far). The problem was that the printer’s “stitchery” department somehow managed to put at least those three 36-page copies together with some pages out of sequence, some pages missing and/or some pages repeated. We rapidly sent replacement copies and alerted the printer to their QA problem. There may have been more “troublesome” copies printed. If you have one and have not yet reported it, please let me know and I’ll send you a replacement copy too.

Issue 12 Front Cover Raises Some Eyebrows The front cover, “Hun Fine Art” by Simon Atack, was suggested to me by a civilian friend who has one of the limited “Veterans Edition” versions signed by SSS’rs Bud Day, Vince Scott and Jack Hartmann. Apparently several SSS members also have copies of this same work and admire it very much, according to their Incoming emails. However, Ace Hun Historian Dave Menard, although he says it’s a nice painting, forcefully points out several errors in the painting and in our “Credits” description on page 2. Dave happened to have been with the 416th at Da Nang as NCOIC of the tire shop when the action depicted by the artist took place. Dave states flat out that the 416th was NOT in the 31st TFW, but in the 3rd TFW, TDY from the wing, headquartered at that time back at England AFB, and that the TAC-owned birds did NOT have blue alars (means “resembling wings”) on the tail fins. Rather, the 416th birds had only the standard yellow TAC shield and lightning bolt. We’re not going to quibble with Dave on this one and just chalk up the painting’s inaccuracies as artistic license, The erroneous association of the 416th with the 31st TFW may have contributed to the artist’s paint scheme error. We’ll probably never know. One other person had a nit to pick, via email, with Mr. Simon Atack, but for the life of me, I can’t find the message nor remember who sent it. Anyway, he also has a copy of “Knights Charge” and really likes it. However, he points out that there are actually five aircraft in the painting and a five-ship was a rather unusual size for combat missions in Huns. I had to look hard, but I did find the fifth bird, very low on the right horizon, and I agree with the unknown admirer about the “oddness” of that number. More artistic license?

Does Anyone Know Bill Stair? We asked that question in our “Corrections for Issue 11” section of this department in Issue 12 in response to a reader’s report of a misidentified person in the “Fun with Cockpits” photo on page 27. Person Number 2 was Norm “Toad” Todd, not Bill Stair. Well, several folks did know Bill Stair. Here’s what John Anderson had to say about him: As to “does anyone know Bill Stair?” Many in that picture do. Wilber T. (Bill) Stair was B Flight commander, 494th TFS, 48th TFW. I have copies of the OERs he wrote on me. Bill wrote my Initial Report, six-month OER covering the period from my initial arrival in the 494th TFS, 13 Jun 1961 to 16 Jan 1962. He also wrote my second six-month OER covering the period 17 Jan 1962 to 16 Jul 1962. Jack Arnold, #13 in the picture, took over B Flight from him in July 1962 when Bill went to Wing. Jim Sullivan, #8 in the picture, was also in B Flight during this time. Bill Douglass, #4 in the picture, confirmed that he knew Stair. Donnie Tribble, #1 in the picture, lived across the street from Bill Stair in the small village of Weeting, and they occasionally rode to work together. Wilber T. (Bill) Stair was tragically killed in Vietnam on 25 January 1967 during a visual reconnaissance mission when an Army Huey collided with his O-1F. Respectfully, Jim Anderson Thanks, Jim. Ed.

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Photo Source Corrected In Bubba Heinisch’s collection of photographs that turned into “The Scroggy Mountain Boys” story, there was a photo NOT about the band that he had labeled “Six 352nd Huns at Incirlik, Turkey.” It seemed out of place with the band pictures, but was a striking shot of Huns in a strange land. So, I wrote up a caption for it that seemed to fit. That photo generated two responses, both saying the birds were 523rd TFS jets. Here’s the real story behind that “odd” photo. I am writing to provide a little history on the origin of the picture in the latest “Intake” showing six Super Sabres going past a Turkish minaret on page 12. The actual photographer was Captain Sam Bakke of the 523rd TFS, out of Cannon AFB, New Mexico. It was taken in 1963 or thereabouts. The aircraft were 523rd Squadron jets, with 523rd pilots in them. I was one of them. As you might know, Cannon, at that time, had eight F-100 squadrons in two wings. We were sent all over the world: west to Misawa AB, Japan, all the way east to Incirlik AB, Turkey, and everywhere in between. While stationed at Cannon for five years, I was actually on the base much less than two years: A common story.

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The picture, as you can see, was pretty dramatic and was picked up and published in numerous Air Force pamphlets and magazines, [telling] about the fighter forces and their endeavors to surround the world from the few bases stateside. The picture [was] all Sam’s work, his idea and operation. Thanks, Tom Fussell It was nice to see “Bubba’s” picture, but just between you and me, I want to put the record straight and give credit where credit is due. The picture was used for a 1963 Christmas card…flown by the 523rd TFS, 27th TFW from Cannon AFB, NM. Leading the flight was squadron commander, Lt/Col Clifford Meier, right wing: Carl Dice (RIP), left wing: Doug Lauck. Second flight leader, Lacy Breckenridge, right wing: Karol Bobko, left wing: George Varner. Attached is a copy of the Christmas card. Lacy Breckenridge Confronted with overwhelming evidence, Bubba caved on his claim that the birds were 352nd jets, saying “As the squadron Information Officer, I collected lots of pictures, and that one sure was nice, even if not ours.” That would be the end of the story, if not for the glitch between our two 523rd experts. Note that although Tom claims that “I was one of them,” Lacy doesn’t include Tom as such in his definitive list of flight members. Maybe they, or better yet, Sam Bakke himself can help straighten this out, and also tell us how he managed to set up and take such a classic! Sam?

The Christmas card version of the photo in question. Any

Questions?

Kudos for Editor’s “Busman’s Holiday” Story about the Evacuation of Kham Duc The kudos were many, sincere and very kind. Thanks have been emailed to each sender. Special thanks here for their able assistance in this endeavor to Asst. Editors John Schulz and Jim Quick, particularly Jim. He managed to keep me from embarrassing myself from the overuse/misuse of the dreaded “em dash” ( — ) and “ellipsis periods” ( … ), two rather specialized marks of punctuation, the use of which is sometimes abused.

Another Present to the SSS from Keith Ferris, after Two Front Cover/Centerfold Paintings Speaking of the Kham Duc story, here’s an Email to the Editor from Keith that he was moved to send after reading about the action and Joe Jackson. Dear Medley: I was very pleased to see your after-action report and to hear of your part in the Kham Duc story. Attached find [a] jpeg of my painting, “Miracle at Kham Duc,” showing Joe Jackson turning around on the runway with the ACCS’s C-130 above and the Airlift Control Team running toward Bookie 771. It even shows the spent rocket in front of the nose. The whole thing was a miracle, but the title refers to the fact that the C-123 came out unscathed. I too have met him, and Joe Jackson really is a gentleman. You have my permission to reproduce the painting in the Intake with credit if you wish. The painting was created for one of the Keith Ferris Military Aviation Calendars published by the Air Force Association in 1980 and 1981. — Keith Ferris P.S. Peggy has the 2010 SSS dues on her desk, ready to send.

A present from Keith Ferris.

I didn’t know of this work before Keith sent it, but I’m much pleased to learn of its existence. If it is “showing Joe Jackson turning…,” then that’s me up there “Duty Controlling” in the ACCS’s bird. Never dreamed I’d ever be in a Keith Ferris painting. Thanks, Keith. I’ll be ordering a print for myself. [Smile.] — Medley ◘

And The Beat Keeps Beating On

By Ed “Hawk” Wells (Contacts: maka@comcast.net. (615) 419-4308.) Stake Your Claim (SYC)

The members were quite active during this last period, sending in upward of 24 claims and challenges. Among those,

16 made the grade and are awarded below. Note: When considering entering a claim challenge, remember we limit ties to two per event; our rationale being that once we have at least two, any additional on the same subject are redundant. Send your claims/challenges to Ed per above, or to Ed at the SSS mailing address on page 35 (top left). New Claims Pete Noebel is among those unfortunates to be wounded on a combat mission. In Pete’s case it was during a dive napalm pass in IV Corps. His aircraft took five small arms hits, including one in the engine and two that entered the cockpit. One hit his right elbow and the other his upper right arm, knocking his hand off the stick. Not sure how much blood he was losing, he used a seat pin streamer as a tourniquet, cleaned the wings and declared an emergency with a request for a quick steer to Bien Hoa. The GCI controller told him that Can Tho was much closer, and he made “a sloppy landing” on a 6,000’ runway there, flying with his left hand. In reporting this event, Pete wondered, “Am I the only Hun jock who took direct small arms hits to the body in a D-model while airborne?” An interesting question. We don’t know, but let’s find out. Pete’s awarded a “starter” claim — Only Hun jock who took direct small arms hits to the body in a D-model while airborne.

Darrell Jones claims 17 combat missions in an F-model as a non-rated maintenance officer while serving with the 416th TFS. This is the first claim of its type (non aircrew), and Darrell holds the title…for now — Most combat sorties in the Hun by a non-rated officer = 17.

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Jim Gibler received his F-100 training in the short course and never flew the aircraft again! He had volunteered in order to avoid the F-4 and its two seats. Fate was not kind to him, because he drew a FAC assignment after training and had no opportunity to get back in the Hun afterward. Jim is awarded the claim — Lowest total Hun time on record = 74.45 hrs. Larry DeSanto, a flight surgeon flying out of Wadi Bisha, Saudi Arabia, in an F-100F, stepped over the side with the pilot “when it was time to go.” His story has not been published in The Intake, but it is among the hairy tales in the Caterpillar Club on the SSS Web site: good read. Editor Gatewood writes that he may yet run the story in a future issue of our journal. Larry has a legitimate claim — Only flight surgeon to eject from the Hun. Elmer Slavey suggests he has served in more active duty Hun squadrons than any other SSS’r. Elmer’s name will enter the SYC Scoreboard as — Served in the most active duty Hun squadrons = 9. Mick Greene has been trying for a SYC title for some time. He’s now referred us to a ticklish situation he survived that we published in full on page 22 of Issue Six. He didn’t make a claim back then, but upon further review

at his recent request, we concur that it qualifies as a valid claim — Only Hun jock who managed to land safely with both ailerons up. Claim Challenges George Demers has an interesting story that borders on unbelievable—but I believe him. Assigned to the Connecticut ANG and flying the F-100A with an ADC mission, it had been reported that the Hun pilots were routinely flying above 50,000 feet during intercepts of F-89 simulated targets. When SAC got wind of this, they requested a programmed test of this capability using the U-2 as the target. Three of the original volunteers, including Demers, were fitted with MC-4A partial-pressure suits and trained in the high altitude, low pressure chamber. Their Huns were also modified with radar transmitters and cockpit cameras to obtain real time data that was later correlated with the radar ground track. Unhappy with the fact that the Huns were scoring routine Sidewinder “kills” against their spy plane, SAC added an evasive maneuver on the part of the target. On his last mission, Demers scored another kill at 73,000 feet but lost control due to a stall while maneuvering to keep the Sidewinder tracking. Some anxious moments later, with an accelerated heartbeat, he headed back to Tyndall for a straight-in landing. George has the new altitude record — Highest altitude reached in the Hun = 73,000’. Bill McCollum felt the impact when he took a hit from a 20mm ricochet while strafing on Maniago Range near Aviano. When informed by his wingman that he was streaming quite a bit of fuel out of the right wing tank, he declared an emergency and flew via direct for Aviano and a straight-in landing. His quick action probably saved USAFE one F-100, because shortly after touchdown his engine flamed out while still in his landing roll. Bill ties Bob Hires as — Only Hun pilots to nearly shoot themselves down while strafing. We may hear more claims of this type, but remember a staff decision dictates we will accept only one tie, after which we close that category. Lee Howard was sucking up the gear just after liftoff when he saw a bird and felt the thump as it entered the intake, resulting quickly in burner blow out. Almost as quickly, as Lee states it, “Everything went to hell in the cockpit,” so he lowered the gear and tail hook, eased the jet back down onto the runway and successfully engaged the barrier at 2,000 feet remaining. He estimates his time

in flight as 2-3 seconds. Lee displaces PJ White for the claim — Shortest Hun flight time involving an IFE = 3s. Mack Angel claims to have been the youngest pilot to receive a checkout in the Hun. We agree. He replaces the previous claim holder by just under two months. Mack is the new claimant — Youngest pilot to fly the Hun = 21y, 0m, 14d. Butch Viccellio joins the super tall Hun jocks popping up everywhere. He even sent a copy of his first flight physical with waiver and now holds the title — Tallest Hun pilot on record = 6’, 6”. Additional proof of this record height lies in a photo from late 1963 of Butch and his USAFA classmate and good friend Don “Hutch” Hutchinson (RIP SSS’r) found on the SSS Web site under the 4510th CCTW/4514th CCTS (and here). It shows Butch towering a full foot over Don (5’, 6” and 128 lbs. back then) as they “hang out” together on a Hun pitot boom. Nice shot! Add-on New Claims Don Hutchinson, by lending his (wife-verified) height to help validate Butch’s challenge, is hereby posthumously awarded the SYC title — Shortest Hun pilot on record = 5’, 6”. We figure this might not stand too long (pun intended). Where’s Dumpy Wyrick? Jack Cousyn says the jettison of any store from the Type 7 centerline pylon was considered a nuclear incident, requiring investigation. Jack was victimized twice when the SUU-21s he was using to pursue nuke delivery “shacks,” “self-jettisoned” when he hit the pickle button.

It was theoretically impossible, design-wise, for any store to come off the centerline without pulling the Special Store Unlock handle. So, Jack was mighty happy to point out to the investigators of each incident that the pull-out unlock handle still had the unbroken safety wire installed after he landed. Murphy’s Law struck twice. Jack gets a new claim as — Only Hun pilot to jettison two SUU-21 dispensers from the centerline pylon through no fault of his own. Bill Swendner’s original claim of longest time between C-model flights was inadvertently renamed longest time between Hun flights in the spring issue. This error is corrected and Bill still holds his C-model title. Unintended consequences of the above SNAFU now allow Bill McCollum to be credited with a new SYC category title — Longest time between Hun flights as pilot = 21y, 4m, 15d. This one may be hard to beat. “Don and Butch…two

of Luke’s finest [students].”

Add-on Challenge Bob Wilson shoots down Bill Hosmer’s “target” date for First SSS pilot to fly the Hun = 1955. The title “target” date is now October 28, 1954! It was during the time the 436th Squadron at George was getting checked out in the “A”, the first squadron to get Huns. Hang in there, Bob. The above add-on was fully documented with personal flight logs. It pays to keep records! Well, that’s it for SYC in this issue. There are sure to be some challengers to a few in this crop. Meanwhile, the title holders should keep their heads on a swivel looking for guys with clean BS flags and sharp (steel) golf shoe spikes. Note: Space limits preclude publication of the SYC Scoreboard in this issue. View it on the SSS Web site under the link titled, “The Intake Journal.”◘

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Add-on HOT Incoming Email Correspondence from Keith Connolly USAF...8TH TAC FTR WNG, ITAZUKE AB "AFTERBURNER" F-100 PILOT REUNION AND RECALL! 13-16 OCTOBER 2010, HILTON EAST, TUCSON, AZ. CONTACT BOB DELANEY AT (520) 878-0555 OR E-MAIL del@dakotacom.net.

As in “…the BAK-9….”

From C.P. Bell

We’ve had a couple of encounters with approach-end barrier engagements in the “Stake Your Claim” department of late. As it stands now, Jack Van Loan and Fred Cherry share the title for “Unintended approach-end barrier engagements.” I had never heard of approach-end barrier engagements for Huns, unintended or otherwise, until Ed Wells brought up the claim for “Buns” in Issue 10. However, beginning in 1969, I DID get pretty familiar with the concept when I got in on the ground floor of the A-7D SLUF program, building the first academic classes and being in the first Instructor Pilot cadre. The SLUF’s Navy-designed tailhook was the answer to lots of EPs! So, it was like the movie Back to the Future when I read the October 1966 issue of TAC ATTACK sent in by C.P. Bell with a story about an adventure of his. It seems he probably made the first intentional Hun approach-end barrier engagement using the BAK-9 system! Enjoy C.P.’s story (on the next four pages), used with permission from the Air Combat Command’s Safety Shop, exactly as printed almost 44 years ago. Thanks, C.P.! Ed.

Back to the Future?

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Working quietly behind the scenes, SSS Membership Committeeman Pete Davitto engineered a significant event held at the Georgia State Capital on January 26, 2010. Sponsored by State Senator Jim Butterworth, the entire Georgia Senate adopted Senate Resolution 853 to recognize and commend the Super Sabre Society, a group of United States Air force (USAF) pilots who flew the USAF F-100 fighter/bomber aircraft. “We are among heroes,” said Senator Butterworth as he addressed the full State Senate. “These brave, courageous men risked their lives for their country and we will always be grateful for and humbled by their sacrifice.” “These brave…men…” to whom Senator Butterworth referred, were represented by a gaggle of 17 (of our 42 total) SSS members from Georgia, who were willingly rounded up for an impromptu “tactics conference” and to witness the presentation of the Senate Resolution in the “Well” of the Senate chamber. At the completion of that moving presentation, the Senate floor erupted in a standing ovation, and our gaggle was escorted to a catered lunch with Senator Butterworth (a USAF B-1 pilot) where he briefed the group on major challenges facing the state of Georgia. The Senator then entertained a lengthy Q&A session. Also of note during the luncheon, was a roundtable with each member telling about themselves and their military careers. They learned a lot…and some of that can’t be published. The tactics conference concluded with a separate meeting with Georgia Lieutenant Governor Casey Cagle, who also welcomed and thanked the SSS’rs for their service. He handed Senator Butterworth a document, which he asked him to read. The document was titled, “BY THE GOVERNOR OF THE STATE OF GEORGIA—A COMMENDATION.” It said in part, “WHEREAS: Our great country is indebted to our military veterans who served selflessly to preserve our quality of life, and who fought honorably to ensure our freedoms here and abroad. We owe these pilots of the Super Sabre Society a great debt of gratitude; now THEREFORE: I, Sonny Perdue, Governor of the state of Georgia, do hereby commend the Super Sabre Society.” Thus, concluded the tactics conference. Attendees: Tom Allbee, Jack Baker, Julian Black, George Buchkowski, Michael Cahill, Terry Cawley, A. Andrew Christensen, Ron Clements, Pete Davitto, Bruce MacLane, Charles Mason, Rock Massey, Joe Prater, Bill Rippy, Don Screws, Dave Skilling and R.C. “Chick” Smith. As reported by Pete Davitto. Thanks Pete! Images supporting the report follow. Ed.

Current Events — State of Georgia Commends the Super Sabre Society

Official Press Release Official Commendation

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Scenes at the Georgia State House “Tactics Conference”

Sen. Butterworth addresses the full Senate from the “Well” with SSS guests and giant Hun images on the dual

monitors.

Official Press Release

SSS gaggle of 17 guests & four hosts gather for portrait.

Catered lunch with adult beverages?

Close-up of Sen. Butterworth and SSS’rs

Naw…just a working lunch! And, a successful “all Georgia” tactics conference.

Good work, Pete. Ed. ◘

P.S. Pete would like to know the level of interest in using major credit cards, in addition to PayPal, to pay annual dues and other expenses like reunion fees. Send affirmative emails to Pete and let us know. (pdavitto@windstream.net)

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“Lost at Wheelus”

By John Anderson Back in January, Contributing Editor Wally Mason sent the draft of a story he’d been working on for quite a while. He called it “Lost at Wheelus,” and his first two sentences were, “How could a pilot not find Africa? How can you miss the World’s largest continent?” That’s an intriguing story lead, and the tale of just exactly how that happened to two intrepid Hun pilots who (indeed) missed Wheelus and Africa, ran out of gas over the Mediterranean and bailed out has become legend. However, the oft-repeated telling of the tale may have overlooked some salient facts. In researching Wally’s draft, we discovered that SSS’r John Anderson had actually been in this infamous flight from Soesterberg. Well, sort of. In any case, armed with a copy of the actual accident investigation report, John accepted the challenge to set the record straight on this 52-year-old saga. Herewith, then, is John’s account of Wally’s tale. Ed. First, a little geo-historical background: In 1954, USAFE’s 512th Fighter Day Squadron (FDS, flying F-86s) was redeployed from RAF Manston in the UK, to Soesterberg, Holland, and was renamed the 32nd FDS. The original 32nd was a WWII fighter squadron based at Curacao in the Dutch Antilles/West Indies and Aruba, another former Dutch colony in the Lesser Antilles. Thus, reactivation at Soesterberg renewed the historical ties the 32nd had with Holland. The original purpose for the 32nd being in the Caribbean was to provide the Netherlands with air defense for its two offshore countries. In 1956, the 32nd’s F-86s were replaced with F-100s. The pilots were strictly day fliers, and at sundown every day, the Dutch called to inform them that the night fighters were taking over the alert. I can’t think of a finer setup for young fighter pilots. Every day that they flew, all they did was light the fire, get airborne and look for someone to pounce upon. Normally, it was dissimilar air-to-air stuff, but if they couldn't find anyone else, they fought each other. Usually, there was plenty of business! Now, let me start this story by saying that two outstanding things happened to the Anderson family in 1957. The first was that my little (sic) brother made All-American as a sophomore running back at West Point. The second was me getting my first operational assignment to—you guessed it—the 32nd FDS at Soesterberg. The 32nd was flying the F-100 C-model, sharing the Dutch base with a couple of Hawker Hunter squadrons of the Royal Dutch Air Force. Our side of the base was named Camp New Amsterdam, in honor of the first Dutch settlement in America, Nieuw Amsterdam.

On 3 December 1958, I drove to work in the morning darkness, as usual. The days were mighty short in winter time. We had not flown a great deal lately, and in addition to lousy WX, we got some snow. The Dutch were not too interested in clearing runways and taxiways, so we usually stood down and waited for it to melt (God's work). At the morning briefing that day, volunteers were requested to fly down to Wheelus to build up the squadron’s low total flying time. Four of us volunteered, went back home, packed overnight gear and drove back to the base. We got ready to go, and then, of course, entered into that phase of “go, no don't go” for several hours. Finally, the decision was made to go. Given conditions at the field, it was decided to tow our Huns to the run-up pad, depart and fly the 1,231 NM to Wheelus in two, two-ship flights. Don Brandy and Hank Higgins would take off, followed by me and my wingman, another young pilot named Dick Denay. Unfortunately, by the time we took off, it was late afternoon. Don and Hank departed at 1507 Zulu. Dick and I followed a few minutes later. For those days, everything was pretty much normal-normal all the way to Wheelus. That is, till we neared the end of the flight. Keep in mind the state of flying in those days: UHF was our only voice radio. Once we took off, we checked in with “Stovepipe” (Dutch Military Radar), but back then, the rest of Europe was mostly VHF with very few facilities capable of both UHF and VHF. Our next radio transmission was to Chaumont (France) Tower to whom we gave our FIR penetration times and upcoming reporting estimates. We flew over Nice, where we started out across the Mediterranean. We transmitted our FIR info

Double Bailouts in the Dark at Wheelus

After checkout at Nellis, John’s Hun career

included 32nd TFS at Soesterberg ’57-’60 and

523rd TFS at Cannon AFB ’60-’64 (with LOTSA TDY all over the world). After that, it was off to

carrier flying (A-4s) on a Navy Exchange tour,

then lots of ANG flying.

32nd Ops, home of the “Slobbering Wolves.”

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“in the blind,” since there was nobody within earshot on UHF. Then it turned dark, very dark! I have to pause here to mention that in the dark, we were not very proficient Hun drivers. When I got to Soesterberg (32nd Fighter DAY Squadron), we were required to get only 15 hours of night a year. If you logged 15:01, people looked at you like you were crazy. We cheated: five minutes here, five there, and so it went. Suffice it to say, we were not too night proficient. Meanwhile, back to the ill-fated flight. From Nice, we flew over Ajaccio in Corsica and then took a jog to miss the Tunisian FIR, heading for Pantelleria, a small island north of Wheelus, where the fun started. The Pantelleria Beacon had been NOTAM’d to be off the air at sundown, a key factor bearing on the imminent loss of two birds. However, for whatever reason, we were unaware of that vital fact. We just never got that info. We DID know that the Wheelus Beacon was INOP, but we figured that with the help of “Farnsworth” (a Brit GCI facility), we should have no problem. Wishful thinking! When none of us could pick up the Pantelleria Beacon, both flights went over to Farnsworth for help. I should mention that we had 100 Kt winds from the west, so that made it even more difficult to estimate overhead Pantelleria. When I checked in with Farnsworth, Don Brandy (leading the first two-ship) asked me to wait until he could get an accurate steer. While I waited, I tuned in the Wheelus AFN (Armed Forces Network) AM station, to get an ADF steer. When Farnsworth finally got around to me, I told them I had Wheelus on the nose and to continue working with Don. Dick and I then switched over to approach, penetrated and flew a GCA approach to Wheelus. Before we left Farnsworth, they gave Don a heading to Wheelus that coincided with what my ADF was showing. I guess it is important to stress here the fact that for modern aircraft of the day, not only was the ADF a questionable piece of equipment, but the ADF stations were weak and the whole navigation package was pretty primitive, to say the least. Don and Hank had switched to Farnsworth several minutes ahead of me, and Farnsworth had them turn to 110 degrees for a positive ID. (Remember that 100 Kt crosswind?) When I got on freq, Don was requesting to go back on course since they were low on fuel. The heading Farnsworth gave them pretty much coincided with what I was seeing for my flight to get to Wheelus, so I figured Don and Hank were ahead of us and fairly close. Not so! The accident investigation report’s Finding 5b said Farnsworth’s GCI operators were a contributing cause because they “Had no radar track identified as 54-1915 (me), yet this flight was estimating the Wheelus Range at the same time as 54-1865 (Don), and in a geographical position that coincides [coincided] with the track identified as that of 54-1865.” In other words folks, Don and Hank were being given radar vectors meant for ME!

The accident report also says that at 1729Z, Farnsworth instructed 865 to go to Tripoli Approach Control, and that their position was approximately 37 miles north of the station. The accident investigation further said that in respect to 865, “The flight leader states that he tuned and crosschecked frequency 1585, a commercial station, and the Wheelus Beacon, frequency 359 Kc, call letters WL. The wingman also crosschecked these frequencies.” [This is an incongruent statement because the Wheelus Beacon was OUT. I (and Dick) tried to crosscheck between the two stations, but could not raise the Wheelus Beacon at all, only the AFN station.] The accident report continues, “At 1734Z, the flight reported over the beacon and ‘Mayday’ [for very low fuel].” I suspect the report is inaccurate regarding that supposed statement of Don’s about he and Hank crosschecking the two stations. Dick and I may have reported that we had tried to do that, but without success. The mistaken ID, my flight for Don and Hank by ground controllers, continues to haunt…. I guess the pucker factor was getting pretty high by this time, because Don made some serious mistakes of his own. I personally think that somehow they got and homed on a signal from a station far to the east of Wheelus, which could have been the 2,000 watt commercial station at Misratah, Libya, near the coast. Then when they got a weak swing on the needle, they decided to do a teardrop penetration WITHOUT A POSITIVE ID! They flew outbound at 145 degrees, made a left-hand penetration turn at 13,000' and rolled out on a WNW heading. When they got down lower, they lost the unknown signal…and NOBODY had them! They wandered around at 2,500', and according to what they told me later, finally realized the campfires they thought they were flying over were, in fact, fishing boats! They pickled their tanks and climbed, turning from a NW heading to south [looking for the continent of Africa?]. At 1800Z, Farnsworth GCI said they had re-established radio contact with Don’s flight on 317.5. Upon learning that, Wheelus Tower tuned their DF and backup equipment to Farnsworth’s freq, and gave about seven DF steers of an inbound heading of 240 degrees. Soon, Farnsworth reported two radar contacts squawking emergency approximately 150 miles to the northeast and continued to track and vector the flight toward Wheelus. It was way too late! Hank reached an altitude of 29,000' before flaming out. Don continued climbing until flaming out at 32,000'. Hank glided as far as he could and bailed out at 10,000' about 65 miles out from the field. Don continued his glide on a heading of 240 degrees until he saw the coastline and turned to 220 degrees, bailing out at 4,000'. Don came down, barely on land, some 40 yards from the coastal highway and about 38 miles from the field. He then hitched a ride to the base. Meanwhile, Hank had literally gone “feet wet” far at sea and was picked up some 44 hours later!

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While Dick and I were taxiing in, we observed two F-86Ds scrambling, and when we could get a word in edgewise, we were informed that Haircut Blue 1 and 2 had bailed out. That was the first word we had that they were not safely on the ground. Now to the story Hank related to me: He landed okay, pulled his dingy upright, climbed in and began to try to figure out what he was pulling out of the survival kit in the dark. Did I mention it was pitch-assed black? He said he found his signal mirror and put its lanyard around his neck. Next, he found two cans of water, also on a lanyard, and put them around his neck, too. Soon after, he saw and heard the two F-86s overhead, and in his haste to light his flare, pulled the smoke end—that didn't help a hell-of-a-lot. Now he didn't know what to do with the damned thing, and the next thing you know, a wave capsized his dingy, and he lost everything but the mirror and water.

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For the next two days, Dick Denay (my wingman) and I rode all over on C-47s helping to search for Hank, but with “no joy.” After that, in base ops, the “powers-that-be” started considering calling off the search. Meanwhile, as luck would have it, a RAF Shackleton (big, ugly thing) was returning from Wheelus to Malta and flew right over Hank. Hank saw it and signaled them with his mirror, but they overflew, apparently without seeing him. Finally, they turned around, and on the next pass, they spotted Hank and dropped him a 20-man life raft. The Shackleton remained on station until an SA-16 Air Sea Rescue aircraft picked him up at about 0945Z, 5 December 1958, some 85 miles from Wheelus. Later, at the Club, after a lemonade or two, one of the Shacklteon’s RAF crewmembers (they came back to Wheelus rather than going on to Malta, probably to help us celebrate) said to me, “I say, old boy, you Yanks have done it again.” “Done what?” says I. “The second coming of Christ,” says he. “When we dropped that 20-man raft, your chap jumped up out of his dingy and ran across the water and into our raft!” The whole affair was a comedy of errors, and I am here to tell you I was glad it turned out as well as it did. I believe that if Farnsworth had been an American radar facility, more of the blame would have been dumped on their shoulders. It was a simple case of Farnsworth losing Don and Hank when they “found” my two-ship. I don't know exactly how Don and Hank got so far off course to begin with, but in truth, making it from Ajaccio to Wheelus without any further operable nav-aids was a hike, especially with a 100 Kt crosswind. I really think

that the ID turn to 110 degrees that was ordered up by Farnsworth is the event that caused Don and Hank to fly out of ADF range of the AFN station. I was lucky that Dick and I tried to tune in AFN while we were still in-range. Those 25-watt stations that we had to deal with in those days were so weak that you couldn't pick them up very far away. Had Don and Hank been closer when they first tried AFN, I’m sure that they would have been okay as well. [Get your magnifier out for the diagram below.]

There has been a lot of heated debate about this classic SNAFU resulting in the loss of two Huns, but now you can say you heard the truth from someone who was there. In any case, it wasn’t a fun time for anyone. At least we didn’t lose two Hun drivers as well.

Hand-drawn map of the accident area shows Misratah, probable actual site of the ADF teardrop penetration.

Epilogue: My association with Soesterberg lasted until the base closed in 1994. As luck would have it, the 101st FIS at Otis ANG Base, Cape Cod, Massachusetts, inherited the 32nd’s F-15s. Because I had once been the CO of the 101st Squadron and later the Commander of the Massachusetts ANG, and the fact I had many Dutch friends and a Dutch godson, I was invited to the closing of the Soesterberg Base. (A sad day for all, after 40 years of friendship between us.) I was treated royally by both the Dutch and the 32nd folks, even getting reacquainted with Dutch Prince Bernhard, who was an avid aviator who used to spend time with us. Mostly, he liked to race us down the runway in his sports car when we drove our cars back to the base, after the Dutch night fighters took over alert. He had the best car and usually won. Cheers, —John Anderson. PS: Hank Higgins died a few years ago of a heart attack. Dick Denay, Don Brandy and I are still alive and kicking. ◘

Postscript About the time John Anderson completed his final draft, we learned that Don Brandy had just joined the SSS and had sent in some written recollections about this storied flight. These recollections, having been written several years ago, and without benefit of a copy of the accident investigation report, are somewhat different in certain details from John’s story. But Don has welcomed the “refresher course” he’s received in a series of recent emails, and we’ve come to a reasonable compromise that allows us to get this story out on time. We’re “go” with John’s story for this issue, and we’ll block some space in the fall issue for selected excerpts from Don’s recollections that are sure to be enjoyable to avid readers of Hun history first-person accounts. Many thanks to John and to Don. Ed.

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DeparturesThe following SSS members, associates or

honorees have truly “slipped the surly bonds of Earth” to “dance the sky on laughter silvered wings” forever. They will not be

forgotten. Our sincere condolences to their families and close friends.

James H. “Jim” Westberry

March 14, 2010

Jim Frogge March 22, 2010

James A. Carter

April 7, 2010

George B. “Andy” Anderson May 3, 2010

Kenneth C. Waring

May 4, 2010

F. K. “Mack” Sennett May 15, 2010

Roland B. “Rollo” Elam

May 16, 2010

E. Patrick “Pat” Birmingham June 3, 2010

R. I. P.

“It will be a happy hour to end all

happy hours!” Twice, Ron Standerfer and I predicted the above about the first two SSS Reunions, and we were dead on right both times!With that record, we’re betting double-down on the same outcome for our third reunion, set for the now-familiar Gold Coast Hotel & Casino in Las Vegas, NV. Dates are 12-15 April, 2011. “For a good time,” reserve those days on your planning calendars, now. Also, be sure to check out the spectacular Gold Coast at www.goldcoastcasino.com/. We suggest you further whet your appetite for truly great SSS Reunions by reviewing the after action reports for our first and second biennial bashes in The Intake, Issues Four and 10, respectively. If you don’t have a copy of those issues, you can view them at the SSS Web site under the link that says “The Intake Journal.” The password for the archived copies is the same as for the membership list. If you don’t know it, ask one of the SSS Functional Contacts found on Page 35. The 2011 reunion drill will be about the same as 2009, but enhanced somewhat. As last time, the Red Flag/Nellis Tour will include lunch on base and will be offered on both April 13 and 14. The double tour capacity totals only 200, so sign up early to guarantee yourself a slot. Golf will repeat at the posh Highland Falls Golf Course but this year will include lunch at the cushy 19th hole. Check it out at www.golfsummerlin.com. A major change is to have the gala banquet on Thursday evening instead of Wednesday. That makes sense to me. And, for the very first time, we’re having an after banquet speaker: Legendary SSS’r Bob Hoover. Don’t miss this one! Lastly, the popular “Afterburner Brunch” featuring Bill Hosmer’s “Marine Corps SOS,” previously offered as an add-on event on Friday morning, is now an official function and last scheduled event of the reunion program. So, plan on attending this brunch and schedule your travel accordingly!

Super Sabre Society Bios About a year ago, as Les Frazier continued relaying to us his RIP messages, he began mentioning whether or not the recently departedhad his SSS bio posted on our Web site Sadly very few, if any, have had one. (We now have only 154.) I think Les is trying to send a message to all of us that we’re not getting any younger and to please take care of submitting our bios ASAP, so your bit of Hun History is captured for other members to review when they learn of friends who have “flown west.” It’s very simple to do, if you have a computer. Just click on the new link that says “Membership Biographies,” click on “Biography Submission,” read about the project and follow the instructions. If you’re not into computers and email, give Bob Dunham a call at (512) 633-0386 and ask for a copy of the Project Description and Instructions. Ed

The Reunion Registration Form showing all scheduled events and fees is now available on the SSS Web site under the “Reunion” link at www.supersabresociety.com. Check it out early for a complete run-down and for your advance planning purposes, even if you want to wait a while to register and pay. For those without internet capability, a copy of the Registration Form will be inserted in the Fall 2010 issue of The Intake. Justfill it in and send it in with your fees check. Also again at the Gold Coast, the F-86 Sabre PilotsAssociation Reunion overlaps a couple of days with ours. That will provide folks who are members of both organizations another great opportunity to double up on “reunionizing,”rehashing and sundry happy hour activities. Ed.

Let the Good Times Roll—Again!

“…the most perfect airshow I’d ever seen!”

By Bill Hosmer as told to Jack Doub

Part Two: Thunderbirds in Action: First Person Account PROLOGUE: When we left Hoz in Part One (see Issue 12), the newly formed 1961 Thunderbirds were into a grueling practice schedule involving two training flights a day, each including a high and a low altitude show. As the team came together, the pressure of their pending first show at Maxwell AFB increased. In this Part Two, we introduce something new for The Intake: Hoz continues the story in his own words in The Intake’s first-ever, question-and-answer-interview format. We think you’ll find the style interesting. Ed.

Intake: Hoz, let’s start by you telling us about picking up on the nuances of show formation flying as you and the team approached your first “on-stage” show.

Hoz: I think alignment was really the most important thing about flying that close. Keeping the same plane (not “cupping”) and keeping fuselages parallel (not “toeing”) was paramount. The red, white and blue stripes were exactly 12 inches wide, and we were shooting for a three-foot wingtip overlap. You could pretty much just line up the colors, and if you stayed there, you had the

right position. In early days, the slot would tell us to move in or out one, two or three stripes, and we'd get that picture of Lead established. Eventually, it became natural to be right there without coaching.

The in-trail maneuvers were difficult at first because we’re talking close, really close trail. The sight picture was the eyelids ahead of you, just above the canopy bow. The tip of the pitot boom was just about under the eyelids from there. If there were any variations in the back pressure, there was the need to NOT immediately relax or

THE WONDERFUL WORLD OF HOZ

Ace reporter Jack Doub found the Hoz interview

“fascinating.”

Thunderbird days

included Left Wing and Maintenance Officer!

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add back pressure to avoid the dreaded whiplash. That could give the slot man real problems. There were many times I had to withstand some uncomfortable closeness in order to dampen out the correction. I flew in the third position in trail, even though I was Thunderbird Two. The reason was that going from trail to diamond was [done] in a left bank turn, and the right wingman wouldn't have so far to move to get back on the wing. Limited power available was the reason for this. As we started giving shows, our spacing got better and better, and things just sorta smoothed out. The clearances on crossovers got better, and our trail smoothed out quite a bit. Trail maneuvers remained tough because the clearances were so small that any deviation produced that whiplash I mentioned. But the maneuver that gave me the biggest challenge (and was the toughest thing for me) was the Diamond Inverted pass. Almost all the rolling maneuvers were to the left—into me. But for the inverted, the roll was to the right (away from me), and we held inverted as long as Lead felt was appropriate. Then, the roll back to upright was in the opposite direction—into me. There were always some negative Gs to deal with, and the maneuver had some psychological factors that made me feel glad to get on the other side of that maneuver and on to the next one.

I should mention here that the Bomb Burst was wonderful! It provided the opportunity to get away from close formation for a few seconds, and that was most welcome. Flying that maneuver was pretty mechanical, mostly a matter of adjusting at various points so that at the finish we all crossed as closely as possible. After the break, we went off in different directions on our own, but the timing of the classic maneuver from there on all depended on the wind.

If you were going into the wind and the opposing guy was going with the wind, you had opposite corrections and it was up to Lead to scope that out for the flight. Here’s how we would do it: let’s say the wind was out of the north over a 18/36 runway at 10 knots. After heading outbound, we’d do a roll and wait for a verbal cue for when to roll inverted and do the Split S back to show center. Lead’s call was: “Thunderbirds, rolling, ready, now.” The wingman going outbound north would roll inverted about a second after the word “now,” and the guy going outbound to the south would execute his Split S on the word “ready.” Then, on the approach to the cross, we could cue one or both of the guys crossing at 90 degrees to use boards or burner or both, as needed, to tweak the cross. We were always shootin’ for the perfect crossover!

One of our best crossovers came in a 50-knot surface

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wind condition, and it happened to be in my home state with my whole hometown watching the thing! With a low ceiling and poor visibility, it was a “low show” situation at Minot Air Base, North Dakota, so we had to do a flat bomb burst (which has challenges galore). The high winds on the deck were due to a front passing as we got airborne, and it was even snowing lightly. My hometown folks were all sitting in their cars trying to watch the show, and darned if we didn’t make a near perfect cross. I could hear the other birds as Bob Cass and I met—we were in a crosswind situation and holding such a crab we were practically looking at each other sideways as we passed! The other guys crossed us at the exact same instant...it was perfect...with a different geometry than the high show bomb burst and much harder to pull off.

Intake: The F-16s today do a lot of line abreast; do you think that’s the toughest maneuver? Hoz: Yeah, the F-16 guys do a lot of line abreast and it’s beautiful...they do a helluva job of it. Of course, they have more practice time now, so they can work on it. They had their first show here (Tucson) in March, so they’d been practicing November, December, January and February. They can train for a whole new routine in the off-season now. Line abreast was always a very difficult formation to maintain in the Hun because on the left side, I'd look over my right shoulder, and my arms and hands were going the other direction while trying to line up the helmets. Two and Four/Slot had similar problem over on the right. We did some work on it but never had adequate time to get it properly perfected. I enjoy watching the guys do it nowadays, and they've got it wired. (Note: In 1982 the four “Diamond” guys crashed in T-38s doing a line abreast loop. Ed.) The other thing about line abreast is that you don't see the ground coming up at you through your peripheral vision, as is possible to do in the normal Diamond formation. There were times we could tell that we were going to have a hard pull; those guys back in 1982 in the T-38s couldn’t. There were other factors, but being line abreast was a big one in that accident, and that has always haunted me.

Team with Col. Schintz, his wife and Vice CC Pete Everest.

Intake: So, as the training progressed, what was your worst time? Hoz: We were well into our training, and Bob Fitzgerald (the leader before Hoot Gibson. Ed.) was still working with us when he got killed in a crash while we were practicing over our dry lake north of Nellis. It was April 6, I’ll never forget it. We were preparing to launch for an afternoon practice when Fitz said, “I think I’ll go up there with you guys in the ‘F’ and see how you’re doing from a side view.” He was trying to be down where there was a mark in the desert we used for show center referencing and where the crowd would be. He wanted to watch our bottoming out following an over-the-top maneuver. We were nose

down on recovery and I saw the glowing reflection of what looked like a fire ball on the belly of Hoot’s plane, so I moved out, looked down and saw Fitz’s plane (with our brand new narrator, George “Andy” Nial in back) streaking along the lake bed, coming apart and on fire. I guess they both must have been looking at us instead of the ground. I called Hoot, “Lead, Three. They went in!” It was a drastic setback to our training, along with great sadness and drama. Eventually, we had a funeral and began deciding how to carry on. Hoot thought we needed to get another recent leader to help him complete his checkout, so he arranged to have the lead before Fitz, Jack Robinson (RIP) come TDY and help us finish our training. Jack would brief all of us, then gave special briefings to Hoot about Lead’s responsibilities, and he flew with Hoot a lot in the “F”; the procedures were still fresh in Jack’s brain, so he was invaluable to Hoot. He even went with us to our first show at Maxwell to help us out. Intake: How did that first show go? Hoz: We were all pretty nervous. I was very nervous, it was numero uno, our very first public show. The lead was new, the slot was new, I was new. The right wing was the only old head. In fact, I was so nervous I walked out to greet my crew chief, Mack, then started walking around the bird when he called over, “Hey, Captain Hoz, why don’cha come over here and preflight our bird...that’s Three’s airplane!” Anyway, that first show at Maxwell AFB was pretty ragged. Jack and the narrator, the maintenance guys and four or five troops from Nellis going through SOS graded all our maneuvers and the overall rating for the show. It was scored by A, B, C, etc. We got a bunch of Cs and most of it was from cupping and toeing, as we discussed earlier. Those debriefings were real ego busters. But we swallowed our pride, listened to the critiques and pressed on. Robinson said we did a pretty good job, and although we knew it was far from perfect, we knew it would get better and pressed on to our second show at England AFB.

And I recall that was when Al Schintz had the 401st wing at England. He was a marvelous fighter-pilot and wing commander. So, we got through that show and he

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said, “Well, that’s two shows and nobody’s dead, so you must be doing something right!” (Chuckling) Then, it was back to Nellis and more practice.

Intake: What did you use for crossover height, Hoz? That always impressed me. Hoz: At most sites, if there was a runway, we used it for height, and we would enter the Bomb Burst 90 degrees to it. The wingmen then would be coming back along the runway for the cross. The senior guy would set the altitude, and the other guy would match it. Typically, inbound to the burst, we wingmen would be coming directly at the crowd, and after the burst, we’d be coming back in along the runway. I’d be over the right edge of the runway and Cass the same from the other direction. The rest of the flight had us visually, of course, with Lead and Four going directly over us. Our smoke made it a bit easier for the other guys coming in on us to help with corrections.

Hoz addressing the native fans, way “south of the border.”

On nice clear, calm days, Cass would put it down very low, and I'd pass him as close as I dared. If the visibility was marginal, we’d each take our own side of the runway. Lead and Four would pass over us at whatever the lead established for clearance, then we’d rejoin. At one show in South America that was filmed, the footage shows my approach to the cross with my speed brakes out with only about two feet of clearance between the boards and the grass, but I was matching Cass’ altitude exactly. Our tech rep said, “Hoz, you almost scraped your speed brakes on the runway, you gotta get it up a few feet!” I remember another day in South America. Cass was debriefing me, saying, “Hey, when we have a nice day like today with good visibility, you don’t have to stay out there on the edge of the runway. Move it in closer to me. You’re supposed to reference off of me, so just move it on in there.” “Right,” I thought to myself, “Okay, Buddy I’ll ‘move it on in there!’ ” So, at the next show, I aimed right at his intake. I mean I went right for him...and he moved away just a bit to the side. In the debrief, I asked him if that was close enough and he said, “Yeah...you bastard!” Fortunately, Cass and I got along very well, otherwise he’d probably have decked me. (Chuckling) Intake: Speaking of South America, you guys toured South and Central America that first year. How did that go? Hoz: We loved it. In December, when there are usually no U.S. air shows, we went to South America for 30 days, came home for Christmas, then went back down to Central America for two weeks. Basically, we put on a show in all the capital cities, which got really interesting when the airplane gets a little mushy at the higher altitudes of some of the capital cities down there. And we also did a show over the water off the large curved shoreline of

Copacabana Beach in Rio, Brazil, with what seemed like a million people on the beach—it is their summer in December—and included lots of ladies in topless bikinis (so we were told)! Of course, the over water shows made it tough for Lead to find good references, and that went for everyone when doing the crossover, so we all had to be careful. (By the way, the film covering that tour was pretty darned good. I may try to get it to the third SSS Reunion Bash next April.) But mostly, we were ambassadors that trip, meeting their air force folks and shaking a lot of hands. Very diplomatic.

We all liked flying in South America because there was no FAA, so we could do the level 360-degree maneuver that we could not do in those days in the U.S. because it dragged our noses across the crowd. I actually liked the 360-degree turn because it was to the right, and I would be on the top wing looking down, while Cass, who didn’t like it as much, would be on the inside, looking up...and hoping we didn’t drag a wingtip. (Chuckling) Also, with no FAA restrictions, we could incorporate other key elements from the flat show into our high show, using the high and low Bomb Burst and two crossovers—making the shows longer. The crowds down there were incredibly large and enthusiastic; our crew chiefs would later tell us that when we did good crossovers, the crowd would shout “Oles,” like they were at the bullfights. Some of our shows were at very high elevations. La Paz, Bolivia is at 13,458’, so we had to stage out of Arica, Chile. We couldn’t do the regular over-the-top high show at that altitude; had to fly a flat show and actually used drop tanks for one show so we could get it all done and return. That was about the only time I’ve heard of the Thunderbirds using tanks for a show. Also, Quito, Ecuador, is at 9,600’. We did stay and fly a show there. (I remember there were oxygen tanks in our hotel rooms, and it didn't take as many brews to reach your personal limit, as compared to sea level locations.) We did high shows there, but they were a little mushy. Bob Bell pointed out the fact that for takeoff, we exceeded

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the nose wheel tire’s limit of 217 KTAS: another reason we didn’t land in Bolivia. That limit is stamped on the side wall of the tire. You could say we put on pretty hot shows in Latin America. Leaving San Jose, Costa Rica, Bob Bell moved over from wing to slot so fast on takeoff that his burner actually started a grass fire off the end of the runway. It was only a 7,000 foot runway and it was a hot day. Bell made that crossover as quickly as anyone ever has—when we broke ground, he was moving! Luckily, we were headed to the next country, so we didn’t have to stay around and help fight the fire. (Chuckling) Intake: If you did shows from December through January, that didn’t leave much time for training the new team members for the upcoming show season. Hoz: It was a pretty grueling schedule. Bobby Moore, Jerry Shockley and Ralph Brooks went on the southern tour with us and would practice at every opportunity. Often, we’d come in from a show, and they would go up to get in some practice. There wasn’t much time just sitting around; the airplanes were always busy!

Intake: How did you deal with the occasional airplane problems? Maintenance wise...was that a biggie? Hoz: Not usually, but there were a couple of instances during my tour that created challenges, which those marvelous maintenance men met every time. We never had a show canceled for maintenance in my time. The wildest time came in February of ’62 when we were scheduled to open the races at the Daytona 500 on both days. We planned on staging out of MacDill. On our way there the day before, Hoot flamed out at 30-something thousand over Birmingham. So, he said he’d try to get it into Maxwell—the closest military base. He couldn’t get an airstart, so we spread out and followed him down through the broken decks. Hoot hit high key perfectly, came around and put it right on the numbers on a 7,000-foot runway...remember we were in the “C” with no flaps...and he stopped it just fine. The rest of us also landed and refueled, then pressed on to MacDill. They towed Hoot off the runway, and we sent a maintenance team to Maxwell.

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Hoot got a hop in the T-33 to Florida, and we used the spare for the shows in Daytona. We flew a flat show the first day due to weather, using the outside edge of the track for our showline. That was an OK show. But then, two weird things happened the next day that kinda made that show a real adventure, at least the ending of it. The weather over Daytona had cleared, so we took off from MacDill to do the high show, and Bob Cass lost his radio on liftoff. That’s the F-100, the gear comes up and the radio goes off! It’s always a fun show when you don’t have a radio for all the usual verbal cues from Lead during each maneuver...everybody has to really be alert.

We were using one edge of the track structure away from the crowd as the show line and putting on a pretty good show, but as we approached for the Cross on the Bomb Burst, Cass suddenly pulls up very hard—and way early! I couldn’t track where he was, and he couldn’t transmit. I thought, “Hell, Bob, I’m not even there yet!” So, I called Lead and told him Three had pulled up, and I didn’t have him. Hoot calls Jerry (solo) and asks, “Can you find Cass and stay with him?” Jerry says, “Yeah, I’ll look for him.”

Immediately after that, Bob Bell, the slot, calls in: “I’m stuck in burner and it won’t come out!” (Chuckles) So now, we’ve got one bird running around NORDO with an unknown problem and another stuck in burner, which means he probably can’t make it back to MacDill. Hoot calmly tells me to “Stay with ‘Ding Dong’ [Bell] and take him back to MacDill while Jerry tries to track down Cass.” And meanwhile, he (Hoot) would let everyone know what he thinks is going on. So, I’m trying to join with Bell, who is climbing in burner, and who then flames out just about the time he spots NAS Sanford, near Orlando, enters a kind-of-high low key for the runway and puts it on the numbers. But then I notice he holds the nose up real high for a long time, so I call him and say, “Okay, showoff, put your nose down and pull the chute!” He did, rolled to the end and even turned off the runway so he wouldn’t tie up their traffic. He was a Naval Academy grad and very sensitive about how we looked to the Navy. As for Cass, it turned out he had hit a flag pole on the wall of the track that didn’t have a flag installed. He hit it about three feet from the cockpit on the left wing, and immediately had fuel and hydraulic fluid streaming out. But, he did make it back to MacDill, OK.

So, from that one trip we had a bird on the ground at Maxwell needing an engine change due to the flameout the day before the shows, another bird on the ground at

When the 1961 team, including the maintenance crew, hit stride, they dealt with and overcame lots of “challenges.”

NAS Sanford with a bum burner, and a third on the ground at MacDill with serious damage from hitting a flagpole. To cap off the rotten luck, I returned to my hotel room to find someone had broken in and taken all my advanced per diem for the trip. So, on top of everything else that went on, I was broke and bumming cash from all the guys until we got home again! But despite the three maintenance challenges on that one trip, we managed to regroup and get back on show schedule, which covered about a two week period in the eastern United States. It was another example of how amazing those flight line troops were. In those days, we traveled with only about 20 of those magicians instead of the hundred and some who travel with the team nowadays. Intake: Talk about that, Hoz, the closeness of the team that developed that first year, then the next year with new guys onboard. Hoz: Well, that first year, with so many of us being new guys making rookie mistakes to start with, we got along great, especially when we were getting good marks from our toughest judges. I felt that these guys were very close friends, and I trusted them without reservation. I think most fighter pilots have this attitude about teamwork and not letting minor details interfere with doing the mission right. That was my perspective, but I remember Hoot Gibson, who was the third ace in the Korean fracas, saying one day, “Hoz, this [job as team leader] is harder than combat.” Of course I hadn't had that experience yet, so it stuck with me for years. There was a bit of friction the second year, a particular case resulting in one of the funniest series of radio transmissions I've ever heard. To put it in context, Bob Bell was a terrific guy, but he could be a wee bit testy at times. That second year, we had a new right wingman, Ralph Brooks (who replaced Bob Cass). Brooks was kind of an easygoing guy, but there was something in the chemistry between him and Bell that was a bit less than perfect, right from the start. We were doing the graduation show at the Air Force Academy in 1962; Ralph Brooks on right wing, Bell in the slot, me on left wing and Hoot leading. We had come to that damned inverted pass...and it was a long one. That really means “uncomfortable,” because you’re always descending a bit when inverted. Hoot must have realized we were getting down in the rough terrain and needed to roll out, but he did it a bit quickly, which makes it hard to hang in there perfectly. As we made that quick rollout, I saw a little flurry of activity over on the other side. Then, as we pulled up into the whifferdill, Bob backed off pretty good, but came back into the formation quickly, and I heard the funniest conversation ever. Bob says, sternly, “Ralph?” Ralph answered, “Yes?” “Ralph, did you hit me?” “No!”

“Are you sure?” “Yes!” Bell moved out a bit, then back...there was a pause...and he came back on the radio, “Ralph!” “What?” “You did too!” We went back to Peterson after they both did stalls to check things out. Sure enough, Bell was missing his red, white and blue wing fairing, and Brooks had a damaged left wing, but that was the funniest radio exchange I ever heard in all my time with the team. (Chuckling). Intake: How busy did the public relations folks keep you, Hoz? Hoz: Very busy! We had a reception after every show...usually at the Officers’ Club or the NCO Club. We also visited a lot of children’s hospitals and old people’s homes. Kept your ego in check seeing all those folks, particularly the kids. We were always glad to make those trips, even if they did make you a bit sad at times. Intake: Just out of curiosity, did Hoot...as your leader...ever impose, say, a two drink limit at cocktail parties and such, as we hear about today? Hoz: Never brought it up. Told us we were men and to know our personal limit. As long as we were ready to fly the next day, it never was a problem. Intake: You mentioned meeting celebrities; any stand out? Hoz: Ronald Reagan visited our squadron while he was Governor of California. He joked with all of us and asked questions that made sense and had a genuine interest in how we did our thing. Meeting Eddie Rickenbacker was a thrill, and later that evening in Dayton, Ohio, we had dinner with Jonathan Winters, who is from Dayton. I sat next to him at this nice restaurant, but I didn’t eat much because I was so doubled up in laughter most of the time. Winters was very gracious to people who politely asked him to autograph their menus. One woman thrust a menu in front of him while he was trying to deliver a fork full of steak, and said, “I don't usually do this, but….” Winters said, “I don't either, lady, good bye.” Then he winked and said, “That’s the only way to do it.”

Johnny Carson was a prince…pal Ed McMahon…a Marine

fighter pilot in Korean War days, was a hoot too.

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Johnny Carson was a prince. We had put him in the back of the “F” and did a complete show over the Grand Canyon. Bell then took him on a separate flight in the “F”. Johnny enjoyed himself so much; he later had us on his TV show in New York. Hoot and Bell were on the stage and the rest of us were in the audience. Afterward, we had a great dinner, which Johnny hosted. His pal, Ed McMahon, a former Marine fighter pilot in Korean War days, was a great addition to the experience. We left the place in the wee hours and, thankfully, didn’t have to fly the next day!

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Intake: What was it like being the senior guy when you were transitioning out, and where did you go next? Hoz: One of the good things about being on the team was that we pretty much got our choice of assignments. I asked for jump school...that was the thing to do back then...and then F-105s at Nellis. When Hoot left, Ed Palmgren came on. He'd been Slot on the F-84F team. I was the senior wing guy, so I flew with him at first while he got into the routine. He was an extremely smooth Lead and so easy to fly with! Bill Higginbotham came on at the same time as Right Wing because Brooks left after one year, and Paul Kauttu came on as Slot. The Double Solos were now Bobby Moore and Ron Catton, an SSS’r. Intake: A guy leaving the team after only one year? Isn’t that a bit odd? Hoz: Yeah, it was. I think Ralph [Brooks] just got tired of it all. Maybe flying formation wasn’t that challenging for him...I dunno, he never told me why he left. Intake: Could you talk about your feelings as the second year came to an end, and you were about to leave the team. Hoz: I flew nine air shows with those guys I just mentioned. Then, at Seymour Johnson AFB, I thought I was going to fly that show, but in the briefing room Ed asked me if I thought Jerry Shockley (RIP) was ready to fly his first show [there at his home base]. I said that if Jerry felt ready, he was ready from my perspective. They briefed, and I watched the show from the ramp. I didn't know what in hell to do and felt like I’d been dropped off a cliff. It was a very empty feeling to know that that kind of life was ending. It had been an honor and a great experience. But about that time…this was 1963…I had another experience with the team that shaped my career, because I saw first hand what it takes to get those damned airplanes in the air and keep them there. Our maintenance officer left, and none had been assigned, so I offered to be the

M.O. for the month-long European tour. I learned a hell of a lot as M.O., and I got some experience flying in a nine-ship formation for level passes across many airports. After the passes, I landed with the other non-show people, while the Team did some arrival acrobatics. I learned the M.O. job by being the first one on the line in the morning, and the last guy to leave at night. I wanted to let those great line chiefs know I was there to do the job and was not on the cocktail circuit anymore. I spent most of the time with the troops at the NCO clubs of Europe. We did shows in England, France, Germany, Luxembourg, Italy, and at Wheelus. Then, on the way home, it was St Johns, Newfoundland, and Goose Bay, Labrador, before coming back to Andrews. Then, finally, it was home to Nellis. At Goose Bay, the team could not use the runway for some reason, so they were discussing what to use for a reference for the Crossover after the high Bomb Burst. I told them I'd stand out in a field and be the reference. I figured that would work fine, because we were wearing bright red flight jackets that would show up nicely against the bleak background. When the guys went into the Bomb Burst, I was watching Jerry Shockley, my replacement, checking on his spacing for the Cross. Then, I turned to see Higgy right down on the deck and about to drive that pitot boom through the back of my skull! I hit the deck as those guys came over me and plopped into a puddle on that field. The 24 or so folks that were the audience clapped loudly. I guess they thought it was part of the act! I met Higgy as he got out of his bird and told him about his “attempted murder.” He said, “I'll buy you a drink when we get back to St Johns.” That's Thunderbird show business!

On that trip, another great thing helped with my “closure”: The USAFE Skyblazers had disbanded, and the powers-that-be wanted our team at the Paris Air Show. That day in Paris, Ed Palmgren and the new team flew the most perfect airshow I’d ever seen! I had tears in my eyes as I sat in the spare on the ramp watching them represent the United States before a truly international audience—and even more important in a lot of ways—before every one of the other significant aerobatic teams in the world! Intake: When you returned to Nellis, your adventure with the Thunderbirds was at an end, right? Hoz: Yep, my class in Thuds started in about a week, so I didn’t have much time to celebrate the end of my time with the team...and it was, indeed, an adventure! (Chuckling) ◘

In Part Three, we’ll ride on with Hoz as he goes into combat in the F-105 and the F-100. Later he enters the A-7D SLUF world and progresses from squadron commander to wing commander at Davis-Monthan. FYI: Keith Ferris’ Thunderbird Takeoff that graces our centerfold was inspired after flying in the slot with Paul Kauttu on the Ed Palmgren Team in November 1963. That’s the team that Hoz saw fly the “…perfect airshow…” in Paris, before his departure for Thuds. Incidentally, Keith Ferris was voted an Honorary Thunderbird by the 1969 Joe Moore team. Ed.

“Three, you are in a ninety-degree, left bank turn.”

By Dick Mason Here’s another hairy ocean crossing story, reflectively looking back at the struggles of a growing tactical air force wrapped in emerging Cold War politics and evolving operational policies. Dick’s post mortem observations, which he carried with him for the rest of his career, are particularly cogent from a historical perspective. Ed. I entered the Hun world during the fighter pilot “transition period” of the early 1960s. I graduated in the first Nellis class deemed “fully combat ready” with all squares filled, to include KC-135 refueling, and Bullpup and Sidewinder certification. At my first squadron at George AFB, the 309th TFS, the squadron commander was a major, the ops officer was a captain and there were 17 first lieutenants in the squadron. Back then, being a captain was a really big deal. About a month after my arrival at George AFB, the Berlin Crisis of 1961 flared, and the 309th was alerted to deploy TDY to Spangdalem AB in Germany. The squadron was packed with lots of recently arrived, high-time Hun drivers from Misawa AB, Japan, and elsewhere, but by then-current TAC rules, they were deemed to be “not combat ready.” Thus, new “combat ready” guys like me flew Huns across the Atlantic—with KB-50 Tankers, not KC-135 Tankers—while many old “not combat ready” guys arrived at Spangdalem via transports along with the squadron’s cargo. This was my first real experience with higher headquarters logic and reasoning. With the Cold War in full swing, TAC got really busy trying to develop new and better procedures for long-range fighter deployments. Within the 31st TFW, “combat ready” pilots were constantly shuffled among various squadrons to beef up the “Alpha Squadron”—the next squadron in line to deploy. In one 12-month period from 1 July 1962 thru 31 June 1963, I was deployed TDY overseas 278 days—not exactly a morale and family-friendly work schedule. The next twelve months were much better: only 170 days of overseas TDY. Experimental Follies In the dead of winter in 1964, the TAC planners came up with a new concept for deploying fighters, and the 308th TFS of the 31st TFW, now relocated to Homestead AFB, Florida, was selected to conduct the experiment—a non-stop deployment from Homestead AFB, Florida, to Cigli AB, Turkey—some 6,600 nautical miles. The pilots were to experience “crew conditioning” before launching on the deployment. Some well-intentioned souls at HQ TAC determined that the deploying pilots should have their body clocks adjusted to Turkish time before takeoff. Thus, two days before departure, we kissed our loved ones goodbye, and reported to the “crew conditioning” facility specially set up for us deploying pilots.

One entire barracks building was set aside and prepared for us. Dark shades had been installed on the windows to try to convert our body clock’s daytime into nighttime, because Turkish time was about twelve hours off from Homestead time. Pilots were assigned to private rooms with no distractions, such as a TV, and directed to go on a strict “Turkey-time” schedule. Breakfast was served at breakfast time in Turkey and the same thing for the other meals. All meals were “high energy-low residue” meals—like steak and a baked potato—not too shabby. The idea was to give the bowels time to purge. To insure we pilots rested and did not sneak such earthly pleasures as booze or parting sex, security police were stationed at all exit points of the barracks and around the outside of the building to “monitor” us and to quiet any disturbing outside influences. During “Turkey daytime,” we attended briefings, performed poopy suit drills in the base swimming pool, flight planned and did preflights, runups and flew our assigned aircraft—always herded everywhere by bus and with monitors.

“… I’m Getting Out!”

Dick checked out at Luke and completed the Nellis

“top-off” in Aug ’61. Then it was three years in the 31st

TFW at George and Homestead followed by the 615th TFS at England. Then,

a one year tour with the 615th (PCS’d to Phan Rang) flying 309 combat missions capped off his Hun career.

The crew conditioning experiment sounded like a good concept—in theory—if one were to presume an actual conflict would permit the time to do crew conditioning. Personally, I did not sleep very much, nor did most of the jocks I talked to—we just dozed off and on and watched the clock waiting for the “guards” to come and bus us to the next event. The Plan The launch was scheduled for the night of 9 February 1964, the idea being to permit a late daytime landing in Turkey and to offer maximum daylight for the flight itself, and for search and rescue, if needed. The flight was to fly the polar route to try to approximate a great circle route to shorten the distance as much as possible. We were to use three different sets of KC-135 tankers, and we were briefed that the weather was “good,

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except for some light scattered cirrus in the first refueling area and swells in the North Atlantic ocean of 20 feet.” [Note: No one spoke about it, but we all knew that if we had to punch out on this February night over the North Atlantic with swells of 20 feet, we probably would not survive—poopy suit or no poopy suit. Significantly, we were not briefed as to the surface winds to expect over these swells—something all parachutists worry about—and several of us pilots were jump qualified. We all knew that this flight would not be just another cushy flight over the relative warm and calm waters of the South Atlantic that many of us had previously experienced, where if we had to eject and could manage to get into our raft, the probability of rescue was quite good.] I was to be #4 in the first cell of six led by the 31st TFW Commander, Colonel (later BG) Frank J. “Spot” Collins, a WW II ace. My element leader in #3 was Gene Lexion, my 308th Flight Commander, an IP and a graduate of IPIS. We were scheduled to taxi about 9:30 PM. All went smoothly until radio check-in when Gene announced he had an unspecified problem that he was trying to resolve with Maintenance. Colonel Collins told Gene if the problem was serious to go to the spare aircraft (we also had a manned ground spare standing by). Shortly, Gene radioed that the problem was resolved, and he was ready to crank. [Note: In the final preparation days before the launch, Gene had experienced attitude indicator problems with his assigned aircraft, but he told me shortly before launch that he was confident that the problems had been resolved.] The Incident We took off on time and flew up the East Coast to rendezvous with our first set of tankers. I was on Gene’s left wing and on the far left side of the first cell. As we approached the first refueling area near Wilmington, NC, we encountered some light intermittent cirrus above us and below us. In between the intermittent layers I could at times see stars shining through the thin cirrus above us and ground lights shining through the thin cirrus below us—a rather strange and unusual visual experience: down sometimes looked like up and vice versa. Soon the flashing lights of the three tankers appeared ahead, and as we closed, Colonel Collins directed Gene and me to take the left tanker. Gene acknowledged and started a gentle turn to the left toward our tanker, but he turned past the tanker about thirty degrees, rolled level, momentarily, and then made an abrupt turn back to the right. He again turned past our tanker, leveled momentarily, and then abruptly made a very hard left turn back into me. I was fighting to hang on to the left wing, and with all the gyrations, I had moved to a close-in fighting wing position, and I transmitted, “Three, you are in a ninety-degree, left bank turn.” Three instantly snap-rolled further left, did a split-S out of sight, and transmitted, “I’m

getting out.” Probably no more than 10 to 15 seconds had elapsed between when Colonel Collins cleared us to our tanker and when Gene transmitted, “I’m getting out.”

I pulled up, leveled on the gages, and saw the lights of my tanker and the rest of the gaggle off to my right front. At the time of the incident, we were still between those thin cirrus layers with stars and ground lights visible through the clouds. I sped to my tanker and stuck to it like glue for the next four night refuelings.

“…a rather strange and unusual visual experience…” may have led to a severe case of vertigo. In this case, a “Tango

Uniform” ADI may have further confused the IPIS grad.

Our great circle route took us along the east coast, south of Newfoundland and then arced down to pass north of the Azores. Somewhere southeast of Newfoundland, our first set of tankers left us. We then pressed on alone, without any accompanying tankers, in the blackest and longest night I felt I had ever experienced. After what seemed like forever, a hint of daylight began to show on the eastern horizon—a most beautiful and wonderful sight. Shortly, we met our second set of tankers. We stayed with them for two refuelings through the eastern abort point for the Azores; then they departed, and once again we were alone. We met our third set of tankers near Gibraltar and stayed with them for two more refuelings—numbers seven and eight—before once again setting out on our own. We landed 13 F-100s in late afternoon, 10 February 1964, at Cigli AB, Turkey, after an 11 hour and 40 minute flight with three sets of tankers and eight aerial refuelings—four being at night. We learned then that Gene did not make it, and that we had aborted fighters strung out from Bangor, Maine, eastward. Post Mortem Observations The accident report determined that Gene had bailed out at an extremely high speed, and that the rush of air in the neck of his poopy suit, which was held open by a metal “comfort” band, caused the suit to inflate to the point of rupture. In the inflation process, both of Gene’s arms and legs were forced to a spread eagle position resulting in massive injuries and broken limbs caused by the extreme wind blast. It was determined that Gene bled to death shortly after ejection. The stated accident cause was spatial disorientation. The Air Force made a movie about this

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accident, and it was shown for many years during instrument training. No one asked my opinion, but I believe to this day that Gene had a malfunctioning attitude indicator; and good IPIS-trained pilot that he was, he “got on the gages,” and that, coupled with the confusing situation outside the cockpit of stars and ground lights shining through thin clouds and appearing somewhat similar, led to an extremely bad case of vertigo. To put the overall situation into proper perspective, we must bear in mind that at this particular time TAC was undergoing a period of drastic transformation. The TAC Commander was a former SAC general and career bomber pilot, and virtually everybody and everything in TAC was being realigned to the SAC way of thinking and operating. Nevertheless, I believe the “SACumsized” folks at TAC learned a lot from this particular deployment about long range fighter deployments in general.

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First, the pre-deployment, controlled crew rest experiment proved to be a noble thought, but a dumb idea in reality. Every pilot I talked to was exhausted at takeoff, and believed he would have been far better rested and prepared for the long flight if he had stayed at home and slept in his own bed. Second, the F-100 urine bottle was not large enough for a flight of nearly 12 hours. Reportedly, some pilots pissed in their poopy suits—whether this was due to a full bladder or trouble getting a too-short Willy out through all the clothing and the complicated poopy opening, especially at night, was never admitted by anyone. Third, some well intentioned soul came up with the idea of the “Bite Size” Flight Lunch—probably some bomber or transport type accustomed to a working autopilot and comfortable airborne rest and eating facilities. The idea of having every single piece of food,

except the apple, cut into a one inch square and individually wrapped very securely in aluminum foil—presumably to keep it fresh and palatable and conducive to easy munching—proved to be a really dumb idea for a single seat fighter pilot actually flying his plane. Trying to unwrap the little cubes while flying proved to be quite futile (especially at night), not to mention the litter problem of all the tiny aluminum foil pieces. Most of us settled for just eating the apple.

But what I personally learned from this experience, and carried with me through my fighter career, was that the day of the dumb-shit wingman was long gone. Expecting a wingman to simply “keep the light on the star and his mouth shut” was bad thinking. In my opinion, a good wingman best be trained, capable, and always ready to take his leader’s place when things go to hell, as in this tale. Imagine the possibility of a better outcome, if, as that first tanker join up was getting too hairy, Gene had simply said, “Four, you have the lead….”◘

“We landed 13 F-100s in late afternoon, 10 February 1964, at Cigli AB, Turkey, after an 11 hour and 40 minute flight with three sets of tankers and eight aerial refuelings—four being at night.” No wonder Dick holds an SYC title for this flight. And would you believe a “one-time” Air Medal, too!

For those who remember Gene Lexion, or who never knew him, Dick Mason says, “He was an F-100 IP, an IPIS graduate, an exemplary officer—intelligent, well-mannered, hard-working and always impeccably dressed—even down to his flight suits, which were always ironed. I once chided him about the ironed flight suit, and he said, ‘You white guys can be outstanding about here (holding his hand down about waist high), but as a black guy, to be outstanding, I have to be about here (holding his hand about head high). I always have to work and try harder.’” Rest in peace, Gene. Ed.

White or Blue

Specify

Super Sabre Society Store = Hot Deals There are several items available to members on the SSS Web site under the link Auxiliary Equipment. As nice as they all are, some of those items bring no cash to the SSS. However, the items shown below (a sub-set of those on the Web site) DO bring somecash into the SSS coffers. So belly up and get a hat that’s Not Orange, and also get some other sew-on or stick-on items to help you celebrate being an SSS member. Sloan Brooks will process and deliver your order if you send a snail-mail letter with your selections and a check to “Auxiliary Equipment,” SSS, PO Box 500044, Austin, TX, 78750, or I’ll bet he’d even take an email order from you addressed to sloan@sloan.net

Not an Orange Hat! $15

Small Patch (3.5”x3”) $5

Large Patch (7.11”x9”) $15

F-100 Patch (3.5”) $5

Stick-on Decal (2”) 2/$5

Stick-on Decal (3”) 2/$5

and send the goodies when he gets your check. Good stuff, good cause, good deal!

By Randy Troutman This is the second in our continuing series of articles about Hun heraldry and patches by Randy. Randy is a retired USAF master sergeant and crew chief who is a recognized authority in this field. We are pleased to have him working with us as we enhance and expand our knowledge and display of accurate “Hun History in Cloth.” Thanks, Randy. Ed. Recent email discussions between SSS members pertaining to the www.supersabresociety.com Web site have focused largely on the insignia depicted on it. Currently, most units on the site are represented by a unit emblem that may not have had anything to do with the one used during the F-100 era. As the Web site is now set up, users click on the wing image/patch to access the squadrons’ patches during the F-100 era. Clicking a squadron emblem will lead to F-100-period pictures from that unit sent in from society members. These pictures themselves, apart from showing who was there, are very important because many have pilots wearing flight suits with the unit insignia attached. This helps Hun history buffs like me immensely, because the pictures provide hard information as to which insignia was worn, and when. Please continue to support this endeavor by sending in your Hun period pictures and growing our collection! Send group pictures direct to OPR Joe Vincent (hundriver@earthlink.net). Getting back to the original subject, here’s how we plan to set the site up in the future to better display this history. Each example of F-100-related insignia will be placed on the site in patch form wherever possible. Images and drawings are not history. There’s nothing better than a patch with some flight time on it, a bit dirty and oily, screaming, “I…was…there!” These items will be placed under parent unit patches, much like the current display format. But, in addition to

squadron patches, all other insignia associated with units, such as flight patches, competition and achievement patches, aircraft patches, party suit items, etc. will be included, and placed under its official unit patch. Drawings and computer images will only be used when a patch is not available. This will make the site historically comprehensive, and provide every interested person a rich reference site to access.

If you know of or have something that should be added to the site, please tell us about it and/or send a scanned copy to me at drtroutman@cox.net. I’ll see that your items get added. This will help make the site an all-inclusive place for F-100-related items, and, hopefully, entice others to become interested in the Hun and the men who flew her. We’ve had a lot of constructive debate from the previous “Hun History in Cloth” article. Numerous SSS members have already added their knowledge or provided the leads that helped in solving another piece of the puzzle. Others have sent in patches, decals or scans. I appreciate everyone’s inputs; some really valuable information was discovered and confirmed.

These exciting discoveries will be featured in future articles dealing with specific F-100 units and their insignia. For now, we’ll take a look at a single unit that spurred our new effort to upgrade our patches/photos collection display as discussed above: the 20th Tactical Fighter Wing.

Drawing A This is the standard official USAF image drawing for the current 20th Fighter Wing, now at Shaw AFB, SC. Many of these types of images are now pictured on the SSS Web site, however they may have had no direct historical ties to the F-100 era. We believe that actual patches better represent the history of the F-100 while assigned to the units, and have more meaning than an official drawing. Patch B This is an example of the 20th Fighter Bomber Wing patch used during the F-100 era from 1957-1958, at RAF Wethersfield, England (and RAF Woodbridge, where the Wing’s 79th Squadron was based). Several wings, including the 20th, patterned their wing insignia after the Air Force seal in place of the Air Force crest. This practice was discontinued when the 20th Fighter Wing unit number was moved to Shaw AFB from RAF Upper Heyford on 1 January 1994, replacing the 363rd Fighter Wing.

Hun History in Cloth, Part II

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Patch C This patch possibly spans both the Fighter Bomber era and crossed into the Tactical Fighter period. Notice the scroll now contains the 20th motto, “Victory By Valor.” You can also see differences in the colors used. You will see these differences in all the patches pictured, even though there was an official regulation outlining the exact colors to be used. Patch D This version is the 20th Tactical Fighter Wing patch used from 1959 until the next rendition replaced it. The scroll now contains the 20th TFW designation in place of the motto, and has many differences from the previous incarnations. This patch was made in Germany. Others of the same design were made in the U.S. and Japan, thus adding to the many variations seen. (Subtle color and even shape variations were quite common for all patches with multiple procurement sources.) Patch E Yet another 20th TFW variation. This one was used during the 1960s, and possibly into the early 1970s when the 20th TFW moved to RAF Upper Heyford. The patches pictured here are just a sample of Hun history in cloth that would help make the web site more historically accurate, help attract and inform others of the deeds and sacrifices made by those who flew the F-100, and bring back some memories for those who wore these patches during the mighty Hun’s service in the U.S. Air Force and Air National Guard. ◘

Another interesting and educational article in this series is planned for next spring. Stay tuned. Ed.

By Soner Capoglu

Soner is a retired professional aerial photographer from Turkey who previously contributed an excellent photo story to The Intake about a significant NATO Fighter Weapons Meet, code name “Best Hit ’71” (see page 32, Issue Six, Spring 2008). Soner’s father, Huseyin Capoglu, was a legendary F-100 pilot and squadron commander of the Turkish Air Force. Because of that connection and his profession, Soner has flown several hours in F-100Fs, knows most of the Turkish pilots who flew F-100s and has volunteered to be a point-of-contact between the SSS and prospective Turkish Hun pilot members (we have one, so far). In view of these credentials, we have made Soner an Associate member of the SSS and look forward to more photo and story contributions from him. His second photo story is published (as sent in) on the next four pages. It concerns Turkish military actions during the 1974 “troubles” between Greek and Turkish Cypriots. Background From the CIA’s World Fact Book on Cyprus: “Government type - republic. Note: a separation of the two ethnic communities inhabiting the island began following the outbreak of communal strife in 1963; this separation was further solidified after the Turkish intervention in July 1974 that followed a Greek military-junta-supported coup attempt gave the Turkish Cypriots de facto control in the north; Greek Cypriots control the only internationally recognized government; on 15 November 1983 Turkish Cypriot ‘President’ Rauf Denktash declared independence and the formation of a ‘Turkish Republic of Northern Cyprus’ (TRNC), which is recognized only by Turkey.” Soner’s story reads much like the weekly Theater Operations Reports that U.S. forces have commonly released over the years concerning both large and small operations. Since the SSS is apolitical, we make no further comments on the content of this story. It speaks for itself: nice photos and art work, Soner. Read on. Ed.

[Turkish] Hun Operations over Cyprus in July, 1974

Map by GraphicMaps.com.

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30

31 Cpts. Duzel, Bulamur, Yavuzer, Dizdar, Madak, All from

112 Filo. Maj. Ethem, 132 Filo.

Cpt. Ozcan, 111 Filo. Cpt. Glubaran, 181 Filo.

32 Cpt. Duzel of 112 Filo.. Unknown, Cpt. Suzek, and Cpt. Oglu from 181 Filo.

◘ Thanks Soner. We look forward to many more Turkish Hun tales and “growing” the number of Turkish SSS members.

Contributions from any of them are always most welcome. Ed.

All pilots from 181 Filo.

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Cartoon Corner

By George Elsea

A Foursome of Fun with “A Tuy Hoa Ace”

We understand that George did a book-signing gig at a Daedalian meeting at Killeen, TX recently where Les Frazier asked him to autograph Bob Dunham’s copy of “A Tuy Hoa Ace.” Wish I too could get my copy signed some day. Meanwhile, here are four more of George’s entertaining cartoons depicting Vietnam War-era humor based on actual happenings and observations at then-a-building Tuy Hoa Air Base. From what I gather, it was a really “bare base” operation in the early days. FYI “DEROS” stands for Date of Estimated Return from Overseas. Ed.

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SSS & The Intake Functional Contacts

General Topics: Les Frazier, supersabresociety@suddenlink.net , (512) 930-3066 (Executive Director). Dues, Money Matters: David Hatten, david@houseofhatten.com , (512) 261-5071 (CFO, Chief Financial Officer). Membership/Member Contact Data/Dues Status: Pete Davitto, pdavitto@windstream.net , (706) 947-1636 (Committeeman). The Intake/All Matters: R. Medley Gatewood, rgatewood@comcast.net , (505) 293-8396 (Editor/Publisher). Call contacts for their snail mail address or mail your material to Name,

% Super Sabre Society, P.O. Box 341837, Lakeway, TX 78734. Note: The Intake – Journal of the Super Sabre Society is published three times per year. Mailings are planned for delivery (stateside) in mid- March, mid-July, and mid-November. If you don’t see yours by the end of the next full month, contact the Editor. It might be a simple address problem, or your dues status may be way overdue.

Laughter-Silvered Wings

NOTAM: This is the second installment of a new “mini-department” in this space, featuring short, humorous “fun in the Hun” anecdotes. It alternates with “Fleagle.” We all have funny

yarns to share, so please get out your “wit” pens and send yours to our LSW Czar, Assistant Editor John J. Schulz, jjschulz@bu.edu, or to Intake Editor Medley Gatewood, rgatewood@comcast.net.

o-0-o ARRIVING ONE EVENING in my F-100 to RON in the land of the “enemy,” at SAC Headquarters, Offutt AFB, “flight lead” and I checked into our BOQ rooms. Just as signs here and there note that “George Washington slept here,” I knew some Hun driver had previously occupied my BOQ room: for behold, on the wall above the bed, was a printed poster that read, “NO SMOKING IN BED (SAC Regulation 1120-B).” Underneath, in bold black lettering was this penciled addendum: “And NO SLEEPING IN ASH TRAYS! (TAC Regulation F100-D).” Yesss! ☻ jjs o-0-o WE WERE A FLIGHT OF FOUR out of RAF Lakenheath, exiting France to begin a month’s TDY at Aviano, so we contacted “Jerry Control,” who controlled all of northern Italy. As each flight of our 493rd “Yellowtails” checked in with Jerry, four “Bluetails” were cleared to launch for home. Four Bluetails, airborne and headed our way, joined in a legendary Jerry Control exchange that went like this: “Jerry Control, this is Yellowtail 21, flight of four, we are at Flight Level 290, estimating Aviano at 1310 Zulu”…(etc.). In thick Italian accent, Jerry acknowledged: “Roger ah Two-a-one. Main-a-tain Flight-a-level two nine a zero.” Immediately, we heard, “Jerry, this is Bluetail 11, out of Aviano with a flight of four, passing through ten thousand feet.” “Rodger a-one one, you climb-a to Flight-a-level two nine a zero.” “Jerry, This is Yellowtail 21, be advised WE are at Flight level 290!!!” “That’s a-right 21. You keep a sharp a-look out!!! (Epilogue: We had a “near-miss cluster” 15 minutes later as the four Bluetails flashed by 300 feet north and about 200 feet below. And yes, around the “Heath” for the next year, just saying, “Keep a sharp a-lookout!” got a hearty laugh.) ☻ jjs

Plan Ahead for Reunions

F-86 Sabre Pilots Association April 10 – April 12, 2011

Super Sabre Society

April 12 – April 15, 2011

Both events will be at the Gold Coast Hotel & Casino

Las Vegas, Nevada

Registration forms to fill in will be in the fall issues of both the Sabre Jet Classics magazine and The Intake journal and are available now on the web sites of both organizations. Block your schedules

NOW! And Register this fall !!!

Parting Shots on Your Personal Contact Data and Dues

Remember to check your personal data at the SSS Web-site. Current password reminder is “the name of the point (two words, collapse them to one) you shoot for, AGL altitude permitting, when in an actual or SFO pattern.” If that doesn’t come to mind, or you don’t have web access, give me a call at (505) 293-8396. If something’s wrong with your personal data, send the corrections to Pete Davitto. If you owe dues, send the money direct to David Hatten via the Lakeway P.O. Box. Since $25 dues are payable on or before 1 January every year, it might be a good idea to remember that (and take care of it regularly). To do that, try putting the SSS on your Christmas Card List and include your check for $25 every year. “Works good and lasts a long time!”(Quoting the many Luke Hun academic IPs.)

***Have a great summer! Ed.***

Back Cover Credits

We ended up using a Hal Hermes photo from a ‘66 deployment from RAF Lakenheath to Norway in a “Wee Willie” Wilson story published in Issue 12. The photo didn’t print-up very well. So, to make it up to Hal, Photo Editors Ann Thompson and Shaun Ryan turned it into a cover-quality masterpiece with Adobe Photoshop magic, and we display it proudly on this issue’s back cover. Hal tells me they were flying out of Bodo on a “photo-shoot,” with him and his camera in the back seat of an “F”, and he managed to capture wingman K.B. Clark against this magnificent Norwegian land/ seascape. Well done, Hal!

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