DR AHEAD
THE AIR FORCE NAVIGATORS OBSERVERS ASSOCIATION NEWSLETTER
VOL 32, NUMBER 4
LITTLE RIVER, CALIFORNIA
OCTOBER 2016
C-124A Globemaster II in a bank. Note the lack of a front radome as seen on later models, and early-WWII-style blister on top
for use with a handheld sextant like the A-10. See the Historian's Report on page 4. Photograph provided by Ron Barrett..
PRESIDENT'S MESSAGE
by Philip Barber, James Connally 64-04
Shakespeare, in the play Hamlet, had Polonious say
that, “brevity is the soul of wit.” And while some people
have said I am witty, they are only half right, but that is not
my point.
In the July edition of DR AHEAD Max R. Moore,
Harlingen 59-06, was listed as deceased by mistake. Max
caught the error, as likely he would, and informed us of
that fact. So in the words of Mark Twain the “rumors of
my death are greatly exaggerated” and anyone grieving
the loss of Max R. Moore can be relieved at the error in
our publication and happily enjoy the fact that he is not
dead.
On a celebratory note, it is with pleasure that I remark about Russell K. Woinowsk, AFNOA Board Member and former bombardier, now on the bombardier committee, recently celebrated his 100th birthday. Our heartiest and finest congratulations to Russell with hopes that
his birthday was a happy one.
A short reminder and pre-notice—of which there will
be several more—that the AFNOA biennial reunion is to
be held in San Antonio, Texas, on September 26, 27,
and 28, 2017, at the Holiday Inn Express on the Riverwalk.
There is a teaser in this issue, next after this piece. I
hope I speak for everyone that we are looking forward to
this reunion so that those attending will get a look at
their buddies, make some new ones, tell and retell war
stories, interesting encounters, and outright lies, while
having some fun. It’s a good time to renew old acquaintances and see how they are aging, plus make new friends
and hear their experiences.
*********
2017 AFNOA REUNION
by Jim Faulkner, James Connally 64-04
The 2017 AFNOA Reunion will be held on Tuesday
through Thursday, September 26 through 28, 2017, in
San Antonio, Texas. It will be held at the Holiday Inn
Express San Antonio Riverwalk Hotel, which is located
at 217 North St. Mary’s Street, San Antonio, Texas 78205.
Continued on Page 3
DR AHEAD
PAGE 2
TABLE OF CONTENTS
President's Message, by Phil Barber
.....
2017 AFNOA Reunion
...............
Membership Application Form
..........
John Walter Mudie
..................
AFNOA Awards Five $1,000 Scholarships
by Jim Bannerman
..............
Historian's Report, by Ron Barrett
.......
Duane H. Cassidy
..................
Pre-Requisites for Undergraduate CSOs
by Capt Brandon Coleman
.........
1
1
2
3
4
6
7
8
MEMBERSHIP APPLICATION
AIR FORCE NAVIGATORS OBSERVERS ASSOCIATION
Name_____________________________________
Spouse's Name _____________________________
Address __________________________________
__________________________________________
City _______________________________________
State/ZIP ___________________________________
Home Phone _______________________________
Work Phone ________________________________
Cell Phone _________________________________
E-Mail Address ______________________________
Base Name/Class Number ____________________
Send a Tax Deductible $15.00 Annual Membership
check payable to AFNOA to:
Dennis Ehrenberger, AFNOA Treasurer
2783 Glenview Drive
Sierra Vista, AZ 85650-5734
Telephone: 520-378-1313
Tax Deductible Life Membership Contribution
payable to AFNOA
Under 55
55-60
61-65
$190.00
$165.00
$140.00
66-70
Over 70
Over 80
$90.00
$65.00
$35.00
If you are currently a member, GREAT! Please consider a
donation to the operating account, scholarship fund, or both.
If you are not a current member, please consider joining
and giving a donation to the organization.
Thank you.
Membership
$ _____________
Donation to Operating Account
$ _____________
Donation to Scholarship Fund
$ _____________
Total Amount Enclosed:
$ _____________
Book Review: The Wright Brothers by David
McCullough, reviewed by Lou Malucci
..9
Pressure Pattern, by Fred C. Gast . . . . . . . . 10
Linebacker II, by Dave Sjolund
. . . . . . . . . 11
Of Possible Interest: The Three Musketeers
of the Army Air Forces by Robert O.
Harder, reviewed by Ron Barrett
. . . . . 13
Subscription advertisement
. . . . . . . . . . . . 13
Last Flights, by Jim Faulkner . . . . . . . . . . . 14
AFNOA Board & Operating Committees . . . . 16
DR AHEAD
DR AHEAD is the official publication of the Air Force Navigators Observers Association; a non-profit, non-political organization dedicated to maintaining the peace and security of the
United States of America and a spirit of comradeship among
the navigators, observers and bombardiers of the USAAC,
USAAF, or the USAF. TENOA, the forerunner of AFNOA, was
organized by Clarke Lampard, Ellington Class 50-D, in 1985.
DR AHEAD is published by AFNOA, Inc., 6441 Avenida De
Galvez, Navarre, Florida 32566-8911. Presorted 3rd class
postage is paid at Fort Walton Beach, Florida.
MANUSCRIPTS are welcomed, especially by E-mail (address:
[email protected]) or by submittal to the editor on data CDs,
IBM-compatible formats only please. All submissions must
be signed and must include the address of the contributor; no
anonymous material will be printed; however, names will be
withheld on request. The editor reserves the right to edit submitted articles for reasons of taste, clarity, legal liability, or
length. Originals will be returned only if a self-addressed
envelope with sufficient postage is included. The comments
and views herein represent the views of the editor and are not
necessarily those of AFNOA, Inc. Deadline for the next issue
is 15 November 2016.
ELECTRONIC SUBMISSIONS are strongly preferred. If you cannot send information through electronic mail or on CD, copy
should be typed. Photographs and drawings are also very
welcome.
CHANGE OF ADDRESS: Please report changes of address to:
AFNOA, Inc., 4109 Timberlane, Enid, OK 73703-2825;
[email protected]; 580-242-0526
DR AHEAD STAFF:
Owner
Editor, Richard W. Ahrens
Copy Editor, Sue Curran
Circulation, Jim Faulkner
Distribution
AFNOA
[email protected]
[email protected]
[email protected]
[email protected]
*********
DR AHEAD
PAGE 3
Continued from Page 1
JOHN WALTER MUDIE
The room rates for our Reunion have been set at $119.00
per night, plus tax. The discounted rate for self parking at
the hotel is $12.00 per night. There is also a discounted
rate of $10.00 for the All-American Breakfast Buffet.
The Holiday Inn Express Riverwalk Hotel is located in
the heart of downtown San Antonio and has direct access
to the famed San Antonio Riverwalk. The hotel is within
walking distance of all downtown dining places and attractions—including the Alamo, Rivercenter Mall, La Villita Historic Arts Village, and El Mercado Market Center.
Call the Holiday Inn Express directly at 210-224-2500
no later than August 17, 2017 to make hotel reservations.
Be sure to mention you are with the Air Force Navigators
Observers Association Reunion to receive the group room
rate. This group rate is also available for three days before
and after the reunion dates (based on room availability at
the hotel).
from the Glendale News-Press,
July 13, 2016
Lt. Col. John (Jack) Walter Mudie, United States Air
Force (Ret), passed away at his home on June 30, 2016 at
7:04 a.m. He was born on July 4, 1926 in Detroit, Michigan, to parents Charles and Marion Mudie. In 1944, Jack
attended Western Michigan University where he was a
member of the varsity baseball team. From there, he spent
his sophomore year in college at Rensselaer Polytechnic
Institute where he studied Civil Engineering and Naval Science and was a member of the Naval ROTC. From 19461948, Jack attended the University of Michigan and was a
member of the Phi Kappa Tau fraternity and received his
Bachelor's Degree in Mathematics. Prior to entering the
United States Air Force, Jack served 2 years, 4 months in
the US Navy Air Corps.
He joined the Air Force in 1950, serving for 23 years, 7
months until his retirement in 1973. His first year in the Air
Force, he attended USAF Navigator School and was 3rd in
his class of 52 graduates. In 1958, Jack graduated from
Advanced Navigation/Bombing School and was assigned
to the 345th Bomb Squadron, 98th Bomb Wing at Lincoln
AFB in Nebraska as a navigator/bombardier on B-47, Crew
R-95. In 1961, Jack was assigned to the 524th Bomb
Squadron, 379th Bomb Wing at Wurtsmith AFB in Michigan.
While in the USAF from 1963-1964, Jack completed
his Master's Degree in Public Administration at The George
Washington University in Washington, D.C., through
coursework in conjunction with Air Force Command and
Staff College. Jack served during the Korean War, the
Cuban Missile Crisis and the Vietnam War and was stationed throughout the United States, as well as in England
and Japan.
Following his retirement from the Air Force, Jack managed the Worldwide Navigation Data Base for 75 airline
clients' flight plans. In addition to his family and friends,
Jack loved University of Michigan football, and his hometown Detroit Tigers and Detroit Red Wings.
He is survived by his wife, Judy; children Mike (Tracy)
Mudie; Mary (Mark) Koltko; Anne (David) Tierney; and Beth
(Ed) Hodgkiss; and 12 grandchildren: Mallory, Claire, Joseph, William, Drew, Carly, Stewart, Henry, Cecelia, Elizabeth, Cal and Jack. Jack touched the lives of many people
with his smile and generosity, and maintained his trademark sense of humor all the way to the end.
***
Jack Mudie served AFNOA as 2nd Vice-President
and as 1st Vice President for a number of years. He also
served as Copy Editor of DR AHEAD from August 1997
until his death, for which service this editor will always be
very grateful.
*********
Reunion Schedule
Tuesday, September 26th: Registration and Hospitality Room, No-Host Cocktails, and Dinner Buffet.
Wednesday, September 27th: Board Meeting, Membership Meeting, Hospitality Room, No-Host Cocktails,
Banquet Dinner.
Thursday, September 28th: Attendees can schedule
tours for Tuesday or Thursday after arrival at the Hotel. The
hotel can assist with the Hill Country Tour.
Double-Decker Bus Tour (210-224-8687)
$24.00 with a $4.00 discount from the hotel concierge.
Pickup in front of the Holiday Inn Express starts at 9:25
a.m. and buses come by the hotel every 20 minutes. Last
bus departs the hotel at 5:00 p.m. A one-hour tour of San
Antonio with hop on–hop off privileges.
Hill Country Tour (210-492-4144)
$64.50 for Seniors. Relax along scenic Hill Country
back roads to the German community of Fredericksburg.
Time to explore the Admiral Nimitz Museum and Historic
Center as well as the History Walk of the Pacific War and
the Japanese Garden of Peace. Lunch is on your own at
one of the many fine restaurants in Fredericksburg.
After lunch we’ll continue to Stonewall, Texas, to visit
the LBJ Ranch on the Pedernales River to see the Texas
White House and hear tall tales of LBJ.
Rio Taxi Riverwalk Boat Tour (1-800-417-4139)
$7.00 is the over-65 rate. Walk one block south to the
River Boat Landing. 9:00 a.m. to 9:00 p.m. Cruise of the
Riverwalk area for 45 minutes.
The Reg Form will be in the April 2017 DR AHEAD.
*********
DR AHEAD
PAGE 4
Collin Benson
Nathan Bolha
Leanne Jarvis
AFNOA AWARDS FIVE $1,000.00 SCHOLARSHIPS
by Jim Bannerman, Ellington 55-06
This year we received 30 applications for the 2016
AFNOA Academic Scholarships. Two were disqualified
due to incomplete documentation. The remaining 28 application packages were distributed to the members of the
evaluation committee. Each member, using his own personal criteria, selected his best five applications and ranked
them on a scale of 1 to 5. The rankings of the evaluators
were combined and the applicants with the highest total
scores were selected to each receive a $1,000.00 scholarship. The winners are:
Collin Benson: Collin is the grandson of Lt Col
Lawrence Markham (Mather 69-06). Collin is a senior at
Auburn University majoring in Chemical Engineering. He
has a 3.57 grade point average. Collin is a member of the
Auburn University Marching Band and—as a co-op student—works alternate quarters as an apprentice chemical
engineer with a Sealing Technologies company.
Nathan Bolha: Nathan is the grandson of Victor Grazier (Mather 67-01). He is studying Electrical Engineering
at Virginia Tech. He has a 3.88 GPA and is a member of
the Virginia Tech Corps of Cadets and the Air Force ROTC.
Upon graduation he plans to be commissioned as an officer in the US Air Force and become an AF pilot.
Leanne Jarvis: Leanne is the granddaughter of Mort
Jarvis (James Connally 54-06). She has just completed
her second year at the University of California, Berkeley,
as a double major in Molecular and Cell Biology and Nutritional Science. She has a GPA of 3.56. Leanne is a long
distance runner on Cal’s Cross Country and Track and
Field teams. After graduation she plans to continue into
post-graduate studies in nutrition and exercise science in
order to ultimately perform research in those fields.
Aubrey McCoy: Aubrey is the daughter of Timothy
McCoy (Mather 82-06). Aubrey graduated from high school
this past June with a 3.83 GPA. She has been accepted
at the California State University, Chico, as an Animal Science major. After Chico she plans to attend the University
of California, Davis, School of Veterinary Medicine. Her
resume reflects hundreds of hours of community service
and numerous honors and awards.
Isabel Taylor: Isabel is the granddaughter of James
Taylor (Harlingen 61-12K). Isabel is attending Colorado State
University working towards a Bachelor of Science degree
in nursing. After graduation she plans to establish a career as a permanent medical missionary.
Although most of the applicants submitted excellent
essays describing their community and school involvements and their academic achievements and career plans,
Isabel Taylor’s essay is copied here to illustrate the quality of the Air Force navigators' children and grandchildren
that are applying for the AFNOA Scholarships. Continuation of this program will depend on your contributions.
DR AHEAD
Aubrey McCoy
Isabel Taylor
Dear Members of the Scholarship Committee,
My passion for helping others has energized all aspects of my life. I first volunteered at my church: as an
altar server, second grade teaching assistant, Challenge
Girls Club team leader, confirmation sponsor, and communion minister. I broadened my worldview by participating in local mission trips, volunteering at homeless support organizations, and knitting winter hats to donate to a
PAGE 5
nearby soup kitchen. In high school, I continued serving
my community through National Honor Society and Key
Club. As a National AP Scholar, I shared my academic
skills by tutoring my peers through difficult courses. As
Key Club board secretary and 4-year member, I introduced
fresh ideas and developed new service activities benefitting Tri-Lakes Cares, our local food pantry.
During high school, I extended my volunteerism to my
extracurricular activities and academic interests, including running, music, and science. As a senior and 12-year
cross country runner, I served as team captain while competing in the varsity division. I improved the student-led
summer training program and encouraged my teammates
to challenge themselves, improving morale and reducing
injuries. As a leading clarinetist in the Wind Symphony, I
supported the music program by fundraising, leading sectional rehearsals, and helping with instrument tryout nights.
My love of science motivated me to volunteer at St. Francis
Medical Center during my junior year. While assisting
nurses in the medical-surgical unit, I discovered my passion for healthcare. To experience more of the nursing field,
I completed a nursing assistant course the following summer and earned my Colorado nursing assistant license as
a high school senior. This challenging endeavor confirmed
my decision to pursue a Bachelor’s of Science in nursing
and helped me secure early admittance to nursing school.
I now attend Colorado State University-Pueblo with the
goal of earning that degree, working as a hospice nurse,
and becoming a family nurse practitioner. I serve my new
community through several organizations. At my church, I
am a communion minister and 6th-grade religious education teacher. For my university’s music department, I lead
clarinet sectional rehearsals and assist with special events.
As a Love Your Melon campus crew member, I visit pediatric cancer patients and raise funds to support pediatric
cancer research. Through Operation Paintbrush, my team
rejuvenated a blighted Pueblo block, restoring neighborhood pride by painting 15 houses in a single day. When
not providing home healthcare through my employer, Right
At Home, Inc., I will spend my summer break providing
care to the disabled at the Colorado Lions Camp. In addition, I plan to organize chapters of the Kappa Kappa Psi
band service fraternity and HOSA-Future Health Professionals at my university.
Upon graduation, I plan to unite my nursing skills with
my passion for helping others. Rather than abandoning
my volunteerism, I will pursue missions work, using my
healthcare expertise and concern for human dignity to benefit struggling communities. I believe my future career lies
in serving both the nation and the world as a permanent
medical missionary.
Sincerely,
Isabel Taylor
*********
DR AHEAD
PAGE 6
Navigator's station in the C-124C Globemaster II. Photograph provided by Ron Barrett.
HISTORIAN'S REPORT
by Ron Barrett, James Connally 63-06
AFNOA has now established itself as the USAF Navigators’ history depot with its copyrighted thumb drive holding 11,000 pages of historical documents. The second
edition of this USAF Navigator’s Comprehensive History
now includes copies of all the issues of DR AHEAD up to
April, 2016. The AFNCH second edition thumb drive is
now available. Send a donation to our Treasurer and he
will notify me to mail the drive to you.
The USAF is forever cutting HQ staff and so our collective history is disappearing. In one HQ case I was told
by the Command Historian they threw out all the so-called
"old" photos. Trashed!
To counter this loss, I am starting a new project—to
set up a navigator's aviation photograph library. Please
send me your aircraft photographs, like the Douglas C-124
Globemaster II shown on the front cover, or crew pictures—
with captions. My historian address is on the DR AHEAD
back cover.
Navigator—and other specialty stations—are not well
documented in our aircraft histories, so I especially need
pictures of navigators at their stations. This request in-
cludes EWOs, WSOs, ROs, navigators, bombardiers, and
CSOs. Please caption in detail all photographs that you
send.
WARNING: No classified material. We will have no
security breaches here!
AFNOA will scan these photos and place them onto
an AFNCH-PHOTO-HISTORY thumb drive. AFNOA can
thereafter add this pictorial thumb-drive to our files and
provide copies to those that find such of interest. Also,
these pictures will be copied to our DR AHEAD editor for
his use, and we will also provide these pictures to our
associated websites for their public use.
AFNOA will file the photos in a cross referenced form:
first by aircraft, second by command. No material will be
returned. All material needs to be freely donated to AFNOA.
AFNOA will send the hardcopy elements to the Mighty 8th
AF Museum after they are scanned. The Mighty 8th at
Savannah has the largest AF librarian staff in the world.
They have all of the original files we used for the first edition of the AFNCH thumb drive.
Thank you all who help on our history projects.
*********
DR AHEAD
General Duane H. Cassidy.
USAF photograph.
DUANE H. CASSIDY
Harlingen 54-18 and James Connally 55-CN
Duane H. Cassidy was more than a U.S. Air Force
pilot. He was a four-star general, a husband of 61 years, a
leader of men and women, a father, a friend and an adventurer. Although a short battle with cancer would claim his
life on February 8, 2016, he was an extraordinary 82-yearold, but then he was extraordinary at every age. Cassidy
lived life fully and positivity was his trademark.
Cassidy led by example. He was a decorated veteran,
and wore every set of wings possible. His life was one of
manufactured good fortune and determination. He made
the most of every opportunity, one of which led him to the
USAF by chance with a group of friends soon after high
school. From there he would fly all over the world, landing
planes on all seven continents.
Born in Coraopolis, Pennsylvania, in 1933, Cassidy
was the son of a first grade teacher and a banker. His
mother used to say that she could never punish him because he entertained himself in the corner by pretending
to fly planes, or to drive cars or trains. He met his wife,
Rosalie, in high school, and they married in 1954. The
couple’s adventure together continued through 61 years of
marriage and more than 32 moves.
General Cassidy served his country for more than 35
years in the United States Air Force. Upon completion of
aviation cadet training in 1954, he was commissioned as a
second lieutenant and continued on with navigator training. His initial operational assignments in the Air Force
were flying in B-25s, SA-16s, and C-121s with the Air
Weather Service, Air Rescue Service, and the Military Air
Transport Service.
Cassidy then entered pilot training in December 1958,
after which he flew B-47 bombers for the Strategic Air Com-
PAGE 7
mand and served with the 810th Strategic Aerospace Division. In 1968, he was assigned to the Republic of Vietnam, serving first with 7th Air Force before being transferred to the Military Assistance Command Vietnam Directorate of Public Affairs as an air briefer.
In 1969, Cassidy began serving in various roles in Military Airlift Command (MAC), including executive officer to
the deputy chief of staff for operations at MAC headquarters, and as executive aide and pilot for the MAC Commander. In 1972 he assumed command of the 8th Military
Airlift Squadron at McChord Air Force Base, Washington.
He entered Air War College in August 1974 and then returned to MAC headquarters as the assistant chief of staff.
In 1976, Cassidy was assigned first as vice commander,
then commander, of the 63rd Military Airlift Wing at Norton
Air Force Base, California. He then returned to MAC headquarters as deputy chief of staff for operations. Cassidy
commanded the 21st Air Force at McGuire Air Force Base,
New Jersey, in 1983-84, and then transferred to Air Force
headquarters at the Pentagon, where he served as deputy
chief of staff for manpower and personnel.
At the culmination of a distinguished military career,
General Cassidy served as the Commander in Chief of the
Air Force’s Military Airlift Command from 1985-89 and served
as the first Commander in Chief of the United States Transportation Command from 1987-89. During his tenure, Gen.
Cassidy was integral in the design and building of the new
aircraft for the Air Mobility Command, the C-17.
A command pilot and senior navigator with more than
8,000 flying hours in air mobility and bomber aircraft, his
military decorations and awards include the Distinguished
Service Medal, Legion of Merit, Bronze Star Medal, Defense Meritorious Service Medal, Meritorious Service Medal
with two oak leaf clusters, and the Air Medal.
Following his retirement from the USAF, Gen. Cassidy
joined CSX Corporation and served in various capacities.
Cassidy served as advisor, consultant and on the boards
of numerous transportation and aircraft organizations.
President George H.W. Bush appointed General Cassidy
to the Base Realignment and Closure Commission and he
co-chaired a similar commission for the State of Florida.
He was on the Board of Advisors of Hybrid Enterprises,
until his death, working on a new hybrid airship being developed in conjunction with Lockheed Martin for the purposes of transporting cargo.
General Cassidy is survived by his wife Rosalie, daughters Diane and Susan, sons Michael and Patrick, and their
families, including eight grandchildren, their spouses and
one great-granddaughter. He also leaves behind his sister, Dolores Sasway, in-laws Ed & Beth Mosley, Loretta
Hoffman, Virginia Greenberger, and many much-loved
nieces and nephews. Countless friends and those he led
through his decades of service mourn him as well.
*********
DR AHEAD
PAGE 8
Members of IFT Class 16-15 pose in front of a Diamond DA-20 Katana at the completion of Initial Flying Training based out of
Pueblo Memorial Airport, Colorado. USAF Photograph.
PRE-REQUISITES FOR UNDERGRADUATE CSOs
by Capt. Brandon Coleman, Pensacola 11-07
For the officers beginning their journey to become Combat Systems Officers (CSOs), the 479th Student Squadron (STUS) in NAS Pensacola is their first stop. While
Florida eventually becomes home during the next year,
the students begin preparing for the rigors of Undergraduate CSO Training (UCT) far away from the pristine beaches
they will frequent on Saturdays.
Within days of being processed into the 479th STUS,
they are immediately sent to Pueblo, Colorado, for Initial
Flying Training (IFT) with the 1st Flying Training Squadron.
For a majority of students, IFT is their first exposure to
aviation and will serve to screen the CSO candidates before entering into CSO training. While at IFT, students
follow a challenging academic program where they are instructed and then tested on a range of subjects pertaining
to aviation.
After completing the academic portion of training, the
students transition to the flying phase where they apply
the knowledge they learned on the ground. Basic maneuvers are practiced in a Diamond DA-20 Katana, a single
engine aircraft which made its Air Force debut in the early
1990s. Students practice departures, arrivals, and are even
given an introduction to low level navigation.
Upon successful completion of IFT, students return to
Pensacola where they prepare for SERE and water survival training. In the past, students completed water survival in Pensacola, Florida. However, in late 2015 the Air
Force’s Water Survival School moved to Fairchild AFB to
consolidate its resources with the Survival, Evasion, Resistance and Escape (SERE) school—this consolidation
saving the Air Force $4.6 million annually.
During SERE, students learn the essential survival principles which will keep them alive in case they become a
downed aircrew member. This training prepares them for
worst-case scenarios under a variety of environments both
friendly and hostile. They become familiar with using Air
Force survival gear and learn techniques on resistance in
case they are captured by the enemy.
Students then transition to water survival training where
they learn how to survive at sea in the event they have to
ditch their aircraft. Subjects range from first aid, food and
water procurement, signaling rescue aircraft, and proper
setup and use of various rafts and life support equipment.
Their training takes place in a newly constructed facility
which houses a large pool and uses equipment to simulate a helicopter hoisting students out of water and a mock
aircraft fuselage that is dunked into the water to simulate
ditching.
After completion of both SERE and Water Survival,
students return to NAS Pensacola to await their first day
of CSO training. The 479th STUS is responsible for tracking and maintaining more than 400 students as they
progress through the various phases of training. While
earning the coveted CSO wings begins and ends in
Pensacola, the students of the 479th Flying Training Group
travel all over the country to prepare for Training Day One.
*********
DR AHEAD
BOOK REVIEW
by Lou Malucci, Ellington 57-12C
THE WRIGHT BROTHERS, by David McCullough,
published by Simon & Schuster, New York, hard cover and
E-book, 320 pages, 62 photographs, 1 map, appendix,
May 2015, ISBN 978-1-4767-2874-2, ISBN 978-1-47672876-6 (E-book, Barnes & Noble) reviewed by Lou Malucci.
Being asked to do a book review of one of David
McCullough’s works is a doubly daunting assignment.
First, to follow on the heels of AFNOA’s own Bill Wilkins,
who has written these reviews in the past, and, more so,
to review the works of an accomplished writer who has
been twice a Pulitzer Prize winner. Dare I express a single
negative?
To begin, Wilbur and Orville Wright cannot be characterized as a single entity such as Ben and Jerry, Bausch
and Lomb, or Baskin and Robbins. McCullough early-on
defines the brothers as disparate in many ways, though
each ultimately has a single defined mission. They differ
in physique, moods and introspect. Wilbur, the older by
four years, had a long poker face, gaunt, long nose, and
was clean shaven. The younger Orville, in contrast, was
stouter, more hairy than Wilbur, wore a mustache, and
was a much better dresser. However, both were energetic.
They ate together, alternating the cooking assignment, even
sharing a checking account. And, yes, they did not agree
on everything and would shout at each other in occasional
disagreement. Orville, in particular, was quite sensitive to
disagreements or criticism and was occasionally moody
and irritable. What they shared though was “unity of purpose and unyielding determination.”
McCullough dwells somewhat on the Wright family and
how mother and father both were responsible for shaping
their determination to achieve their goals. It was said that
the mechanical aptitude came from their mother. Some
readers will be surprised to learn that sister Katherine,
likely unknown to most aviation buffs, had a thirst for knowledge in the evolution of the field of aviation and might be
surprised to learn of her influence on her brothers. Incidentally, Katherine and I share degrees from Oberlin College,
hers preceding mine by more than a half century. More
about the relationship of Katherine to her brothers will come
later.
The invention of the “Flying Machine” did not happen
overnight—such as the development of rubber from latex
spilled on a stove. It evolved as part of a migration from a
career in a print shop through manufacture of bicycles eventually to motorless flying contraptions. This era was also
congruent to the evolving of their home town of Dayton, not
only as an industrial city, but to achieve the sobriquet of
“The Invention City.” In fact, after the progression to the
success of a flying craft, the brothers had to continue with
working in the bicycle shop for their efforts required funds
to buy materials and to travel to testing sites. Their busi-
PAGE 9
ness was called “The Wright Cycle Company." The brothers had the support, and often disagreements with other
pioneers of the era such as Otto Lilienthal, who died of a
broken spine in a glider crash; studied the works of Sir
George Caley, Alphonse Penaud, a brilliant scientist whose
efforts were shaped by the study of flying birds, and also of
Richard Rathbun of the Smithsonian Institute. Hard to
imagine, but early efforts towards flying even included a
contraption powered by a steam engine.
McCullough deftly takes us eventually to the testing of
the various flying machines—still motorless—flying from
the sand dunes of Kitty Hawk on the Outer Banks. Up to
now the Wright brothers and others in similar pursuit faced
prospects of humiliation, injury, and even death, but they
went on unfazed. Surviving the hordes of famous extralarge mosquitoes of the Outer Banks was in itself a task.
Much of this time was spent studying birds and their flight
and attempting to emulate their flight by analyzing the effects of lift and drag. Birds did little more than ride the
wind. The brothers tried to simulate their flight by analyzing wing warp and the effects on a cambered surface and
even trying to understand the birds, some of which had
dihedral wings, similar to the famed WW II Navy F4U with
reverse dihedral wings.
Up to this time, the brothers and their colleagues were
still focusing on gliding, gliding from the tops of sand dunes.
As steam engines and motors came into wider use, it
wasn’t until 1903 that the idea of using gasoline as a source
of powered flight struck. They rigged a one-gallon tank of
gasoline on one of the wings and gravity fed the gas directly into the engine. There was no carburetor. Now that
“darned fool contraption” was taking life of its own. A lot of
effort was expended in tweaking various propeller configurations to achieve the one to be used. Remember: the
shape and contours of the propeller served the same purpose as the cambered wing, developing force, but in a
different direction.
Finally, on December 17, 1903, at exactly 10:35 a.m.,
Orville slipped the rope holding the aircraft, now named
“Flyer,” and achieved flight. The first flight was airborne for
12 seconds. A second flight went 175 feet. This was
followed by another going 200 feet and a fourth, in the air
for 59 seconds, went 852 feet. After four years of labor, the
Wright brothers had achieved their goal of flying like the
birds. There were deaths along the way, notably Langley
and Selfridge. The Wrights themselves suffered countless
bumps and bruises from many crashes along the way,
some severely damaging the craft which then needed major repairs.
These early flights, short as they were, were only stepping stones to bigger, faster craft that would fly farther and
faster. Up to this point the Wrights had as many detractors as supporters, some expressing doubts and that they
were wasting precious time and money. News sources
DR AHEAD
PAGE 10
were still skeptical of where this was all going.
The next task was the pursuit of government support
—funding to take this to the next level. Flyer II succeeded
the first craft and then Flyer III. Eventually, the concept
grew and the Wright brothers took their ideas to Europe,
sort of as on a victory lap, but more so to expand the
aviation horizon.
The Wrights were closely knitted. When Wilbur died
in 1912, Katherine and Orville pledged to remain together
for life. However, Katherine renewed correspondence with
a former Oberlin boyfriend, and eventually when they married in 1926, Orville was devastated and refused to even
attend the wedding. Two years later when Katherine contracted pneumonia, Orville still refused to contact her. He
was finally persuaded to visit her by another brother and
was at her bedside when she died in 1929 at the age of 54.
David McCullough has most cleverly captured both characterization of the Wright family and the spirit of invention
which has inspired many to similarly pursue their dreams.
This is definitely a book worth reading. Rating: 10 out of
10.
***
Lou Malucci is the author of the book, B-47
STRATOJET, NUCLEAR DETERRENT, available in aviation museums, Barnes & Noble, Amazon, and from him
personally—also available as an EBook.
***
Lou Malucci is one of AFNOA’s most regular authors,
for DR AHEAD has published more than twenty-five articles by Lou Malucci in the last 16 years.
*********
PRESSURE PATTERN
by Fred C. Gast, Harlingen 57-11
During the many years that have passed since I was a
cadet at Harlingen, I have been interested in reading of the
experiences that other cadets had while training. Bruce
Bailey’s article in the July publication brought back many
memories. At that young age, aviation cadet training was
a heady experience.
We had heard of a point in the program where we would
fly our pressure pattern checkflight across the Gulf of
Mexico and wind up with several flights around and near
Bermuda. Word had it that it was a really enjoyable set of
flights. At last, our turn had come.
Our flight was scheduled just before the cadet club
Christmas party and a general Christmas leave, both very
much awaited after months of hard work and the strict
discipline of the program. Eagerly up and into the control
tower to get the weather at 3:00 a.m., our crew was packed
and ready to go.
Midway across the Gulf, the pilot announced that one
engine on the T-29 had to be shut down because of the
threat of fire. Fortunately, we had a crew chief aboard and
as the plane was losing altitude on one engine, he was in
the cockpit and working hard. As we got lower (already we
could see individual whitecaps) we were told that our luggage would have to be jettisoned and to start disconnecting the APN-9 Lorans, which were also to be jettisoned. It
was about this time that the crew chief discovered that
faulty instrumentation had indicated a problem that didn’t
exist, and the right engine was restarted. We regained
our altitude and course to a checkpoint in the Keys.
As we made the checkpoint and started to establish a
new heading to Bermuda, the automatic pilot jammed and
the plane went into an uncontrolled climbing turn to the
left. The result was a Navy escort and more help from our
hard working crew chief. After what seemed a very long
time, the problem was resolved. Our plans for Bermuda
were now scrapped and we headed for Ocala, Florida, instead. We spent the night there and the next morning we
filed a flight plan for Harlingen, Texas. I was sitting next to
the radar unit as lead navigator as we became airborne
and started climbing to altitude—when the plane started
to fill up with smoke. The radar unit had caught fire and we
had to return to Ocala. Another T-29 was sent from
Harlingen and after a second night in the barracks (in Ocala,
not Bermuda), we took off again, or at least tried to. The
take off was aborted because this plane could not achieve
sufficient speed. It turned out the water injectors had malfunctioned and we didn’t have enough power for takeoff.
Plane number three was sent and again we headed
home, with our long-awaited cadet club Christmas party to
be held that night. We would make it with stories to tell,
and then head home on leave the next day. Didn’t happen.
As we had gone part way across the Gulf the weather
closed in on the Texas coast and we were diverted to
Keesler AFB in Biloxi, Mississippi. There we spent a
gloomy night with thoughts of our classmates at the Christmas party and the knowledge that, while we would be flying back to base on the following day, our friends would be
happily on their way home for the holidays.
As we landed back at Harlingen the next day we arrived at an empty barracks to pack for our delayed leave,
and learned that most of our classmates were in the infirmary with food poisoning contracted at the Christmas party,
and they would miss their leave altogether.
Misfortune had turned into good fortune for us as I
headed home for Christmas.
*********
DR AHEAD
LINEBACKER ll
by Dave Sjolund, Harlingen 57-07
Although retired, my memory of these events is clear
and I want to document what happened over the 45 years
of my career in the ECM business.
I enlisted in the Air Force in 1953 and attended electronics school at Keesler AFB. Upon graduation I was
assigned to Automatic Tracking Radar School at Keesler
AFB which consisted of learning how the SCR-584 worked.
In 1954 I was transferred to Eglin AFB to operate and maintain the SCR-584. From Eglin AFB I entered Aviation Cadets and became an officer in the Air Force. I was reassigned to Keesler AFB to become an Electronic Warfare
Officer (EWO). After graduating I was assigned to a B-47
crew as an EWO. I remained in the EWO field for the
duration of my AF career.
I believe the SCR-584 was the first automatic tracking
radar designed to shoot down aircraft. Unfortunately, we
gave many of these systems to the Russians after WW II.
The Soviet designation was the “Whiff.” I believe the soviets reverse-engineered the SCR-584 to develop the SA-2
system which we then faced in Viet Nam. I also believe
the SA-2 system missile was designed by the German
engineers working for Russia after WW II.
The SCR-584 was used on the Eglin AFB bomb test
range to perform radar bomb scoring. The test range became the ECM test range in the early 1960s. The range
consisted of six sites that are spaced a mile apart on Santa
Rosa Island. The six sites transferred jamming data to a
large computer complex on Eglin AFB that would follow a
test aircraft using the SADS 1 radar. The SADS 1 radar
was an M-33 radar that could track the ECM aircraft very
accurately. Initially dry data (no ECM radiation) was collected on the M-33 and SADS 2, which is a simulated SA2 system. The miss distance between the M-33 and the
SADS 2 had to be 50 feet or less in over 80% of the simulated missiles for the system errors to be eliminated. Then
the jammer was turned on and the miss distance of the
plane’s position was measured and compared with the M33 data and the SADS 2. An ECM technique was considered good if 80% of the simulated missiles missed the
target by over 200 feet. It should be noted that the M-33
was the radar that controlled the Hawk Missile System.
We gave several Hawk Missile Systems to the Israelis which they used in the Arab-Israeli War in the late 1960s.
The Arab Air Force suffered an attrition rate of 95% due to
the Hawk missiles (47 of 49). I think the Arab aircraft had
no ECM installed.
After completing seven years of night school I attended
Auburn for three years and earned an Aeronautical Engineering Degree (BSAE) in August 1967. I was rewarded
by being passed over for promotion to Major. Officers who
went to school had a 75% chance of being passed over for
promotion while those in SEA had a 75% chance of pro-
PAGE 11
motion. Timing is everything! This circumstance led me
to plan for my retirement as soon as eligible, about seven
years away. I decided to use the next seven years to learn
what industry did not know in the field of ECM, tactics,
SAM systems and the USSR. All these areas were classified secret and very few people were cleared for the data
due to difficulty and expense. I was in the right place at
the right time with a top secret clearance and a BSAE. I
was motivated to acquire ECM knowledge in those years.
I was assigned to the B-66 operation in Thailand in
1967-1968. The B-66 operation supported the B-52s with
their flights over North Viet Nam (NVN) by flying a race
track pattern perpendicular to the B-52 pattern, providing
jamming. We had a Morse code frequency identifying NVN
MIG aircraft departures from the NVN airports. On a flight
I received the code and calculated the intersection of MIGs
and our B-66. I told the pilot, Major Dave Otterson, that we
should abort the jamming mission because of the looming
intersection of the MIGs and our plane. If we delayed our
turn the MIGs could follow our turning airplane and aim at
our engine exhaust heat with an IR Atoll missile and we
could not defend against it. Only by turning immediately
could we stay out of range of the IR homing device on the
missile. We aborted the mission and returned to base. At
the debriefing I was criticized for aborting the mission. The
next day another B-66 mission like ours took off and the
crew did not react to the Morse code alert for MIG departures. The B-66 was shot down, losing the crew. We did
not fly any more of these support missions and I was credited with exposing the vulnerability of predictable patterns.
After I flew my 100 missions I returned stateside to
Wright Patterson AFB, joining the Blue Team. Three years
later, in the fall of 1972, I joined Major Billy Nix at SAC
Headquarters. Major Nix needed an ECM engineer to calculate the attrition rate of the B-52 should we bomb NVN
in an attempt to end the war.
First, my team examined the ECM test data that SAC
had recently collected at Eglin AFB ECM test range. The
optimum technique showed that 80% of the missiles
passed more than 200 feet from the test B-52. They had
also developed a new flight formation tactic of three-plane
“cells”, spaced 500 feet apart in Azimuth, Elevation and
Range with the location known only to each cell leader.
This produced multiple jamming strobes on the SA-2
scopes. If all three operators were not tracking the same
B-52, an additional 500 feet of missile error was created. If
this situation sounds confusing, imagine the problems the
three NVN SA-2 operators had in assuring that each was
tracking the same B-52. SAC analysis of the three-plane
cell formation testing at Eglin ECM test range showed a
10% increase over a single plane target in the number of
missiles passing more than 200 feet from the test B-52.
Finally, Soviet SA-2 missile engineers designed a fragmentation pattern of four ounce frags to maximize the prob-
DR AHEAD
PAGE 12
ability of kill (PK) of the 400 pound warhead after the proximity fuse was turned on. The warhead produced a pattern
of one frag per square foot at 50 feet. Note that a pilot in
the cockpit is approximately two cubic feet in volume. Thus
if the missile and the B-52 are flying head-on the frag pattern, shaped like an expanding dog collar perpendicular to
the X axis of the missile, will kill the pilot as well as bring
down the B-52. However, if the B-52 ECM caused the
missile to fly an erratic pattern, the PK of the missile would
be much lower. I came up with an attrition rate of 3%
which was a combination of the three-plane cell formation,
the optimum noise modulation technique and the fragmentation pattern of the SA-2.
Now the plan was made. The 3% attrition rate was
considered acceptable. We thought a three-day campaign
would break the back of NVN. We limited the bombing
fleet to nine three-plane cells spaced four hours apart. This
minimized the probability of a mid-air collision. The campaign was launched on December 18, 1972. On the first
day, three aircraft were lost at ranges of ten, twenty and
thirty miles from the SA-2 sites. NVN changed their strategy on day two by concentrating their missile intercepts
at the thirty mile range. Only one airplane was lost because at that distance the frag pattern was less than one
frag/100 feet. On day three, NVN realized that if they delayed the attacks until the aircraft were ten to twelve miles
away, just after the B-52 released its bombs, it was better
for the SA-2 as the bomb bay doors were still open, increasing the radar cross section of the B-52. This ensured greater missile success for NVN and they brought
down seven aircraft.
On the morning of the fourth day Major Billy Nix asked
me to go to the Eglin test site to observe the SADS 2
testing and try to determine why we lost seven aircraft the
prior day. I observed weak jamming at the radar scopes.
The next day at SAC Headquarters I reported the weak
jamming and asked if the jamming patterns had been optimized for the low altitude of the Single Integrated Operational Plan (SIOP) and not for the high altitude mission
that the B-52s were flying in NVN. After talking with Northrop
DSD it was determined that the antennas had not been
optimized for high altitude. They could be optimized for
high altitude by changing the pancake-shaped pattern to a
doughnut-shaped pattern below the airplane. This would
create a 6 dB improvement at -45o but it would take six
days for the first antenna to be delivered. Because the
loss rate was as indicated in our attrition analysis, we
continued the campaign.
Contributing to the seven aircraft loss on day three
was the effort to bomb one of the SA-2 sites that had shot
down four of the B-52s. I advised against this decision
because it would require flying a radial heading directly
over the site. Also the site location was not accurately
known as GPS did not exist at this time. My experience
at Eglin in the early 1950s indicated that the 500 pound
bombs we were using could not destroy the site except
with a direct hit and we would probably lose several aircraft. My prediction proved to be correct, for we lost two of
the nine aircraft bombing this site and the site was back
on the air the next day. On the fifth through the eleventh
day we lost fewer than than one aircraft per day for a total
of fifteen aircraft. On December 29, 1972 NVN agreed to
sign a truce ending the conflict.
Part of the last eighteen months of my Air Force career was spent determining the lessons learned from the
Linebacker II campaign. The first of three lessons learned
was the importance of destroying the EW/GCI radar that
provided data to the SA-2 sites before commencing the
attack. This EW/GCI site also controlled the enemy fighter
aircraft. The second lesson was the importance of destroying the runways in the initial days of the attack, eliminating the ability of the fighters to land in the dark after a
mission. The third lesson was to avoid flying directly over
a SAM site. The AF applied these lessons during Desert
Storm to great effect. The loss rate was fractions of 1%
and I think no F-15s or B-52s were lost to SAMS.
Upon my retirement from the Air Force in 1974, I joined
Northrop DSD spending the next six years updating the
ECM systems on the B-52 and F-15. It should be noted
that Egypt became pro-US in 1974 and gave us SA-2s, SA
3s and other systems from their inventory that allowed us
to optimize our SADS and ECM. Northrop’s noise modulated ALQ-135 used on the F-15 received threat data from
the Loral ALR-56 Radar Warning Receiver (RWR.) If the
threat was trying to engage the F-15, appropriate ECM
would be applied by the ALQ-135 as needed. The pilot
had only to turn the ALQ-135 to automatic mode and avoid
flying over the threat that was shown on the RWR. If the
ALR-56 was not operating the ALQ-135 manual mode could
be engaged but was minimally effective and highlighted
the F-15 on the enemy radar.
We also developed an RF set-on receiver for the B52s ALQ-28s. This receiver, along with the correct low or
high altitude antenna, improved the jamming/signal (J/S)
10dB before opening the bomb bay doors for bomb release. It did not provide adequate J/S with the bomb bay
doors open but turning away from the threat after releasing
the bombs would help reduce the vulnerability. The engines could not provide enough power for unlimited jamming capability.
In 1980 Stan Hall hired me to work in ECM advanced
programs at Litton AMECOM. I tried to sell the EA-6B to
the Air Force and they did buy the EA-6B years later. Within
a year of my hiring, Stan left for California. I missed working in the environment he created and contacted him.
In 1985 Stan Hall hired me again, this time to work in
a new ECM division at Hughes Aircraft Company. Of the
hundreds of engineers that Stan hired I think I was the only
DR AHEAD
one he hired twice. Again, I was enjoying my work and
living in California where I had wanted to be for at least
twenty years.
I spent my final four years at Hughes, teamed with
Boeing and Amherst developing a large anechoic chamber
at Edwards AFB. I was responsible for the $10 million
Hughes portion. I retired from civilian work in the fall of
1998 and moved to my current home in St. Petersburg,
Florida.
My motivation to write this article was reading the book
on Linebacker II authored by Larry Mitchell III. Since I had
been at Headquarters SAC during the event and was heavily
involved, I could document how the 3% attrition figure was
determined, why the same profiles were flown on the first
three days of Linebacker II and finally, why seven B-52s
were lost on day three.
The data in my memory grew and I had a 40+ year
“single thread” event that I could document. I only used
the data that is in my memory. My wife was a great help in
producing this paper. If you have any questions, write me
via e-mail at [email protected] and include your
phone number. I respond better verbally so I will return
your message with a phone call.
*********
Paul Tibbets, Ted 'Dutch' Van Kirk, and Tom Ferebee.
USAF photograph.
OF POSSIBLE INTEREST
submitted by Ron Barrett, James Connally 63-06
THE THREE MUSKETEERS OF THE ARMY AIR
FORCES: FROM HITLER’S FORTRESS EUROPA TO
HIROSHIMA AND NAGASAKI by Robert O. Harder. Naval Institute Press, 291 Wood Rd., Annapolis, MD; pub
2015; hardback; $39.95; 288 pages; 16 pages of BW
photogtaphs; ISBN 978-1-61251-902.9.
"Robert Harder has come closer than any other writer
to capturing the special relationship that existed between
my grandfather, Tom Ferebee, and ‘Dutch’ Van Kirk. This
is an intriguing story of three gifted aviators, war-proven
leaders, and a partnership that changed the world."—Brig.
Gen. Paul W. Tibbets IV, USAF.
PAGE 13
"THE THREE MUSKETEERS OF THE ARMY AIR
FORCES is unique. Robert Harder brings his knowledge
and vast insights as a bomber crew navigator-combat veteran to sift through the murk of the conflicting stories of
those pilots on the atomic missions to Hiroshima and
Nagasaki. Readers interested in World War II, the climactic end of the war, the dropping of the atom bombs, airpower,
and the human interest angle will be thoroughly entertained.”—D.M. Giancreco, author of HELL TO PAY: OPERATION DOWNFALL AND THE INVASION OF JAPAN,
1945–1947.
"Robert Harder combines excellent writing and superb
research with an almost unique advantage of having handson experience in the long ago era of which he writes. This
fascinating book tells the life stories and amazing partnership of the immortal Paul Tibbets and the fearless wellknown Tom Ferebee and Ted 'Dutch' Van Kirk."—Col.
Walter Boyne, USAF (Ret.), member of the National Aviation Hall of Fame, author of THE INFLUENCE OF AIR
POWER UNON HISTORY.
“At last, a history of those airmen who grew up in the
air war over Europe flying a B-17 before traveling to the
Pacific to be the number one atomic-bomb crew who
dropped a ‘Little Boy’ bomb on Hiroshima. Tibbets, Van
Kirk, and Ferebee have been lucky with Robert Harder as
their biographer.”—Robin Higham is the author of TWO
ROADS TO WAR and UNFLINCHING ZEAL, and professor of military history emeritus at Kansas State University.
*********
A SPECIAL OFFER FOR ALL
CSO STUDENTS, GRADUATES,
AND FACULTY.....
A COMPLIMENTARY ONE-YEAR
ELECTRONIC SUBSCRIPTION
TO DR AHEAD.....
DR AHEAD is the official publication of the
Air Force Navigators Observers Association;
(AFNOA) a non-profit, non-political organization dedicated to maintaining a spirit of comradeship among the navigators, observers, bombardiers and combat systems officers of the
USAAC, USAAF, and the USAF. DR AHEAD
is published and distributed quarterly. To start
your complimentary subscription, please notify Errol Hoberman at afnoa.distributor@
yahoo.com of your interest.
*********
DR AHEAD
PAGE 14
LAST FLIGHTS
Jim Faulkner, James Connally 64-04
Correction: in the last issue of DR AHEAD I reported
Max R. Moore, Harlingen 59-06, as deceased. That was
an error on my part. He is alive and well. I apologize for
the error.
Please continue to advise Jim Faulkner at
[email protected] or at 1-580-242-0526 or Richard Mansfield (contact info on the back page of this issue)
when you note that a navigator, observer, bombardier, electronic warfare or combat system officer has passed away.
Thanks to the continuing efforts of Harvey Casbarian,
Ellington 57-18; Bill Wilkins, Ellington 52-09, and others
who check newspapers for obituaries and advise us when
fellow aviators make their last flights.
At the next reunion we will drink a toast (in water) to
remember and recognize the individuals below for their
contributions to the navigation career field and to AFNOA.
It saddens me to report we have been advised the following
have made their last flights. Please keep their families in
your prayers.
CORAL GABLES
Mahoney, Hugh
San Antonio
Breslauer, Charles S. Hobe Sound
TX
FL
41-D
42-13
CHILDRESS
Robbins, Warren M. Sun Lakes
AZ
44-50B
TX
CA
NC
MT
MN
MA
IL
FL
IL
PA
53-07
53-07
54-18
56-00
56-08
56-08
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HARLINGEN
Barnum, George N.
Longview
Schauer, Herman T. Granite Bay
Cassidy, Duane H.
Chapel Hill
Murtha, Eugene A.
Malstrom
Anderson, Darwin L. Duluth
Bachli, Williard C.
Springfield
Ballot Jr., Charles J. Mascouath
Clarson, John C.
Seminole
Culver, David A.
Paris
Dudenhoefer, Thomas J. Erie
Gregory, Charles W.
Holman, John R.
Glen Burnie
Jolly, Roy A.
Greensboro
Kent, Allan M.
Acworth
Lyon Jr., Robert H.
Liberty
Mattis, Robert E.
Valdosta
McCants, William A. Fort Dix
McCormack, John N. Mount Pleasant
Morrissey, William F. Kenosha
Nygren, Edward M.
Riverside
Penniman, Thomas H. Phoenix
Pizarro, Lawrence M. Fresno
Sexton, Harold G.
Williamsfield
Toljanic, Anthony J.
MD
NC
GA
MO
GA
NJ
SC
WI
CA
AZ
CA
OH
IL
Tunze, Gordon W.
Rosebud
Wellenstein, Paul L. Marietta
Wiltse, George A.
Hitchcock
Wimberly, Johnie H. Winter Springs
Ludwig, William J. E. Bound Brook
Ritchie, Herman H.
Brown, Malcolm J.
Duluth
Cearley, Jack R.
Sims
Gilman Jr., Daniel T. Florence
Gorman, Charles A. Sacramento
Harrod, Franklin D.
Sonoma
Holland, William H.
Warner Robins
Kerwick, David R.
Austin
Lemon, John A.
Tucson
Meyer, Roger H.
Kentwood
Moresco Jr., Joseph Las Vegas
Pilarski, Regis V.
West Newton
Riego, John E.
Fountain Hills
Roper Jr., Frank C.
Kernersville
Schoonmaker, Richard W. Sun Lakes
Simons, John D.
Wilson
Slocomb, James H. Lees Summit
Villines, William F.
Lincoln
Corey, Charles J.
Alpine
Hemby, Ronald D.
Malstrom
Campaigne, Jerry A. Central Valley
Wetherbee, John A. Pease
Rusch, Richard A.
Greenville
Gorman, DeWitt Y.
Houston
Harris, Jerry D.
Batavia
Ketcher, Scott H.
Tucson
DeWitt, Robert D.
Georgetown
Ecker, Terrell W.
Wiersma, William E. Orange
Adolf, George A.
Andres, Walter H.
Greatneck
Barclay, Charles A.
Sugarland
Beasley, Horace G. Shemya
Beaty, Lee S.
Chattanooga
Bilodeau Jr., George L. Buckfield
Christoffersen, Alfred. P. Deer Park
Forshee, Loahman E. Clearwater
Lowry, Tyrell G.
Portland
McKeon, Edward P. Chelmsford
McPherson, Douglas A. Beavercreek
Neidhart, Anthony C. Seguin
Olimb, Curtis A.
Grand Forks
Peterson, Norman K. Sioux Falls
Pilley, Charles F.
Fairfax
Pilsodski, Joseph
San Jose
Schmidt, Frank J.
Fredericksburg
Shelley, Kennedy K. New Bern
Stoltz, Gerald W.
Columbus
Thiele, Raymond G. Bellevue
MO
GA
TX
FL
NJ
OK
MN
AR
OR
CA
CA
GA
TX
AZ
MI
NV
PA
AZ
NC
AZ
AR
MO
CA
AZ
MT
CA
NH
SC
TX
IL
AZ
TX
CA
MO
NY
TX
AK
TN
ME
WA
FL
OR
MA
OH
TX
ND
SD
VA
CA
TX
NC
OH
NE
56-08
56-08
56-08
56-08
56-09
56-09
56-10
56-10
56-10
56-10
56-10
56-10
56-10
56-10
56-10
56-10
56-10
56-10
56-10
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56-10
56-10
56-10
56-13
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56-16
56-17
57-02
57-02
57-02
57-05
57-06
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57-07
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57-07
DR AHEAD
Vanderwal, Stanley M. Molalla
McClaren, Kenneth R. Dunnellon
Cohen, Martin J.
Boynton Beach
Armbruster, Kermit L. Fort Worth
Bailey, Gardner S.
Spokane
Gross, Norman G.
Heber Springs
Gilbertson, Rev Richard J. Dayton
Thompson, Miles P. Frostburg
Heiliger, Donald L.
McFarland
Amrhein, Robert L.
San Antonio
Newman, Rudolph M. Sumter
Hall, Ronald W.
Canfield
Lyman, Roderick W. Locust Grove
Bernholtz, Joseph C. Beaumont
Cubberly, Robert L.
Cibolo
Hunter, Richard I.
Roswell
Harris, John D.
Euless
Green, Thomas A.
San Antonio
White III, Richard W. Mocksville
Savelli, Patrick J.
Erie
Muehlhof, John J.
Benton
Waite, Richard W.
Sedona
Rogers III, Harry C. West Jacksonville
Hicks, Gary L.
Londonderry
McNeill Jr., Joseph A. Vacaville
Wilson Jr., Thomas W. Coldspring
JAMES CONNALLY
Prussia, Leland S.
San Francisco
Hollingshead, Harlow W. Midland
Hoff, Howard L.
Smyrna
Tanner, John D.
Alexandria
Cooper, Stanley J.
East Farmington
Ellenwood, Glenn L. Marble Falls
Estey, Samuel J.
Yorktown
McDowell, Robert. J. Waltham
Doll, George H.
Tucson
Schuler, William E.
Albuquerque
Wood, Ernest M.
McAllen
Alvarez, Ariel
Carolina
Groat, John E.
Concord
Crumbaker, David M.
Dickman, William D. Dallas
Lane, Bruce R.
Plano
Luckenbill, Clive D.
Atlantic Beach
Mansfield, James T. Waco
Stamerjohn, Glenn R. Princeton
Tharp, John D.
Waco
Tycer, Lawrence D.
North Little Rock
Welty, Wayland D.
Cedar Park
Schwartz, Stanley
Boynton Beach
Frazier, Allison A.
Shreveport
Peltz MD, Leon
Sag Harbor
Hurd, Peter M.
Houlton
OR
FL
FL
TX
WA
AR
OH
MD
WI
TX
SC
OH
VA
CA
TX
GA
TX
TX
NC
PA
PA
AZ
FL
NH
CA
TX
57-07
57-17
58-04
58-09
58-09
59-01
59-03
59-06
59-13
59-15
59-18
60-05
60-10
60-12
60-18
60-21
60-22
61-02
61-04
61-07
61-08
61-08
61-09
61-10
62-12
62-13
Nardi, Remo J.
Ashville
Roberts, Paul F.
Grove
Isaac, William D.
Bellevue
Tubman, Howard A. Louisburg
Coons, William M.
Lexington
Pejsar, Roderick J.
Leesburg
Ross, Lyndell E.
Tucson
Schnell, Tom C.
Fort Worth
Thompson, Donald M. Dalzell
Nemeth, Anton E.
Willoughby Hills
Adams, Charles P.
Amityville
Criswell, Harry L.
Palm Desert
Bablo, Charles A.
Port Orchard
Camp, James B.
High Point
Elliott, Robert J.
Orangevale
Hollifield, William M. Grand Forks
Hartsell, Monte W.
Columbia
Dickerson, Marshall V.
Hockemeier, John M. Green Valley
Trotter, George P.
Naples
Lyster, Robert C.
Highlands Ranch
Blair, Gary C.
Helena
CA
TX
TN
VA
NY
TX
VA
MA
AZ
NM
TX
PR
CA
52-01
52-07
52-08
52-08
53-07
53-07
53-07
53-07
53-08
54-05
54-09
56-02
56-02
56-08
56-08
56-08
56-08
56-08
56-08
56-08
56-08
56-08
56-09
56-12
56-14
59-06
TX
TX
NC
TX
IL
TX
AK
TX
FL
LA
NY
ME
PAGE 15
OH
OK
NE
NC
KY
VA
AZ
TX
SC
OH
NY
CA
OR
NC
CA
ND
SC
IL
AZ
FL
CO
MT
59-14
59-20
60-14
60-14
60-22
60-22
60-22
60-22
60-22
62-18
63-15
63-18
64-03
64-03
64-03
64-04
64-07
65-04
65-09
65-09
65-12
66-09
MATHER
Gaynes, Seymour J. Scottsdale
AZ
Mynatt Jr., Frederick J. Knoxville
TN
Stogsdill, Thomas M. Fort Walton Beach FL
43-12
67-00
70-00
MIDLAND
Hamborsky Sr., Rudolph J. San Antonio TX
44-10
SELMAN
Deneault, Roland J. Falls Church
Krejci, Eugene B.
Moulton
Alper, Seymore
Wilmington
Abernathy, Milton B. Port Charlotte
Aronsohn, Harry H.
New York
Arnsberger, James B. Oak Harbor
Gantert, Harold F.
Parsippany
Gammon, Robert D. Spring Hill
Major Jr., William G. Camden
Attenborough, Robert W. East Hartford
Kehlenbeck, John H. Southbury
VA
TX
NC
FL
NY
WA
NJ
FL
SC
CT
CT
43-05
43-05
43-07
43-11
43-15
43-16
43-17
44-02
44-09
44-11
44-13
SAN MARCOS
Ballantyne, Donald H. Bentwater
Kling, Harold H.
El Dorado
Lunsford, Lloyd M.
Spring
Gassman, Jack
Des Plains
Jorgensen, Stanley E. Carmel
MI
KS
TX
IL
CA
43-11
44-03
44-03
44-06
44-10
TURNER
Johnson, Isham M.
TX
42-06
San Antonio
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